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    <VOL>89</VOL>
    <NO>121</NO>
    <DATE>Monday, June 24, 2024</DATE>
    <UNITNAME>Contents</UNITNAME>
    <CNTNTS>
        <AGCY>
            <EAR>
                Agriculture
                <PRTPAGE P="iii"/>
            </EAR>
            <HD>Agriculture Department</HD>
            <SEE>
                <HD SOURCE="HED">See</HD>
                <P>Animal and Plant Health Inspection Service</P>
            </SEE>
            <SEE>
                <HD SOURCE="HED">See</HD>
                <P>Rural Housing Service</P>
            </SEE>
        </AGCY>
        <AGCY>
            <EAR>Animal</EAR>
            <HD>Animal and Plant Health Inspection Service</HD>
            <CAT>
                <HD>NOTICES</HD>
                <SJ>Imports:</SJ>
                <SJDENT>
                    <SJDOC>Fresh Ginseng Roots (Panax ginseng C.A. Mey.) from the Republic of Korea, </SJDOC>
                    <PGS>52433</PGS>
                    <FRDOCBP>2024-13759</FRDOCBP>
                </SJDENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Antitrust Division</EAR>
            <HD>Antitrust Division</HD>
            <CAT>
                <HD>NOTICES</HD>
                <SJ>Changes under the National Cooperative Research and Production Act:</SJ>
                <SJDENT>
                    <SJDOC>Bytecode Alliance Foundation, </SJDOC>
                    <PGS>52509</PGS>
                    <FRDOCBP>2024-13741</FRDOCBP>
                </SJDENT>
                <SJDENT>
                    <SJDOC>Defense Industrial Based Consortium, </SJDOC>
                    <PGS>52508-52509</PGS>
                    <FRDOCBP>2024-13738</FRDOCBP>
                </SJDENT>
                <SJDENT>
                    <SJDOC>Electrified Vehicle and Energy Storage Evaluation, </SJDOC>
                    <PGS>52507-52508</PGS>
                    <FRDOCBP>2024-13736</FRDOCBP>
                </SJDENT>
                <SJDENT>
                    <SJDOC>PXI Systems Alliance, Inc., </SJDOC>
                    <PGS>52508</PGS>
                    <FRDOCBP>2024-13739</FRDOCBP>
                </SJDENT>
                <SJDENT>
                    <SJDOC>Rust Foundation, </SJDOC>
                    <PGS>52509-52510</PGS>
                    <FRDOCBP>2024-13740</FRDOCBP>
                </SJDENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Centers Medicare</EAR>
            <HD>Centers for Medicare &amp; Medicaid Services</HD>
            <CAT>
                <HD>RULES</HD>
                <SJ>Medicaid Program:</SJ>
                <SJDENT>
                    <SJDOC>Medicaid and Children's Health Insurance Program Managed Care Access, Finance, and Quality; Correction, </SJDOC>
                    <PGS>52389-52391</PGS>
                    <FRDOCBP>2024-13712</FRDOCBP>
                </SJDENT>
                <SJ>Medicare and Medicaid Programs:</SJ>
                <SJDENT>
                    <SJDOC>Minimum Staffing Standards for Long-Term Care Facilities and Medicaid Institutional Payment Transparency Reporting; Correction, </SJDOC>
                    <PGS>52392-52396</PGS>
                    <FRDOCBP>2024-13795</FRDOCBP>
                </SJDENT>
            </CAT>
            <CAT>
                <HD>NOTICES</HD>
                <DOCENT>
                    <DOC>Performance Review Board Members, </DOC>
                    <PGS>52467-52468</PGS>
                    <FRDOCBP>2024-13696</FRDOCBP>
                </DOCENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Coast Guard</EAR>
            <HD>Coast Guard</HD>
            <CAT>
                <HD>RULES</HD>
                <SJ>Safety Zone:</SJ>
                <SJDENT>
                    <SJDOC>Annual Firework Displays and Other Events in the Eighth Coast Guard District, </SJDOC>
                    <PGS>52385</PGS>
                    <FRDOCBP>2024-13782</FRDOCBP>
                </SJDENT>
                <SJDENT>
                    <SJDOC>M/V DALI, Transit from the Maryland/Virginia Line, Chesapeake Bay, Thimble Shoal Channel, Norfolk Harbor, and Elizabeth River, Norfolk, VA, </SJDOC>
                    <PGS>52383-52385</PGS>
                    <FRDOCBP>2024-13907</FRDOCBP>
                </SJDENT>
                <SJ>Special Local Regulation:</SJ>
                <SJDENT>
                    <SJDOC>Clear Lake, Clear Creek, TX, </SJDOC>
                    <PGS>52381-52383</PGS>
                    <FRDOCBP>2024-13747</FRDOCBP>
                </SJDENT>
            </CAT>
            <CAT>
                <HD>PROPOSED RULES</HD>
                <SJ>Special Local Regulation:</SJ>
                <SJDENT>
                    <SJDOC>San Jacinto River, Houston, TX, </SJDOC>
                    <PGS>52410-52413</PGS>
                    <FRDOCBP>2024-13785</FRDOCBP>
                </SJDENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Commerce</EAR>
            <HD>Commerce Department</HD>
            <SEE>
                <HD SOURCE="HED">See</HD>
                <P>Industry and Security Bureau</P>
            </SEE>
            <SEE>
                <HD SOURCE="HED">See</HD>
                <P>International Trade Administration</P>
            </SEE>
            <SEE>
                <HD SOURCE="HED">See</HD>
                <P>National Institute of Standards and Technology</P>
            </SEE>
            <SEE>
                <HD SOURCE="HED">See</HD>
                <P>National Oceanic and Atmospheric Administration</P>
            </SEE>
        </AGCY>
        <AGCY>
            <EAR>Consumer Product</EAR>
            <HD>Consumer Product Safety Commission</HD>
            <CAT>
                <HD>NOTICES</HD>
                <DOCENT>
                    <DOC>Meetings; Sunshine Act, </DOC>
                    <PGS>52440</PGS>
                    <FRDOCBP>2024-13846</FRDOCBP>
                      
                    <FRDOCBP>2024-13847</FRDOCBP>
                </DOCENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Defense Department</EAR>
            <HD>Defense Department</HD>
            <CAT>
                <HD>NOTICES</HD>
                <SJ>Agency Information Collection Activities; Proposals, Submissions, and Approvals:</SJ>
                <SJDENT>
                    <SJDOC>Construction Wage Rate Requirements—Price Adjustment (Actual Method), </SJDOC>
                    <PGS>52466-52467</PGS>
                    <FRDOCBP>2024-13771</FRDOCBP>
                </SJDENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Denali</EAR>
            <HD>Denali Commission</HD>
            <CAT>
                <HD>NOTICES</HD>
                <DOCENT>
                    <DOC>Fiscal Year 2025 Draft Work Plan, </DOC>
                    <PGS>52440-52441</PGS>
                    <FRDOCBP>2024-13735</FRDOCBP>
                </DOCENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Education Department</EAR>
            <HD>Education Department</HD>
            <CAT>
                <HD>NOTICES</HD>
                <SJ>Agency Information Collection Activities; Proposals, Submissions, and Approvals:</SJ>
                <SJDENT>
                    <SJDOC>Rural, Insular, and Native Achievement Programs Progress Update Protocol, </SJDOC>
                    <PGS>52441-52442</PGS>
                    <FRDOCBP>2024-13746</FRDOCBP>
                </SJDENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Employment and Training</EAR>
            <HD>Employment and Training Administration</HD>
            <CAT>
                <HD>NOTICES</HD>
                <SJ>Agency Information Collection Activities; Proposals, Submissions, and Approvals:</SJ>
                <SJDENT>
                    <SJDOC>Unemployment Insurance Trust Fund Activities Reports, </SJDOC>
                    <PGS>52510-52511</PGS>
                    <FRDOCBP>2024-13703</FRDOCBP>
                </SJDENT>
                <SJDENT>
                    <SJDOC>Workforce Innovation and Opportunity Act Common Performance Reporting, </SJDOC>
                    <PGS>52511-52512</PGS>
                    <FRDOCBP>2024-13704</FRDOCBP>
                </SJDENT>
                <SJ>Labor Certification Process for the Temporary Employment of Foreign Workers in Agriculture in the United States</SJ>
                <SJDENT>
                    <SJDOC>Adverse Effect Wage Rate Updates for Non-Range Occupations, </SJDOC>
                    <PGS>52512-52513</PGS>
                    <FRDOCBP>2024-13809</FRDOCBP>
                </SJDENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Energy Department</EAR>
            <HD>Energy Department</HD>
            <SEE>
                <HD SOURCE="HED">See</HD>
                <P>Federal Energy Regulatory Commission</P>
            </SEE>
            <CAT>
                <HD>NOTICES</HD>
                <DOCENT>
                    <DOC>Computational Tools to Support Class VI Permitting, </DOC>
                    <PGS>52442-52444</PGS>
                    <FRDOCBP>2024-13767</FRDOCBP>
                </DOCENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Environmental Protection</EAR>
            <HD>Environmental Protection Agency</HD>
            <CAT>
                <HD>RULES</HD>
                <DOCENT>
                    <DOC>Standards and Practices for All Appropriate Inquiries, </DOC>
                    <PGS>52386-52389</PGS>
                    <FRDOCBP>2024-13632</FRDOCBP>
                </DOCENT>
            </CAT>
            <CAT>
                <HD>PROPOSED RULES</HD>
                <SJ>Air Quality State Implementation Plans; Approvals and Promulgations:</SJ>
                <SJDENT>
                    <SJDOC>Idaho; Revisions to Air Quality Regulations, </SJDOC>
                    <PGS>52415-52425</PGS>
                    <FRDOCBP>2024-13587</FRDOCBP>
                </SJDENT>
                <SJDENT>
                    <SJDOC>Indiana; Sulfur Dioxide, </SJDOC>
                    <PGS>52413-52415</PGS>
                    <FRDOCBP>2024-13601</FRDOCBP>
                </SJDENT>
                <SJ>Specified New Source Performance Standards and National Emission Standards for Hazardous Air Pollutants:</SJ>
                <SJDENT>
                    <SJDOC>Removal of Affirmative Defense Provisions, </SJDOC>
                    <PGS>52425-52430</PGS>
                    <FRDOCBP>2024-13188</FRDOCBP>
                </SJDENT>
            </CAT>
            <CAT>
                <HD>NOTICES</HD>
                <SJ>Cancellation Order:</SJ>
                <SJDENT>
                    <SJDOC>Certain Pesticide Registrations and Uses, </SJDOC>
                    <PGS>52459-52462</PGS>
                    <FRDOCBP>2024-13779</FRDOCBP>
                </SJDENT>
                <SJ>Pesticide Registration Review:</SJ>
                <SJDENT>
                    <SJDOC>Decisions for Several Pesticides, </SJDOC>
                    <PGS>52462-52463</PGS>
                    <FRDOCBP>2024-13808</FRDOCBP>
                </SJDENT>
                <SJDENT>
                    <SJDOC>Proposed Decisions for Several Pesticides, </SJDOC>
                    <PGS>52457-52458</PGS>
                    <FRDOCBP>2024-13807</FRDOCBP>
                </SJDENT>
                <SJ>Requests for Nominations:</SJ>
                <SJDENT>
                    <SJDOC>Science Advisory Board Benefits Spatial Platform for Aggregating Socioeconomics and H2O Quality (BenSPLASH) Review Panel, </SJDOC>
                    <PGS>52463-52464</PGS>
                    <FRDOCBP>2024-13694</FRDOCBP>
                </SJDENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>
                Federal Aviation
                <PRTPAGE P="iv"/>
            </EAR>
            <HD>Federal Aviation Administration</HD>
            <CAT>
                <HD>RULES</HD>
                <SJ>Airspace Designations and Reporting Points:</SJ>
                <SJDENT>
                    <SJDOC>Eastern United States, </SJDOC>
                    <PGS>52356-52359</PGS>
                    <FRDOCBP>2024-13676</FRDOCBP>
                      
                    <FRDOCBP>2024-13677</FRDOCBP>
                </SJDENT>
                <SJ>Terminal Area:</SJ>
                <SJDENT>
                    <SJDOC>Valparaiso, FL, </SJDOC>
                    <PGS>52359-52362</PGS>
                    <FRDOCBP>2024-13737</FRDOCBP>
                </SJDENT>
            </CAT>
            <CAT>
                <HD>PROPOSED RULES</HD>
                <SJ>Airworthiness Directives:</SJ>
                <SJDENT>
                    <SJDOC>The Boeing Company Airplanes, </SJDOC>
                    <PGS>52408-52410</PGS>
                    <FRDOCBP>2024-13490</FRDOCBP>
                </SJDENT>
            </CAT>
            <CAT>
                <HD>NOTICES</HD>
                <SJ>Agency Information Collection Activities; Proposals, Submissions, and Approvals:</SJ>
                <SJDENT>
                    <SJDOC>Commercial Space Transportation Licensing Regulations, </SJDOC>
                    <PGS>52532-52533</PGS>
                    <FRDOCBP>2024-13787</FRDOCBP>
                </SJDENT>
                <SJDENT>
                    <SJDOC>Commercial Space Transportation Reusable Launch Vehicle and Reentry Licensing Regulation, </SJDOC>
                    <PGS>52533-52534</PGS>
                    <FRDOCBP>2024-13788</FRDOCBP>
                </SJDENT>
                <SJDENT>
                    <SJDOC>General Aviation and Part 135 Activity Survey, </SJDOC>
                    <PGS>52533</PGS>
                    <FRDOCBP>2024-13698</FRDOCBP>
                </SJDENT>
                <DOCENT>
                    <DOC>Noise Compatibility Program Update and Request for Review at Naples Airport, Naples, FL, </DOC>
                    <PGS>52531-52532</PGS>
                    <FRDOCBP>2024-13814</FRDOCBP>
                </DOCENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Federal Communications</EAR>
            <HD>Federal Communications Commission</HD>
            <CAT>
                <HD>PROPOSED RULES</HD>
                <SJ>Television Broadcasting Services:</SJ>
                <SJDENT>
                    <SJDOC>Augusta, GA, </SJDOC>
                    <PGS>52431-52432</PGS>
                    <FRDOCBP>2024-13693</FRDOCBP>
                </SJDENT>
                <SJDENT>
                    <SJDOC>Boise, ID, </SJDOC>
                    <PGS>52430-52431</PGS>
                    <FRDOCBP>2024-13692</FRDOCBP>
                </SJDENT>
            </CAT>
            <CAT>
                <HD>NOTICES</HD>
                <DOCENT>
                    <DOC>Agency Information Collection Activities; Proposals, Submissions, and Approvals, </DOC>
                    <PGS>52464-52465</PGS>
                    <FRDOCBP>2024-13714</FRDOCBP>
                </DOCENT>
                <SJ>Radio Broadcasting Services:</SJ>
                <SJDENT>
                    <SJDOC>AM or FM Proposals to Change the Community of License, </SJDOC>
                    <PGS>52464</PGS>
                    <FRDOCBP>2024-13626</FRDOCBP>
                </SJDENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Federal Deposit</EAR>
            <HD>Federal Deposit Insurance Corporation</HD>
            <CAT>
                <HD>NOTICES</HD>
                <DOCENT>
                    <DOC>Meetings; Sunshine Act, </DOC>
                    <PGS>52465</PGS>
                    <FRDOCBP>2024-13848</FRDOCBP>
                </DOCENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Federal Election</EAR>
            <HD>Federal Election Commission</HD>
            <CAT>
                <HD>NOTICES</HD>
                <DOCENT>
                    <DOC>Meetings; Sunshine Act, </DOC>
                    <PGS>52465-52466</PGS>
                    <FRDOCBP>2024-13881</FRDOCBP>
                </DOCENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Federal Emergency</EAR>
            <HD>Federal Emergency Management Agency</HD>
            <CAT>
                <HD>NOTICES</HD>
                <DOCENT>
                    <DOC>Flood Hazard Determinations, </DOC>
                    <PGS>52484-52490</PGS>
                    <FRDOCBP>2024-13773</FRDOCBP>
                      
                    <FRDOCBP>2024-13774</FRDOCBP>
                      
                    <FRDOCBP>2024-13775</FRDOCBP>
                </DOCENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Federal Energy</EAR>
            <HD>Federal Energy Regulatory Commission</HD>
            <CAT>
                <HD>NOTICES</HD>
                <SJ>Application:</SJ>
                <SJDENT>
                    <SJDOC>Northern States Power Co., </SJDOC>
                    <PGS>52456-52457</PGS>
                    <FRDOCBP>2024-13720</FRDOCBP>
                </SJDENT>
                <SJDENT>
                    <SJDOC>Pacific Gas and Electric Co., </SJDOC>
                    <PGS>52448-52449</PGS>
                    <FRDOCBP>2024-13722</FRDOCBP>
                </SJDENT>
                <DOCENT>
                    <DOC>Combined Filings, </DOC>
                    <PGS>52444-52445, 52453-52456</PGS>
                    <FRDOCBP>2024-13728</FRDOCBP>
                      
                    <FRDOCBP>2024-13729</FRDOCBP>
                      
                    <FRDOCBP>2024-13800</FRDOCBP>
                      
                    <FRDOCBP>2024-13801</FRDOCBP>
                </DOCENT>
                <SJ>Environmental Assessments; Availability, etc.:</SJ>
                <SJDENT>
                    <SJDOC>Hydro Technology Systems, Inc., </SJDOC>
                    <PGS>52449-52450</PGS>
                    <FRDOCBP>2024-13719</FRDOCBP>
                </SJDENT>
                <SJDENT>
                    <SJDOC>Idaho Power Co., </SJDOC>
                    <PGS>52452-52453</PGS>
                    <FRDOCBP>2024-13721</FRDOCBP>
                </SJDENT>
                <SJ>Hearings, Meetings, Proceedings, etc.:</SJ>
                <SJDENT>
                    <SJDOC>North American Electric Reliability Corp. Reliability Assessment Subcommittee, </SJDOC>
                    <PGS>52449</PGS>
                    <FRDOCBP>2024-13799</FRDOCBP>
                </SJDENT>
                <SJ>Initial Market-Based Rate Filings Including Requests for Blanket Section 204 Authorizations:</SJ>
                <SJDENT>
                    <SJDOC>Aspen Road Solar 1, LLC, </SJDOC>
                    <PGS>52444</PGS>
                    <FRDOCBP>2024-13726</FRDOCBP>
                </SJDENT>
                <SJDENT>
                    <SJDOC>Atrisco BESS SF LLC, </SJDOC>
                    <PGS>52449</PGS>
                    <FRDOCBP>2024-13727</FRDOCBP>
                </SJDENT>
                <SJDENT>
                    <SJDOC>Egypt Road Solar, LLC, </SJDOC>
                    <PGS>52445-52446</PGS>
                    <FRDOCBP>2024-13725</FRDOCBP>
                </SJDENT>
                <SJDENT>
                    <SJDOC>Jones Farm Lane Solar, LLC, </SJDOC>
                    <PGS>52447</PGS>
                    <FRDOCBP>2024-13724</FRDOCBP>
                </SJDENT>
                <SJDENT>
                    <SJDOC>Prairie Ronde Solar Farm, LLC, </SJDOC>
                    <PGS>52445</PGS>
                    <FRDOCBP>2024-13723</FRDOCBP>
                </SJDENT>
                <SJ>Institution of Section 206 Proceeding and Refund Effective Date:</SJ>
                <SJDENT>
                    <SJDOC>Midcontinent Independent System Operator, Inc., PJM Interconnection, LLC, Southwest Power Pool, Inc., ISO New England, Inc., </SJDOC>
                    <PGS>52454-52455</PGS>
                    <FRDOCBP>2024-13743</FRDOCBP>
                </SJDENT>
                <SJ>Licenses; Exemptions, Applications, Amendments, etc.:</SJ>
                <SJDENT>
                    <SJDOC>Northbrook Lyons Falls, LLC, </SJDOC>
                    <PGS>52450-52452</PGS>
                    <FRDOCBP>2024-13718</FRDOCBP>
                </SJDENT>
                <SJ>Termination of Exemptions by Implied Surrender:</SJ>
                <SJDENT>
                    <SJDOC>Christopher Anthony, </SJDOC>
                    <PGS>52446-52447</PGS>
                    <FRDOCBP>2024-13717</FRDOCBP>
                </SJDENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Federal Financial</EAR>
            <HD>Federal Financial Institutions Examination Council</HD>
            <CAT>
                <HD>NOTICES</HD>
                <SJ>Hearings, Meetings, Proceedings, etc.:</SJ>
                <SJDENT>
                    <SJDOC>Appraisal Subcommittee, </SJDOC>
                    <PGS>52466</PGS>
                    <FRDOCBP>2024-13761</FRDOCBP>
                </SJDENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Federal Reserve</EAR>
            <HD>Federal Reserve System</HD>
            <CAT>
                <HD>NOTICES</HD>
                <DOCENT>
                    <DOC>Formations of, Acquisitions by, and Mergers of Bank Holding Companies, </DOC>
                    <PGS>52466</PGS>
                    <FRDOCBP>2024-13804</FRDOCBP>
                </DOCENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Fish</EAR>
            <HD>Fish and Wildlife Service</HD>
            <CAT>
                <HD>NOTICES</HD>
                <SJ>Permits; Applications, Issuances, etc.:</SJ>
                <SJDENT>
                    <SJDOC>Incidental Take and Proposed Habitat Conservation Plan for the Sand Skink and Blue-Tailed Mole-Skink; Polk County, FL; Categorical Exclusion, </SJDOC>
                    <PGS>52494-52495</PGS>
                    <FRDOCBP>2024-13751</FRDOCBP>
                </SJDENT>
                <SJDENT>
                    <SJDOC>Incidental Take and Proposed Habitat Conservation Plan for the Sand Skink; Orange County, FL; Categorical Exclusion, </SJDOC>
                    <PGS>52491-52492</PGS>
                    <FRDOCBP>2024-13754</FRDOCBP>
                </SJDENT>
                <SJDENT>
                    <SJDOC>Incidental Take and Proposed Habitat Conservation Plan for the Sand Skink; Polk County, FL; Categorical Exclusion, </SJDOC>
                    <PGS>52493-52494</PGS>
                    <FRDOCBP>2024-13753</FRDOCBP>
                </SJDENT>
                <SJDENT>
                    <SJDOC>Incidental Take and Proposed Habitat Conservation Plan for the Scrub-Jay; Volusia County, FL; Categorical Exclusion, </SJDOC>
                    <PGS>52495-52496</PGS>
                    <FRDOCBP>2024-13752</FRDOCBP>
                </SJDENT>
                <SJDENT>
                    <SJDOC>Incidental Take Permit Application and Proposed Habitat Conservation Plan for the Sand Skink and Blue-Tailed Mole Skink; Polk County, FL; Categorical Exclusion, </SJDOC>
                    <PGS>52492-52493</PGS>
                    <FRDOCBP>2024-13750</FRDOCBP>
                </SJDENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Food and Drug</EAR>
            <HD>Food and Drug Administration</HD>
            <CAT>
                <HD>NOTICES</HD>
                <SJ>Drug Products not Withdrawn from Sale for Reasons of Safety or Effectiveness:</SJ>
                <SJDENT>
                    <SJDOC>Invega (Paliperidone) Extended-Release Tablet, 1.5 Milligrams, </SJDOC>
                    <PGS>52468</PGS>
                    <FRDOCBP>2024-13803</FRDOCBP>
                </SJDENT>
                <SJ>Food and Drug Administration Modernization Act:</SJ>
                <SJDENT>
                    <SJDOC>List of Recognized Standards, Recognition List Number: 062, </SJDOC>
                    <PGS>52473-52479</PGS>
                    <FRDOCBP>2024-13777</FRDOCBP>
                </SJDENT>
                <SJ>Guidance:</SJ>
                <SJDENT>
                    <SJDOC>Chemistry, Manufacturing, and Controls Considerations for Type A Medicated Articles, </SJDOC>
                    <PGS>52470-52471</PGS>
                    <FRDOCBP>2024-13796</FRDOCBP>
                </SJDENT>
                <SJDENT>
                    <SJDOC>Chemistry, Manufacturing, and Controls in Support of Recombinant Protein Products for Veterinary Medicinal Use, </SJDOC>
                    <PGS>52468-52470</PGS>
                    <FRDOCBP>2024-13778</FRDOCBP>
                </SJDENT>
                <SJ>Hearings, Meetings, Proceedings, etc.:</SJ>
                <SJDENT>
                    <SJDOC>Best Practices for Meeting Management; Public Workshop, </SJDOC>
                    <PGS>52471-52473</PGS>
                    <FRDOCBP>2024-13776</FRDOCBP>
                </SJDENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Foreign Assets</EAR>
            <HD>Foreign Assets Control Office</HD>
            <CAT>
                <HD>NOTICES</HD>
                <DOCENT>
                    <DOC>Sanctions Action, </DOC>
                    <PGS>52534-52537</PGS>
                    <FRDOCBP>2024-13791</FRDOCBP>
                      
                    <FRDOCBP>2024-13794</FRDOCBP>
                      
                    <FRDOCBP>2024-13802</FRDOCBP>
                </DOCENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>General Services</EAR>
            <HD>General Services Administration</HD>
            <CAT>
                <HD>NOTICES</HD>
                <SJ>Agency Information Collection Activities; Proposals, Submissions, and Approvals:</SJ>
                <SJDENT>
                    <SJDOC>Construction Wage Rate Requirements—Price Adjustment (Actual Method), </SJDOC>
                    <PGS>52466-52467</PGS>
                    <FRDOCBP>2024-13771</FRDOCBP>
                </SJDENT>
                <DOCENT>
                    <DOC>Privacy Act; Systems of Records, </DOC>
                    <PGS>52467</PGS>
                    <FRDOCBP>2024-13749</FRDOCBP>
                </DOCENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>
                Geological
                <PRTPAGE P="v"/>
            </EAR>
            <HD>Geological Survey</HD>
            <CAT>
                <HD>NOTICES</HD>
                <SJ>Agency Information Collection Activities; Proposals, Submissions, and Approvals:</SJ>
                <SJDENT>
                    <SJDOC>Markup Application, </SJDOC>
                    <PGS>52498</PGS>
                    <FRDOCBP>2024-13792</FRDOCBP>
                </SJDENT>
                <SJDENT>
                    <SJDOC>The National Map Corps—Volunteered Geographic Information Project, </SJDOC>
                    <PGS>52496-52497</PGS>
                    <FRDOCBP>2024-13815</FRDOCBP>
                </SJDENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Health and Human</EAR>
            <HD>Health and Human Services Department</HD>
            <SEE>
                <HD SOURCE="HED">See</HD>
                <P>Centers for Medicare &amp; Medicaid Services</P>
            </SEE>
            <SEE>
                <HD SOURCE="HED">See</HD>
                <P>Food and Drug Administration</P>
            </SEE>
            <SEE>
                <HD SOURCE="HED">See</HD>
                <P>Health Resources and Services Administration</P>
            </SEE>
            <SEE>
                <HD SOURCE="HED">See</HD>
                <P>National Institutes of Health</P>
            </SEE>
            <SEE>
                <HD SOURCE="HED">See</HD>
                <P>Substance Abuse and Mental Health Services Administration</P>
            </SEE>
            <CAT>
                <HD>RULES</HD>
                <DOCENT>
                    <DOC>Improving Child Care Access, Affordability, and Stability in the Child Care and Development Fund; Correction, </DOC>
                    <PGS>52396-52398</PGS>
                    <FRDOCBP>2024-13716</FRDOCBP>
                </DOCENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Health Resources</EAR>
            <HD>Health Resources and Services Administration</HD>
            <CAT>
                <HD>NOTICES</HD>
                <SJ>Agency Information Collection Activities; Proposals, Submissions, and Approvals:</SJ>
                <SJDENT>
                    <SJDOC>Applications for and Monitoring of New, One-Time Funding Programs, </SJDOC>
                    <PGS>52479-52480</PGS>
                    <FRDOCBP>2024-13713</FRDOCBP>
                </SJDENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Homeland</EAR>
            <HD>Homeland Security Department</HD>
            <SEE>
                <HD SOURCE="HED">See</HD>
                <P>Coast Guard</P>
            </SEE>
            <SEE>
                <HD SOURCE="HED">See</HD>
                <P>Federal Emergency Management Agency</P>
            </SEE>
            <SEE>
                <HD SOURCE="HED">See</HD>
                <P>U.S. Customs and Border Protection</P>
            </SEE>
            <CAT>
                <HD>NOTICES</HD>
                <SJ>Agency Information Collection Activities; Proposals, Submissions, and Approvals:</SJ>
                <SJDENT>
                    <SJDOC>Industry Engagement Registration and Account in ServiceNow, </SJDOC>
                    <PGS>52490-52491</PGS>
                    <FRDOCBP>2024-13772</FRDOCBP>
                </SJDENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Industry</EAR>
            <HD>Industry and Security Bureau</HD>
            <CAT>
                <HD>RULES</HD>
                <DOCENT>
                    <DOC>Additions to the Entity List, </DOC>
                    <PGS>52362-52364</PGS>
                    <FRDOCBP>2024-13695</FRDOCBP>
                </DOCENT>
            </CAT>
            <CAT>
                <HD>NOTICES</HD>
                <SJ>Investigations; Determinations, Modifications, and Rulings, etc.:</SJ>
                <SJDENT>
                    <SJDOC>Kaspersky Lab, Inc., </SJDOC>
                    <PGS>52434-52437</PGS>
                    <FRDOCBP>2024-13532</FRDOCBP>
                </SJDENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Interior</EAR>
            <HD>Interior Department</HD>
            <SEE>
                <HD SOURCE="HED">See</HD>
                <P>Fish and Wildlife Service</P>
            </SEE>
            <SEE>
                <HD SOURCE="HED">See</HD>
                <P>Geological Survey</P>
            </SEE>
            <SEE>
                <HD SOURCE="HED">See</HD>
                <P>Ocean Energy Management Bureau</P>
            </SEE>
            <CAT>
                <HD>NOTICES</HD>
                <SJ>Environmental Assessments; Availability, etc.:</SJ>
                <SJDENT>
                    <SJDOC>Deepwater Horizon Natural Resource Damage Assessment Alabama Trustee Implementation Group Draft Restoration Plan IV; Wetlands, Coastal, and Nearshore Habitats, etc., </SJDOC>
                    <PGS>52498-52500</PGS>
                    <FRDOCBP>2024-13390</FRDOCBP>
                </SJDENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>International Trade Adm</EAR>
            <HD>International Trade Administration</HD>
            <CAT>
                <HD>NOTICES</HD>
                <SJ>Sales at Less Than Fair Value; Determinations, Investigations, etc.:</SJ>
                <SJDENT>
                    <SJDOC>Melamine from Germany, India, Japan, the Netherlands, Qatar, and Trinidad and Tobago, </SJDOC>
                    <PGS>52437-52438</PGS>
                    <FRDOCBP>2024-13790</FRDOCBP>
                </SJDENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>International Trade Com</EAR>
            <HD>International Trade Commission</HD>
            <CAT>
                <HD>NOTICES</HD>
                <SJ>Investigations; Determinations, Modifications, and Rulings, etc.:</SJ>
                <SJDENT>
                    <SJDOC>Certain Components for Certain Environmentally-Protected LCD Digital Displays and Products Containing Same, </SJDOC>
                    <PGS>52505-52507</PGS>
                    <FRDOCBP>2024-13742</FRDOCBP>
                </SJDENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Justice Department</EAR>
            <HD>Justice Department</HD>
            <SEE>
                <HD SOURCE="HED">See</HD>
                <P>Antitrust Division</P>
            </SEE>
        </AGCY>
        <AGCY>
            <EAR>Labor Department</EAR>
            <HD>Labor Department</HD>
            <SEE>
                <HD SOURCE="HED">See</HD>
                <P>Employment and Training Administration</P>
            </SEE>
            <SEE>
                <HD SOURCE="HED">See</HD>
                <P>Mine Safety and Health Administration</P>
            </SEE>
            <CAT>
                <HD>NOTICES</HD>
                <SJ>Agency Information Collection Activities; Proposals, Submissions, and Approvals:</SJ>
                <SJDENT>
                    <SJDOC>Beryllium Standard for General Industry, </SJDOC>
                    <PGS>52513-52514</PGS>
                    <FRDOCBP>2024-13705</FRDOCBP>
                </SJDENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Mine</EAR>
            <HD>Mine Safety and Health Administration</HD>
            <CAT>
                <HD>RULES</HD>
                <DOCENT>
                    <DOC>Lowering Miners' Exposure to Respirable Crystalline Silica and Improving Respiratory Protection; Correction, </DOC>
                    <PGS>52380</PGS>
                    <FRDOCBP>2024-13510</FRDOCBP>
                </DOCENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>NASA</EAR>
            <HD>National Aeronautics and Space Administration</HD>
            <CAT>
                <HD>NOTICES</HD>
                <SJ>Agency Information Collection Activities; Proposals, Submissions, and Approvals:</SJ>
                <SJDENT>
                    <SJDOC>Construction Wage Rate Requirements - Price Adjustment (Actual Method), </SJDOC>
                    <PGS>52466-52467</PGS>
                    <FRDOCBP>2024-13771</FRDOCBP>
                </SJDENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>National Archives</EAR>
            <HD>National Archives and Records Administration</HD>
            <CAT>
                <HD>NOTICES</HD>
                <SJ>Hearings, Meetings, Proceedings, etc.:</SJ>
                <SJDENT>
                    <SJDOC>State, Local, Tribal, and Private Sector Policy Advisory Committee, </SJDOC>
                    <PGS>52514</PGS>
                    <FRDOCBP>2024-13758</FRDOCBP>
                </SJDENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>National Highway</EAR>
            <HD>National Highway Traffic Safety Administration</HD>
            <CAT>
                <HD>RULES</HD>
                <SJ>Corporate Average Fuel Economy Standards:</SJ>
                <SJDENT>
                    <SJDOC>Passenger Cars and Light Trucks for Model Years 2027 and Beyond and Fuel Efficiency Standards for Heavy-Duty Pickup Trucks and Vans for Model Years 2030 and Beyond, </SJDOC>
                    <PGS>52540-52954</PGS>
                    <FRDOCBP>2024-12864</FRDOCBP>
                </SJDENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>National Institute</EAR>
            <HD>National Institute of Standards and Technology</HD>
            <CAT>
                <HD>NOTICES</HD>
                <SJ>Hearings, Meetings, Proceedings, etc.:</SJ>
                <SJDENT>
                    <SJDOC>National Artificial Intelligence Advisory Committee, </SJDOC>
                    <PGS>52438-52439</PGS>
                    <FRDOCBP>2024-13783</FRDOCBP>
                </SJDENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>National Institute</EAR>
            <HD>National Institutes of Health</HD>
            <CAT>
                <HD>NOTICES</HD>
                <SJ>Agency Information Collection Activities; Proposals, Submissions, and Approvals:</SJ>
                <SJDENT>
                    <SJDOC>Data and Specimen Hub (Eunice Kennedy Shriver National Institute of Child Health and Human Development), </SJDOC>
                    <PGS>52481-52483</PGS>
                    <FRDOCBP>2024-13715</FRDOCBP>
                </SJDENT>
                <SJ>Hearings, Meetings, Proceedings, etc.:</SJ>
                <SJDENT>
                    <SJDOC>National Cancer Institute, </SJDOC>
                    <PGS>52481</PGS>
                    <FRDOCBP>2024-13731</FRDOCBP>
                </SJDENT>
                <SJDENT>
                    <SJDOC>National Institute on Alcohol Abuse and Alcoholism, </SJDOC>
                    <PGS>52481</PGS>
                    <FRDOCBP>2024-13732</FRDOCBP>
                </SJDENT>
                <SJDENT>
                    <SJDOC>National Institute on Drug Abuse, </SJDOC>
                    <PGS>52480</PGS>
                    <FRDOCBP>2024-13709</FRDOCBP>
                </SJDENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>
                National Oceanic
                <PRTPAGE P="vi"/>
            </EAR>
            <HD>National Oceanic and Atmospheric Administration</HD>
            <CAT>
                <HD>RULES</HD>
                <SJ>Fisheries of the Exclusive Economic Zone off Alaska:</SJ>
                <SJDENT>
                    <SJDOC>Pacific Ocean Perch in the Bering Sea Subarea of the Bering Sea and Aleutian Islands Management Area, </SJDOC>
                    <PGS>52407</PGS>
                    <FRDOCBP>2024-13786</FRDOCBP>
                </SJDENT>
                <SJ>Fisheries off West Coast States:</SJ>
                <SJDENT>
                    <SJDOC>Magnuson-Stevens Act Provisions; Pacific Coast Groundfish Fishery; 2024 Harvest Specifications for Pacific Whiting and 2024 Pacific Whiting Tribal Allocation, </SJDOC>
                    <PGS>52398-52407</PGS>
                    <FRDOCBP>2024-13405</FRDOCBP>
                </SJDENT>
            </CAT>
            <CAT>
                <HD>NOTICES</HD>
                <SJ>Hearings, Meetings, Proceedings, etc.:</SJ>
                <SJDENT>
                    <SJDOC>Science Advisory Board, </SJDOC>
                    <PGS>52439</PGS>
                    <FRDOCBP>2024-13765</FRDOCBP>
                </SJDENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Nuclear Regulatory</EAR>
            <HD>Nuclear Regulatory Commission</HD>
            <CAT>
                <HD>NOTICES</HD>
                <SJ>Licenses; Exemptions, Applications, Amendments, etc.:</SJ>
                <SJDENT>
                    <SJDOC>Constellation Energy Generation, LLC; Dresden Nuclear Power Station, Units 2 and 3, </SJDOC>
                    <PGS>52514-52517</PGS>
                    <FRDOCBP>2024-13768</FRDOCBP>
                </SJDENT>
                <DOCENT>
                    <DOC>Meetings; Sunshine Act, </DOC>
                    <PGS>52517</PGS>
                    <FRDOCBP>2024-13884</FRDOCBP>
                </DOCENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Ocean Energy Management</EAR>
            <HD>Ocean Energy Management Bureau</HD>
            <CAT>
                <HD>NOTICES</HD>
                <SJ>Agency Information Collection Activities; Proposals, Submissions, and Approvals:</SJ>
                <SJDENT>
                    <SJDOC>Commercial Prospecting, Noncommercial Exploration, and Scientific Research for Minerals Other Than Oil, Gas, and Sulfur on the Outer Continental Shelf, </SJDOC>
                    <PGS>52501-52505</PGS>
                    <FRDOCBP>2024-13710</FRDOCBP>
                </SJDENT>
                <SJDENT>
                    <SJDOC>Leasing of Minerals Other Than Oil, Gas, and Sulphur in the Outer Continental Shelf, </SJDOC>
                    <PGS>52500-52501</PGS>
                    <FRDOCBP>2024-13711</FRDOCBP>
                </SJDENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Pipeline</EAR>
            <HD>Pipeline and Hazardous Materials Safety Administration</HD>
            <CAT>
                <HD>RULES</HD>
                <SJ>Hazardous Materials:</SJ>
                <SJDENT>
                    <SJDOC>Fixing America's Surface Transportation Act Requirements for Real-Time Train Consist Information, </SJDOC>
                    <PGS>52956-52994</PGS>
                    <FRDOCBP>2024-13474</FRDOCBP>
                </SJDENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Postal Regulatory</EAR>
            <HD>Postal Regulatory Commission</HD>
            <CAT>
                <HD>NOTICES</HD>
                <DOCENT>
                    <DOC>New Postal Products, </DOC>
                    <PGS>52517-52518</PGS>
                    <FRDOCBP>2024-13760</FRDOCBP>
                </DOCENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Postal Service</EAR>
            <HD>Postal Service</HD>
            <CAT>
                <HD>RULES</HD>
                <SJ>International Mailing Services:</SJ>
                <SJDENT>
                    <SJDOC>Price Changes, </SJDOC>
                    <PGS>52385-52386</PGS>
                    <FRDOCBP>2024-13762</FRDOCBP>
                </SJDENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Presidential Documents</EAR>
            <HD>Presidential Documents</HD>
            <CAT>
                <HD>PROCLAMATIONS</HD>
                <SJ>Special Observances:</SJ>
                <SJDENT>
                    <SJDOC>Juneteenth Day of Observance (Proc. 10778), </SJDOC>
                    <PGS>52995-52998</PGS>
                    <FRDOCBP>2024-13963</FRDOCBP>
                </SJDENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Rural Housing Service</EAR>
            <HD>Rural Housing Service</HD>
            <CAT>
                <HD>RULES</HD>
                <DOCENT>
                    <DOC>Single Family Housing Section 504 Repair Pilot, </DOC>
                    <PGS>52355-52356</PGS>
                    <FRDOCBP>2024-13697</FRDOCBP>
                </DOCENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Securities</EAR>
            <HD>Securities and Exchange Commission</HD>
            <CAT>
                <HD>NOTICES</HD>
                <DOCENT>
                    <DOC>Agency Information Collection Activities; Proposals, Submissions, and Approvals, </DOC>
                    <PGS>52524-52525, 52528-52530</PGS>
                    <FRDOCBP>2024-13700</FRDOCBP>
                      
                    <FRDOCBP>2024-13701</FRDOCBP>
                      
                    <FRDOCBP>2024-13702</FRDOCBP>
                </DOCENT>
                <DOCENT>
                    <DOC>Meetings; Sunshine Act, </DOC>
                    <PGS>52523-52524</PGS>
                    <FRDOCBP>2024-13886</FRDOCBP>
                </DOCENT>
                <SJ>Self-Regulatory Organizations; Proposed Rule Changes:</SJ>
                <SJDENT>
                    <SJDOC>Cboe EDGX Exchange, Inc., </SJDOC>
                    <PGS>52518-52523, 52525-52528</PGS>
                    <FRDOCBP>2024-13706</FRDOCBP>
                      
                    <FRDOCBP>2024-13707</FRDOCBP>
                      
                    <FRDOCBP>2024-13708</FRDOCBP>
                </SJDENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Small Business</EAR>
            <HD>Small Business Administration</HD>
            <CAT>
                <HD>NOTICES</HD>
                <SJ>Disaster Declaration:</SJ>
                <SJDENT>
                    <SJDOC>Hawaii; Public Assistance Only, </SJDOC>
                    <PGS>52530</PGS>
                    <FRDOCBP>2024-13769</FRDOCBP>
                </SJDENT>
                <SJDENT>
                    <SJDOC>Illinois, </SJDOC>
                    <PGS>52531</PGS>
                    <FRDOCBP>2024-13748</FRDOCBP>
                </SJDENT>
                <SJDENT>
                    <SJDOC>Louisiana, </SJDOC>
                    <PGS>52530-52531</PGS>
                    <FRDOCBP>2024-13755</FRDOCBP>
                </SJDENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Substance</EAR>
            <HD>Substance Abuse and Mental Health Services Administration</HD>
            <CAT>
                <HD>NOTICES</HD>
                <DOCENT>
                    <DOC>Agency Information Collection Activities; Proposals, Submissions, and Approvals, </DOC>
                    <PGS>52483-52484</PGS>
                    <FRDOCBP>2024-13766</FRDOCBP>
                </DOCENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Transportation Department</EAR>
            <HD>Transportation Department</HD>
            <SEE>
                <HD SOURCE="HED">See</HD>
                <P>Federal Aviation Administration</P>
            </SEE>
            <SEE>
                <HD SOURCE="HED">See</HD>
                <P>National Highway Traffic Safety Administration</P>
            </SEE>
            <SEE>
                <HD SOURCE="HED">See</HD>
                <P>Pipeline and Hazardous Materials Safety Administration</P>
            </SEE>
        </AGCY>
        <AGCY>
            <EAR>Treasury</EAR>
            <HD>Treasury Department</HD>
            <SEE>
                <HD SOURCE="HED">See</HD>
                <P>Foreign Assets Control Office</P>
            </SEE>
            <CAT>
                <HD>RULES</HD>
                <DOCENT>
                    <DOC>Enforcement of Copyrights and the Digital Millennium Copyright Act, </DOC>
                    <PGS>52364-52379</PGS>
                    <FRDOCBP>2024-13329</FRDOCBP>
                </DOCENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Customs</EAR>
            <HD>U.S. Customs and Border Protection</HD>
            <CAT>
                <HD>RULES</HD>
                <DOCENT>
                    <DOC>Enforcement of Copyrights and the Digital Millennium Copyright Act, </DOC>
                    <PGS>52364-52379</PGS>
                    <FRDOCBP>2024-13329</FRDOCBP>
                </DOCENT>
            </CAT>
        </AGCY>
        <AGCY>
            <EAR>Veteran Affairs</EAR>
            <HD>Veterans Affairs Department</HD>
            <CAT>
                <HD>NOTICES</HD>
                <SJ>Agency Information Collection Activities; Proposals, Submissions, and Approvals:</SJ>
                <SJDENT>
                    <SJDOC>Homeless Programs—Project CHALENG (Community Homelessness Assessment, Local Education and Networking Groups) for Veterans, </SJDOC>
                    <PGS>52537-52538</PGS>
                    <FRDOCBP>2024-13757</FRDOCBP>
                </SJDENT>
            </CAT>
        </AGCY>
        <PTS>
            <HD SOURCE="HED">Separate Parts In This Issue</HD>
            <HD>Part II</HD>
            <DOCENT>
                <DOC>Transportation Department, National Highway Traffic Safety Administration, </DOC>
                <PGS>52540-52954</PGS>
                <FRDOCBP>2024-12864</FRDOCBP>
            </DOCENT>
            <HD>Part III</HD>
            <DOCENT>
                <DOC>Transportation Department, Pipeline and Hazardous Materials Safety Administration, </DOC>
                <PGS>52956-52994</PGS>
                <FRDOCBP>2024-13474</FRDOCBP>
            </DOCENT>
            <HD>Part IV</HD>
            <DOCENT>
                <DOC>Presidential Documents, </DOC>
                <PGS>52995-52998</PGS>
                <FRDOCBP>2024-13963</FRDOCBP>
            </DOCENT>
        </PTS>
        <AIDS>
            <HD SOURCE="HED">Reader Aids</HD>
            <P>Consult the Reader Aids section at the end of this issue for phone numbers, online resources, finding aids, and notice of recently enacted public laws.</P>
            <P>To subscribe to the Federal Register Table of Contents electronic mailing list, go to https://public.govdelivery.com/accounts/USGPOOFR/subscriber/new, enter your e-mail address, then follow the instructions to join, leave, or manage your subscription.</P>
        </AIDS>
    </CNTNTS>
    <VOL>89</VOL>
    <NO>121</NO>
    <DATE>Monday, June 24, 2024</DATE>
    <UNITNAME>Rules and Regulations</UNITNAME>
    <RULES>
        <RULE>
            <PREAMB>
                <PRTPAGE P="52355"/>
                <AGENCY TYPE="F">DEPARTMENT OF AGRICULTURE</AGENCY>
                <SUBAGY>Rural Housing Service</SUBAGY>
                <CFR>7 CFR Part 3550</CFR>
                <DEPDOC>[Docket No. RHS-24-SFH-0017]</DEPDOC>
                <SUBJECT>Single Family Housing Section 504 Repair Pilot</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Rural Housing Service, USDA.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notification of waivers.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>The Rural Housing Service (RHS or the Agency), a Rural Development agency of the United States Department of Agriculture (USDA), is issuing this document to continue to waive two regulatory requirements for the Section 504 Direct Single Family Housing Loans and Grants (DSFHLG) pilot program while the Agency contemplates a future rulemaking to remove regulatory barriers to assist eligible applicants with improved ease of use for very low-income homeowners seeking to repair or rehabilitate their homes. This document briefly discusses the waivers that the Agency intends to continue and provides contact information for additional details about the pilot program.</P>
                </SUM>
                <EFFDATE>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>
                        <E T="03">Effective dates:</E>
                         The effective date of the two regulatory waivers is June 24, 2024. The duration of the pilot program is anticipated to continue until June 24, 2026, at which time the RHS may extend the pilot program (with or without modifications) or terminate it depending on the workload and resources needed to administer the program, feedback from the public, funding constraints and the effectiveness of the program. If the pilot program is extended or terminated, the RHS will notify the public.
                    </P>
                </EFFDATE>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Anthony Williams, Management and Program Analyst, Special Programs, Single Family Housing Direct Loan Division, Rural Development, U.S. Department of Agriculture, Email: 
                        <E T="03">anthonyl.williams@usda.gov;</E>
                         Phone: (202) 720-9649.
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P/>
                <P>
                    <E T="03">Authority:</E>
                     Title V, Section 504 of the Housing Act of 1949, as amended; 42 U.S.C. 1474.
                </P>
                <HD SOURCE="HD1">Background</HD>
                <P>The RHS offers a variety of programs to build or improve housing and essential community facilities in rural areas. The Agency offer loans, grants, and loan guarantees for single- and multifamily housing, child-care centers, fire and police stations, hospitals, libraries, nursing homes, schools, first responder vehicles and equipment, housing for farm laborers and much more. RHS also provides technical assistance loans and grants in partnership with non-profit organizations, Indian tribes, state and Federal government agencies, and local communities.</P>
                <P>The RHS Single Family Housing Direct Loans and Grants Program (SFHDLGP) Division implements the Section 504 loan/grant program under 7 CFR part 3550 with the objective to assist very low-income owner occupants of modest single-family homes in rural areas repair or rehabilitate their homes. Loan funds are available for repairs to improve or modernize a home, make it safer or more sanitary, or remove health and safety hazards. The eligibility requirements, as described in 7 CFR 3550.103, states that homeowner must be unable to obtain affordable credit elsewhere at reasonable terms and conditions but must demonstrate a reasonable ability to repay the Section 504 loan. For homeowners 62 years old and over, grant funds are available to correct health or safety hazards, or remodel dwellings to make them accessible to a household member with a disability.</P>
                <P>RHS may authorize limited demonstration programs to test new approaches to offering housing under the statutory authority granted to the Secretary, as set forth in 7 CFR 3550.7. Such demonstration programs may not be consistent with some of the provisions contained in this part. However, any program requirements that are statutory will remain in effect.</P>
                <P>In 2019, the Agency initiated the Section 504 pilot program to evaluate existing regulations and remove regulatory barriers to assist very low-income homeowners seeking to repair or rehabilitate their homes. The pilot program has been successful in creating additional opportunities and greater accessibility for eligible applicants. All but two of the waived regulatory requirements were included in the Direct Singe Family Loans and Grants Programs Final rule (87 FR 6761), which became effective on March 9, 2022.</P>
                <HD SOURCE="HD1">Section 504 Pilot Regulatory Waivers</HD>
                <P>
                    The Agency is continuing the Section 504 Pilot Program with the two waivers that were not included in the Final rule (87 FR 6761), but were subsequently included in the notification of waivers (87 FR 40709) published in the 
                    <E T="04">Federal Register</E>
                     on July 8, 2022 (which expires on July 8, 2024). The Agency anticpates a rulemaking in the future that will codify the waivers into 7 CFR part 3550, and which will be applied program-wide.
                </P>
                <P>The first waiver is that pilot applicants are not subject to the site requirement outlined in 7 CFR 3550.105(b) which states that “the site must not be large enough to be subdivided into more than one site under existing local zoning ordinances.” While pilot applicants can have subdividable sites, their homes must meet the other site requirements found in 7 CFR 3550.105(a) and the dwelling requirements found in 7 CFR 3550.106.</P>
                <P>The second waiver is that pilot applicants are not subject to the same appraisal threshold outlined in 7 CFR 3550.111, which requires an appraisal when the Section 504 debt to be secured exceeds $15,000 or whenever the Agency determines that an appraisal is necessary to establish the adequacy of the security. A “subject to repairs” appraisal and appraisal fee will be required when the assessed valuation by local authorities does not support a fully secured interest by the Agency, or when the sum of all secured (Rural Development or non-Rural Devleopment) indebtedness including the proposed repair loan, exceeds $25,000.</P>
                <HD SOURCE="HD1">Eligibility Requirements</HD>
                <P>
                    Eligible participants in the Section 504 program must abide by the requriements set forth in 7 CFR part 3550. The following twenty-three (23) States and U.S. Territories are selected to provide wide geographic and historic 
                    <PRTPAGE P="52356"/>
                    production variation for the pilot: California, Hawaii, Illinois, Indiana, Iowa, Kentucky, Maine, Michigan, Mississippi, New Jersey, New Mexico, New York, North Carolina, Ohio, Oregon, Pennsylvania, Puerto Rico, South Carolina, Texas, Tennessee, Virginia, Washington, and West Virginia. If an existing borrower in a pilot state qualifies for a subsequent loan or grant, the pilot conditions can apply to the subsequent request as appropriate. Non-pilot states may request case-by-case administrative waivers (if justified) that mirror the allowances in the pilot.
                </P>
                <HD SOURCE="HD1">Paperwork Reduction Act</HD>
                <P>The regulatory waivers for this pilot contains no new reporting or recordkeeping burdens under OMB control number 0575-0179 that would require approval under the Paperwork Reduction Act of 1995 (44 U.S.C. Chapter 35).</P>
                <HD SOURCE="HD1">Non-Discrimination Statement</HD>
                <P>In accordance with Federal civil rights laws and USDA civil rights regulations and policies, the USDA, its Mission Areas, agencies, staff offices, employees, and institutions participating in or administering USDA programs are prohibited from discriminating based on race, color, national origin, religion, sex, gender identity (including gender expression), sexual orientation, disability, age, marital status, family/parental status, income derived from a public assistance program, political beliefs, or reprisal or retaliation for prior civil rights activity, in any program or activity conducted or funded by USDA (not all bases apply to all programs). Remedies and complaint filing deadlines vary by program or incident.</P>
                <P>
                    Program information may be made available in languages other than English. Persons with disabilities who require alternative means of communication to obtain program information (
                    <E T="03">e.g.,</E>
                     Braille, large print, audiotape, American Sign Language) should contact the responsible Mission Area, agency, or staff office; the USDA TARGET Center at (202) 720-2600 (voice and TTY); or the Federal Relay Service at (800) 877-8339.
                </P>
                <P>
                    To file a program discrimination complaint, a complainant should complete a Form AD-3027, 
                    <E T="03">USDA Program Discrimination Complaint Form,</E>
                     which can be obtained online at 
                    <E T="03">http://www.ascr.usda.gov/complaint_filing_cust.html,</E>
                     from any USDA office, by calling (866) 632-9992, or by writing a letter addressed to USDA. The letter must contain the complainant's name, address, telephone number, and a written description of the alleged discriminatory action in sufficient detail to inform the Assistant Secretary for Civil Rights (ASCR) about the nature and date of an alleged civil rights violation. The completed AD-3027 form or letter must be submitted to USDA by:
                </P>
                <P>
                    (1) 
                    <E T="03">Mail:</E>
                     U.S. Department of Agriculture, Office of the Assistant Secretary for Civil Rights, 1400 Independence Avenue SW, Washington, DC 20250-9410; or
                </P>
                <P>
                    (2) 
                    <E T="03">Fax:</E>
                     (833) 256-1665 or (202) 690-7442; or
                </P>
                <P>
                    (3) 
                    <E T="03">Email:</E>
                      
                    <E T="03">Program.Intake@usda.gov.</E>
                </P>
                <SIG>
                    <NAME>Joaquin Altoro,</NAME>
                    <TITLE>Administrator, Rural Housing Service.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13697 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 3410-XV-P</BILCOD>
        </RULE>
        <RULE>
            <PREAMB>
                <AGENCY TYPE="N">DEPARTMENT OF TRANSPORTATION</AGENCY>
                <SUBAGY>Federal Aviation Administration</SUBAGY>
                <CFR>14 CFR Part 71</CFR>
                <DEPDOC>[Docket No. FAA-2023-2195; Airspace Docket No. 23-ASO-48]</DEPDOC>
                <RIN>RIN 2120-AA66</RIN>
                <SUBJECT>Revocation of Colored Federal Airway Blue 9 (B-9); Eastern United States</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Federal Aviation Administration (FAA), DOT.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Final rule.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>This action revokes Colored Federal Airway Blue 9 (B-9) in the eastern United States. The FAA is taking this action due to the decommissioning of the Marathon, FL (MTH), Nondirectional Radio Beacon (NDB).</P>
                </SUM>
                <EFFDATE>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Effective date 0901 UTC, September 5, 2024. The Director of the Federal Register approves this incorporation by reference action under 1 CFR part 51, subject to the annual revision of FAA Order JO 7400.11 and publication of conforming amendments.</P>
                </EFFDATE>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        A copy of the Notice of Proposed Rulemaking (NPRM), all comments received, this final rule, and all background material may be viewed online at 
                        <E T="03">www.regulations.gov</E>
                         using the FAA Docket number. Electronic retrieval help and guidelines are available on the website. It is available 24 hours each day, 365 days each year.
                    </P>
                    <P>
                        FAA Order JO 7400.11H, Airspace Designations and Reporting Points, and subsequent amendments can be viewed online at 
                        <E T="03">www.faa.gov/air_traffic/publications/.</E>
                         You may also contact the Rules and Regulations Group, Office of Policy, Federal Aviation Administration, 800 Independence Avenue SW, Washington, DC 20591; telephone: (202) 267-8783.
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>Brian Vidis, Rules and Regulations Group, Office of Policy, Federal Aviation Administration, 800 Independence Avenue SW, Washington, DC 20591; telephone: (202) 267-8783.</P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <HD SOURCE="HD1">Authority for This Rulemaking</HD>
                <P>The FAA's authority to issue rules regarding aviation safety is found in Title 49 of the United States Code. Subtitle I, Section 106 describes the authority of the FAA Administrator. Subtitle VII, Aviation Programs, describes in more detail the scope of the agency's authority. This rulemaking is promulgated under the authority described in Subtitle VII, Part A, Subpart I, Section 40103. Under that section, the FAA is charged with prescribing regulations to assign the use of the airspace necessary to ensure the safety of aircraft and the efficient use of airspace. This regulation is within the scope of that authority as it modifies the Air Traffic Service (ATS) route structure as necessary to preserve the safe and efficient flow of air traffic within the National Airspace System (NAS).</P>
                <HD SOURCE="HD1">History</HD>
                <P>
                    The FAA published a NPRM for Docket No. FAA 2023-2195 in the 
                    <E T="04">Federal Register</E>
                     (88 FR 78267; November 15, 2023), proposing to revoke Colored Federal Airway B-9 in the eastern United States. Interested parties were invited to participate in this rulemaking effort by submitting written comments on the proposal to the FAA. No comments were received.
                </P>
                <HD SOURCE="HD1">Incorporation by Reference</HD>
                <P>
                    Colored Federal Airways are published in paragraph 6009(d) of FAA Order JO 7400.11, Airspace Designations and Reporting Points, which is incorporated by reference in 14 CFR 71.1 on an annual basis. This document amends the current version of that order, FAA Order JO 7400.11H, dated August 11, 2023, and effective September 15, 2023. FAA Order JO 7400.11H is publicly available as listed in the 
                    <E T="02">ADDRESSES</E>
                     section of this document. These amendments will be published in the next update to FAA Order JO 7400.11.
                </P>
                <P>FAA Order JO 7400.11H lists Class A, B, C, D, and E airspace areas, air traffic service routes, and reporting points.</P>
                <HD SOURCE="HD1">The Rule</HD>
                <P>
                    The action amends 14 CFR part 71 by revoking Colored Federal Airway B-9. 
                    <PRTPAGE P="52357"/>
                    This change facilitates the decommissioning of the Marathon, FL (MTH), NDB. The amendment is described below.
                </P>
                <P>
                    <E T="03">B-9:</E>
                     Prior to this final rule, B-9 extended between the DEEDS, FL, Fix and the Marathon NDB. The route is dependent on the Marathon NDB which is scheduled to be decommissioned. The FAA removes the route in its entirety.
                </P>
                <HD SOURCE="HD1">Regulatory Notices and Analyses</HD>
                <P>The FAA has determined that this regulation only involves an established body of technical regulations for which frequent and routine amendments are necessary to keep them operationally current. It, therefore: (1) is not a “significant regulatory action” under Executive Order 12866; (2) is not a “significant rule” under DOT Regulatory Policies and Procedures (44 FR 11034; February 26, 1979); and (3) does not warrant preparation of a regulatory evaluation as the anticipated impact is so minimal. Since this is a routine matter that only affects air traffic procedures and air navigation, it is certified that this rule, when promulgated, does not have a significant economic impact on a substantial number of small entities under the criteria of the Regulatory Flexibility Act.</P>
                <HD SOURCE="HD1">Environmental Review</HD>
                <P>
                    The FAA has determined that this action of revoking Colored Federal Airway B-9 in the eastern United States, qualifies for categorical exclusion under the National Environmental Policy Act (42 U.S.C. 4321 
                    <E T="03">et seq.</E>
                    ) and its implementing regulations at 40 CFR part 1500, and in accordance with FAA Order 1050.1F, “Environmental Impacts: Policies and Procedures,” paragraph 5-6.5a, which categorically excludes from further environmental impact review rulemaking actions that designate or modify classes of airspace areas, airways, routes, and reporting points (see 14 CFR part 71, Designation of Class A, B, C, D, and E Airspace Areas; Air Traffic Service Routes; and Reporting Points); and paragraph 5-6.5b, which categorically excludes from further environmental impact review “Actions regarding establishment of jet routes and Federal airways (see 14 CFR 71.15, 
                    <E T="03">Designation of jet routes and VOR Federal airways</E>
                    ) . . .”. As such, this airspace action is not expected to cause any potentially significant environmental impacts. In accordance with FAA Order 1050.1F, paragraph 5-2 regarding Extraordinary Circumstances, the FAA has reviewed this action for factors and circumstances in which a normally categorically excluded action may have a significant environmental impact requiring further analysis. Accordingly, the FAA has determined that no extraordinary circumstances exist that warrant preparation of an environmental assessment or environmental impact statement.
                </P>
                <LSTSUB>
                    <HD SOURCE="HED">List of Subjects in 14 CFR Part 71</HD>
                    <P>Airspace, Incorporation by reference, Navigation (air).</P>
                </LSTSUB>
                <HD SOURCE="HD1">The Amendment</HD>
                <P>In consideration of the foregoing, the Federal Aviation Administration amends 14 CFR part 71 as follows:</P>
                <PART>
                    <HD SOURCE="HED">PART 71—DESIGNATION OF CLASS A, B, C, D, AND E AIRSPACE AREAS; AIR TRAFFIC SERVICE ROUTES; AND REPORTING POINTS</HD>
                </PART>
                <REGTEXT TITLE="14" PART="71">
                    <AMDPAR>1. The authority citation for 14 CFR part 71 continues to read as follows:</AMDPAR>
                    <AUTH>
                        <HD SOURCE="HED">Authority:</HD>
                        <P> 49 U.S.C. 106(f), 106(g); 40103, 40113, 40120; E.O. 10854, 24 FR 9565, 3 CFR, 1959-1963 Comp., p. 389.</P>
                    </AUTH>
                </REGTEXT>
                <SECTION>
                    <SECTNO>§ 71.1</SECTNO>
                    <SUBJECT> [Amended]</SUBJECT>
                </SECTION>
                <REGTEXT TITLE="14" PART="71">
                    <AMDPAR>2. The incorporation by reference in 14 CFR 71.1 of FAA Order JO 7400.11H, Airspace Designations and Reporting Points, dated August 11, 2023, and effective September 15, 2023, is amended as follows:</AMDPAR>
                    <EXTRACT>
                        <HD SOURCE="HD2">Paragraph 6009(d) Colored Federal Airways.</HD>
                        <STARS/>
                        <HD SOURCE="HD1">B-9 [Removed]</HD>
                        <STARS/>
                    </EXTRACT>
                </REGTEXT>
                <SIG>
                    <DATED>Issued in Washington, DC, on June 17, 2024.</DATED>
                    <NAME>Frank Lias,</NAME>
                    <TITLE>Manager, Rules and Regulations Group.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13677 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4910-13-P</BILCOD>
        </RULE>
        <RULE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF TRANSPORTATION</AGENCY>
                <SUBAGY>Federal Aviation Administration</SUBAGY>
                <CFR>14 CFR Part 71</CFR>
                <DEPDOC>[Docket No. FAA-2023-2314; Airspace Docket No. 22-ASO-23]</DEPDOC>
                <RIN>RIN 2120-AA66</RIN>
                <SUBJECT>Amendment and Revocation of Multiple Air Traffic Service (ATS) Routes; Eastern United States</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Federal Aviation Administration (FAA), DOT.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Final rule.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>This action amends Very High Frequency Omnidirectional Range (VOR) Federal Airways V-66, V-155, V-157, V-258, V-266, V-454, and V-469; and revokes VOR Federal Airway V-189 and Colored Federal Airway Green 13 (G-13) in the eastern United States. The FAA is taking this action due to the planned decommissioning of the Danville, VA (DAN), VOR; Franklin, VA (FKN), VOR/Tactical Air Navigation (VORTAC); Lawrenceville, VA (LVL), VORTAC; Wright Brothers, NC (RBX), VOR/Distance Measuring Equipment (VOR/DME); and Manteo, NC (MQI), Nondirectional Radio Beacon (NDB). This action is in support of the FAA's VOR Minimum Operational Network (MON) Program.</P>
                </SUM>
                <EFFDATE>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Effective date 0901 UTC, September 5, 2024. The Director of the Federal Register approves this incorporation by reference action under 1 CFR part 51, subject to the annual revision of FAA Order JO 7400.11 and publication of conforming amendments.</P>
                </EFFDATE>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        A copy of the Notice of Proposed Rulemaking (NPRM), all comments received, this final rule, and all background material may be viewed online at 
                        <E T="03">www.regulations.gov</E>
                         using the FAA Docket number. Electronic retrieval help and guidelines are available on the website. It is available 24 hours each day, 365 days each year.
                    </P>
                    <P>
                        FAA Order JO 7400.11H, Airspace Designations and Reporting Points, and subsequent amendments can be viewed online at 
                        <E T="03">www.faa.gov/air_traffic/publications/.</E>
                         You may also contact the Rules and Regulations Group, Office of Policy, Federal Aviation Administration, 800 Independence Avenue SW, Washington, DC 20591; telephone: (202) 267-8783.
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>Brian Vidis, Rules and Regulations Group, Office of Policy, Federal Aviation Administration, 800 Independence Avenue SW, Washington, DC 20591; telephone: (202) 267-8783.</P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <HD SOURCE="HD1">Authority for This Rulemaking</HD>
                <P>
                    The FAA's authority to issue rules regarding aviation safety is found in Title 49 of the United States Code. Subtitle I, Section 106 describes the authority of the FAA Administrator. Subtitle VII, Aviation Programs, describes in more detail the scope of the agency's authority. This rulemaking is promulgated under the authority described in Subtitle VII, Part A, Subpart I, Section 40103. Under that section, the FAA is charged with prescribing regulations to assign the use of the airspace necessary to ensure the safety of aircraft and the efficient use of airspace. This regulation is within the scope of that authority as it modifies the 
                    <PRTPAGE P="52358"/>
                    Air Traffic Service (ATS) route structure as necessary to preserve the safe and efficient flow of air traffic within the National Airspace System.
                </P>
                <HD SOURCE="HD1">History</HD>
                <P>
                    The FAA published a NPRM for Docket No. FAA 2023-2314 in the 
                    <E T="04">Federal Register</E>
                     (88 FR 87380; December 18, 2023), proposing to amend seven VOR Federal airways, revoke one VOR Federal airway, and revoke one Colored Federal airway in the eastern United States. Interested parties were invited to participate in this rulemaking effort by submitting written comments on the proposal to the FAA. No comments were received.
                </P>
                <HD SOURCE="HD1">Differences From the NPRM</HD>
                <P>Subsequent to publication of the NPRM, the FAA identified that the exclusionary statement in the description of VOR Federal Airways V-155 and V-157 excluding restricted area R-6602 is no longer necessary as the airway segments adjacent to R-6602 are being removed. This action removes these exclusionary statements.</P>
                <P>Additionally, minor editorial corrections to the airway descriptions are made to comply with ATS route formatting requirements.</P>
                <HD SOURCE="HD1">Incorporation by Reference</HD>
                <P>
                    Domestic VOR Federal Airways are published in paragraph 6010(a) and Colored Federal airways are published in paragraph 6009 of FAA Order JO 7400.11, Airspace Designations and Reporting Points, which is incorporated by reference in 14 CFR 71.1 on an annual basis. This document amends the current version of that order, FAA Order JO 7400.11H, dated August 11, 2023, and effective September 15, 2023. FAA Order JO 7400.11H is publicly available as listed in the 
                    <E T="02">ADDRESSES</E>
                     section of this document. These amendments will be published in the next update to FAA Order JO 7400.11.
                </P>
                <P>FAA Order JO 7400.11H lists Class A, B, C, D, and E airspace areas, air traffic service routes, and reporting points.</P>
                <HD SOURCE="HD1">The Rule</HD>
                <P>This action amends 14 CFR part 71 by amending VOR Federal Airways V-66, V-155, V-157, V-258, V-266, V-454, and V-469; and revoking VOR Federal Airway V-189 and Colored Federal Airway G-13. These changes facilitate the scheduled decommissioning of the following navigation aids: Danville, VA (DAN), VOR; Franklin, VA (FKN), VORTAC; Lawrenceville, VA (LVL), VORTAC; Wright Brothers, NC (RBX), VOR/DME; and Manteo, NC (MQI), NDB. The amendments are described below.</P>
                <P>
                    <E T="03">G-13:</E>
                     Prior to this final rule, G-13 extended between the Manteo, NC (MQI), NDB and the ZOLMN, NC, Fix. The FAA removes the route in its entirety.
                </P>
                <P>
                    <E T="03">V-66:</E>
                     Prior to this final rule, V-66 extended between the Mission Bay, CA (MZB), VORTAC and the Millsap, TX (MQP), VORTAC; between the Brookwood, AL (OKW), VORTAC and the LaGrange, GA (LGC), VORTAC; and between the Sandhills, NC (SDZ), VORTAC and the Franklin, VA (FKN), VORTAC. The FAA removes the airway segment between the Raleigh/Durham, NC (RDU), VORTAC and the Franklin VORTAC. As amended, the route extends between the Mission Bay VORTAC and the Millsap VORTAC; between the Brookwood VORTAC and the LaGrange VORTAC; and between the Sandhills VORTAC and the Raleigh/Durham VORTAC.
                </P>
                <P>
                    <E T="03">V-155:</E>
                     Prior to this final rule, V-155 extended between the intersection of the Dublin, GA (DBN), VORTAC 309° and the Colliers, SC (IRQ), VORTAC 243° radials, and the Brooke, VA (BRV), VORTAC. The FAA removes the airway segments between the Raleigh/Durham, NC (RDU), VORTAC and the Flat Rock, VA (FAK), VORTAC. As amended, the route extends between the intersection of the Dublin, VORTAC 309° and the Colliers VORTAC 243° radials and the Raleigh/Durham VORTAC; and between the Flat Rock VORTAC and the Brooke VORTAC.
                </P>
                <P>
                    <E T="03">V-157:</E>
                     Prior to this final rule, V-157 extended between the Key West, FL (EYW), VORTAC and the Waycross, GA (AYS), VORTAC; between the Florence, SC (FLO), VORTAC and the Richmond, VA (RIC), VORTAC; and between the Robbinsville, NJ (RBV), VORTAC and the Albany, NY (ALB), VORTAC. The FAA removes the airway segments between the Tar River, NC (TYI), VORTAC and the Richmond VORTAC. As amended, the route extends between the Key West VORTAC and the Waycross VORTAC; between the Florence VORTAC and the Tar River VORTAC; and between the Robbinsville VORTAC and the Albany VORTAC.
                </P>
                <P>
                    <E T="03">V-189:</E>
                     Prior to this final rule, V-189 extended between the Wright Brothers, NC (RBX), VOR/DME and the Hopewell, VA (HPW), VORTAC. The FAA removes the route in its entirety.
                </P>
                <P>
                    <E T="03">V-258:</E>
                     Prior to this final rule, V-258 extended between the Charleston, WV (HVQ), VOR/DME and the Danville, VA (DAN), VOR. The FAA removes the airway segments between the Roanoke, VA (ROA), VOR/DME and the Danville VOR. As amended, the route extends between the Charleston VOR/DME and the Roanoke VOR/DME.
                </P>
                <P>
                    <E T="03">V-266:</E>
                     Prior to this final rule, V-266 extended between the Electric City, SC (ELW), VORTAC and the Spartanburg, SC (SPA), VORTAC; and between the Greensboro, NC (GSO), VORTAC and the Wright Brothers, NC (RBX), VOR/DME. The FAA removes the airway segments between the South Boston, VA (SBV), VORTAC and the SUNNS, NC, Fix; and between the Elizabeth City, NC (ECG), VOR/DME, and the Wright Brothers VOR/DME. The SUNNS intersection is defined by the intersection of the Elizabeth City, VOR/DME 304° and the Norfolk, VA (OFK), VOR/DME 209° radials. As amended, the route extends between the Electric City VORTAC and the Spartanburg VORTAC; between the Greensboro VORTAC and the South Boston VORTAC; and between the intersection of the Elizabeth City VOR/DME 304° and Norfolk, VA 209° radials and the Elizabeth City VOR/DME.
                </P>
                <P>
                    <E T="03">V-454:</E>
                     Prior to this final rule, V-454 extended between the Brookley, AL (BFM), VORTAC and the Monroeville, AL (MVC), VORTAC; and between the intersection of the Charlotte, VA (CLT), VOR/DME 034° and Liberty, NC (LIB), VORTAC 253° radials and the Hopewell, VA (HPW), VORTAC. The FAA removes the airway segments between the Liberty VORTAC and the Hopewell VORTAC. As amended, the route extends between the Brookley VORTAC and the Monroeville VORTAC; and between the intersection of the Charlotte VOR/DME 034° and Liberty VORTAC 253° radials and the Liberty VORTAC.
                </P>
                <P>
                    <E T="03">V-469:</E>
                     Prior to this final rule, V-469 extended between the Danville, VA (DAN), VOR and the Johnstown, PA (JST), VOR/DME; and between the Harrisburg, PA (HAR), VORTAC and the Woodstown, NJ (OOD), VORTAC. The FAA removes the airway segment between the Danville VOR and the Lynchburg, VA (LYH), VOR/DME. As amended, the route extends between the Lynchburg VOR/DME and the Johnstown VOR/DME; and between the Harrisburg VORTAC and the Woodstown VORTAC.
                </P>
                <P>The navigational aid radials listed are stated in True degrees.</P>
                <HD SOURCE="HD1">Regulatory Notices and Analyses</HD>
                <P>
                    The FAA has determined that this regulation only involves an established body of technical regulations for which frequent and routine amendments are necessary to keep them operationally current. It, therefore: (1) is not a “significant regulatory action” under Executive Order 12866; (2) is not a 
                    <PRTPAGE P="52359"/>
                    “significant rule” under DOT Regulatory Policies and Procedures (44 FR 11034; February 26, 1979); and (3) does not warrant preparation of a regulatory evaluation as the anticipated impact is so minimal. Since this is a routine matter that only affects air traffic procedures and air navigation, it is certified that this rule, when promulgated, does not have a significant economic impact on a substantial number of small entities under the criteria of the Regulatory Flexibility Act.
                </P>
                <HD SOURCE="HD1">Environmental Review</HD>
                <P>
                    The FAA has determined that this action of amending VOR Federal Airway V-66, V-155, V-157, V-258, V-266, V-454, and V-469, and revoking VOR Federal Airway V-189 and Colored Federal Airway G-13 in the eastern United States, qualifies for categorical exclusion under the National Environmental Policy Act (42 U.S.C. 4321 
                    <E T="03">et seq.</E>
                    ) and its implementing regulations at 40 CFR part 1500, and in accordance with FAA Order 1050.1F, “Environmental Impacts: Policies and Procedures,” paragraph 5-6.5a, which categorically excludes from further environmental impact review rulemaking actions that designate or modify classes of airspace areas, airways, routes, and reporting points (see 14 CFR part 71, Designation of Class A, B, C, D, and E Airspace Areas; Air Traffic Service Routes; and Reporting Points); and paragraph 5-6.5b, which categorically excludes from further environmental impact review “Actions regarding establishment of jet routes and Federal airways (see 14 CFR 71.15, 
                    <E T="03">Designation of jet routes and VOR Federal airways</E>
                    ) . . .”. As such, this airspace action is not expected to cause any potentially significant environmental impacts. In accordance with FAA Order 1050.1F, paragraph 5-2 regarding Extraordinary Circumstances, the FAA has reviewed this action for factors and circumstances in which a normally categorically excluded action may have a significant environmental impact requiring further analysis. Accordingly, the FAA has determined that no extraordinary circumstances exist that warrant preparation of an environmental assessment or environmental impact statement.
                </P>
                <LSTSUB>
                    <HD SOURCE="HED">List of Subjects in 14 CFR Part 71</HD>
                    <P>Airspace, Incorporation by reference, Navigation (air).</P>
                </LSTSUB>
                <HD SOURCE="HD1">The Amendment</HD>
                <P>In consideration of the foregoing, the Federal Aviation Administration amends 14 CFR part 71 as follows:</P>
                <PART>
                    <HD SOURCE="HED">PART 71—DESIGNATION OF CLASS A, B, C, D, AND E AIRSPACE AREAS; AIR TRAFFIC SERVICE ROUTES; AND REPORTING POINTS</HD>
                </PART>
                <REGTEXT TITLE="14" PART="71">
                    <AMDPAR>1. The authority citation for 14 CFR part 71 continues to read as follows:</AMDPAR>
                    <AUTH>
                        <HD SOURCE="HED">Authority:</HD>
                        <P>49 U.S.C. 106(f), 106(g); 40103, 40113, 40120; E.O. 10854, 24 FR 9565, 3 CFR, 1959-1963 Comp., p. 389.</P>
                    </AUTH>
                </REGTEXT>
                <SECTION>
                    <SECTNO>§ 71.1 </SECTNO>
                    <SUBJECT>[Amended]</SUBJECT>
                </SECTION>
                <REGTEXT TITLE="14" PART="71">
                    <AMDPAR>2. The incorporation by reference in 14 CFR 71.1 of FAA Order JO 7400.11H, Airspace Designations and Reporting Points, dated August 11, 2023, and effective September 15, 2023, is amended as follows:</AMDPAR>
                    <EXTRACT>
                        <HD SOURCE="HD2">Paragraph 6009(a) Colored Federal Airways.</HD>
                        <STARS/>
                        <HD SOURCE="HD1">G-13 [Removed]</HD>
                        <STARS/>
                        <HD SOURCE="HD2">Paragraph 6010(a) Domestic VOR Federal Airways.</HD>
                        <STARS/>
                        <HD SOURCE="HD1">V-66 [Amended]</HD>
                        <P>From Mission Bay, CA; Imperial, CA; 13 miles, 24 miles, 25 MSL; Bard, AZ; 12 miles, 35 MSL; INT Bard 089° and Gila Bend, AZ, 261° radials; 46 miles, 35 MSL; Gila Bend; Tucson, AZ, 7 miles wide (3 miles south and 4 miles north of centerline); Douglas, AZ; INT Douglas 064° and Columbus, NM, 277° radials; Columbus; El Paso, TX; 6 miles wide; INT El Paso 109° and Hudspeth, TX, 287° radials; 6 miles wide; Hudspeth; Pecos, TX; Midland, TX; INT Midland 083° and Abilene, TX, 252° radials; Abilene; to Millsap, TX. From Brookwood, AL; to LaGrange, GA. From Sandhills, NC; to Raleigh-Durham, NC.</P>
                        <STARS/>
                        <HD SOURCE="HD1">V-155 [Amended]</HD>
                        <P>From INT Dublin, GA 309° and Colliers, SC, 243° radials; Colliers; Chesterfield, SC; Sandhills, NC; to Raleigh-Durham, NC. From Flat Rock, VA; to Brooke, VA.</P>
                        <STARS/>
                        <HD SOURCE="HD1">V-157 [Amended]</HD>
                        <P>From Key West, FL; INT Key West 038° and Dolphin, FL, 244° radials; Dolphin; INT Dolphin 331°and La Belle, FL, 113° radials; La Belle; Lakeland, FL; Ocala, FL; INT Ocala 346° and Taylor, FL,170° radials; Taylor; to Waycross, GA. From Florence, SC; Fayetteville, NC; Kinston, NC; to Tar River, NC. From Robbinsville, NJ; INT Robbinsville 044° and LaGuardia, NY, 213° radials; LaGuardia; INT LaGuardia 032° and Deer Park, NY, 326° radials; INT Deer Park 326° and Kingston, NY, 191° radials; Kingston; to Albany, NY.</P>
                        <STARS/>
                        <HD SOURCE="HD1">V-189 [Removed]</HD>
                        <STARS/>
                        <HD SOURCE="HD1">V-258 [Amended]</HD>
                        <P>From Charleston, WV, Beckley, WV; INT Beckley 125° and Roanoke, VA, 288° radials; to Roanoke.</P>
                        <STARS/>
                        <HD SOURCE="HD1">V-266 [Amended]</HD>
                        <P>From Electric City, SC, to Spartanburg, SC. From Greensboro, NC; to South Boston, VA. From INT Elizabeth City, NC 304° and Norfolk, VA 209° radials to Elizabeth City.</P>
                        <STARS/>
                        <HD SOURCE="HD1">V-454 [Amended]</HD>
                        <P>From Brookley, AL; to Monroeville, AL. From INT Charlotte, NC 034° and Liberty, NC, 253° radials; to Liberty.</P>
                        <STARS/>
                        <HD SOURCE="HD1">V-469 [Amended]</HD>
                        <P>From Lynchburg, VA; INT Lynchburg 347° and Elkins, WV, 142° radials; Elkins; Morgantown, WV; INT Morgantown 010° and Johnstown, PA, 260°; to Johnstown. From Harrisburg, PA; Dupont, DE; to Woodstown, NJ.</P>
                        <STARS/>
                    </EXTRACT>
                </REGTEXT>
                <SIG>
                    <DATED>Issued in Washington, DC, on June 17, 2024.</DATED>
                    <NAME>Frank Lias,</NAME>
                    <TITLE>Manager, Rules and Regulations Group.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13676 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4910-13-P</BILCOD>
        </RULE>
        <RULE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF TRANSPORTATION</AGENCY>
                <SUBAGY>Federal Aviation Administration</SUBAGY>
                <CFR>14 CFR Part 93</CFR>
                <DEPDOC>[Docket No.: FAA-2024-1669; Amdt. No. 93-104]</DEPDOC>
                <RIN>RIN 2120-AM01</RIN>
                <SUBJECT>Valparaiso, Florida, Terminal Area</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Federal Aviation Administration (FAA), DOT.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Final rule.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>This action updates five latitude/longitude points in the description of the East-West Corridor of the Valparaiso, Florida, Terminal Area. The changes are needed to reconcile the coordinates of U.S. maritime limits described in the Valparaiso Terminal Area description with those maritime limits published by the National Oceanic and Atmospheric Administration (NOAA) pursuant to its statutory authority. The FAA has developed these revised coordinates using updated digital data that more precisely define maritime limits and other geophysical features used in the boundary descriptions. This action is administrative and does not make substantive changes to the Valparaiso, Florida, Terminal Area.</P>
                </SUM>
                <EFFDATE>
                    <PRTPAGE P="52360"/>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Effective 0901 UTC, August 23, 2024.</P>
                </EFFDATE>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>Robert Schafer, Rules and Regulations Group, Office of Policy, Federal Aviation Administration, 800 Independence Avenue SW, Washington, DC 20591; telephone: (202) 267-8783.</P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <HD SOURCE="HD1">I. Authority and Good Cause</HD>
                <HD SOURCE="HD2">A. Authority</HD>
                <P>The FAA's authority to issue rules regarding aviation safety is found in title 49 of the United States Code, subtitle I, section 106 describes the authority of the FAA Administrator. Subtitle VII, Aviation Programs, describes in more detail the scope of the agency's authority.</P>
                <P>This rulemaking is promulgated under the authority described in subtitle VII, part A, subpart I, section 40103. Under that section, the FAA is charged with prescribing regulations to assign the use of the airspace necessary to ensure the safety of aircraft and the efficient use of airspace. This regulation is within the scope of that authority as it supports updating certain boundary coordinates for the special air traffic rules for aircraft operating in the Valparaiso, Florida, Terminal Area.</P>
                <HD SOURCE="HD2">B. Good Cause for Immediate Adoption</HD>
                <P>Section 553(b)(B) of the Administrative Procedure Act (APA) (5 U.S.C.) authorizes agencies to dispense with notice and comment procedures for rules when the agency for “good cause” finds that those procedures are “impracticable, unnecessary, or contrary to the public interest.” Under this section, an agency, upon finding good cause, may issue a final rule without seeking comment prior to the rulemaking.</P>
                <P>The FAA has no discretion to change these coordinates. Therefore, the FAA finds that notice and public comment is unnecessary. This is an amendment to reconcile the coordinates of U.S. maritime limits described in the Valparaiso Terminal Area description with those maritime limits published by the National Oceanic and Atmospheric Administration (NOAA) pursuant to its statutory authority in title 33, United States Code, sections 883a-883d. This rule is an administrative reconciliation and does not affect the airspace's altitude or operating requirements. Therefore, the FAA has determined that notice and public comment are unnecessary.</P>
                <HD SOURCE="HD1">II. Background and Discussion of the Final Rule</HD>
                <P>
                    The boundary coordinates and descriptions for the special air traffic rules for aircraft operating in the Valparaiso, Florida, Terminal Area are linked to the overlying restricted area latitude/longitude coordinates. These restricted area boundary descriptions use maritime limits, such as references to the shoreline of the United States (U.S.), to identify the shape of the area (
                    <E T="03">e.g.,</E>
                     “3 [nautical miles (NM)] from and parallel to the shoreline”). As such, the boundary descriptions contain latitude/longitude coordinates that were intended to intersect a line running 3 NM from and parallel to the shoreline.
                </P>
                <P>
                    In 2018, following its receipt of updated digital data for maritime limits from the NOAA, the FAA published a final rule for Docket No. FAA-2018-0728 in the 
                    <E T="04">Federal Register</E>
                     (83 FR 40967, August 17, 2018), updating the overlying restricted airspace boundary descriptions in title 14 Code of Federal Regulations (14 CFR) part 73 to align with the NOAA's digital data. In that rulemaking, the FAA explained that its use of the NOAA's more precise digital data allowed it to accurately update the U.S. maritime limit boundaries used for aeronautical charting. Prior to the update, the maritime limit boundary data used for charting were over 25 years old. In applying the updated data, the FAA found that some boundary descriptions, based on the maritime limits, did not correspond to the updated shoreline data. Consequently, there were minor differences between some special flight rules areas latitude/longitude coordinates and the overlying restricted airspace.
                </P>
                <P>This rulemaking action amends 14 CFR part 93 to similarly update the East-West Corridor of the Valparaiso, Florida, Terminal Area, to ensure that the published boundaries match the actual relation to both the U.S. shoreline and overlying restricted airspace to maintain aeronautical chart accuracy and consistency.</P>
                <P>Specifically, this action amends 14 CFR part 93 by updating the coordinates of five points in the description of the East-West Corridor of the Valparaiso, Florida, Terminal Area. The points under § 93.81(b) are amended as follows:</P>
                <GPOTABLE COLS="3" OPTS="L2,tp0,i1" CDEF="s100,xl100,r100">
                    <TTITLE> </TTITLE>
                    <BOXHD>
                        <CHED H="1">Location</CHED>
                        <CHED H="1">Original points</CHED>
                        <CHED H="1">New points</CHED>
                    </BOXHD>
                    <ROW>
                        <ENT I="01">§ 93.81(b)(1)</ENT>
                        <ENT>lat. 30°22′47″ N, long. 86°51′30″ W</ENT>
                        <ENT>lat. 30°22′47″ N, long. 86°51′30″ W</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="22"> </ENT>
                        <ENT>lat. 30°23′46″ N, long. 86°38′15″ W</ENT>
                        <ENT>lat. 30°23′46″ N, long. 86°38′15″ W</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="22"> </ENT>
                        <ENT>lat. 30°20′51″ N, long. 86°38′50″ W</ENT>
                        <ENT>lat. 30°20′47″ N, long. 86°38′51″ W *</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="22"> </ENT>
                        <ENT>lat. 30°19′31″ N, long. 86°51′30″W</ENT>
                        <ENT>lat. 30°19′45″ N, long. 86°51′30″ W *</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">§ 93.81(b)(2)</ENT>
                        <ENT>lat. 30°25′01″ N, long. 86°38′12″ W</ENT>
                        <ENT>lat. 30°25′01″ N, long. 86°38′12″ W</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="22"> </ENT>
                        <ENT>lat. 30°25′01″ N, long. 86°25′00″ W</ENT>
                        <ENT>lat. 30°25′01″ N, long. 86°25′00″ W</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="22"> </ENT>
                        <ENT>lat. 30°25′01″ N, long. 86°22′26″ W</ENT>
                        <ENT>lat. 30°25′01″ N, long. 86°22′26″ W</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="22"> </ENT>
                        <ENT>lat. 30°19′46″ N, long. 86°23′45″ W</ENT>
                        <ENT>lat. 30°19′46″ N, long. 86°23′45″ W</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="22"> </ENT>
                        <ENT>lat. 30°20′51″ N, long. 86°38′50″ W</ENT>
                        <ENT>lat. 30°20′47″ N, long. 86°38′51″ W *</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="22"> </ENT>
                        <ENT>lat. 30°23′46″ N, long. 86°38′15″ W</ENT>
                        <ENT>lat. 30°23′46″ N, long. 86°38′15″ W</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">§ 93.81(b)(3)</ENT>
                        <ENT>lat. 30°25′01″ N, long. 86°22′26″ W</ENT>
                        <ENT>lat. 30°25′01″ N, long. 86°22′26″ W</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="22"> </ENT>
                        <ENT>lat. 30°22′01″ N, long. 86°08′00″ W</ENT>
                        <ENT>lat. 30°22′01″ N, long. 86°08′00″ W</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="22"> </ENT>
                        <ENT>lat. 30°19′16″ N, long. 85°56′00″ W</ENT>
                        <ENT>lat. 30°19′16″ N, long. 85°56′00″ W</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="22"> </ENT>
                        <ENT>lat. 30°11′01″ N, long. 85°56′00″ W</ENT>
                        <ENT>lat. 30°11′08″ N, long. 85°56′00″ W *</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="22"> </ENT>
                        <ENT>lat. 30°19′46″ N, long. 86°23′45″ W</ENT>
                        <ENT>lat. 30°19′41″ N, long. 86°23′46″ W *</ENT>
                    </ROW>
                    <TNOTE>* Indicates those points revised in this final rule.</TNOTE>
                </GPOTABLE>
                <HD SOURCE="HD1">III. Regulatory Notices and Analyses</HD>
                <P>
                    Federal agencies consider impacts of regulatory actions under a variety of Executive orders and other requirements. First, Executive Order 12866 and Executive Order 13563, as amended by Executive Order 14094 (“Modernizing Regulatory Review”), direct that each Federal agency shall propose or adopt a regulation only upon a reasoned determination that the benefits of the intended regulation justify the costs. Second, the Regulatory Flexibility Act of 1980 (Pub. L. 96-354) requires agencies to analyze the economic impact of regulatory changes on small entities. Third, the Trade Agreements Act (Pub. L. 96-39) 
                    <PRTPAGE P="52361"/>
                    prohibits agencies from setting standards that create unnecessary obstacles to the foreign commerce of the United States. Fourth, the Unfunded Mandates Reform Act of 1995 (Pub. L. 104-4) requires agencies to prepare a written assessment of the costs, benefits, and other effects of proposed or final rules that include a Federal mandate that may result in the expenditure by State, local, and Tribal governments, in the aggregate, or by the private sector, of $100 million or more (adjusted annually for inflation) in any one year. The current threshold after adjustment for inflation is $183 million using the most current (2023) Implicit Price Deflator for the Gross Domestic Product. This portion of the preamble summarizes the FAA's analysis of the economic impacts of this rule.
                </P>
                <P>In conducting these analyses, the FAA has determined this final rule has benefits that justify its costs. This rule is not a significant regulatory action, as defined in section 3(f) of Executive Order 12866 as amended by Executive Order 14094. As 5 U.S.C. 553 does not require notice and comment for this final rule, 5 U.S.C. 603 and 604 do not require regulatory flexibility analyses regarding impacts on small entities. This rule will not create unnecessary obstacles to the foreign commerce of the United States. This rule will not impose an unfunded mandate on State, local, or Tribal governments, or on the private sector, by exceeding the threshold identified previously.</P>
                <HD SOURCE="HD2">A. Regulatory Impact Analysis</HD>
                <P>This rule is not a significant regulatory action as defined by section 3(f) of Executive Order 12866 as amended by Executive Order 14094. This action updates five latitude/longitude points in the description of the East-West Corridor of the Valparaiso, Florida, Terminal Area. The changes are needed because the FAA has adopted updated digital data that more precisely define maritime limits and other geophysical features used in the boundary descriptions. This action is administrative and does not make substantive changes to the Valparaiso, Florida, Terminal Area.</P>
                <HD SOURCE="HD2">B. Regulatory Flexibility Act</HD>
                <P>The Regulatory Flexibility Act (RFA), in 5 U.S.C. 603, requires an agency to prepare an initial regulatory flexibility analysis describing impacts on small entities whenever 5 U.S.C. 553 or any other law requires an agency to publish a general notice of proposed rulemaking for any proposed rule. Similarly, 5 U.S.C. 604 requires an agency to prepare a final regulatory flexibility analysis when an agency issues a final rule under 5 U.S.C. 553 after that section or any other law requires publication of a general notice of proposed rulemaking. The FAA concludes good cause exists to forgo notice and comment for this rule. As 5 U.S.C. 553 does not require notice and comment in this situation, 5 U.S.C. 603 and 604 similarly do not require regulatory flexibility analyses.</P>
                <HD SOURCE="HD2">C. International Trade Impact Assessment</HD>
                <P>The Trade Agreements Act of 1979 (Pub. L. 96-39), as amended by the Uruguay Round Agreements Act (Pub. L. 103-465), prohibits Federal agencies from establishing standards or engaging in related activities that create unnecessary obstacles to the foreign commerce of the United States. Pursuant to these Acts, the establishment of standards is not considered an unnecessary obstacle to the foreign commerce of the United States, so long as the standard has a legitimate domestic objective, such as the protection of safety, and does not operate in a manner that excludes imports that meet this objective. The statute also requires consideration of international standards and, where appropriate, that they be the basis for U.S. standards.</P>
                <P>The FAA has assessed the potential effect of this final rule and determined that it ensures the safety of the American public and does not exclude imports that meet this objective. As a result, the FAA does not consider this final rule as creating an unnecessary obstacle to foreign commerce.</P>
                <HD SOURCE="HD2">D. Unfunded Mandates Assessment</HD>
                <P>The Unfunded Mandates Reform Act of 1995 (2 U.S.C. 1531-1538) governs the issuance of Federal regulations that require unfunded mandates. An unfunded mandate is a regulation that requires a State, local, or Tribal government or the private sector to incur direct costs without the Federal Government having first provided the funds to pay those costs. The FAA determined that the final rule will not result in the expenditure of $183 million or more by State, local, or Tribal governments, in the aggregate, or the private sector, in any one year.</P>
                <HD SOURCE="HD2">E. Paperwork Reduction Act</HD>
                <P>The Paperwork Reduction Act of 1995 (44 U.S.C. 3507(d)) requires that the FAA consider the impact of paperwork and other information collection burdens imposed on the public. The FAA has determined that there will be no new requirement for information collection associated with this final rule.</P>
                <HD SOURCE="HD2">F. International Compatibility and Cooperation</HD>
                <P>In keeping with U.S. obligations under the Convention on International Civil Aviation, it is FAA policy to conform to International Civil Aviation Organization (ICAO) Standards and Recommended Practices to the maximum extent practicable. The FAA has determined that there are no ICAO Standards and Recommended Practices that correspond to these regulations.</P>
                <HD SOURCE="HD2">G. Environmental Analysis</HD>
                <P>FAA Order 1050.1F identifies FAA actions that are categorically excluded from preparation of an environmental assessment or environmental impact statement under the National Environmental Policy Act (NEPA) in the absence of extraordinary circumstances. The FAA has determined this rulemaking action qualifies for the categorical exclusion identified in paragraph 5-6.6f for regulations and involves no extraordinary circumstances.</P>
                <HD SOURCE="HD1">IV. Executive Order Determinations</HD>
                <HD SOURCE="HD2">A. Executive Order 13132, Federalism</HD>
                <P>The FAA has analyzed this final rule under the principles and criteria of Executive Order 13132, Federalism. The FAA has determined that this action will not have a substantial direct effect on the States, or the relationship between the Federal Government and the States, or on the distribution of power and responsibilities among the various levels of government, and, therefore, will not have federalism implications.</P>
                <HD SOURCE="HD2">B. Executive Order 13211, Regulations That Significantly Affect Energy Supply, Distribution, or Use</HD>
                <P>The FAA analyzed this final rule under Executive Order 13211, Actions Concerning Regulations that Significantly Affect Energy Supply, Distribution, or Use. The FAA has determined that it is not a “significant energy action” under the Executive order and is not likely to have a significant adverse effect on the supply, distribution, or use of energy.</P>
                <PRTPAGE P="52362"/>
                <HD SOURCE="HD2">C. Executive Order 13609, Promoting International Regulatory Cooperation</HD>
                <P>Executive Order 13609, Promoting International Regulatory Cooperation, promotes international regulatory cooperation to meet shared challenges involving health, safety, labor, security, environmental, and other issues and to reduce, eliminate, or prevent unnecessary differences in regulatory requirements. The FAA has analyzed this action under the policies and agency responsibilities of Executive Order 13609, and has determined that this action will have no effect on international regulatory cooperation.</P>
                <HD SOURCE="HD1">V. Additional Information</HD>
                <HD SOURCE="HD2">A. Electronic Access and Filing</HD>
                <P>
                    A copy of this final rule and all background material may be viewed online at 
                    <E T="03">www.regulations.gov</E>
                     using the docket number listed above. A copy of this final rule will be placed in the docket. Electronic retrieval help and guidelines are available on the website. It is available 24 hours a day, 365 days a year. An electronic copy of this document may also be downloaded from the Office of the Federal Register's website at 
                    <E T="03">www.federalregister.gov</E>
                     and the Government Publishing Office's website at 
                    <E T="03">www.govinfo.gov.</E>
                     A copy may also be found on the FAA's Regulations and Policies website at 
                    <E T="03">www.faa.gov/regulations_policies.</E>
                </P>
                <P>Copies may also be obtained by sending a request to the Federal Aviation Administration, Office of Rulemaking, ARM-1, 800 Independence Avenue SW, Washington, DC 20591, or by calling (202) 267-9677.</P>
                <P>All documents the FAA considered in developing this final rule, including economic analyses and technical reports, may be accessed in the electronic docket for this rulemaking.</P>
                <HD SOURCE="HD2">B. Small Business Regulatory Enforcement Fairness Act</HD>
                <P>
                    The Small Business Regulatory Enforcement Fairness Act (SBREFA) of 1996 requires the FAA to comply with small entity requests for information or advice about compliance with statutes and regulations within its jurisdiction. A small entity with questions regarding this document may contact its local FAA official or the person listed under the 
                    <E T="02">FOR FURTHER INFORMATION CONTACT</E>
                     heading at the beginning of the preamble. To find out more about SBREFA on the internet, visit 
                    <E T="03">www.faa.gov/regulations_policies/rulemaking/sbre_act/.</E>
                </P>
                <LSTSUB>
                    <HD SOURCE="HED">List of Subjects in 14 CFR Part 93</HD>
                    <P>Air traffic control, airports, airspace, navigation (air).</P>
                </LSTSUB>
                <HD SOURCE="HD1">The Amendment</HD>
                <P>In consideration of the foregoing, the Federal Aviation Administration amends chapter I of title 14, Code of Federal Regulations as follows:</P>
                <PART>
                    <HD SOURCE="HED">PART 93—SPECIAL AIR TRAFFIC RULES</HD>
                </PART>
                <REGTEXT TITLE="14" PART="93">
                    <AMDPAR>1. The authority citation for part 93 continues to read as follows:</AMDPAR>
                    <AUTH>
                        <HD SOURCE="HED">Authority: </HD>
                        <P>49 U.S.C. 106(f), 106(g), 40103, 40106, 40109, 40113, 44502, 44514, 44701, 44715, 44719, 46301.</P>
                    </AUTH>
                </REGTEXT>
                  
                <REGTEXT TITLE="14" PART="93">
                    <AMDPAR>2. Amend § 93.81 by revising the paragraph heading for paragraph (a) and paragraph (b) to read as follows:</AMDPAR>
                    <SECTION>
                        <SECTNO>§ 93.81 </SECTNO>
                        <SUBJECT>Applicability and description of area.</SUBJECT>
                        <STARS/>
                        <P>
                            (a) 
                            <E T="03">North-South Corridor.</E>
                             * * *
                        </P>
                        <P>
                            (b) 
                            <E T="03">East-West Corridor.</E>
                             The East-West Corridor is divided into three sections to accommodate the different altitudes as portions of the corridor underlie restricted areas R-2915C, R-2919B, and R-2914B.
                        </P>
                        <P>(1) The west section includes that airspace extending upward from the surface to but not including 8,500 feet MSL, bounded by a line beginning at: Latitude 30°22′47″ N, Longitude 86°51′30″ W: then along the shoreline to Latitude 30°23′46″ N, Longitude 86°38′15″ W; to Latitude 30°20′47″ N, Longitude-86°38′51″ W”; then 3 NM from and parallel to the shoreline to Latitude 30°19′45″ N, Longitude 86°51′30″ W”; to the beginning.</P>
                        <P>(2) The center section includes that airspace extending upward from the surface to but not including 18,000 feet MSL, bounded by a line beginning at: Latitude 30°25′01″ N, Longitude 86°38′12″ W; to Latitude 30°25′01″ N, Longitude 86°25′00″ W; to Latitude 30°25′01″ N, Longitude 86°22′26″ W; to Latitude 30°19′46″ N, Longitude 86°23′45″ W; then 3 NM from and parallel to the shoreline to Latitude 30°20′47″ N, Longitude 86°38′51″ W; to Latitude 30°23′46″ N, Longitude 86°38′15″ W; to the beginning.</P>
                        <P>(3) The east section includes that airspace extending upward from the surface to but not including 8,500 feet MSL, bounded by a line beginning at: Latitude 30°25′01″ N, Longitude 86°22′26″ W; to Latitude 30°22′01″ N, Longitude 86°08′00″ W; to Latitude 30°19′16″ N, Longitude 85°56′00″ W; to Latitude 30°11′08″ N, Longitude 85°56′00″ W; then 3 NM from and parallel to the shoreline to Latitude 30°19′41″ N, Longitude 86°23′46″ W; to the beginning.</P>
                    </SECTION>
                </REGTEXT>
                <SIG>
                    <P>Issued under authority provided by 49 U.S.C. 106(f) and 40103 in Washington, DC.</P>
                    <NAME>Michael Gordon Whitaker,</NAME>
                    <TITLE>Administrator.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13737 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4910-13-P</BILCOD>
        </RULE>
        <RULE>
            <PREAMB>
                <AGENCY TYPE="N">DEPARTMENT OF COMMERCE</AGENCY>
                <SUBAGY>Bureau of Industry and Security</SUBAGY>
                <CFR>15 CFR Part 744</CFR>
                <DEPDOC>[Docket No. 240614-0163]</DEPDOC>
                <RIN>RIN 0694-AJ73</RIN>
                <SUBJECT>Additions to the Entity List</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Bureau of Industry and Security, Department of Commerce.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Final rule.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>In this rule, the Bureau of Industry and Security (BIS) amends the Export Administration Regulations (EAR) by adding 3 entries to the Entity List, under the destinations of Russia (2), and the United Kingdom (1). These entities have been determined by the U.S. Government to be acting contrary to the national security or foreign policy interests of the United States.</P>
                </SUM>
                <EFFDATE>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>This rule is effective June 24, 2024.</P>
                </EFFDATE>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Chair, End-User Review Committee, Office of the Assistant Secretary for Export Administration, Bureau of Industry and Security, Department of Commerce, Phone: (202) 482-5991, Email: 
                        <E T="03">ERC@bis.doc.gov.</E>
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <HD SOURCE="HD1">Background</HD>
                <HD SOURCE="HD2">The Entity List</HD>
                <P>
                    The Entity List (supplement no. 4 to part 744 of the EAR (15 CFR parts 730-774)) identifies entities for which there is reasonable cause to believe, based on specific and articulable facts, that the entities have been involved, are involved, or pose a significant risk of being or becoming involved in activities contrary to the national security or foreign policy interests of the United States, pursuant to § 744.11(b). The EAR imposes additional license requirements on, and limits the availability of, most license exceptions for exports, reexports, and transfers (in-country) when a listed entity is a party to the transaction. The license review policy for each listing is identified in the “License Review Policy” column on the 
                    <PRTPAGE P="52363"/>
                    Entity List, and the impact on the availability of license exceptions is described in the relevant 
                    <E T="04">Federal Register</E>
                     document that added the listing to the Entity List. BIS amends the Entity List pursuant to parts 744 (Control Policy: End-User and End-Use Based) and 746 (Embargoes and Other Special Controls) of the EAR.
                </P>
                <P>The End-User Review Committee (ERC), composed of representatives of the Departments of Commerce (Chair), State, Defense, Energy and, where appropriate, the Treasury, makes all decisions regarding additions to, removals from, or other modifications to the Entity List. The ERC makes all decisions to add an entry to the Entity List by majority vote and makes all decisions to remove or modify an entry by unanimous vote.</P>
                <HD SOURCE="HD1">Entity List Decisions</HD>
                <HD SOURCE="HD2">Additions to the Entity List</HD>
                <P>The ERC determined to add AO Kaspersky Lab and OOO Kaspersky Group, under the destination of Russia, and Kaspersky Labs Limited, under the destination of United Kingdom, to the Entity List. These entities are being added for their cooperation with Russian military and intelligence authorities in support of the Russian government's cyber intelligence objectives. This activity is contrary to U.S. national security and foreign policy interests under § 744.11 of the EAR. A license for these entities will be required for all items subject to the EAR; the licenses will be reviewed under a presumption of denial.</P>
                <P>For the reasons described above, this final rule adds the following 3 entities including aliases where appropriate, to the Entity List:</P>
                <HD SOURCE="HD1">Russia</HD>
                <P>
                    • AO Kaspersky Lab; 
                    <E T="03">and</E>
                </P>
                <P>• OOO Kaspersky Group.</P>
                <HD SOURCE="HD1">United Kingdom</HD>
                <P>• Kaspersky Labs Limited.</P>
                <HD SOURCE="HD2">Savings Clause</HD>
                <P>For the changes being made in this final rule, shipments of items removed from eligibility for a License Exception or export, reexport, or transfer (in-country) without a license (NLR) as a result of this regulatory action that were en route aboard a carrier to a port of export, reexport, or transfer (in-country), on June 24, 2024, pursuant to actual orders for export, reexport, or transfer (in-country) to or within a foreign destination, may proceed to that destination under the previous eligibility for a License Exception or export, reexport, or transfer (in-country) without a license (NLR) before July 24, 2024. Any such items not actually exported, reexported or transferred (in-country) before midnight, on July 24, 2024, require a license in accordance with this final rule.</P>
                <HD SOURCE="HD1">Export Control Reform Act of 2018</HD>
                <P>On August 13, 2018, the President signed into law the John S. McCain National Defense Authorization Act for Fiscal Year 2019, which included the Export Control Reform Act of 2018 (ECRA) (50 U.S.C. 4801-4852). ECRA provides the legal basis for BIS's principal authorities and serves as the authority under which BIS issues this rule.</P>
                <HD SOURCE="HD1">Rulemaking Requirements</HD>
                <P>1. This rule has been determined to be not significant for purposes of Executive Order 12866.</P>
                <P>
                    2. Notwithstanding any other provision of law, no person is required to respond to or be subject to a penalty for failure to comply with a collection of information, subject to the requirements of the Paperwork Reduction Act of 1995 (44 U.S.C. 3501 
                    <E T="03">et seq.</E>
                    ) (PRA), unless that collection of information displays a currently valid Office of Management and Budget (OMB) Control Number. This regulation involves an information collection approved by OMB under control number 0694-0088, Simplified Network Application Processing System. BIS does not anticipate a change to the burden hours associated with this collection as a result of this rule. Information regarding the collection, including all supporting materials, can be accessed at 
                    <E T="03">https://www.reginfo.gov/public/do/PRAMain.</E>
                </P>
                <P>3. This rule does not contain policies with federalism implications as that term is defined in Executive Order 13132.</P>
                <P>4. Pursuant to section 1762 of the Export Control Reform Act of 2018, this action is exempt from the Administrative Procedure Act (5 U.S.C. 553) requirements for notice of proposed rulemaking, opportunity for public participation, and delay in effective date.</P>
                <P>
                    5. Because a notice of proposed rulemaking and an opportunity for public comment are not required to be given for this rule by 5 U.S.C. 553, or by any other law, the analytical requirements of the Regulatory Flexibility Act, 5 U.S.C. 601, 
                    <E T="03">et seq.,</E>
                     are not applicable. Accordingly, no regulatory flexibility analysis is required, and none has been prepared.
                </P>
                <LSTSUB>
                    <HD SOURCE="HED">List of Subjects in 15 CFR Part 744</HD>
                    <P>Exports, Reporting and recordkeeping requirements, Terrorism.</P>
                </LSTSUB>
                <P>Accordingly, part 744 of the Export Administration Regulations (15 CFR parts 730-774) is amended as follows:</P>
                <PART>
                    <HD SOURCE="HED">PART 744—END-USE AND END-USER CONTROLS</HD>
                </PART>
                <REGTEXT TITLE="15" PART="744">
                    <AMDPAR>1. The authority citation for part 744 is revised to read as follows:</AMDPAR>
                    <AUTH>
                        <HD SOURCE="HED">Authority:</HD>
                        <P>
                             50 U.S.C. 4801-4852; 50 U.S.C. 4601 
                            <E T="03">et seq.;</E>
                             50 U.S.C. 1701 
                            <E T="03">et seq.;</E>
                             22 U.S.C. 3201 
                            <E T="03">et seq.;</E>
                             42 U.S.C. 2139a; 22 U.S.C. 7201 
                            <E T="03">et seq.;</E>
                             22 U.S.C. 7210; E.O. 12058, 43 FR 20947, 3 CFR, 1978 Comp., p. 179; E.O. 12851, 58 FR 33181, 3 CFR, 1993 Comp., p. 608; E.O. 12938, 59 FR 59099, 3 CFR, 1994 Comp., p. 950; E.O. 13026, 61 FR 58767, 3 CFR, 1996 Comp., p. 228; E.O. 13099, 63 FR 45167, 3 CFR, 1998 Comp., p. 208; E.O. 13222, 66 FR 44025, 3 CFR, 2001 Comp., p. 783; E.O. 13224, 66 FR 49079, 3 CFR, 2001 Comp., p. 786; Notice of September 7, 2023, 88 FR 62439 (September 11, 2023); Notice of November 1, 2023, 88 FR 75475 (November 3, 2023).
                        </P>
                    </AUTH>
                </REGTEXT>
                <REGTEXT TITLE="15" PART="744">
                    <AMDPAR>2. Supplement no. 4 is amended by:</AMDPAR>
                    <AMDPAR>a. Under RUSSIA, adding, in alphabetical order, entries for “AO Kaspersky Lab;” and “OOO Kaspersky Group;” and</AMDPAR>
                    <AMDPAR>b. Under UNITED KINGDOM, adding an entry in alphabetical order for “Kaspersky Labs Limited.”</AMDPAR>
                    <P>The additions read as follows:</P>
                    <HD SOURCE="HD1">Supplement No. 4 to Part 744—Entity List</HD>
                    <STARS/>
                    <GPOTABLE COLS="5" OPTS="L1,nj,tp0,p7,7/8,i1" CDEF="xs60,xl75,r50,xs66,r50">
                        <TTITLE> </TTITLE>
                        <BOXHD>
                            <CHED H="1">Country</CHED>
                            <CHED H="1">Entity</CHED>
                            <CHED H="1">
                                License
                                <LI>requirement</LI>
                            </CHED>
                            <CHED H="1">
                                License
                                <LI>review policy</LI>
                            </CHED>
                            <CHED H="1">
                                <E T="02">Federal Register</E>
                                <LI>citation</LI>
                            </CHED>
                        </BOXHD>
                        <ROW>
                            <ENT I="22"> </ENT>
                        </ROW>
                        <ROW RUL="s">
                            <ENT I="28">*         *         *         *         *         *         *</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">RUSSIA</ENT>
                            <ENT A="03">  *         *         *         *         *         *</ENT>
                        </ROW>
                        <ROW>
                            <PRTPAGE P="52364"/>
                            <ENT I="22"> </ENT>
                            <ENT>
                                AO Kaspersky Lab, a.k.a., the following twelve aliases:
                                <LI>—Aktsionernoe Obshchestvo Laboratoriya Kasperskogo;</LI>
                                <LI>—AO Kaspersky Laboratory;</LI>
                                <LI>—AO Laboratoriya Kasperskogo;</LI>
                                <LI>—Joint Stock Company Kaspersky Lab;</LI>
                                <LI>—JSC Kaspersky Lab;</LI>
                                <LI>—Kaspersky;</LI>
                                <LI>—Kaspersky Lab CJSC;</LI>
                                <LI>—Kaspersky Lab ZAO;</LI>
                                <LI>—Kaspersky Lab;</LI>
                                <LI>—Kaspersky Laboratory;</LI>
                                <LI>
                                    —Kaspersky Labs; 
                                    <E T="03">and</E>
                                </LI>
                                <LI>—Kaspersky's Laboratory.</LI>
                            </ENT>
                            <ENT>For all items subject to the EAR (See § 744.11 of the EAR)</ENT>
                            <ENT>Presumption of denial</ENT>
                            <ENT>89 FR [INSERT FR PAGE NUMBER AND June 24, 2024].</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="22"> </ENT>
                            <ENT>39A Leningradskoe Highway, Business Center Olimpiya Park, Building 2, Moscow, 125212, Russia.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="22"> </ENT>
                        </ROW>
                        <ROW>
                            <ENT I="28">*         *         *         *         *         *         *</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="22"> </ENT>
                            <ENT>
                                OOO Kaspersky Group, a.k.a., the following eight aliases:
                                <LI>—Kaspersky Group;</LI>
                                <LI>—Kaspersky Group Limited;</LI>
                                <LI>—Kaspersky Group Limited Liability Company;</LI>
                                <LI>—Kaspersky Group LLC;</LI>
                                <LI>—Kaspersky Group Ltd;</LI>
                                <LI>—Obshchestvo S Ogranichennoi Otvetstvennostyu Gruppa Kompanii Kasperskogo;</LI>
                                <LI>
                                    —OOO Gruppa Kompanii Kasperskogo; 
                                    <E T="03">and</E>
                                </LI>
                                <LI>—OOO Kaspersky Group of Companies.</LI>
                            </ENT>
                            <ENT>For all items subject to the EAR (See § 744.11 of the EAR)</ENT>
                            <ENT>Presumption of denial</ENT>
                            <ENT>89 FR [INSERT FR PAGE NUMBER AND June 24, 2024].</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="22"> </ENT>
                            <ENT>39A Leningradskoe Highway, Business Center Olimpiya Park, Building 2, Moscow, 125212, Russia.</ENT>
                        </ROW>
                        <ROW RUL="s">
                            <ENT I="22"> </ENT>
                            <ENT A="03">  *         *         *         *         *         *</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">UNITED KINGDOM</ENT>
                            <ENT A="03">  *         *         *         *         *         *</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="22"> </ENT>
                            <ENT>
                                Kaspersky Labs Limited, a.k.a., the following two aliases:
                                <LI>
                                    —Kaspersky Labs; 
                                    <E T="03">and</E>
                                </LI>
                                <LI>—Kaspersky Labs Ltd.</LI>
                            </ENT>
                            <ENT>For all items subject to the EAR (See § 744.11 of the EAR)</ENT>
                            <ENT>Presumption of denial</ENT>
                            <ENT>89 FR [INSERT FR PAGE NUMBER AND June 24, 2024].</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="22"> </ENT>
                            <ENT>2 Kingdom Street, Paddington Basin, London, England, W2 6BD, United Kingdom.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="22"> </ENT>
                            <ENT A="03">  *         *         *         *         *         *</ENT>
                        </ROW>
                    </GPOTABLE>
                    <STARS/>
                </REGTEXT>
                <SIG>
                    <NAME>Eric Longnecker,</NAME>
                    <TITLE>Deputy Assistant Secretary for Technology Security.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13695 Filed 6-20-24; 4:15 pm]</FRDOC>
            <BILCOD>BILLING CODE 3510-33-P</BILCOD>
        </RULE>
        <RULE>
            <PREAMB>
                <AGENCY TYPE="N">DEPARTMENT OF HOMELAND SECURITY</AGENCY>
                <SUBAGY>U.S. Customs and Border Protection</SUBAGY>
                <AGENCY TYPE="O">DEPARTMENT OF THE TREASURY</AGENCY>
                <CFR>19 CFR Parts 113, 133, 148, 151, and 177</CFR>
                <DEPDOC>[CBP Dec. 24-03; USCBP-2019-0037]</DEPDOC>
                <RIN>RIN 1515-AE26</RIN>
                <SUBJECT>Enforcement of Copyrights and the Digital Millennium Copyright Act</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>U.S. Customs and Border Protection, Department of Homeland Security; Department of the Treasury.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Final rule.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>This document adopts as final, with some changes, proposed amendments to the U.S. Customs and Border Protection (CBP) regulations pertaining to importations of merchandise that violate or are suspected of violating the copyright laws, including the Digital Millennium Copyright Act (DMCA), in accordance with title III of the Trade Facilitation and Trade Enforcement Act of 2015 (TFTEA). The amendments set forth in this document clarify the definition of “piratical articles,” simplify the detention process involving goods suspected of violating the copyright laws, and prescribe new regulations enforcing the DMCA.</P>
                </SUM>
                <EFFDATE>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>This final rule is effective on August 23, 2024.</P>
                </EFFDATE>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Alaina van Horn, Chief, Intellectual Property Enforcement Branch, Regulations and Rulings, Office of Trade, U.S. Customs and Border Protection, (202) 325-0083, 
                        <E T="03">Alaina.VanHorn@cbp.dhs.gov</E>
                        .
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <HD SOURCE="HD1">Table of Contents</HD>
                <EXTRACT>
                    <FP SOURCE="FP-2">I. Background</FP>
                    <FP SOURCE="FP1-2">A. Digital Millennium Copyright Act and the Trade Facilitation and Trade Enforcement Act of 2015</FP>
                    <FP SOURCE="FP1-2">B. Notice of Proposed Rulemaking</FP>
                    <FP SOURCE="FP1-2">C. Changes From the Proposed Rule for Applying to CBP for DMCA Protections</FP>
                    <FP SOURCE="FP-2">II. Discussion of Comments</FP>
                    <FP SOURCE="FP1-2">A. Bond Requirements for Right Holders To Obtain Samples From CBP</FP>
                    <FP SOURCE="FP1-2">1. Type of Bond</FP>
                    <FP SOURCE="FP1-2">2. Bond Conditions</FP>
                    <FP SOURCE="FP1-2">3. Amount of the Bond</FP>
                    <FP SOURCE="FP1-2">4. Bond Return Requirements</FP>
                    <FP SOURCE="FP1-2">B. Definitions</FP>
                    <FP SOURCE="FP1-2">1. Piratical Articles</FP>
                    <FP SOURCE="FP1-2">2. Copyright Protection Measure</FP>
                    <FP SOURCE="FP1-2">C. Pre-Seizure Disclosures to Right Holders</FP>
                    <FP SOURCE="FP1-2">1. Limited Importation Information Disclosures</FP>
                    <FP SOURCE="FP1-2">2. Unredacted Disclosures</FP>
                    <FP SOURCE="FP1-2">3. Conditions of Unredacted Disclosures</FP>
                    <FP SOURCE="FP1-2">
                        D. Notice of Detention and Importer Response Process
                        <PRTPAGE P="52365"/>
                    </FP>
                    <FP SOURCE="FP1-2">E. Post-Seizure Disclosures to Persons Injured by Violations of the DMCA</FP>
                    <FP SOURCE="FP-2">III. Technical Corrections</FP>
                    <FP SOURCE="FP-2">IV. Conclusion</FP>
                    <FP SOURCE="FP-2">V. Statutory and Regulatory Authority</FP>
                    <FP SOURCE="FP1-2">A. Executive Orders 12866 and 13563</FP>
                    <FP SOURCE="FP1-2">B. Regulatory Flexibility Act</FP>
                    <FP SOURCE="FP1-2">C. Paperwork Reduction Act</FP>
                    <FP SOURCE="FP-2">Signing Authority</FP>
                </EXTRACT>
                <HD SOURCE="HD1">I. Background</HD>
                <HD SOURCE="HD2">A. Digital Millennium Copyright Act and the Trade Facilitation and Trade Enforcement Act of 2015</HD>
                <P>Title III of the Trade Facilitation and Trade Enforcement Act of 2015 (Pub. L. 114-125; 130 Stat. 122; Section 628A of the Tariff Act of 1930 (19 U.S.C. 1628a), as amended) (TFTEA), made several significant changes to the U.S. Customs and Border Protection (CBP) procedures related to the importation of merchandise that violates or is suspected of violating intellectual property rights (IPR). Among the changes made by TFTEA are certain provisions regarding enforcement of the Digital Millennium Copyright Act (Pub. L. 105-304, 112 Stat. 2860, as amended by Pub. L. 106-113, 113 Stat. 1536, (codified at 17 U.S.C. 1201)) (DMCA). The DMCA prohibits the importation of devices used to circumvent the technological measures employed by certain copyright owners to protect their works (“copyright protection measures”).</P>
                <P>Section 303(a) of TFTEA amended section 596(c)(2) of the Tariff Act of 1930 (19 U.S.C. 1595a(c)(2)) by adding subparagraph (G) (19 U.S.C. 1595a(c)(2)(G)), which provides that CBP may seize merchandise containing a circumvention device violating the DMCA. Section 303(b) of TFTEA states that, when merchandise containing a circumvention device is seized pursuant to 19 U.S.C. 1595a(c)(2)(G), CBP must disclose to persons injured by that circumvention device information regarding the seized merchandise that is equivalent to the information disclosed to copyright owners when merchandise is seized for violation of the copyright laws.</P>
                <P>Section 302 of TFTEA amended the Tariff Act of 1930 by inserting a new section 628A (19 U.S.C. 1628a) authorizing CBP to make certain pre-seizure information disclosures to owners of properly recorded trademarks or copyrights that may comprise information otherwise protected by the Trade Secrets Act (18 U.S.C. 1905). CBP is authorized to disclose information when CBP determines that these disclosures would assist CBP in determining whether the imported merchandise suspected of violating the IPR laws actually violates 17 U.S.C. 602 (copyright), 17 U.S.C. 1201 (circumvention devices), or 19 U.S.C. 1526 (trademark), as long as the disclosures would not compromise an ongoing law enforcement investigation or national security. Specifically, section 302(a) of TFTEA (19 U.S.C. 1628a(a)) permits CBP to disclose to the right holder information that appears on the imported merchandise and its packaging and labels, including unredacted images of the merchandise and its packaging and labels. CBP also may, subject to any applicable bonding requirements, release unredacted samples of the merchandise to the right holder.</P>
                <HD SOURCE="HD2">B. Notice of Proposed Rulemaking</HD>
                <P>
                    On October 16, 2019, the Enforcement of Copyrights and the Digital Millennium Copyright Act notice of proposed rulemaking (NPRM) was published in the 
                    <E T="04">Federal Register</E>
                     (84 FR 55251). The NPRM proposed changes to 19 CFR part 133 necessary to implement the applicable provisions of title III of TFTEA, clarify the definition of “piratical articles,” provide for procedural safeguards to limit the release of information concerning non-violative shipments, simplify the detention process related to merchandise suspected of violating the copyright laws, and clarify the existing CBP procedures for post-seizure disclosures.
                </P>
                <HD SOURCE="HD2">C. Changes From the Proposed Rule for Applying to CBP for DMCA Protections</HD>
                <P>
                    Section 133.47 provides for post-seizure disclosures to persons injured by a circumvention device, as defined in § 133.47(a)(4), who have successfully applied for and been approved by CBP for DMCA protections as provided in § 133.47(b)(2)(iii). Section 133.47(b)(2)(iii) announces the establishment of a list of persons approved by CBP to receive such post-seizure disclosures. In response to the public comments received, as discussed in more detail below, this final rule expands the ways that an eligible person, as defined in § 133.47(a)(3), may apply to CBP for these DMCA protections. Eligible persons may apply for such DMCA protections when this final rule becomes effective by attaching a letter requesting such disclosures to an application to record or renew a copyright. Owners of existing recorded copyrights may apply for these DMCA protections by submitting a letter requesting such disclosures to the Intellectual Property Enforcement Branch of Regulations and Rulings at 
                    <E T="03">HQIPRBranch@cbp.dhs.gov</E>
                    . Pursuant to section 303(b)(2) of TFTEA, CBP will publish a notice, signed by the Executive Director, Regulations and Rulings, in the 
                    <E T="04">Federal Register</E>
                     when the list is established. CBP will also publish the necessary revisions to the list in a notice signed by the Executive Director, Regulations and Rulings, in the 
                    <E T="04">Federal Register</E>
                     on, at minimum, an annual basis, every September.
                </P>
                <HD SOURCE="HD1">II. Discussion of Comments</HD>
                <P>CBP received six public submissions in response to the NPRM. One submission was unresponsive and contained no specifics about the NPRM, copyrights, or IPR. The remaining five submissions supported the proposed rule's intent but sought clarifications, raised concerns, and/or made recommendations for improvements. The five submissions each contained multiple comments. The comments have been grouped together below based on the general topic.</P>
                <HD SOURCE="HD2">A. Bond Requirements for Right Holders To Obtain Samples From CBP</HD>
                <P>Prior to CBP's releasing a sample of imported merchandise pursuant to § 133.21, § 133.25, § 133.42, or § 133.47, for suspected infringement of a recorded mark or recorded copyright or suspected circumvention of a copyright protection measure, proposed 19 CFR 113.70 required the owner of the recorded mark or the recorded copyright to furnish a single transaction bond to CBP. The bond was required in the amount specified by CBP and was required to contain the bond conditions set forth in proposed § 113.70, including an agreement to only use the sample for the limited purpose of assisting CBP in enforcing IPR and an agreement to indemnify the importer or owner for any improper use of the sample.</P>
                <HD SOURCE="HD3">1. Type of Bond</HD>
                <P>
                    <E T="03">Comment:</E>
                     Two commenters requested that CBP also permit the right holder to furnish a continuous bond. The commenters stated that continuous bonds are more efficient in terms of simplified tracking and administration, more economical, ease the burden of underwriting, reduce the administrative burden on CBP, and further CBP's overall strategy to facilitate trade. One of the commenters further noted that CBP has in the past allowed continuous bonds when samples of merchandise were sought for examination or testing.
                </P>
                <P>
                    <E T="03">Response:</E>
                     CBP agrees with the commenters and recognizes that some owners of a recorded mark or recorded copyright may prefer a continuous bond for reasons of efficiency, economy, or underwriting. Thus, CBP is amending 
                    <PRTPAGE P="52366"/>
                    the language in proposed § 113.70 to permit the owner of the recorded mark or the recorded copyright to furnish to CBP either a single transaction bond or a continuous bond, in the amount specified by CBP and containing the conditions listed, when obtaining a sample of the merchandise.
                </P>
                <HD SOURCE="HD3">2. Bond Conditions</HD>
                <P>
                    <E T="03">Comment:</E>
                     One commenter requested that CBP amend § 113.70 to remove references to post-seizure disclosures or procedures. The commenter noted that the use of the term “suspected” in the heading and text of proposed 19 CFR 113.70, which specifically states that the bond conditions apply when a right holder obtains a sample of imported merchandise “suspected of infringing recorded marks or recorded copyrights, or circumventing copyright protection measures,” demonstrates that the bond conditions in § 113.70 are only intended to apply in a pre-seizure context. Since proposed § 113.70 contains general citations to §§ 133.21, 133.42, and 133.47, the commenter noted that the bond requirement and conditions apply in a both pre-seizure and post-seizure context because §§ 133.21(f), 133.42(f), and 133.47(f) address post-seizure disclosures and procedures. The commenter further asserted that TFTEA does not provide statutory authority for imposing the § 113.70 bond conditions, including an agreement to use the sample for the limited purpose of assisting CBP, in a post-seizure context because TFTEA only addresses CBP's authority to provide samples to right holders when doing so would assist CBP in determining whether the merchandise is being imported in violation of the IPR laws. The commenter pointed out that imported merchandise is only seized after this determination has been made and that this post-seizure context is not addressed in title III of TFTEA.
                </P>
                <P>
                    <E T="03">Response:</E>
                     The proposed amendments to 19 CFR 113.70 were intended to consolidate the IPR sample bond language and conditions, currently contained throughout 19 CFR part 133, in one centralized location. As set forth in existing 19 CFR 133.21(f) and 133.42(e), CBP already requires an IPR sample bond in the post-seizure context, conditioned on indemnifying the importer or owner of the imported merchandise against any loss or damage resulting from the furnishing of the sample by CBP to the right holder. CBP endeavored to incorporate these existing post-seizure bond requirements and conditions in proposed § 113.70. However, CBP agrees with the commenter that, as drafted, the bond conditions proposed in § 113.70 conflate pre-seizure and post-seizure contexts. To avoid confusion and to clarify the bond conditions in a post-seizure context, CBP is amending proposed § 113.70 to revise its heading and to add a new paragraph (b) setting forth the bond requirements and conditions for when CBP provides the owner of a recorded mark or recorded copyright a sample of imported merchandise seized for infringing the recorded mark or copyright, or circumventing a copyright protection measure, including samples provided pursuant to § 133.21(f), § 133.42(f), or § 133.47(f). For additional clarity, CBP is also specifying in any cross-references made to § 113.70 throughout part 133 whether § 113.70(a), containing the bond conditions for merchandise suspected of IPR violations, or § 113.70(b), containing the bond conditions for merchandise seized for IPR violations, is applicable.
                </P>
                <P>
                    <E T="03">Comment:</E>
                     Two commenters expressed concern that proposed § 113.70 does not describe the types of actions that would violate the bond conditions, including what activities are permissible in service of “providing assistance to CBP in enforcing intellectual property rights,” and what actions may be deemed an “improper use” of the sample.
                </P>
                <P>
                    <E T="03">Response:</E>
                     CBP does not believe it is necessary to amend or expand on the bond conditions language in § 113.70(a). The specificity of the bond conditions in § 113.70(a) is consistent with the specificity of the conditions for other types of CBP bonds set forth throughout title 19 of the CFR. Furthermore, section 302(a) of TFTEA states, in part, that CBP may provide the right holder with a sample of the merchandise suspected of violating the IPR laws if CBP determines that the “examination or testing” of the merchandise by the right holder would assist CBP in determining if the merchandise is being imported in violation of the IPR laws. In the pre-seizure context, any activity performed by the owner of the recorded mark or recorded copyright that falls outside the scope of determining the authenticity of the sample would constitute an improper use of the sample and would violate the § 113.70(a) bond conditions.
                </P>
                <P>
                    <E T="03">Comment:</E>
                     One commenter stated that the bond conditions in proposed § 113.70, which limit the sample's use, could be construed as prohibiting a right holder from providing relevant information gleaned from its examination to law enforcement agencies other than CBP, or from pursuing civil enforcement of the right holder's legitimate rights authorized elsewhere under Federal or State law. The commenter sought clarification on this issue. This commenter also objected to CBP's not including in proposed §§ 133.21(f), 133.42(f), and 133.47(f), language specifying that another use that the sample may be utilized for is “in pursuit of a related private civil remedy for infringement,” particularly given that this specific language is included in existing §§ 133.21(f) and 133.42(e).
                </P>
                <P>
                    <E T="03">Response:</E>
                     The bond conditions that limit the sample's use, as set forth in proposed § 113.70, only apply in a pre-seizure context. Pursuant to CBP's statutory authority in section 302 of TFTEA, for merchandise suspected of being imported in violation of the IPR laws, the sample may only be used by the right holder for the limited purpose of providing assistance to CBP in enforcing IPR. Thus, as explained above, in the pre-seizure context, any activity performed or disclosure made by the right holder that falls outside the scope of determining the authenticity of the sample would constitute an improper use of the sample and violate the § 113.70(a) bond conditions. This restriction is necessary since, at the time that CBP is furnishing the sample to the right holder, the imported merchandise is only suspected of IPR infringement or circumvention and therefore, it would be inappropriate for the right holder to provide information gleaned from its examination of the sample to law enforcement agencies other than CBP, or from pursuing civil enforcement under Federal or State law.
                </P>
                <P>However, a right holder may use a sample obtained after the merchandise is seized for violations of the IPR laws for purposes other than assisting CBP. To provide clarification on this issue, CBP is adding a new paragraph (b) to § 113.70 to provide less restrictive bond conditions in the post-seizure context, including those related to other uses such as a civil remedy for infringement. CBP is also amending the post-seizure disclosure provisions in §§ 133.21(f), 133.42(f), and 133.47(f), as requested by the commenter, to explicitly state that samples released by CBP post-seizure may be used in pursuit of a related private civil remedy for infringement.</P>
                <HD SOURCE="HD3">3. Amount of the Bond</HD>
                <P>
                    <E T="03">Comment:</E>
                     Two commenters asserted that there is a lack of clarity regarding the amount of the bond because the proposed language in § 113.70 and part 133 states that the bond will be in the “amount specified by CBP.” One of the commenters stated that this broad language appears to allow bond valuations based on highly speculative claims of loss or damage, which the 
                    <PRTPAGE P="52367"/>
                    commenter believes would discourage right holders from requesting samples. This commenter recommended that the bond be formulated only on provable harm that may arise from the importer's loss of the physical sample and that, for any indirect injury because of misuse of the sample, the importer should seek recourse in the courts, not with CBP. The other commenter sought clarity on the amount of the bond and whether the bond amounts would remain at the current levels, which the commenter stated are set at the value of the sample (typically $100), to secure the importer from any damage to the sample while in possession of the right holder, or if the bond amounts would dramatically increase due to the bond's now securing against any loss or damage resulting from improper use of the sample. This commenter also requested information on the range of criteria appropriate for setting bond amounts.
                </P>
                <P>
                    <E T="03">Response:</E>
                     CBP disagrees that there is a lack of clarity regarding the amount of the bond. CBP will specify the amount of the bond based on the same standard CBP bond requirements and parameters that CBP uses to determine the amount of its other bonds, as set forth in § 113.13. Section 113.13 governs the amount of any CBP bond, unless expressly exempt by law or other regulation, including setting the minimum amount of the bond, providing guidelines for determining the amount of the bond, requiring periodic review of the bond sufficiency, and providing CBP authority to require additional security if CBP determines the bond is not sufficient. In accordance with § 113.13(a), while the minimum amount of an IPR sample bond is $100, as noted by the commenter, the bond amount assessment is based on the domestic value of the sample, or $100, whichever is greater. This determination has been the long-standing policy of CBP when setting bond amounts in the post-seizure context. Regarding the criteria for setting pre-seizure bond amounts, CBP takes the particular circumstances of each situation into account when making its determination using the guidelines set forth in § 113.13(b). Numerous factors, including but not limited to, the nature of the merchandise at issue, the value of the merchandise, including the size of the shipment, and CBP's prior dealings with the principal will inform CBP's decision in setting the bond amount. It is essential to CBP's operations that CBP be able to retain flexibility in establishing the appropriate bond amount.
                </P>
                <HD SOURCE="HD3">4. Bond Return Requirements</HD>
                <P>
                    <E T="03">Comment:</E>
                     One commenter requested that CBP revise proposed § 113.70 to clarify that the bond will be returned when the imported merchandise at issue is determined to violate the right holder's IPR. This commenter stated that while the existing § 113.70 makes clear that the right holder's bond will be returned where the goods at issue are ultimately determined to violate the right holder's IPR, the proposed § 113.70 does not contain similar language. The commenter stated that, as drafted, the proposed regulations could lead to the forfeiture of the bond even when CBP determines that the goods were counterfeit or piratical.
                </P>
                <P>
                    <E T="03">Response:</E>
                     CBP disagrees with this commenter's suggestion. The commenter's bond description and stated concerns are addressing a bond required to pursue a disputed determination of copyright infringement that is in the existing regulations in §§ 113.70, 133.43, and 133.44, not the IPR sample bond that is contained in proposed § 113.70. The existing regulations require the right holder to furnish a bond under § 133.43(d)(1) to pursue a copyright infringement determination. Existing § 113.70 is currently a bond to indemnify the United States if CBP detains any articles alleged by the principal to be a piratical copy of material covered by the principal's copyright pending a final determination and to hold the United States harmless from any material depreciation, loss, or damage to the articles if it is determined that the goods are not piratical. Section 133.44(a) states that this bond will be returned to the right holder if the articles at issue are ultimately determined to violate the right holder's IPR. However, as explained in the NPRM, CBP believes that these procedures, including the bond, are an outdated and inefficient mechanism to address situations where CBP has a suspicion that certain goods may be piratical, therefore, CBP is removing §§ 133.43 and 133.44 in their entirety from title 19 of the CFR. Additionally, as noted in the NPRM, because CBP is removing §§ 133.43 and 133.44, CBP is revising the related provision in § 113.70, which currently sets forth the bond conditions for detention of copyrighted material. CBP is revising § 113.70, as proposed in the NPRM and finalized in this rule, to set forth, in one centralized location, the bond conditions for a right holder to obtain samples of imported merchandise suspected of infringing the right holder's IPR.
                </P>
                <P>If the conditions of the IPR sample bond, as provided for in revised § 113.70(a)(1), are violated, CBP may make a demand on the bond, even if CBP ultimately determines that the imported merchandise violates the right holder's IPR. To clarify the IPR sample bond conditions, particularly with regard to the timing of the sample return requirements and to ensure that a bond is not incorrectly forfeited, CBP is amending the language proposed in § 113.70. As discussed above, proposed § 113.70 is being revised to address the pre-seizure context in paragraph (a) and the post-seizure context in paragraph (b). In the pre-seizure context, CBP is revising the language proposed to state that the sample must be returned upon demand by CBP or at the conclusion of any examination, testing, or similar procedure performed on the sample, whichever occurs sooner. In the post-seizure context, CBP is adding language to state that the sample must be returned upon demand by CBP or at the conclusion of any examination, testing, or other use, whichever occurs sooner.</P>
                <P>If the sample, in either a pre-seizure or post-seizure context, is not returned to CBP by the right holder, the IPR sample bond is forfeited regardless of whether the merchandise is determined to violate IPR.</P>
                <HD SOURCE="HD2">B. Definitions</HD>
                <HD SOURCE="HD3">1. Piratical Articles</HD>
                <P>
                    <E T="03">Comment:</E>
                     One commenter stated that the proposed language added to the definition of “piratical article” in § 133.42(a), which states that the copy or phonorecord must be “of a recorded copyright work, importation of which is prohibited by the Copyright Act of 1976,” is too narrowly tailored. The commenter asserted that CBP enforces copyrights at the border so long as the work is registered with the U.S. Copyright Office and that the proposed definition seems to exclude works not recorded with CBP.
                </P>
                <P>
                    <E T="03">Response:</E>
                     CBP disagrees that “piratical articles” is too narrowly defined. Section 302 of TFTEA (19 U.S.C. 1628a(c)) explicitly limits its authority to apply only to merchandise suspected of infringing a trademark or copyright that is recorded with CBP. Accordingly, works not recorded with CBP are excluded from the procedures set forth in § 133.42.
                </P>
                <HD SOURCE="HD3">2. Copyright Protection Measure</HD>
                <P>
                    <E T="03">Comment:</E>
                     Two commenters requested that CBP revise the definition of “copyright protection measure” in proposed § 133.47(a)(1) to include copy controls. Copy controls, as set forth in 
                    <PRTPAGE P="52368"/>
                    17 U.S.C. 1201(b)(1), prohibit the importation of technologies, products, or services that circumvent a technological protection measure that effectively protects the exclusive rights of a copyright owner. The commenters asserted that the proposed definition, as drafted, only applies to the seizure and forfeiture of imported merchandise that circumvents access controls, as set forth in 17 U.S.C. 1201(a)(2), prohibiting the importation of technologies, products, or services that circumvent a technological protection measure that effectively controls access to a copyrighted work. They stated that to ensure that CBP fully implements TFTEA and to ensure effective border enforcement against all unlawfully imported circumvention devices, the definition of “copyright protection measure” in § 133.47(a)(1) must also include copy controls. The commenters noted that Congress enacted section 303 of TFTEA to explicitly authorize CBP to seize and forfeit merchandise that is prohibited under both 17 U.S.C. 1201(a)(2) and 1201(b)(1). Both commenters provided language that they requested CBP use to amend the definition of “copyright protection measure.”
                </P>
                <P>
                    <E T="03">Response:</E>
                     CBP agrees that the definition of “copyright protection measure” in § 133.47(a)(1) should include copy controls. Section 303(a) of TFTEA amended section 596(c)(2) of the Tariff Act of 1930 (19 U.S.C. 1595a(c)(2)) by adding a new subparagraph (G), which states that the merchandise may be seized and forfeited if CBP determines it is a technology, product, service, device, component, or part whose importation is prohibited under 17 U.S.C. 1201(a)(2) or (b)(1). Since copy controls are set forth in 17 U.S.C. 1201(b)(1), CBP is amending the definition of “copyright protection measure” to include copy controls. While the language the two commenters suggested differs in form, it is substantially similar, therefore, CBP is adopting the more concise language suggested and is adding “or effectively protects a right of a copyright owner in,” to the definition of “copyright protection measure” in § 133.47(a)(1).
                </P>
                <HD SOURCE="HD2">C. Pre-Seizure Disclosures to Right Holders</HD>
                <HD SOURCE="HD3">1. Limited Importation Information Disclosures</HD>
                <P>From the time merchandise is presented for examination, CBP may disclose to the right holder certain limited importation information, as listed in proposed §§ 133.21(b)(4), 133.42(b)(4), and 133.47(b)(4), to obtain assistance in determining whether the merchandise is being imported in violation of the IPR laws.</P>
                <P>
                    <E T="03">Comment:</E>
                     One commenter noted that the proposed amendments to §§ 133.21(b)(4), 133.42(b)(4), and 133.47(b)(4) shifted CBP's disclosure of limited importation information to the right holder from a mandatory disclosure (“CBP will release the information”) to a permissive disclosure (“CBP may release the information”). The commenter requested that CBP revert to a mandatory disclosure using the language “CBP will release the information,” as required in the existing CBP regulations at 19 CFR 133.21(b)(4).
                </P>
                <P>
                    <E T="03">Response:</E>
                     CBP disagrees with the commenter's suggestion. CBP believes that the limited information disclosures provided for in §§ 133.21(b)(4), 133.42(b)(4), and 133.47(b)(4) should remain, as proposed, permissive. Based on CBP's experience and right holders' feedback, the disclosure of limited importation information at this stage of the determination process does not provide a significant benefit. The limited importation information that CBP may disclose only includes the date of importation, the port of entry, description and quantity of the imported merchandise, and the country of origin. While this data may have been beneficial in the past when supply chains were less complex, the current reality of multi-faceted and global supply chains limits the value of this limited importation information. In today's trade environment, supply chains often involve multiple countries of origin, possible transshipment, as well as used, refurbished, or gray market merchandise. The comprehensive importation information disclosure provided to the right holder post-seizure in §§ 133.21(e), 133.42(e), and 133.47(e) is of significantly greater value and benefit. As such, CBP has determined that it is a better use of CBP resources, and of greater value to right holders, to provide more information later in the process, when appropriate, as opposed to less information sooner in the process, when it may not be as useful to the right holder and when the information disclosure requires significant expenditure of CBP resources.
                </P>
                <P>
                    <E T="03">Comment:</E>
                     A commenter stated that, as drafted, proposed § 133.21(b)(4) is silent regarding CBP's ability to disclose the limited importation information in a scenario where the information was not disclosed prior to the issuance of the notice of detention and the information is available at the time the notice of detention is issued. In the existing CBP regulations, § 133.21(b)(4) describes this scenario and states that where CBP does not disclose this information to the right holder prior to issuance of the notice of detention, CBP will do so concurrently with the issuance of the notice of detention. However, the commenter pointed out that proposed § 133.21(b)(4) only describes a scenario where the information is unavailable at the time the notice of detention is issued.
                </P>
                <P>
                    <E T="03">Response:</E>
                     CBP agrees that proposed § 133.21(b)(4), as well as proposed §§ 133.42(b)(4), and 133.47(b)(4), do not contain all the scenarios under which CBP may choose to disclose the limited importation information to the right holder. Please note that while §§ 133.21(b)(2)(i)(A), 133.42(b)(2)(i)(A), and 133.47(b)(2)(i)(A) address the scenario where CBP may have previously disclosed the information prior to the issuance of the notice of detention or where CBP may disclose the information no later than the date of issuance of the notice of detention, these regulatory sections' intended purpose is to provide notice to the importer of the possible disclosure of its information and not to provide CBP authority to disclose this information to the right holders. Accordingly, CBP is amending the language proposed in §§ 133.21(b)(4), 133.42(b)(4), and 133.47(b)(4) to address all the circumstances where CBP may permissively disclose the limited importation information, including that CBP may release such information prior to the issuance of the notice of detention, concurrently with the notice of detention, or, if the information is unavailable at the time the notice of detention is issued, CBP may release the information after issuance of the notice of detention.
                </P>
                <P>
                    CBP also notes that there is an inadvertent inconsistency between the third sentence in proposed § 133.21(b)(4) and the third sentence in proposed §§ 133.42(b)(4) and 133.47(b)(4). Specifically, CBP inadvertently did not propose to amend the third sentence of § 133.21(b)(4) in the NPRM, thereby leaving the regulatory language unchanged, which provides for a mandatory disclosure. To correct this error, CBP is amending the third sentence of § 133.21(b)(4) to state that CBP may permissively disclose the listed information. This amendment will correct the inadvertent error, align the third sentence of this paragraph with the permissive information disclosure proposed in the NPRM for the remainder of proposed § 133.21(b)(4), and ensure that the same permissive information disclosure is used for disclosures to owners of a recorded mark (§ 133.21), owners of a 
                    <PRTPAGE P="52369"/>
                    recorded copyright (§ 133.42), and owners of a recorded copyright, who employ a copyright protection measure that may have been circumvented or attempted to be circumvented by articles that violate the importation prohibitions of the DMCA (eligible persons in § 133.47).
                </P>
                <P>
                    <E T="03">Comment:</E>
                     A commenter also pointed out that there is a conflict between proposed § 133.21(b)(4), which contains a permissive information disclosure, and existing § 133.21(b)(2)(i)(A), which CBP did not propose to amend in the NPRM and contains a mandatory information disclosure.
                </P>
                <P>
                    <E T="03">Response:</E>
                     CBP agrees with the commenter. The commenter has correctly pointed out an inconsistency between proposed § 133.21(b)(4) and existing § 133.21(b)(2)(i)(A). Without a regulatory amendment, § 133.21(b)(2)(i)(A) would require CBP to provide notice to the importer that CBP has, or will, perform a mandatory information disclosure to the right holder of the same limited importation information that CBP has the authority to choose to disclose or to not disclose as needed, per proposed § 133.21(b)(4). This inconsistency was inadvertent and also created an inconsistency between existing § 133.21(b)(2)(i)(A) and the proposed §§ 133.42(b)(2)(i)(A) and 133.47(b)(2)(i)(A), which were intended to be parallel provisions to ensure the same treatment. Accordingly, CBP is amending § 133.21(b)(2)(i)(A) to reflect the language used in §§ 133.42(b)(2)(i)(A) and 133.47(b)(2)(i)(A) and changing § 133.21(b)(2)(i)(A) from an unintended mandatory disclosure to an intended permissive disclosure. This amendment makes the CBP regulations consistent across contexts and provides clarity on the issue raised by the commenter.
                </P>
                <P>
                    <E T="03">Comment:</E>
                     A commenter requested that CBP amend § 133.42(b)(4) to add additional disclosures to the limited importation information that CBP may disclose to the owner of the recorded copyright to obtain assistance in determining whether an imported article is a piratical article. The commenter suggested that CBP also provide the owner of the recorded copyright with the origin of the shipment, including the sender and the owner of the merchandise, and the destination of the shipment, in order to assist the owner in identifying entities engaged in counterfeiting and trace the origin of the infringing goods.
                </P>
                <P>
                    <E T="03">Response:</E>
                     CBP disagrees with the commenter's suggestion. CBP may disclose limited importation information when CBP believes that the right holder may assist CBP in determining whether the article is a piratical article. When CBP seeks authentication assistance from the right holder under § 133.42(b)(4), CBP is seeking information about the article itself, namely, whether the physical characteristics of the article indicate authenticity or inauthenticity. Given the complexity of supply chains and the legitimate trade of gray market and used goods, CBP notes that information concerning the sender and the recipient of the shipment should not form the basis of an authenticity determination by the right holder. Also, as explained above, in today's current global supply chain environment, this importation information is of limited value to the right holder. Additionally, the information that the commenter requested is disclosed to the owner of the recorded copyright post-seizure pursuant to § 133.42(e).
                </P>
                <HD SOURCE="HD3">2. Unredacted Disclosures</HD>
                <P>
                    <E T="03">Comment:</E>
                     One commenter stated that the language “if CBP concludes that the disclosure would assist CBP in its determination” in proposed §§ 133.21(b)(2)(ii) and (b)(3), 133.42(b)(2)(ii) and (b)(3), and 133.47(b)(2)(ii) and (b)(3) is ambiguous and recommended that CBP amend the regulatory language to create a presumption that the disclosure would assist CBP in its IPR enforcement mission. The commenter stated that after CBP provides notice of detention to the importer of CBP's suspicion that the goods are counterfeit or piratical, there are only two possible scenarios: the importer either fails to respond entirely or the importer provides additional information to CBP that might be considered when CBP makes its determination. The commenter asserted that, under both possible scenarios, the right holder's examination of the merchandise would greatly assist CBP in its determination and that a presumption that the information disclosure would assist CBP in its determination is warranted.
                </P>
                <P>
                    <E T="03">Response:</E>
                     CBP disagrees. CBP does not have the statutory authority for such a presumption, which would require CBP to abdicate its role in making a determination as to the information disclosure's utility, in direct conflict with title III of TFTEA. Section 302(a) of TFTEA explicitly restricts CBP's ability to provide unredacted information disclosures and samples to situations in which CBP determines that the examination or testing of the merchandise by the right holder would assist CBP in determining whether the imported merchandise is in violation of the IPR laws. The language in §§ 133.21(b)(2)(ii) and (b)(3), 133.42(b)(2)(ii) and (b)(3), and 133.47(b)(2)(ii) and (b)(3) mirrors this statutory language.
                </P>
                <HD SOURCE="HD3">3. Conditions of Unredacted Disclosures</HD>
                <P>Pursuant to existing § 133.21(c)(1), proposed § 133.42(c)(1), and proposed § 133.47(c)(1), when CBP discloses information prior to seizure, CBP will notify the right holder that some or all of the information being released may be subject to the protections of the Trade Secrets Act, and that CBP is only disclosing the information for the purpose of assisting CBP in determining whether the merchandise bears a counterfeit mark for purposes of existing § 133.21(c)(1), in determining whether the merchandise is a piratical article for purposes of proposed § 133.42(c)(1), or in determining whether the merchandise violates the DMCA for purposes of proposed § 133.47(c)(1).</P>
                <P>
                    <E T="03">Comment:</E>
                     One commenter requested that CBP remove the references to the Trade Secrets Act in existing § 133.21(c)(1), proposed § 133.42(c)(1), and proposed § 133.47(c)(1), which set forth the conditions of disclosure for unredacted information and samples. The commenter provided two reasons for the requested removal of references to the Trade Secrets Act. Firstly, the commenter noted that the Trade Secrets Act only prohibits the unauthorized disclosure of information and the inclusion of the reference to the Trade Secrets Act is unnecessary because TFTEA specifically authorizes the disclosure of this information. Secondly, the commenter stated that the inclusion of the Trade Secrets Act reference could be construed as implying a threat of legal liability if the right holder uses the information disclosed for any purpose other than assisting CBP in the stated purpose, and the commenter asserted that the Trade Secrets Act does not restrict the subsequent use of the disclosed information by a third party.
                </P>
                <P>
                    <E T="03">Response:</E>
                     CBP disagrees and does not believe that the references to the Trade Secrets Act should be removed from §§ 133.21(c)(1), 133.42(c)(1), and 133.47(c)(1). Title III of TFTEA only authorizes disclosures in a pre-seizure context for a specific purpose, which is assisting CBP in making the relevant determination of whether the imported merchandise violates the IPR laws. Using the disclosed information in the pre-seizure context beyond the scope of what is authorized by TFTEA is impermissible and the references to the Trade Secrets Act in these sections provide notice to the right holder of the limited permissible use.
                    <PRTPAGE P="52370"/>
                </P>
                <HD SOURCE="HD2">D. Notice of Detention and Importer Response Process</HD>
                <P>Pursuant to existing and proposed §§ 133.21(b), 133.42(b), and 133.47(b), CBP must notify the importer via a notice of detention that the importer's merchandise was detained and that the importer has seven business days from the notification to establish that the merchandise does not violate the IPR laws. Prior to and during those seven business days, CBP may only provide the limited importation information set forth in §§ 133.21(b)(4), 133.42(b)(4), and 133.47(b)(4) or the redacted photographs, images, or samples described in §§ 133.21(b)(5), 133.42(b)(5), and 133.47(b)(5) to the right holder. In accordance with §§ 133.21(b)(2)(ii), 133.42(b)(2)(ii), and 133.47(b)(2)(ii), CBP may disclose to the right holder information that appears on the detained merchandise and/or its retail packaging, including unredacted photographs, images, or samples, if the importer fails to respond within those seven business days or provides insufficient information to demonstrate that the merchandise does not violate the IPR laws.</P>
                <P>
                    <E T="03">Comment:</E>
                     One commenter recommended that CBP reassess the current bifurcated disclosure process in 19 CFR part 133. The commenter requested that CBP remove the seven-business-day response period process throughout 19 CFR part 133 because the commenter believes that this process has been overturned by the passage of title III of TFTEA and other actions taken by the government and that this process serves to impede efficient enforcement while failing to advance any legitimate interests of importers.
                </P>
                <P>
                    <E T="03">Response:</E>
                     CBP disagrees with the commenter. CBP has not observed any impediment to its enforcement efforts. The process of providing the importer with a notice of detention and a seven-business-day response period safeguards the importer's information from unnecessary disclosures. The Trade Secrets Act protects those required to furnish commercial or financial information to the government by shielding them from the competitive disadvantage that could result from disclosure of that information by the government, including importers whose merchandise is suspected of violating the IPR laws. These importers must be afforded due process to dispute this suspicion and provide information within the seven-business-day response period to prove that their detained merchandise is not violative before CBP discloses unredacted information and samples to the right holder. The Trade Secrets Act permits those covered by the Act to disclose protected information when the disclosure is otherwise “authorized by law” which includes both statutes expressly authorizing disclosure and properly promulgated regulations authorizing disclosure based on a valid statutory interpretation. 
                    <E T="03">See Chrysler</E>
                     v. 
                    <E T="03">Brown,</E>
                     441 U.S. 281, 294-316 (1979). Section 302 of TFTEA expressly authorizes disclosure of unredacted images and samples of the merchandise in a pre-seizure context only when such a disclosure would assist CBP in making a determination of the authenticity of the merchandise. To make such a determination, CBP requires the seven-business-day response period to appropriately assess the information available to CBP and decide whether an unredacted disclosure to the right holder would assist CBP in its authenticity determination.
                </P>
                <HD SOURCE="HD2">E. Post-Seizure Disclosures to Persons Injured by Violations of the DMCA</HD>
                <P>
                    <E T="03">Comment:</E>
                     Two commenters noted that proposed § 133.47(b)(2)(iii) states that eligible persons may apply to receive post-seizure disclosures from CBP when injured by violations of the DMCA by attaching a letter requesting such disclosures to an application to record a copyright. The commenters expressed concern that, as drafted, the proposed regulatory language appears to apply only prospectively. They stated that this raises concerns about the status of copyright registrations previously recorded with CBP and questioned whether CBP intended for copyrights to be recorded again in order for the right holder to qualify as an eligible person (and therefore, an injured person) for purposes of post-seizure disclosures. One commenter requested that CBP add language to § 133.47(b)(2)(iii) allowing owners of previously recorded copyrights to similarly apply for protection by submitting a letter requesting such disclosures and also requested that CBP permit a letter to be submitted during a request for renewal of an existing recordation.
                </P>
                <P>
                    <E T="03">Response:</E>
                     CBP agrees that § 133.47(b)(2)(iii) should not be restricted to those right holders recording new copyrights and that owners of current copyright recordations should not be required to re-record their works in order to receive such post-seizure disclosures and be placed on the injured persons list. CBP is amending the language proposed in § 133.47(b)(2)(iii) to allow owners of currently recorded copyrights to apply for protection by submitting a letter to CBP requesting post-seizure disclosures at any time, as long as there is a current relevant recordation with CBP. The application process is described further in section I.C. of the Background discussion above. CBP is also amending § 133.47(b)(2)(iii) by allowing owners of recorded copyrights to apply for DMCA protections by attaching the letter to a request to renew the copyright recordation. CBP reiterates that to qualify as an eligible person, as defined in § 133.47(a)(3), who may apply to CBP to receive DMCA protections, as set forth in § 133.47(b)(2)(iii), that person must have a recorded copyright with CBP upon which the person can claim a harm that the injured status might redress.
                </P>
                <HD SOURCE="HD1">III. Technical Corrections</HD>
                <P>In addition to the modifications explained above, CBP is amending §§ 133.21(c)(2), 133.42(c)(2), and 133.47(c)(2) to remove the corresponding cross-references to paragraph (b)(2)(ii). Paragraph (b)(2)(ii) provides the importer notice that its information may be disclosed to the right holder if the importer fails to respond to the notice of detention in paragraph (b)(2)(i) within the seven-business-day response period or if the importer provides an insufficient response to the notice. Thus, it is inaccurate to cite to paragraph (b)(2)(ii) in paragraph (c)(2) as authority for CBP's releasing the unredacted sample. CBP is releasing the unredacted sample pursuant to the regulatory authority in paragraph (b)(3) only. Accordingly, CBP is removing the citation to paragraph (b)(2)(ii) in paragraph (c)(2) and is only citing to the appropriate cross-reference of paragraph (b)(3).</P>
                <P>Additionally, CBP is adding the language “if practicable” after “entry after obliteration of the recorded copyright” in § 133.42(g) to clarify that a recorded copyright may only be obliterated in some circumstances. It may not be possible for the importer to obliterate or remove a recorded copyright from the seized merchandise in all circumstances, for example, when the article itself consists of a piratical copy. In § 133.47(g), CBP is removing “entry after obliteration of the recorded copyright” as an option entirely since obliterating the recorded copyright is not an appropriate disposition for articles that violate the DMCA because the article itself consists of the article that violates the DMCA.</P>
                <P>
                    In this document, CBP is also correcting the authority section for part 113, adding additional cross-references for clarification purposes, and correcting several cross-references in § 133.47 that inadvertently cited to the 
                    <PRTPAGE P="52371"/>
                    definition for “copyright protection measure” (§ 133.47(a)(1)) instead of the definition of “articles that violate the DMCA” (§ 133.47(a)(2)) when referencing articles that are suspected of violating the DMCA.
                </P>
                <HD SOURCE="HD1">IV. Conclusion</HD>
                <P>
                    After careful consideration of the public comments received, for the reasons stated above, as well as the reasons outlined in the NPRM, CBP is adopting as final the NPRM published in the 
                    <E T="04">Federal Register</E>
                     on October 16, 2019 (84 FR 55251), with the changes described above.
                </P>
                <HD SOURCE="HD1">V. Statutory and Regulatory Requirements</HD>
                <HD SOURCE="HD2">A. Executive Orders 12866 and 13563</HD>
                <P>Executive Orders 12866 (“Regulatory Planning and Review”) and 13563 (“Improving Regulation and Regulatory Review”) direct agencies to assess the costs and benefits of available regulatory alternatives and, if regulation is necessary, to select regulatory approaches that maximize net benefits (including potential economic, environmental, public health and safety effects, distributive impacts, and equity). Executive Order 13563 emphasizes the importance of quantifying both costs and benefits, of reducing costs, of harmonizing rules, and of promoting flexibility. This rule is a significant regulatory action under section 3(f) of Executive Order 12866. Accordingly, OMB has reviewed this regulation.</P>
                <P>
                    One of CBP's roles is to safeguard the U.S. economy from the importation of goods that violate intellectual property rights. Under existing regulations, if CBP suspects that a shipment may be violative, it can share redacted information and samples of the suspect imported merchandise with a right holder.
                    <SU>1</SU>
                    <FTREF/>
                     To implement title III of TFTEA's IPR provisions, this final rule will, among other things, allow CBP to disclose unredacted information and share unredacted images and samples of suspect imports with right holders, if examination by right holders would assist CBP's determination and provided that these disclosures would not compromise an ongoing law enforcement investigation or national security.
                </P>
                <FTNT>
                    <P>
                        <SU>1</SU>
                         Note that this rule does not alter CBP's ability to provide redacted samples of an import to a right holder without prior notification to the importer.
                    </P>
                </FTNT>
                <P>Disclosing this unredacted information and sharing these unredacted samples and images with right holders may provide access to information about the importer protected by the Trade Secrets Act (18 U.S.C. 1905). This final rule establishes a procedure under which, following notice to the importer, the importer has seven business days to establish to CBP that the suspect imports are not violative of the IPR laws, and are instead admissible. If the importer is unable to demonstrate the admissibility of its imports within this timeframe, CBP will share information with the right holder by disclosing the information or releasing unredacted samples of the imports in question.</P>
                <P>
                    As CBP is establishing a new process for copyrights, it does not have data on the number of times CBP suspects shipments are violative of the copyright laws or piratical articles. However, on September 24, 2012, CBP published an interim final rule in the 
                    <E T="04">Federal Register</E>
                     (77 FR 24375) that established similar procedures for trademarks. For analytical purposes, CBP can assume that this final rule has similar effects after adjusting for the differing volumes. CBP subject matter experts estimate that CBP sends out an average of 824 detention letters every fiscal year for suspected trademark infringements. Based on the proportion of live trademark recordations 
                    <SU>2</SU>
                    <FTREF/>
                     available to support the agency's IPR seizures every fiscal year, relative to the copyright recordations, CBP estimates an average of approximately 21,423 seizures based on trademark, 8,881 based on copyright, and 116 DMCA seizures. If the number of detention letters is proportional to the number of seizures, CBP estimates that this final rule will result in 345 more detention letters for possible copyright-infringing importations. Similarly, by using the number of seizures related to DMCA as a proportion of total trademark seizures, CBP estimates that this final rule will result in four detention letters for possible DMCA-infringing importations.
                </P>
                <FTNT>
                    <P>
                        <SU>2</SU>
                         Source: CBP's IPRiS database. Sampling methodology averaged five equally spaced dates in every fiscal year to estimate the IPRiS live recordations available for IPR seizures (95% CI, p = 0.05) annually. CBP took several sample counts per year as opposed to a single annual count to ensure a representative measure as IPRiS recordations enter and expire throughout the year.
                    </P>
                </FTNT>
                <P>
                    CBP estimates that the procedure to demonstrate that the imports are not piratical will take two hours per affected importer at a cost of $34.81 per hour.
                    <SU>3</SU>
                     
                    <SU>4</SU>
                    <FTREF/>
                     This is based on the existing information collection for the Notice of Detention (OMB Control Number 1651-0073), which is being updated for this rulemaking. CBP estimates that importers will bear an opportunity cost as a result of the higher number of detention notices caused by this rule. CBP estimates that this opportunity cost will total $24,019 (345 * 2 * $34.81) for copyright detentions and $278 (4 * 2 * $34.81) for DMCA detentions for a total monetized cost of $24,297. CBP received no comments from the public regarding the estimated time cost to importers of two hours to respond.
                </P>
                <FTNT>
                    <P>
                        <SU>3</SU>
                         Sources: U.S. Bureau of Labor Statistics. Occupational Employment Statistics, “May 2021 National Occupational Employment and Wage Estimates United States.” Updated March 31, 2022. Available at 
                        <E T="03">https://www.bls.gov/oes/current/oes_nat.htm</E>
                        . Accessed May 25, 2022; U.S. Bureau of Labor Statistics. Employer Costs for Employee Compensation. “ECEC Civilian Workers—2004 to Present.” March 2022. Available at 
                        <E T="03">https://www.bls.gov/web/ecec.supp.toc.htm</E>
                        . Accessed May 25, 2022. CBP assumes an annual growth rate of 4.15% based on the prior year's change in the implicit price deflator, published by the Bureau of Economic Analysis.
                    </P>
                    <P>
                        <SU>4</SU>
                         Source of median wage rate: U.S. Bureau of Labor Statistics. Occupational Employment Statistics, “May 2021 National Occupational Employment and Wage Estimates United States.” Updated March 31, 2022. Available at 
                        <E T="03">https://www.bls.gov/oes/current/oes_nat.htm</E>
                        . Accessed May 25, 2022; U.S. Bureau of Labor Statistics. Employer Costs for Employee Compensation. “ECEC Civilian Workers—2004 to Present.” March 2022. Available at 
                        <E T="03">https://www.bls.gov/web/ecec.supp.toc.htm</E>
                        . Accessed May 25, 2022. Because median hourly wage information was not available for this respondent, CBP adjusted the annual median wage for this respondent to an hourly estimate using the standard 2,080 hours worked per year. CBP assumes an annual growth rate of 4.15% based on the prior year's change in the implicit price deflator, published by the Bureau of Economic Analysis.
                    </P>
                </FTNT>
                <P>This final rule will also formalize the existing practices used to enforce the DMCA. In 1998, Congress enacted the DMCA. The DMCA prohibits the importation of devices used to circumvent the copyright protection measures copyright owners use to protect their works. Although current regulations do not specifically provide for detention and seizure of articles that constitute violations of the DMCA, CBP has enforced the DMCA by providing CBP personnel with internal enforcement guidelines and advice on how to enforce DMCA violations. CBP subject matter experts estimate that there are approximately 116 DMCA seizures. It is possible that this final rule will result in a small increase in DMCA seizures. TFTEA requires CBP to formalize the foregoing processes with respect to the DMCA. The formalization of these existing practices in regulations does not change current practice, so this provision will not have additional impacts if this rule is finalized.</P>
                <P>
                    In addition to the release of unredacted samples, this final rule will amend the detention procedures applicable to imported articles that are suspected of being a piratical copy or phonorecord of a copyrighted work. The current detention procedures in the 
                    <PRTPAGE P="52372"/>
                    regulations allow up to 120 days for an importer or right holder of a suspect article to provide CBP with evidence, briefs, or other pertinent information to substantiate a claim or denial of infringement, prior to CBP's issuance of an admissibility determination. To expedite this process, this final rule will amend the regulations to require the agency to render an admissibility decision within 30 days from the date the articles are presented to CBP for examination. As the current detention procedures are seldom used, according to CBP subject matter experts, CBP does not believe this final rule will impose a significant effect on the public. During the public comment period, no comments were received regarding this statement.
                </P>
                <HD SOURCE="HD2">B. The Regulatory Flexibility Act</HD>
                <P>
                    The Regulatory Flexibility Act (5 U.S.C. 601 
                    <E T="03">et. seq.</E>
                    ) (RFA), as amended by the Small Business Regulatory Enforcement and Fairness Act of 1996, requires agencies to assess the impact of regulations on small entities. A small entity may be a small business (defined as any independently owned and operated business not dominant in its field that qualifies as a small business per the Small Business Act); a small not-for-profit organization; or a small governmental jurisdiction (locality with fewer than 50,000 people). Section 604 of the RFA requires an agency to perform a regulatory flexibility analysis for a rule unless the agency certifies under section 605(b) that the regulatory action would not have a significant economic impact on a substantial number of small entities.
                </P>
                <P>
                    As described in the Executive Orders 12866 and 13563 analysis above, CBP estimates that this final rule will result in the issuance of 345 additional notices of detention. CBP's current examination policies, use of shared enforcement systems, and targeting criteria that take into account previous examinations when determining risk make it unlikely that an importer who receives a notice of detention with this rule will be required to repeatedly prove the admissibility of its imports.
                    <SU>5</SU>
                    <FTREF/>
                     As such, CBP assumes for the purposes of this analysis that the number of affected importers from this final rule will be equal to the number of additional detention notices resulting from this final rule—345—with each importer receiving only one detention notice. To the extent that an importer must prove the admissibility of its imports more than once as a result of this rule, the number of importers affected by this final rule would be lower and the cost of this final rule per affected importer would be higher. During the public comment period, no comments were received regarding this assumption.
                </P>
                <FTNT>
                    <P>
                        <SU>5</SU>
                         CBP reserves the right to detain any imported merchandise, even if an importer has previously shown that its merchandise is admissible. This will depend on the particulars of the importation. Previous importations are taken into account in the risk profile, so having proven the authenticity of an importation in the past makes it less likely that an importer will receive a Notice of Detention for subsequent importations.
                    </P>
                </FTNT>
                <P>
                    These importers are not centered in any particular industry; any importer of goods covered by a recorded copyright may be affected by this rule if CBP has a reason to believe the importer's merchandise may constitute a piratical copy and CBP cannot determine if an import is a piratical copy or prohibited circumvention device without the use of the provisions of this rule. CBP has conducted a study of importers to determine how many are small entities and has concluded that the vast majority (about 91 percent) of importers are small entities.
                    <SU>6</SU>
                    <FTREF/>
                     Therefore, CBP believes this final rule may affect a substantial number of small entities.
                </P>
                <FTNT>
                    <P>
                        <SU>6</SU>
                         See “CBP Analysis of Small Importers,” April 2022. Available in the docket of this rulemaking.
                    </P>
                </FTNT>
                <P>Although the final rule may affect a substantial number of small entities, CBP believes the economic impact would not be significant. As described in the Executive Orders 12866 and 13563 section of this document, CBP estimates that it takes an importer two hours to provide proof of the admissibility of an import to CBP. CBP estimates the average wage of an importer is $34.81 per hour. Thus, CBP estimates it will cost a small entity $69.62 to prove the admissibility of its import with this final rule. CBP does not believe $69.62 constitutes a significant economic impact.</P>
                <P>CBP recognizes that repeated inquiries into the admissibility of an importer's imports could eventually rise to the level of a significant economic impact. However, it is unlikely that importers will be repeatedly required to prove the admissibility of their imports, as previously mentioned. Additionally, CBP does not anticipate law-abiding importers to be subject to the provisions in this rule on a repeated basis. Once CBP has determined the admissibility of an importation, it will record that information in the system so it can be viewed by CBP import specialists on future importations and successful previous importations are a favorable factor in the importation's risk profile. Further, CBP notes that providing this information to CBP is optional on the part of the importer, although not providing admissibility information to CBP may result in the goods being seized. Therefore, CBP believes there will not be a significant economic impact on small entities.</P>
                <P>Accordingly, although this final rule may have an effect on a substantial number of small entities, as discussed above, CBP believes that an estimated cost of $69.62 to an importer does not constitute a significant economic impact. Thus, CBP certifies this regulation would not have a significant economic impact on a substantial number of small entities.</P>
                <HD SOURCE="HD2">C. Paperwork Reduction Act</HD>
                <P>In accordance with the Paperwork Reduction Act of 1995 (44 U.S.C. 3507), the collections of information for this document are included in an existing collection for Notices of Detention (OMB control number 1651-0073). An agency may not conduct, and a person is not required to respond to, a collection of information unless the collection of information displays a valid control number assigned by OMB. The burden hours related to the Notice of Detention for OMB control number 1651-0073 are as follows:</P>
                <P>
                    <E T="03">Number of Respondents:</E>
                     1,695.
                </P>
                <P>
                    <E T="03">Number of Responses:</E>
                     1.
                </P>
                <P>
                    <E T="03">Time per Response:</E>
                     2 hours.
                </P>
                <P>
                    <E T="03">Total Annual Burden Hours:</E>
                     3,390.
                </P>
                <P>Because CBP estimates that the availability of the procedures in this final rule will increase the number of Notices of Detention issued for IPR violations, there is an increase in burden hours under this collection with this final rule.</P>
                <HD SOURCE="HD1">Signing Authority</HD>
                <P>This rulemaking is being issued in accordance with 19 CFR 0.1(a)(1), pertaining to the authority of the Secretary of the Treasury (or that of his or her delegate) to approve regulations concerning copyright enforcement.</P>
                <P>
                    Troy A. Miller, Senior Official Performing the Duties of the Commissioner, having reviewed and approved this document, has delegated the authority to electronically sign the document to the Director (or Acting Director, if applicable) of the Regulations and Disclosure Law Division of CBP, for purposes of publication in the 
                    <E T="04">Federal Register</E>
                    .
                </P>
                <LSTSUB>
                    <HD SOURCE="HED">List of Subjects</HD>
                    <CFR>19 CFR Part 113</CFR>
                    <P>
                        Bonds, Common carriers, Customs duties and inspection, Exports, Freight, Imports, Laboratories, Reporting and recordkeeping requirements, Surety bonds.
                        <PRTPAGE P="52373"/>
                    </P>
                    <CFR>19 CFR Part 133</CFR>
                    <P>Copyright, Reporting and recordkeeping requirements, Trade names, Trademarks.</P>
                    <CFR>19 CFR Part 148</CFR>
                    <P>Airmen, Copyright, Customs duties and inspection, Foreign officials, Government contracts, International organizations, Reporting and recordkeeping requirements, Seamen, Taxes, Trademarks.</P>
                    <CFR>19 CFR Part 151</CFR>
                    <P>Cigars and cigarettes, Cotton, Fruit juices, Laboratories, Metals, Oil imports, Reporting and recordkeeping requirements, Sugar, Wool.</P>
                    <CFR>19 CFR Part 177</CFR>
                    <P>Administrative practice and procedure, Government procurement, Reporting and recordkeeping requirements.</P>
                </LSTSUB>
                <HD SOURCE="HD1">Amendments to the CBP Regulations</HD>
                <P>For the reasons stated above, U.S. Customs and Border Protection and the Department of the Treasury amends 19 CFR parts 113, 133, 148, 151, and 177 as set forth below:</P>
                <PART>
                    <HD SOURCE="HED">PART 113—CBP BONDS</HD>
                </PART>
                <REGTEXT TITLE="19" PART="113">
                    <AMDPAR>1. The general and specific authority citation for part 113 continues to read as follows:</AMDPAR>
                    <AUTH>
                        <HD SOURCE="HED">Authority:</HD>
                        <P>19 U.S.C. 66, 1623, 1624.</P>
                    </AUTH>
                    <EXTRACT>
                        <P>Subpart E also issued under 19 U.S.C. 1484, 1551, 1565.</P>
                    </EXTRACT>
                    <STARS/>
                </REGTEXT>
                <REGTEXT TITLE="19" PART="113">
                    <AMDPAR>2. Revise § 113.42 to read as follows:</AMDPAR>
                    <SECTION>
                        <SECTNO>§ 113.42 </SECTNO>
                        <SUBJECT>Time period for production of documents.</SUBJECT>
                        <P>Except when another period is fixed by law or regulations, any document for the production of which a bond or stipulation is given must be delivered within 120 days from the date of notice from CBP requesting such document. If the period ends on a Saturday, Sunday, or holiday, delivery on the next business day will be accepted as timely.</P>
                    </SECTION>
                </REGTEXT>
                <REGTEXT TITLE="19" PART="113">
                    <AMDPAR>3. Revise § 113.70 to read as follows:</AMDPAR>
                    <SECTION>
                        <SECTNO>§ 113.70 </SECTNO>
                        <SUBJECT>Bond conditions for owners of recorded marks or recorded copyrights to obtain samples from CBP relating to importation of merchandise suspected of, or seized for, infringing recorded marks or recorded copyrights, or circumventing copyright protection measures.</SUBJECT>
                        <P>(a) Prior to obtaining samples of imported merchandise pursuant to § 133.21(b)(3) or (5), § 133.25(c), § 133.42(b)(3) or (5), or § 133.47(b)(3) or (5) of this chapter, for suspected infringement of a recorded mark or recorded copyright, or suspected circumvention of a protection measure safeguarding a recorded copyright, the owner of the recorded mark or the recorded copyright must furnish to CBP either a single transaction bond or a continuous bond in the amount specified by CBP containing the conditions listed in this paragraph (a).</P>
                        <P>
                            (1) 
                            <E T="03">Bond conditions for owners of recorded marks or recorded copyrights to obtain samples from CBP relating to importation of merchandise suspected of infringing such recorded marks or recorded copyrights, or circumventing copyright protection measures</E>
                            —(i) 
                            <E T="03">Agreement to use sample for limited purpose of assisting CBP.</E>
                             If CBP provides to an owner of a recorded mark or a recorded copyright a sample of imported merchandise suspected of infringing the recorded mark or copyright, or suspected of circumventing a copyright protection measure, including samples provided pursuant to § 133.21(b)(3) or (5), § 133.25(c), § 133.42(b)(3) or (5), or § 133.47(b)(3) or (5) of this chapter, the obligors (principal and surety) agree that such samples may only be used for the limited purpose of providing assistance to CBP in enforcing intellectual property rights.
                        </P>
                        <P>
                            (ii) 
                            <E T="03">Agreement to indemnify</E>
                            —(A) 
                            <E T="03">Improper use of sample.</E>
                             If the sample identified in paragraph (a)(1)(i) of this section is used by the owner of the recorded mark or the recorded copyright for any purpose other than to provide assistance to CBP in enforcing intellectual property rights, the obligors (principal and surety) agree to indemnify the importer or owner of the imported merchandise, in the amount specified by CBP, against any loss or damage resulting from the improper use.
                        </P>
                        <P>
                            (B) 
                            <E T="03">Physical loss, damage, or destruction of disclosed sample.</E>
                             The owner of a recorded mark or a recorded copyright must return any sample identified in paragraph (a)(1)(i) of this section upon demand by CBP or at the conclusion of any examination, testing, or similar procedure performed on the sample, whichever occurs sooner. If the sample identified in paragraph (a)(1)(i) of this section is lost, damaged, or destroyed as a result of CBP's furnishing it to such owner, the obligors (principal and surety) agree to indemnify the importer or owner of the imported merchandise, in the amount specified by CBP, against any resulting loss or damage.
                        </P>
                        <P>(2) [Reserved]</P>
                        <P>(b) Prior to obtaining samples of imported merchandise pursuant to § 133.21(f), § 133.42(f), or § 133.47(f) of this chapter, seized for infringement of a recorded mark or recorded copyright, or circumvention of a protection measure safeguarding a recorded copyright, the owner of the recorded mark or recorded copyright must furnish to CBP either a single transaction bond or continuous bond in the amount specified by CBP containing the conditions listed in this paragraph (b).</P>
                        <P>
                            (1) 
                            <E T="03">Bond conditions for owners of recorded marks or recorded copyrights to obtain samples from CBP relating to importation of merchandise seized for infringing such recorded marks or recorded copyrights, or circumventing copyright protection measures.</E>
                             If CBP provides to an owner of a recorded mark or a recorded copyright a sample of imported merchandise seized for infringing the recorded mark or recorded copyright, or circumventing a copyright protection measure, including samples provided pursuant to § 133.21(f), § 133.42(f), or § 133.47(f) of this chapter, the owner of the recorded mark or recorded copyright must return the sample upon demand by CBP or at the conclusion of any examination, testing, or other use, such as pursuit of a related civil remedy for infringement, whichever occurs sooner. If the sample is lost, damaged, or destroyed as a result of CBP's furnishing it to such owner, the obligors (principal and surety) agree to indemnify the importer or owner of the imported merchandise, in the amount specified by CBP, against any resulting loss or damage.
                        </P>
                        <P>(2) [Reserved]</P>
                    </SECTION>
                </REGTEXT>
                <PART>
                    <HD SOURCE="HED">PART 133—TRADEMARKS, TRADE NAMES, AND COPYRIGHTS</HD>
                </PART>
                <REGTEXT TITLE="19" PART="133">
                    <AMDPAR>4. The general authority citation for part 133 is revised to read as follows, the specific authority for §§ 133.21 through 133.25 is removed, and a specific authority citation for § 133.47 is added to read as follows:</AMDPAR>
                    <AUTH>
                        <HD SOURCE="HED">Authority:</HD>
                        <P>15 U.S.C. 1124, 1125, 1127; 17 U.S.C. 101, 104, 106, 601, 602, 603; 18 U.S.C. 1905; 19 U.S.C. 66, 1202, 1499, 1526, 1595a, 1623, 1624, 1628a; 31 U.S.C. 9701.</P>
                    </AUTH>
                    <EXTRACT>
                        <P>Section 133.47 also issued under 17 U.S.C. 1201.</P>
                    </EXTRACT>
                    <STARS/>
                </REGTEXT>
                <REGTEXT TITLE="19" PART="133">
                    <AMDPAR>5. Amend § 133.0 by revising the last sentence to read as follows:</AMDPAR>
                    <SECTION>
                        <SECTNO>§ 133.0 </SECTNO>
                        <SUBJECT>Scope.</SUBJECT>
                        <P>
                            * * * It also sets forth the procedures for the disposition, including release to the importer in appropriate circumstances, of articles bearing prohibited marks or names, piratical articles, and prohibited circumvention devices, as well as the disclosure of information concerning such articles 
                            <PRTPAGE P="52374"/>
                            when such disclosure would not compromise an ongoing law enforcement investigation or national security.
                        </P>
                    </SECTION>
                </REGTEXT>
                <REGTEXT TITLE="19" PART="133">
                    <AMDPAR>6. Amend § 133.21 by:</AMDPAR>
                    <AMDPAR>a. Revising paragraphs (b)(2)(i)(A), (b)(2)(ii), and (b)(3);</AMDPAR>
                    <AMDPAR>b. In paragraph (b)(4) introductory text, revising the second and third sentence;</AMDPAR>
                    <AMDPAR>c. In paragraph (b)(5), removing the word “mark” and adding in its place the word “markings” in the second sentence, and revising the third sentence;</AMDPAR>
                    <AMDPAR>d. In paragraph (c)(2), revising the first sentence; and</AMDPAR>
                    <AMDPAR>e. Revising paragraph (f).</AMDPAR>
                    <AMDPAR>f. Removing the words “owner of the mark” wherever they appear and adding in their place the words “owner of the recorded mark”;</AMDPAR>
                    <P>The revisions read as follows:</P>
                    <SECTION>
                        <SECTNO>§ 133.21 </SECTNO>
                        <SUBJECT>Articles suspected of bearing counterfeit marks.</SUBJECT>
                        <STARS/>
                        <P>(b) * * *</P>
                        <P>(2) * * *</P>
                        <P>(i) * * *</P>
                        <P>(A) CBP may have previously disclosed to the owner of the recorded mark, prior to issuance of the notice of detention, limited importation information concerning the detained merchandise, as described in paragraph (b)(4) of this section, and, in any event, such information may be released to the owner of the recorded mark, if available, no later than the date of issuance of the notice of detention; and</P>
                        <STARS/>
                        <P>
                            (ii) 
                            <E T="03">Failure of importer to respond or insufficient response to notice.</E>
                             Where the importer does not provide information within the seven business day response period, or the information is insufficient for CBP to determine that the merchandise does not bear a counterfeit mark, CBP will proceed with the disclosure of information as described in paragraph (b)(3) of this section to the owner of the recorded mark if CBP concludes that the disclosure would assist CBP in its determination, and provided that the disclosure would not compromise an ongoing law enforcement investigation or national security. CBP will notify the importer in case of any such disclosure.
                        </P>
                        <P>
                            (3) 
                            <E T="03">Disclosure to owner of the recorded mark of information appearing on detained merchandise and/or its retail packaging, including unredacted photographs, images or samples.</E>
                             CBP will disclose information appearing on the merchandise and/or its retail packaging (including labels) and images (including photographs) of the merchandise and/or its retail packaging in its condition as presented for examination (
                            <E T="03">i.e.,</E>
                             an unredacted condition) if CBP concludes that the disclosure of information to the owner of the recorded mark as described in paragraph (b)(2)(ii) of this section would assist CBP in its determination, and provided that disclosure would not compromise an ongoing law enforcement investigation or national security. CBP may also provide a sample of the merchandise and/or its retail packaging in its condition as presented for examination to the owner of the recorded mark. The release of a sample will be in accordance with, and subject to, the bond and return requirements of paragraph (c) of this section. The disclosure may include any serial numbers, dates of manufacture, lot codes, batch numbers, universal product codes, or other identifying markings appearing on the merchandise or its retail packaging (including labels), in alphanumeric or other formats.
                        </P>
                        <P>(4) * * * CBP may release the information prior to the issuance of the notice of detention, concurrently with the notice of detention, or, if the information is unavailable at the time the notice of detention is issued, CBP may release the information after issuance of the notice of detention. The limited importation information CBP may disclose to the owner of the recorded mark consists of:</P>
                        <STARS/>
                        <P>(5) * * * CBP may release a sample under this paragraph (b)(5) when the owner of the recorded mark furnishes to CBP a bond in an amount specified by CBP and containing the conditions set forth in § 113.70(a) of this chapter. * * *</P>
                        <P>(c) * * *</P>
                        <P>(2) * * * CBP may release a sample under paragraph (b)(3) of this section when the owner of the recorded mark furnishes to CBP a bond in an amount specified by CBP and containing the conditions set forth in § 113.70(a) of this chapter. * * *</P>
                        <STARS/>
                        <P>
                            (f) 
                            <E T="03">Disclosure to owner of the recorded mark, following seizure, of unredacted photographs, images, and samples.</E>
                             At any time following a seizure of merchandise bearing a counterfeit mark under this section, and upon receipt of a proper request from the owner of the recorded mark, CBP may provide, if available, photographs, images, or a sample of the seized merchandise and its retail packaging, in its condition as presented for examination, to the owner of the recorded mark. CBP may release a sample under this paragraph (f) when the owner of the recorded mark furnishes to CBP a bond in an amount specified by CBP and containing the conditions set forth in § 113.70(b) of this chapter. CBP may demand the return of the sample at any time. The owner of the recorded mark must return the sample to CBP upon demand or at the conclusion of the examination, testing, or other use, such as pursuit of a related civil remedy for infringement, whichever occurs sooner. In the event that the sample is damaged, destroyed, or lost while in the possession of the owner of the recorded mark, the owner must, in lieu of return of the sample, certify to CBP that: “The sample described as [insert description] and provided pursuant to 19 CFR 133.21(f) was (damaged/destroyed/lost) during examination, testing, or other use.”
                        </P>
                        <STARS/>
                    </SECTION>
                </REGTEXT>
                <REGTEXT TITLE="19" PART="133">
                    <AMDPAR>7. Amend § 133.25 by:</AMDPAR>
                    <AMDPAR>a. In paragraph (b), removing the words “owner of the trademark” wherever it appears, and adding in their place the words “owner of the recorded mark”; and</AMDPAR>
                    <AMDPAR>b. Revise and republish paragraph (c).</AMDPAR>
                    <AMDPAR>c. Removing the word “Customs” wherever it appears, and in its place adding the term “CBP”.</AMDPAR>
                    <P>The revision reads as follows:</P>
                    <SECTION>
                        <SECTNO>§ 133.25 </SECTNO>
                        <SUBJECT> Procedure on detention of articles subject to restriction.</SUBJECT>
                        <STARS/>
                        <P>
                            (c) 
                            <E T="03">Disclosure to the owner of the recorded mark or trade name.</E>
                             At any time following presentation of the merchandise for CBP's examination, but prior to seizure, CBP may release a sample of the suspect merchandise to the owner of the recorded mark or trade name for examination or testing to assist in determining whether the article imported bears an infringing trademark or trade name. CBP may release a sample under this paragraph (c) when the owner of the recorded mark or trade name furnishes to CBP a bond in an amount specified by CBP and containing the conditions set forth in § 113.70(a) of this chapter. CBP may demand the return of the sample at any time. The owner must return the sample to CBP upon demand or at the conclusion of the examination or testing, whichever occurs sooner. In the event that the sample is damaged, destroyed, or lost while in the possession of the owner of the recorded mark or tradename, the owner must, in lieu of returning the sample, certify to CBP that: “The sample described as [insert description] and provided pursuant to 19 CFR 133.25(c) was (damaged/destroyed/lost) during 
                            <PRTPAGE P="52375"/>
                            examination or testing for trademark infringement.”
                        </P>
                        <STARS/>
                    </SECTION>
                </REGTEXT>
                <REGTEXT TITLE="19" PART="133">
                    <AMDPAR>8. Revise § 133.42 to read as follows:</AMDPAR>
                    <SECTION>
                        <SECTNO>§ 133.42 </SECTNO>
                        <SUBJECT> Piratical articles; Unlawful copies or phonorecords of recorded copyrighted works.</SUBJECT>
                        <P>
                            (a) 
                            <E T="03">Definition.</E>
                             A “piratical article,” for purposes of this part, is an unlawfully made (without the authorization of the copyright owner) copy or phonorecord of a recorded copyrighted work, importation of which is prohibited by the Copyright Act of 1976, as amended.
                        </P>
                        <P>
                            (b) 
                            <E T="03">Detention, notice, and disclosure of information</E>
                            —(1) 
                            <E T="03">Detention period.</E>
                             CBP may detain any article of domestic or foreign manufacture imported into the United States that is suspected of constituting a piratical article in violation of a copyright recorded with CBP. The detention will be for a period of up to 30 days from the date on which the merchandise is presented for examination. In accordance with 19 U.S.C. 1499(c), if, after the detention period, the article is not released, the article will be deemed excluded for purposes of 19 U.S.C. 1514(a)(4).
                        </P>
                        <P>
                            (2) 
                            <E T="03">Notice of detention to importer and disclosure to owner of the recorded copyrighted work</E>
                            —(i) 
                            <E T="03">Notice and seven business day response period.</E>
                             Within five business days from the date of a decision to detain suspect merchandise, CBP will notify the importer in writing of the detention as set forth in § 151.16(c) of this chapter and 19 U.S.C. 1499. CBP will also inform the importer that for purposes of assisting CBP in determining whether the detained merchandise is a piratical article:
                        </P>
                        <P>(A) CBP may have previously disclosed to the owner of the recorded copyright, prior to issuance of the notice of detention, limited importation information concerning the detained merchandise, as described in paragraph (b)(4) of this section, and, in any event, such information may be released to the owner of the recorded copyright, if available, no later than the date of issuance of the notice of detention; and</P>
                        <P>(B) CBP may disclose to the owner of the recorded copyright information that appears on the detained merchandise and/or its retail packaging, including unredacted photographs, images, or samples, as described in paragraph (b)(3) of this section, unless the importer provides information within seven business days of the notification establishing that the detained merchandise is not piratical.</P>
                        <P>
                            (ii) 
                            <E T="03">Failure of importer to respond or insufficient response to notice.</E>
                             Where the importer does not provide information within the seven business day response period, or the information provided is insufficient for CBP to determine that the merchandise is not piratical, CBP will proceed with the disclosure of information as described in paragraph (b)(3) of this section to the owner of the recorded copyright, if CBP concludes that the disclosure would assist CBP in its determination, and provided that disclosure would not compromise an ongoing law enforcement investigation or national security. CBP will notify the importer in case of any such disclosure.
                        </P>
                        <P>
                            (3) 
                            <E T="03">Disclosure to owner of the recorded copyright of information appearing on detained merchandise and/or its retail packaging, including unredacted photographs, images, or samples.</E>
                             CBP will disclose information appearing on the merchandise and/or its retail packaging (including labels), and images (including photographs) of the merchandise and/or its retail packaging in its condition as presented for examination (
                            <E T="03">i.e.,</E>
                             an unredacted condition) if CBP concludes that the disclosure of information to the owner of the recorded copyright as described in paragraph (b)(2)(ii) of this section would assist CBP in its determination, and provided that disclosure would not compromise an ongoing law enforcement investigation or national security. CBP may also provide a sample of the merchandise and/or its retail packaging in its condition as presented for examination to the owner of the recorded copyright. The release of a sample will be in accordance with, and subject to, the bond and return requirements of paragraph (c) of this section. The disclosure may include any serial numbers, dates of manufacture, lot codes, batch numbers, universal product codes, or other identifying markings appearing on the merchandise or its retail packaging (including labels), in alphanumeric or other formats.
                        </P>
                        <P>
                            (4) 
                            <E T="03">Disclosure to owner of recorded copyright of limited importation information.</E>
                             From the time merchandise is presented for examination, CBP may disclose to the owner of the recorded copyright limited importation information to obtain assistance in determining whether an imported article is a piratical article. CBP may release the information prior to the issuance of the notice of detention, concurrently with the notice of detention, or, if the information is unavailable at the time the notice of detention is issued, CBP may release the information after issuance of the notice of detention. The limited importation information CBP may disclose to the owner of the recorded copyright consists of:
                        </P>
                        <P>(i) The date of importation;</P>
                        <P>(ii) The port of entry;</P>
                        <P>(iii) The description of the merchandise, for merchandise not yet detained, from the paper or electronic equivalent of the entry (as defined in § 142.3(a)(1) or (b) of this chapter), the CBP Form 7512, cargo manifest, advance electronic information or other entry document as appropriate, or, for detained merchandise, from the notice of detention;</P>
                        <P>(iv) The quantity, for merchandise not yet detained, as declared on the paper or electronic equivalent of the entry (as defined in § 142.3(a)(1) or (b) of this chapter), the CBP Form 7512, cargo manifest, advance electronic information, or other entry document as appropriate, or, for detained merchandise, from the notice of detention; and</P>
                        <P>(v) The country of origin of the merchandise.</P>
                        <P>
                            (5) 
                            <E T="03">Disclosure to owner of recorded copyright of redacted photographs, images and samples.</E>
                             Notwithstanding the notice and seven business day response procedure of paragraph (b)(2) of this section, CBP may, in order to obtain assistance in determining whether an imported article is a piratical article and at any time after presentation of the merchandise for examination, provide to the owner of the recorded copyright photographs, images, or a sample of the suspect merchandise or its retail packaging (including labels), provided that identifying information has been removed, obliterated, or otherwise obscured. Identifying information includes, but is not limited to, serial numbers, dates of manufacture, lot codes, batch numbers, universal product codes, the name or address of the manufacturer, exporter, or importer of the merchandise, or any markings that could reveal the name or address of the manufacturer, exporter, or importer of the merchandise, in alphanumeric or other formats. CBP may release a sample under this paragraph (b)(5) when the owner of the recorded copyright furnishes to CBP a bond in an amount specified by CBP and containing the conditions set forth in § 113.70(a) of this chapter. CBP may demand the return of the sample at any time. The owner of the recorded copyright must return the sample to CBP upon demand or at the conclusion of any examination, testing, or similar procedure performed on the sample, whichever occurs sooner. In the event that the sample is damaged, destroyed, or lost while in the possession of the owner of the recorded copyright, the owner must, in lieu of return of the sample, certify to CBP that: 
                            <PRTPAGE P="52376"/>
                            “The sample described as [insert description] and provided pursuant to 19 CFR 133.42(b)(5) was (damaged/destroyed/lost) during examination, testing, or other use.”
                        </P>
                        <P>
                            (c) 
                            <E T="03">Conditions of disclosure to owner of recorded copyright of information appearing on detained merchandise and/or its retail packaging, including unredacted photographs, images and samples</E>
                            —(1) 
                            <E T="03">Disclosure for limited purpose of assisting CBP in piratical merchandise determinations.</E>
                             In accordance with paragraphs (b)(2)(ii) and (b)(3) of this section, when CBP discloses information to the owner of the recorded copyright prior to seizure, CBP will notify the owner of the recorded copyright that some or all of the information being released may be subject to the protections of the Trade Secrets Act, and that CBP is only disclosing the information to the owner of the recorded copyright for the purpose of assisting CBP in determining whether the merchandise is a piratical article.
                        </P>
                        <P>
                            (2) 
                            <E T="03">Bond.</E>
                             CBP may release a sample under paragraph (b)(3) of this section when the owner of the recorded copyright furnishes to CBP a bond in an amount specified by CBP and containing the conditions set forth in § 113.70(a) of this chapter. CBP may demand the return of the sample at any time. The owner of the recorded copyright must return the sample to CBP upon demand or at the conclusion of any examination, testing, or similar procedure performed on the sample, whichever occurs sooner. In the event that the sample is damaged, destroyed, or lost while in the possession of the owner of the recorded copyright, the owner must, in lieu of return of the sample, certify to CBP that: “The sample described as [insert description] and provided pursuant to 19 CFR 133.42(c) was (damaged/destroyed/lost) during examination, testing, or other use.”
                        </P>
                        <P>
                            (d) 
                            <E T="03">Disclosure to importer of unredacted photographs, images, and samples.</E>
                             CBP will disclose to the importer unredacted photographs, images, or an unredacted sample of imported merchandise suspected of being a piratical article at any time after the merchandise is presented to CBP for examination. CBP may demand the return of the sample at any time. The importer must return the sample to CBP upon demand or at the conclusion of any examination, testing, or similar procedure performed on the sample, whichever occurs sooner. In the event that the sample is damaged, destroyed, or lost while in the possession of the importer, the importer must, in lieu of return of the sample, certify to CBP that: “The sample described as [insert description] and provided pursuant to 19 CFR 133.42(d) was (damaged/destroyed/lost) during examination, testing, or other use.”
                        </P>
                        <P>
                            (e) 
                            <E T="03">Seizure and disclosure to owner of the recorded copyright of comprehensive importation information.</E>
                             Upon a determination by CBP, made any time after the merchandise has been presented for examination, that an article of domestic or foreign manufacture imported into the United States is a piratical article, CBP will seize such merchandise and, in the absence of the written consent of the owner of the recorded copyright (
                            <E T="03">see</E>
                             paragraph (g) of this section), forfeit the seized merchandise in accordance with the customs laws. When merchandise is seized under this section, CBP will disclose to the owner of the recorded copyright the following comprehensive importation information, if available, within 30 business days from the date of the notice of the seizure:
                        </P>
                        <P>(1) The date of importation;</P>
                        <P>(2) The port of entry;</P>
                        <P>(3) The description of the merchandise from the notice of seizure;</P>
                        <P>(4) The quantity as set forth in the notice of seizure;</P>
                        <P>(5) The country of origin of the merchandise;</P>
                        <P>(6) The name and address of the manufacturer;</P>
                        <P>(7) The name and address of the exporter; and</P>
                        <P>(8) The name and address of the importer.</P>
                        <P>
                            (f) 
                            <E T="03">Disclosure to owner of recorded copyright, following seizure, of unredacted photographs, images, and samples.</E>
                             At any time following a seizure of a piratical article under this section, and upon receipt of a proper request from the owner of the recorded copyright, CBP may provide, if available, photographs, images, or a sample of the seized merchandise and its retail packaging, in its condition as presented for examination, to the owner of the recorded copyright. CBP may release a sample under this paragraph (f) when the owner of the recorded copyright furnishes to CBP a bond in the amount specified by CBP and containing the conditions set forth in § 113.70(b) of this chapter. CBP may demand the return of the sample at any time. The owner of the recorded copyright must return the sample to CBP upon demand or at the conclusion of the examination, testing, or other use, such as pursuit of a related civil remedy for infringement, whichever occurs sooner. In the event that the sample is damaged, destroyed, or lost while in the possession of the owner of the recorded copyright, the owner must, in lieu of return of the sample, certify to CBP that: “The sample described as [insert description] and provided pursuant to 19 CFR 133.42(f) was (damaged/destroyed/lost) during examination, testing, or other use.”
                        </P>
                        <P>
                            (g) 
                            <E T="03">Consent of the owner of the recorded copyright; failure to make appropriate disposition.</E>
                             The owner of the recorded copyright, within 30 days from notification of seizure, may provide written consent to the importer allowing the importation of the seized merchandise in its condition as imported or its exportation, entry after obliteration of the recorded copyright, if practicable, or other appropriate disposition. Otherwise, the merchandise will be disposed of in accordance with § 133.52, subject to the importer's right to petition for relief from forfeiture under the provisions of part 171 of this chapter.
                        </P>
                    </SECTION>
                </REGTEXT>
                <SECTION>
                    <SECTNO>§ § 133.43 and 133.44</SECTNO>
                    <SUBJECT> [Removed and Reserved]</SUBJECT>
                </SECTION>
                <REGTEXT TITLE="19" PART="133">
                    <AMDPAR>9. Remove and reserve §§ 133.43 and 133.44.</AMDPAR>
                </REGTEXT>
                <REGTEXT TITLE="19" PART="133">
                    <AMDPAR>10. Redesignate subpart F as subpart G and add new subpart F, consisting of §§ 133.47 and 133.48, to read as follows:</AMDPAR>
                    <SUBPART>
                        <HD SOURCE="HED">Subpart F—Enforcement of the Prohibition on Importation of Merchandise Capable of Circumventing Technological Measures for Protection of Copyright</HD>
                        <SECTION>
                            <SECTNO>§ 133.47 </SECTNO>
                            <SUBJECT>Articles suspected of violating the Digital Millennium Copyright Act</SUBJECT>
                            <P>
                                (a) 
                                <E T="03">Definitions</E>
                                —(1) 
                                <E T="03">Copyright protection measure.</E>
                                 A technological measure that effectively controls access to, or effectively protects a right of a copyright owner in, a copyrighted work for which the copyright has been recorded with CBP.
                            </P>
                            <P>
                                (2) 
                                <E T="03">Articles that violate the DMCA.</E>
                                 Articles that violate the importation prohibitions of the Digital Millennium Copyright Act (DMCA), 17 U.S.C. 1201, consist of products, devices, components, or parts thereof primarily designed or produced for the purpose of circumventing a copyright protection measure, or which have only a limited commercially significant purpose or use other than such circumvention, or which are knowingly marketed by the manufacturer, importer, consignee, or other trafficker in such articles, or another acting in concert with the manufacturer importer, consignee, or trafficker for use in such circumvention.
                            </P>
                            <P>
                                (3) 
                                <E T="03">Eligible person.</E>
                                 The owner of a recorded copyright, who employs a copyright protection measure that may have been circumvented or attempted to 
                                <PRTPAGE P="52377"/>
                                be circumvented by articles that violate the importation prohibitions of the DMCA.
                            </P>
                            <P>
                                (4) 
                                <E T="03">Injured person.</E>
                                 The owner of a recorded copyright, who employs a copyright protection measure that has been circumvented or attempted to be circumvented by articles seized for violation of the importation prohibitions of the DMCA, and who has successfully applied to CBP for DMCA protections pursuant to paragraph (b)(2)(iii) of this section.
                            </P>
                            <P>
                                (b) 
                                <E T="03">Detention, notice, and disclosure of information</E>
                                —(1) 
                                <E T="03">Detention period.</E>
                                 CBP may detain any article of domestic or foreign manufacture imported into the United States that it suspects is in violation of the DMCA, as described in paragraph (a)(2) of this section. The detention will be for a period of up to 30 days from the date on which the merchandise is presented for examination. In accordance with 19 U.S.C. 1499(c), if, after the detention period, the article is not released, the article will be deemed excluded for the purposes of 19 U.S.C. 1514(a)(4).
                            </P>
                            <P>
                                (2) 
                                <E T="03">Notice of detention to importer and disclosure to eligible persons</E>
                                —(i) 
                                <E T="03">Notice and seven business day response period.</E>
                                 Within five business days from the date of a decision to detain suspect merchandise, CBP will notify the importer in writing of the detention as set forth in § 151.16(c) of this chapter and 19 U.S.C. 1499. CBP will also inform the importer that for purposes of assisting CBP in determining whether the detained merchandise violates the DMCA:
                            </P>
                            <P>(A) CBP may have previously disclosed to the eligible person, prior to issuance of the notice of detention, limited importation information concerning the detained merchandise, as described in paragraph (b)(4) of this section, and, in any event, such information may be released to the eligible person, if available, no later than the date of issuance of the notice of detention; and</P>
                            <P>(B) CBP may disclose to the eligible person information that appears on the detained merchandise and/or its retail packaging, including unredacted photographs, images, or samples, as described in paragraph (b)(3) of this section, unless the importer provides information within seven business days of the notification establishing that the detained merchandise does not violate the DMCA.</P>
                            <P>
                                (ii) 
                                <E T="03">Failure of importer to respond or insufficient response to notice.</E>
                                 Where the importer does not provide information within the seven business day response period, or the information provided is insufficient for CBP to determine that the merchandise does not violate the DMCA, CBP will proceed with the disclosure of information, as described in paragraph (b)(3) of this section, to the eligible person if CBP concludes that the disclosure would assist CBP in its determination, and provided that the disclosure would not compromise an ongoing law enforcement investigation or national security. CBP will notify the importer in case of any such disclosure.
                            </P>
                            <P>
                                (iii) 
                                <E T="03">Request for DMCA protections and establishment of a list of persons approved for post-seizure disclosures.</E>
                                 Eligible persons may apply to receive post-seizure disclosures from CBP by attaching a letter requesting such disclosures to an application to record or renew a copyright. Owners of existing copyright recordations may similarly apply for protection by submitting a letter requesting such disclosures to CBP. CBP will add those persons CBP approves for such disclosures to a list that CBP will maintain. CBP will provide the post-seizure disclosures described in this section to injured persons, as defined in this part, appearing on the list. CBP will publish a notice, signed by the Executive Director, Regulations and Rulings, of the establishment of the list in the 
                                <E T="04">Federal Register</E>
                                . After the list has been established, CBP will publish a notice of revisions to the list, signed by the Executive Director, Regulations and Rulings, in the 
                                <E T="04">Federal Register</E>
                                .
                            </P>
                            <P>
                                (3) 
                                <E T="03">Disclosure to eligible persons of information appearing on detained merchandise and/or its retail packaging, including unredacted photographs, images or samples.</E>
                                 CBP will disclose information appearing on the merchandise and/or its retail packaging (including labels) and images (including photographs) of the merchandise and/or its retail packaging in its condition as presented for examination (
                                <E T="03">i.e.,</E>
                                 an unredacted condition) if CBP concludes that the disclosure of information to the eligible person as described in paragraph (b)(2)(ii) of this section would assist CBP in its determination, and provided that the disclosure would not compromise an ongoing law enforcement investigation or national security. CBP may also provide a sample of the merchandise and/or its retail packaging in its condition as presented for examination to the eligible person. The release of a sample will be in accordance with, and subject to, the bond and return requirements of paragraph (c) of this section. The disclosure may include any serial numbers, dates of manufacture, lot codes, batch numbers, universal product codes, or other identifying markings appearing on the merchandise or its retail packaging (including labels), in alphanumeric or other formats.
                            </P>
                            <P>
                                (4) 
                                <E T="03">Disclosure to eligible person of limited importation information.</E>
                                 From the time merchandise is presented for examination, CBP may disclose to the eligible person limited importation information in order to obtain assistance in determining whether an imported article violates the DMCA. CBP may release the information prior to the issuance of the notice of detention, concurrently with the notice of detention, or, if the information is unavailable at the time the notice of detention is issued, CBP may release the information after issuance of the notice of detention. The limited importation information CBP may disclose to the eligible person consists of:
                            </P>
                            <P>(i) The date of importation;</P>
                            <P>(ii) The port of entry;</P>
                            <P>(iii) The description of the merchandise, for merchandise not yet detained, from the paper or electronic equivalent of the entry (as defined in § 142.3(a)(1) or (b) of this chapter), the CBP Form 7512, cargo manifest, advance electronic information or other entry document as appropriate, or, for detained merchandise, from the notice of detention;</P>
                            <P>(iv) The quantity, for merchandise not yet detained, as declared on the paper or electronic equivalent of the entry (as defined in § 142.3(a)(1) or (b) of this chapter), the CBP Form 7512, cargo manifest, advance electronic information, or other entry document as appropriate, or, for detained merchandise, from the notice of detention; and</P>
                            <P>(v) The country of origin of the merchandise.</P>
                            <P>
                                (5) 
                                <E T="03">Disclosure to eligible person of redacted photographs, images and samples.</E>
                                 Notwithstanding the notice and seven business day response procedure of paragraph (b)(2) of this section, CBP may, in order to obtain assistance in determining whether an imported article violates the DMCA and at any time after presentation of the merchandise for examination, provide to the eligible person photographs, images, or a sample of the suspect merchandise or its retail packaging (including labels), provided that identifying information has been removed, obliterated, or otherwise obscured. Identifying information includes, but is not limited to, serial numbers, dates of manufacture, lot codes, batch numbers, universal product codes, the name or address of the manufacturer, exporter, or importer of the merchandise, or any markings that could reveal the name or address of the 
                                <PRTPAGE P="52378"/>
                                manufacturer, exporter, or importer of the merchandise, in alphanumeric or other formats. CBP may release a sample under this paragraph (b)(5) when the eligible person furnishes to CBP a bond in an amount specified by CBP and containing the conditions set forth in § 113.70(a) of this chapter. CBP may demand the return of the sample at any time. The eligible person must return the sample to CBP upon demand or at the conclusion of any examination, testing, or similar procedure performed on the sample, whichever occurs sooner. In the event that the sample is damaged, destroyed, or lost while in the possession of the eligible person, the eligible person must, in lieu of return of the sample, certify to CBP that: “The sample described as [insert description] and provided pursuant to 19 CFR 133.47(b)(5) was (damaged/destroyed/lost) during examination, testing, or other use.”
                            </P>
                            <P>
                                (c) 
                                <E T="03">Conditions of disclosure to eligible person of information appearing on detained merchandise and/or its retail packaging, including unredacted photographs, images and samples</E>
                                —(1) 
                                <E T="03">Disclosure for limited purpose of assisting CBP in DMCA determinations.</E>
                                 In accordance with paragraphs (b)(2)(ii) and (b)(3) of this section, when CBP discloses information to an eligible person prior to seizure, CBP will notify the eligible person that some or all of the information being released may be subject to the protections of the Trade Secrets Act, and that CBP is only disclosing the information to the eligible person for the purpose of assisting CBP in determining whether the merchandise violates the DMCA.
                            </P>
                            <P>
                                (2) 
                                <E T="03">Bond.</E>
                                 CBP may release a sample under paragraph (b)(3) of this section when the eligible person furnishes to CBP a bond in an amount specified by CBP and containing the conditions set forth in § 113.70(a) of this chapter. CBP may demand the return of the sample at any time. The eligible person must return the sample to CBP upon demand or at the conclusion of any examination, testing, or similar procedure performed on the sample, whichever occurs sooner. In the event that the sample is damaged, destroyed, or lost while in the possession of the eligible person, the eligible person must, in lieu of return of the sample, certify to CBP that: “The sample described as [insert description] and provided pursuant to 19 CFR 133.47(c) was (damaged/destroyed/lost) during examination, testing, or other use.”
                            </P>
                            <P>
                                (d) 
                                <E T="03">Disclosure to importer of unredacted photographs, images or samples.</E>
                                 CBP will disclose to the importer unredacted photographs, images, or an unredacted sample of imported merchandise suspected of violating the DMCA at any time after the merchandise is presented to CBP for examination. CBP may demand the return of the sample at any time. The importer must return the sample to CBP upon demand or at the conclusion of any examination, testing, or similar procedure performed on the sample, whichever occurs sooner. In the event that the sample is damaged, destroyed, or lost while in the possession of the importer, the importer must, in lieu of return of the sample, certify to CBP that: “The sample described as [insert description] and provided pursuant to 19 CFR 133.47(d) was (damaged/destroyed/lost) during examination, testing, or other use.”
                            </P>
                            <P>
                                (e) 
                                <E T="03">Seizure and disclosure to injured person of comprehensive importation information.</E>
                                 Upon a determination by CBP, made any time after the merchandise has been presented for examination, that an article of domestic or foreign manufacture imported into the United States violates the DMCA as described in paragraph (a)(2) of this section, CBP will seize such merchandise and, in the absence of written consent of the injured person (
                                <E T="03">see</E>
                                 paragraph (g) of this section), forfeit the seized merchandise in accordance with the customs laws. When merchandise is seized under this section, CBP will disclose to the injured person the following comprehensive importation information, if available, within 30 business days from the date of the notice of the seizure:
                            </P>
                            <P>(1) The date of importation;</P>
                            <P>(2) The port of entry;</P>
                            <P>(3) The description of the merchandise from the notice of seizure;</P>
                            <P>(4) The quantity as set forth in the notice of seizure;</P>
                            <P>(5) The country of origin of the merchandise;</P>
                            <P>(6) The name and address of the manufacturer;</P>
                            <P>(7) The name and address of the exporter; and</P>
                            <P>(8) The name and address of the importer.</P>
                            <P>
                                (f) 
                                <E T="03">Disclosure to injured person, following seizure, of unredacted photographs, images and samples.</E>
                                 At any time following a seizure of DMCA-violative merchandise under this section, and upon receipt of a proper request from the injured person, CBP may provide, if available, photographs, images, or a sample of the seized merchandise and its retail packaging or labels, in its condition as presented for examination, to the injured person. CBP may release a sample under this paragraph (f) when the injured party furnishes to CBP a bond in an amount specified by CBP and containing the conditions set forth in § 113.70(b) of this chapter. CBP may demand the return of the sample at any time. The injured person must return the sample to CBP upon demand or at the conclusion of the examination, testing, or other use, such as pursuit of a related civil remedy for infringement, whichever occurs sooner. In the event that the sample is damaged, destroyed, or lost while in the possession of the injured person, the injured person must, in lieu of return of the sample, certify to CBP that: “The sample described as [insert description] and provided pursuant to 19 CFR 133.47(f) was (damaged/destroyed/lost) during examination, testing, or other use.”
                            </P>
                            <P>
                                (g) 
                                <E T="03">Consent of the owner of the recorded copyright; failure to make appropriate disposition.</E>
                                 The owner of the recorded copyright, within 30 days from notification of seizure, may provide written consent to the importer allowing the importation of the seized merchandise in its condition as imported or its exportation, or other appropriate disposition. Otherwise, the merchandise will be disposed of in accordance with § 133.52, subject to the importer's right to petition for relief from forfeiture under the provisions of part 171 of this chapter.
                            </P>
                        </SECTION>
                        <SECTION>
                            <SECTNO>§ 133.48 </SECTNO>
                            <SUBJECT> Demand for redelivery of released articles</SUBJECT>
                            <P>If it is determined that articles which have been released from CBP custody are subject to the prohibitions or restrictions of this subpart, an authorized CBP official will promptly make demand for redelivery of the articles in accordance with § 141.113 of this chapter. If the articles are not redelivered to CBP custody under the terms of the bond on CBP Form 301, containing the bond conditions set forth in § 113.62 of this chapter, a claim for liquidated damages will be made in accordance with § 141.113 of this chapter.</P>
                        </SECTION>
                    </SUBPART>
                </REGTEXT>
                <SECTION>
                    <SECTNO>§ 133.51 </SECTNO>
                    <SUBJECT>[Amended]</SUBJECT>
                </SECTION>
                <REGTEXT TITLE="19" PART="133">
                    <AMDPAR>11. Amend § 133.51, in paragraph (a), by:</AMDPAR>
                    <AMDPAR>a. Adding the words ” including the DMCA,” after the words “trademark or copyright laws,”; and</AMDPAR>
                    <AMDPAR>b. Removing the citations “§ 133.24 or § 133.46” and adding in their place the citations “§ 133.24, § 133.46, or § 133.48”</AMDPAR>
                </REGTEXT>
                <SECTION>
                    <SECTNO>§ 133.52 </SECTNO>
                    <SUBJECT>[Amended]</SUBJECT>
                </SECTION>
                <REGTEXT TITLE="19" PART="133">
                    <AMDPAR>
                        12. Amend § 133.52, in paragraph (b), by adding the phrase “except as 
                        <PRTPAGE P="52379"/>
                        provided in §§ 133.42(g) and 133.47(g)” after the word “destroyed”.
                    </AMDPAR>
                </REGTEXT>
                <PART>
                    <HD SOURCE="HED">PART 148—PERSONAL DECLARATIONS AND EXEMPTIONS</HD>
                </PART>
                <REGTEXT TITLE="19" PART="148">
                    <AMDPAR>13. The general authority citation for part 148 continues and new specific authority is added for § 148.55 to read as follows:</AMDPAR>
                    <AUTH>
                        <HD SOURCE="HED">Authority: </HD>
                        <P> 19 U.S.C. 66, 1496, 1498, 1624. The provisions of this part, except for subpart C, are also issued under 19 U.S.C. 1202 (General Note 3(i), Harmonized Tariff Schedule of the United States).</P>
                    </AUTH>
                    <STARS/>
                    <EXTRACT>
                        <P>Section 148.55 also issued under 17 U.S.C. 602 and 19 U.S.C. 1526;</P>
                    </EXTRACT>
                    <STARS/>
                </REGTEXT>
                <REGTEXT TITLE="19" PART="148">
                    <AMDPAR>14. Amend § 148.55 by revising the section heading and paragraphs (a) and (c) to read as follows:</AMDPAR>
                    <SECTION>
                        <SECTNO>§ 148.55 </SECTNO>
                        <SUBJECT> Exemption for articles embodying American trademark or copyright.</SUBJECT>
                        <P>
                            (a) 
                            <E T="03">Application of exemption.</E>
                             An exemption is provided for articles bearing a counterfeit mark (as defined in § 133.21(a) of this chapter) or piratical articles (as defined in § 133.42(a) of this chapter) accompanying any person arriving in the United States which would be prohibited entry under 19 U.S.C. 1526, 15 U.S.C. 1124, or 17 U.S.C. 602. The exemption may be applied either to those piratical articles or to those articles bearing a counterfeit mark that are of foreign manufacture and bear a recorded mark owned by a citizen of, or a corporation or association created or organized within, the United States, when imported for the arriving person's personal use in the quantities provided in paragraph (c) of this section.
                        </P>
                        <STARS/>
                        <P>
                            (c) 
                            <E T="03">Quantities.</E>
                             Generally, every 30 days, persons arriving in the United States may apply the exemption to the following: one piratical article of each type, or one article of each type bearing a counterfeit mark, and/or one piratical article of each type that is also an article bearing a counterfeit mark. The Commissioner shall determine if more than one article may be entered and, with the approval of the Secretary of the Treasury, publish in the 
                            <E T="04">Federal Register</E>
                             a list of types of articles and the quantities of each entitled to the exemption. If the owner of a recorded mark or recorded copyright allows importation of more than one article normally prohibited entry under 19 U.S.C. 1526, 15 U.S.C. 1124, or 17 U.S.C. 602, the total of those articles authorized by the owner may be entered without penalty.
                        </P>
                    </SECTION>
                </REGTEXT>
                <PART>
                    <HD SOURCE="HED">PART 151—EXAMINATION, SAMPLING, AND TESTING OF MERCHANDISE</HD>
                </PART>
                <REGTEXT TITLE="19" PART="151">
                    <AMDPAR>15. The general authority citation for part 151 continues to read as follows:</AMDPAR>
                    <AUTH>
                        <HD SOURCE="HED">Authority: </HD>
                        <P>19 U.S.C. 66, 1202 (General Note 3(i) and (j), Harmonized Tariff Schedule of the United States (HTSUS), 1624;</P>
                    </AUTH>
                    <STARS/>
                </REGTEXT>
                <SECTION>
                    <SECTNO>§ 151.16 </SECTNO>
                    <SUBJECT>[Amended]</SUBJECT>
                </SECTION>
                <REGTEXT TITLE="19" PART="151">
                    <AMDPAR>16. Amend § 151.16 by:</AMDPAR>
                    <AMDPAR>a. Revising paragraphs (a) through (c);</AMDPAR>
                    <AMDPAR>b. In paragraph (d), removing the word “Customs” wherever it appears and adding in its place the term “CBP”, and removing the word “shall” wherever it appears and adding in its place the word “will”;</AMDPAR>
                    <AMDPAR>c. In paragraph (e), removing the word “Customs” and adding in its place the term “CBP”;</AMDPAR>
                    <AMDPAR>d. In paragraph (f), removing the word “Customs” wherever it appears and adding in its place the term “CBP”, and removing the word “shall” and adding in its place the word “will”;</AMDPAR>
                    <AMDPAR>e. In paragraph (g), removing the word “shall” and adding in its place the word “will”;</AMDPAR>
                    <AMDPAR>f. In paragraph (h), removing the word “Customs” and adding in its place the term “CBP”;</AMDPAR>
                    <AMDPAR>g. In paragraph (i), removing the word “Customs” and adding in its place the term “CBP”, and removing the word “shall” and adding in its place the word “will”; and</AMDPAR>
                    <AMDPAR>h. In paragraph (j), removing the word “Customs” and adding in its place the term “CBP”.</AMDPAR>
                    <P>The revisions read as follows:</P>
                    <SECTION>
                        <SECTNO>§ 151.16 </SECTNO>
                        <SUBJECT>Detention of merchandise.</SUBJECT>
                        <P>
                            (a) 
                            <E T="03">Exemptions from applicability.</E>
                             The provisions of this section are not applicable to detentions effected by CBP on behalf of other agencies of the U.S. Government in whom the determination of admissibility is vested.
                        </P>
                        <P>
                            (b) 
                            <E T="03">Decision to detain or release.</E>
                             Within five business days from the date on which merchandise is presented for CBP examination, CBP will decide whether to release or detain merchandise. Merchandise that is not released within the five business day period will be considered to be detained merchandise under 19 U.S.C. 1499(c)(1). For purposes of this section, merchandise will be considered to be presented for CBP examination when it is in a condition to be viewed and examined by a CBP officer. Mere presentation to the examining officer of a cargo van, container, or instrument of international traffic in which the merchandise to be examined is contained will not be considered to be presentation of merchandise for CBP examination for purposes of this section. Except when merchandise is examined at the public stores, the importer must pay all costs relating to the preparation and transportation of merchandise for CBP examination.
                        </P>
                        <P>
                            (c) 
                            <E T="03">Notice of detention.</E>
                             If a decision to detain merchandise is made, or the merchandise is not released within the five business day period described in paragraph (b) of this section, CBP will issue a notice to the importer or other party having an interest in such merchandise within five business days from such decision or failure to release. Issuance of a notice of detention is not to be construed as a final determination as to admissibility of the merchandise. The notice will be prepared by the CBP officer detaining the merchandise and will advise the importer or other interested party of the:
                        </P>
                        <P>(1) Initiation of the detention, including the date the merchandise was presented for examination;</P>
                        <P>(2) Specific reason for the detention;</P>
                        <P>(3) Anticipated length of the detention;</P>
                        <P>(4) Nature of the tests or inquiries to be conducted; and</P>
                        <P>(5) Nature of any information which, if supplied to CBP, may accelerate the disposition of the detention.</P>
                        <STARS/>
                    </SECTION>
                </REGTEXT>
                <PART>
                    <HD SOURCE="HED">PART 177—ADMINISTRATIVE RULINGS</HD>
                </PART>
                <REGTEXT TITLE="19" PART="177">
                    <AMDPAR>17. The authority citation for part 177 continues to read as follows:</AMDPAR>
                    <AUTH>
                        <HD SOURCE="HED">Authority:</HD>
                        <P> 5 U.S.C. 301, 19 U.S.C. 66, 1202 (General Note 3(i), Harmonized Tariff Schedule of the United States), 1502, 1624, 1625.</P>
                    </AUTH>
                </REGTEXT>
                <SECTION>
                    <SECTNO>§ 177.0 </SECTNO>
                    <SUBJECT>[Amended]</SUBJECT>
                </SECTION>
                <REGTEXT TITLE="19" PART="177">
                    <AMDPAR>18. In § 177.0 remove the words “part 133 (relating to disputed claims of piratical copying of copyrighted matter),”.</AMDPAR>
                </REGTEXT>
                <SIG>
                    <NAME>Emily K. Rick,</NAME>
                    <TITLE>Acting Director, Regulations &amp; Disclosure Law Division Regulations &amp; Rulings, Office of Trade, U.S. Customs and Border Protection. </TITLE>
                </SIG>
                  
                <FP SOURCE="FP-1">Approved:</FP>
                <SIG>
                    <NAME>Aviva R. Aron-Dine,</NAME>
                    <TITLE>Acting Assistant Secretary of the Treasury for Tax Policy. </TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13329 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 9111-14-P</BILCOD>
        </RULE>
        <RULE>
            <PREAMB>
                <PRTPAGE P="52380"/>
                <AGENCY TYPE="N">DEPARTMENT OF LABOR</AGENCY>
                <SUBAGY>Mine Safety and Health Administration</SUBAGY>
                <CFR>30 CFR Parts 56, 57, 60, 70, 71, 72, 75, and 90</CFR>
                <DEPDOC>[Docket No. MSHA-2023-0001]</DEPDOC>
                <RIN>RIN 1219-AB36</RIN>
                <SUBJECT>Lowering Miners' Exposure to Respirable Crystalline Silica and Improving Respiratory Protection; Correction</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Mine Safety and Health Administration (MSHA), Department of Labor.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Final rule; correction.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>
                        The Mine Safety and Health Administration (MSHA) is correcting typographical and printing errors in the “Lowering Miners' Exposure to Respirable Crystalline Silica and Improving Respiratory” final rule that was published in the 
                        <E T="04">Federal Register</E>
                         on April 18, 2024. The April 2024 final rule amended the Agency's existing standards to better protect miners against occupational exposure to respirable crystalline silica, a significant health hazard, and to improve respiratory protection for miners from exposure to airborne contaminants.
                    </P>
                </SUM>
                <EFFDATE>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>These corrections are effective June 24, 2024, and applicable beginning June 17, 2024.</P>
                </EFFDATE>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        S. Aromie Noe, Director, Office of Standards, Regulations, and Variances, MSHA, at: 
                        <E T="03">silicaquestions@dol.gov</E>
                         (email); 202-693-9440 (voice); or 202-693-9441 (facsimile). These are not toll-free numbers.
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>In a final rule published April 18, 2024, at 89 FR 28218, MSHA amended the Agency's existing standards to better protect miners against occupational exposure to respirable crystalline silica, a significant health hazard, and to improve respiratory protection for miners from exposure to airborne contaminants. This document corrects parts of the rule's preamble. Some general typographical errors occurred in publication, which the Office of the Federal Register was able to correct without publishing a correcting amendment, including misrepresenting a reserved paragraph (c) in § 70.208T, which was correctly incorporated into the CFR on June 17, 2024, the April rule's effective date.</P>
                <HD SOURCE="HD1">Corrections</HD>
                <P>
                    In (FR Doc. 2024-06920) appearing on page 28218 in the 
                    <E T="04">Federal Register</E>
                     of Thursday, April 18, 2024), the following corrections are made:
                </P>
                <P>
                    1. On page 28218, in the first column, the 
                    <E T="02">SUMMARY</E>
                     is corrected to read “The Mine Safety and Health Administration (MSHA) is amending its existing standards to better protect miners against occupational exposure to respirable crystalline silica, a significant health hazard, and to improve respiratory protection for miners from exposure to airborne contaminants. MSHA is establishing a uniform permissible exposure limit for respirable crystalline silica at 50 micrograms per cubic meter of air (µg/m
                    <SU>3</SU>
                    ) for a full-shift exposure, calculated as an 8-hour time-weighted average, for all miners. MSHA's final rule also includes other requirements to protect miner health, such as exposure sampling, corrective actions to be taken when a miner's exposure exceeds the permissible exposure limit, and medical surveillance for metal and nonmetal mines.”
                </P>
                <P>
                    2. On page 28264, in the first column, in the first complete paragraph, the sentence, “In general form, the relative rate model was: Rate = exp(α
                    <E T="52">0</E>
                    ) × ƒ(E), where exp(a
                    <E T="52">0</E>
                    ) is the background rate and E is the cumulative respirable crystalline silica exposure.” is corrected to read, “In general form, the relative rate model was: Rate = exp(α
                    <E T="52">0</E>
                    ) × ƒ(E), where exp (α
                    <E T="52">0</E>
                    ) is the background rate and E is the cumulative respirable crystalline silica exposure.”
                </P>
                <P>3. On page 28299, “Table VII-4: Percentage Distribution of Respirable Crystalline Silica Exposures as ISO 8-hour TWA in the Coal Industry from 2016 to 2021, by Location” is removed and “Table VII-10: Estimated Annualized Compliance Costs as Percent of Mine Revenues (in millions of 2022 dollars), by Sector” is added in its place to read as follows:</P>
                <GPOTABLE COLS="8" OPTS="L2,i1" CDEF="s50,10,10,10,10,10,10,10">
                    <TTITLE>Table VII-10—Estimated Annualized Compliance Costs as Percent of Mine Revenues (in Millions of 2022 Dollars), by Sector</TTITLE>
                    <BOXHD>
                        <CHED H="1">Mine sector</CHED>
                        <CHED H="1">
                            2019
                            <LI>revenues</LI>
                            <LI>inflated</LI>
                            <LI>to 2022</LI>
                            <LI>dollars</LI>
                        </CHED>
                        <CHED H="1">
                            Annualized costs
                            <LI>0 percent</LI>
                            <LI>discount rate</LI>
                        </CHED>
                        <CHED H="2">
                            Compliance
                            <LI>costs</LI>
                        </CHED>
                        <CHED H="2">
                            Cost as
                            <LI>% of</LI>
                            <LI>revenues</LI>
                        </CHED>
                        <CHED H="1">
                            Annualized costs
                            <LI>3 percent</LI>
                            <LI>discount rate</LI>
                        </CHED>
                        <CHED H="2">
                            Compliance
                            <LI>costs</LI>
                        </CHED>
                        <CHED H="2">
                            Cost as
                            <LI>% of</LI>
                            <LI>revenues</LI>
                        </CHED>
                        <CHED H="1">
                            Annualized costs
                            <LI>7 percent</LI>
                            <LI>discount rate</LI>
                        </CHED>
                        <CHED H="2">
                            Compliance
                            <LI>costs</LI>
                        </CHED>
                        <CHED H="2">
                            Cost as
                            <LI>% of</LI>
                            <LI>revenues</LI>
                        </CHED>
                    </BOXHD>
                    <ROW EXPSTB="07" RUL="s">
                        <ENT I="21">
                            <E T="02">30 CFR Part 60 Costs</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00">
                        <ENT I="01">
                            <E T="03">Total</E>
                        </ENT>
                        <ENT>
                            <E T="03">$124,169</E>
                        </ENT>
                        <ENT>
                            <E T="03">$87.59</E>
                        </ENT>
                        <ENT>
                            <E T="03">0.07</E>
                        </ENT>
                        <ENT>
                            <E T="03">$89.05</E>
                        </ENT>
                        <ENT>
                            <E T="03">0.07</E>
                        </ENT>
                        <ENT>
                            <E T="03">$91.07</E>
                        </ENT>
                        <ENT>
                            <E T="03">0.07</E>
                        </ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Metal/Nonmetal</ENT>
                        <ENT>95,070</ENT>
                        <ENT>80.12</ENT>
                        <ENT>0.08</ENT>
                        <ENT>81.41</ENT>
                        <ENT>0.09</ENT>
                        <ENT>83.14</ENT>
                        <ENT>0.09</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="01">Coal</ENT>
                        <ENT>29,099</ENT>
                        <ENT>7.46</ENT>
                        <ENT>0.03</ENT>
                        <ENT>7.64</ENT>
                        <ENT>0.03</ENT>
                        <ENT>7.93</ENT>
                        <ENT>0.03</ENT>
                    </ROW>
                    <ROW EXPSTB="07" RUL="s">
                        <ENT I="21">
                            <E T="02">30 CFR Part 60 + 2019 ASTM Upgrade Costs</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00">
                        <ENT I="01">
                            <E T="03">Total</E>
                        </ENT>
                        <ENT>
                            <E T="03">124,169</E>
                        </ENT>
                        <ENT>
                            <E T="03">88.77</E>
                        </ENT>
                        <ENT>
                            <E T="03">0.07</E>
                        </ENT>
                        <ENT>
                            <E T="03">90.28</E>
                        </ENT>
                        <ENT>
                            <E T="03">0.07</E>
                        </ENT>
                        <ENT>
                            <E T="03">92.39</E>
                        </ENT>
                        <ENT>
                            <E T="03">0.07</E>
                        </ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Metal/Nonmetal</ENT>
                        <ENT>95,070</ENT>
                        <ENT>80.75</ENT>
                        <ENT>0.08</ENT>
                        <ENT>82.06</ENT>
                        <ENT>0.09</ENT>
                        <ENT>83.84</ENT>
                        <ENT>0.09</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Coal</ENT>
                        <ENT>29,099</ENT>
                        <ENT>8.02</ENT>
                        <ENT>0.03</ENT>
                        <ENT>8.22</ENT>
                        <ENT>0.03</ENT>
                        <ENT>8.55</ENT>
                        <ENT>0.03</ENT>
                    </ROW>
                </GPOTABLE>
                <SIG>
                    <NAME>Christopher J. Williamson,</NAME>
                    <TITLE>Assistant Secretary of Labor for Mine Safety and Health.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13510 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4520-43-P</BILCOD>
        </RULE>
        <RULE>
            <PREAMB>
                <PRTPAGE P="52381"/>
                <AGENCY TYPE="N">DEPARTMENT OF HOMELAND SECURITY</AGENCY>
                <SUBAGY>Coast Guard</SUBAGY>
                <CFR>33 CFR Part 100</CFR>
                <DEPDOC>[Docket Number USCG-2024-0207]</DEPDOC>
                <RIN>RIN 1625-AA08</RIN>
                <SUBJECT>Special Local Regulation; Clear Lake, Clear Creek, TX</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Coast Guard, DHS.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Final rule.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>The Coast Guard is amending its regulations for annual marine events in the Sector Houston-Galveston area of responsibility. This rulemaking will prohibit persons and vessels not participating in the event from being within the specified zones unless authorized by the Captain of the Port Houston-Galveston or a designated representative.</P>
                </SUM>
                <EFFDATE>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>This rule is effective June 24, 2024.</P>
                </EFFDATE>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        To view documents mentioned in this preamble as being available in the docket, go to 
                        <E T="03">https://www.regulations.gov,</E>
                         type USCG-2024-0207 in the search box and click “Search.” Next, in the Document Type column, select “Supporting &amp; Related Material.”
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        If you have questions about this rule, call or email Lieutenant Junior Grade Linda I Duncan, Sector Houston-Galveston Waterways Management Division, U.S. Coast Guard; telephone 713-398-5823, email 
                        <E T="03">houstonwwm@uscg.mil.</E>
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <HD SOURCE="HD1">I. Table of Abbreviations</HD>
                <EXTRACT>
                    <FP SOURCE="FP-1">CFR Code of Federal Regulations</FP>
                    <FP SOURCE="FP-1">DHS Department of Homeland Security</FP>
                    <FP SOURCE="FP-1">FR Federal Register</FP>
                    <FP SOURCE="FP-1">NPRM Notice of proposed rulemaking</FP>
                    <FP SOURCE="FP-1">§ Section </FP>
                    <FP SOURCE="FP-1">U.S.C. United States Code</FP>
                </EXTRACT>
                <HD SOURCE="HD1">II. Background Information and Regulatory History</HD>
                <P>On March 4, 2024, an organization notified the Coast Guard that it will be conducting an annual high speed boat race from 8 a.m. to noon on June 21, 2024. The boat race is to be held in the waters of Clear Lake, in Clear Creek, TX. The Captain of the Port Houston-Galveston (COTP) has determined that potential hazards associated with the power boat race will be a safety concern for anyone within the Pre-Stage Zone, Approach Zone, Course Run Zone, and Shut-Down Zone before, during, and after the scheduled event. In response, on May 14, 2024, the Coast Guard published a notice of proposed rulemaking (NPRM) titled Special Local regulation; Clear Lake, Clear Creek, TX (89 FR 41914). There we stated why we issued the NPRM and invited comments on our proposed regulatory action related to this boat race. During the comment period that ended June 13, 2024, we received 1 comment.</P>
                <P>
                    Under 5 U.S.C. 553(d)(3), the Coast Guard finds that good cause exists for making this rule effective less than 30 days after publication in the 
                    <E T="04">Federal Register</E>
                    . Delaying the effective date of this rule is impracticable because immediate action is needed to respond to the potential safety hazards associated with the power boat race being held on June 21, 2024.
                </P>
                <HD SOURCE="HD1">III. Legal Authority and Need for Rule</HD>
                <P>The Coast Guard is issuing this rule under authority in 46 U.S.C. 70041 The Captain of the Port Houston-Galveston (COTP) has determined that potential hazards associated with the power boat race in Clear Lake, TX, will be a safety concern for anyone within the Pre-Stage Zone, Approach Zone, Course Run Zone, and Shut-Down Zone before, during, and after the scheduled event. This rule is needed to protect personnel, vessels, and the marine environment in the navigable waters within these areas during the power boat race.</P>
                <HD SOURCE="HD1">IV. Discussion of Comments, Changes, and the Rule</HD>
                <P>As noted above, we received one comment on our NPRM published May 14, 2024. However, the concerns were unrelated to the proposed revisions and outside the scope of Coast Guard authority. There are no changes in the regulatory text of this rule from the proposed rule in the NPRM.</P>
                <P>The COTP is establishing a special local regulation from 8 a.m. to noon on a Friday of the third week of June. The special local regulation will encompass five different zones to include the Pre-Stage Zone, Approach Zone, Course Run Zone, Shut-Down Zone, and the Spectator Zone as described below:</P>
                <P>
                    <E T="03">Pre-Stage Zone:</E>
                     This area is the pre-staging area for participating vessels to line up. It will include all waters within the following areas 29°33.13 N, 095°01.84 W thence to 29°33.12 N, 095°01.89 W thence to 29°33.23 N, 095°01.96 W thence to 29°33.13 N, 095°01.84 W.
                </P>
                <P>
                    <E T="03">Approach Zone:</E>
                      
                    <FR>1/4</FR>
                     mile distance required for participating vessels to obtain the minimum 40 mph requirement for course entry. This will be a straight line to begin at approximately 29°33.256 N, 095°01.89 W and end at approximately 29°33.33 N, 095°02.15 W.
                </P>
                <P>
                    <E T="03">Course Run Zone:</E>
                      
                    <FR>3/4</FR>
                     mile distance where participating vessels will conduct their high-speed run. This will be a straight line to begin at approximately 29°33.33 N, 095°02.16 W and end at approximately 29°33.53 N, 095°02.98 W.
                </P>
                <P>
                    <E T="03">Shut-Down Zone:</E>
                     1 mile distance where participating vessels will be allowed to slow their speeds back to an idle. This will be a straight line to begin at approximately 29°33.53 N, 095°02.98 W and end at approximately 29°33.74 N, 095°04.1 W.
                </P>
                <P>
                    <E T="03">Spectator Zone:</E>
                     All vessels that will be viewing the event will be required to stay within a designated area. The sponsor is responsible for marking the spectator zone with 4 buoys on the outer corners and ensuring that all vessels within the area are anchored and remain in the area during all ongoing high-speed runs. The following coordinates are the approximate location of the Spectator Zone: 29°33.15 N, 95°02.34 W, thence to 29°33.11 N, 95°02.35 W, thence to 29°33.21 N, 95°02.50 W, thence to 29°33.15 N, 95°02.53 W.
                </P>
                <P>No vessel or person will be permitted to enter the established zones without obtaining permission from the on-water Safety-Officer or designated representative.</P>
                <P>The term “designated representative” means Coast Guard Patrol Commanders, including Coast Guard coxswains, petty officers, and other officers operating Coast Guard vessels, and Federal, state, and local officers designated by or assisting the Captain of the Port Houston-Galveston in the enforcement of the regulated areas.</P>
                <HD SOURCE="HD1">V. Regulatory Analyses</HD>
                <P>We developed this rule after considering numerous statutes and Executive orders related to rulemaking. Below we summarize our analyses based on a number of these statutes and Executive orders, and we discuss First Amendment rights of protestors.</P>
                <HD SOURCE="HD2">A. Regulatory Planning and Review</HD>
                <P>
                    Executive Orders 12866 and 13563 direct agencies to assess the costs and benefits of available regulatory alternatives and, if regulation is necessary, to select regulatory approaches that maximize net benefits. This rule has not been designated a “significant regulatory action,” under section 3(f) of Executive Order 12866, as amended by Executive Order 14094 (Modernizing Regulatory Review). Accordingly, this rule has not been reviewed by the Office of Management and Budget (OMB).
                    <PRTPAGE P="52382"/>
                </P>
                <P>This regulatory action determination is based on the size, location, duration and time of day of the regulated area. Vessel traffic will be able to safely transit around this safety zone which will impact a small, designated area of Clear Lake for 4 hours during the morning when vessel traffic is normally low. Moreover, the Coast Guard will issue a Broadcast Notice to Mariners via VHF-FM marine channel 16 about the zone, and the rule allows vessels to seek permission to enter the zone.</P>
                <HD SOURCE="HD2">B. Impact on Small Entities</HD>
                <P>The Regulatory Flexibility Act of 1980, 5 U.S.C. 601-612, as amended, requires Federal agencies to consider the potential impact of regulations on small entities during rulemaking. The term “small entities” comprises small businesses, not-for-profit organizations that are independently owned and operated and are not dominant in their fields, and governmental jurisdictions with populations of less than 50,000. The Coast Guard received no comments from the Small Business Administration on this rulemaking. The Coast Guard certifies under 5 U.S.C. 605(b) that this rule will not have a significant economic impact on a substantial number of small entities.</P>
                <P>While some owners or operators of vessels intending to transit the safety zone may be small entities, for the reasons stated in section V.A above, this rule will not have a significant economic impact on any vessel owner or operator.</P>
                <P>
                    Under section 213(a) of the Small Business Regulatory Enforcement Fairness Act of 1996 (Pub. L. 104-121), we want to assist small entities in understanding this rule. If the rule affects your small business, organization, or governmental jurisdiction and you have questions concerning its provisions or options for compliance, please call or email the person listed in the 
                    <E T="02">FOR FURTHER INFORMATION CONTACT</E>
                     section.
                </P>
                <P>Small businesses may send comments on the actions of Federal employees who enforce, or otherwise determine compliance with, Federal regulations to the Small Business and Agriculture Regulatory Enforcement Ombudsman and the Regional Small Business Regulatory Fairness Boards. The Ombudsman evaluates these actions annually and rates each agency's responsiveness to small business. If you wish to comment on actions by employees of the Coast Guard, call 1-888-REG-FAIR (1-888-734-3247). The Coast Guard will not retaliate against small entities that question or complain about this rule or any policy or action of the Coast Guard.</P>
                <HD SOURCE="HD2">C. Collection of Information</HD>
                <P>This rule will not call for a new collection of information under the Paperwork Reduction Act of 1995 (44 U.S.C. 3501-3520).</P>
                <HD SOURCE="HD2">D. Federalism and Indian Tribal Governments</HD>
                <P>A rule has implications for federalism under Executive Order 13132, Federalism, if it has a substantial direct effect on the States, on the relationship between the National Government and the States, or on the distribution of power and responsibilities among the various levels of government. We have analyzed this rule under that Order and have determined that it is consistent with the fundamental federalism principles and preemption requirements described in Executive Order 13132.</P>
                <P>Also, this rule does not have tribal implications under Executive Order 13175, Consultation and Coordination with Indian Tribal Governments, because it does not have a substantial direct effect on one or more Indian tribes, on the relationship between the Federal Government and Indian tribes, or on the distribution of power and responsibilities between the Federal Government and Indian tribes.</P>
                <HD SOURCE="HD2">E. Unfunded Mandates Reform Act</HD>
                <P>The Unfunded Mandates Reform Act of 1995 (2 U.S.C. 1531-1538) requires Federal agencies to assess the effects of their discretionary regulatory actions. In particular, the Act addresses actions that may result in the expenditure by a State, local, or tribal government, in the aggregate, or by the private sector of $100,000,000 (adjusted for inflation) or more in any one year. Though this rule will not result in such an expenditure, we do discuss the effects of this rule elsewhere in this preamble.</P>
                <HD SOURCE="HD2">F. Environment</HD>
                <P>We have analyzed this rule under Department of Homeland Security Directive 023-01, Rev. 1, associated implementing instructions, and Environmental Planning COMDTINST 5090.1 (series), which guide the Coast Guard in complying with the National Environmental Policy Act of 1969(42 U.S.C. 4321-4370f), and have determined that this action is one of a category of actions that do not individually or cumulatively have a significant effect on the human environment. This rule involves a marine event and special local regulation lasting only 4 hours that will prohibit entry withing 100 feet of the boat course. It is categorically excluded from further review under paragraph L61 of Appendix A, Table 1 of DHS Instruction Manual 023-01-001-01, Rev. 1.</P>
                <HD SOURCE="HD2">G. Protest Activities</HD>
                <P>
                    The Coast Guard respects the First Amendment rights of protesters. Protesters are asked to call or email the person listed in the 
                    <E T="02">FOR FURTHER INFORMATION CONTACT</E>
                     section to coordinate protest activities so that your message can be received without jeopardizing the safety or security of people, places, or vessels.
                </P>
                <LSTSUB>
                    <HD SOURCE="HED">List of Subjects in 33 CFR Part 100</HD>
                    <P>Harbors, Marine Safety, Navigation (water), Reporting and recordkeeping requirements, Security measures, Waterways.</P>
                </LSTSUB>
                <P>For the reasons discussed in the preamble, the Coast Guard amends 33 CFR part 100 as follows:</P>
                <PART>
                    <HD SOURCE="HED">PART 100—SAFETY OF LIFE ON NAVIGABLE WATERS</HD>
                </PART>
                <REGTEXT TITLE="33" PART="100">
                    <AMDPAR>1. The authority citation for part 100 continues to read as follows:</AMDPAR>
                    <AUTH>
                        <HD SOURCE="HED">Authority: </HD>
                        <P>46 U.S.C. 70041; 33 CFR 1.05-1.</P>
                    </AUTH>
                </REGTEXT>
                <REGTEXT TITLE="33" PART="100">
                    <AMDPAR>2. In § 100.801, amend table 3, by adding item 7 to read as follows: </AMDPAR>
                    <SECTION>
                        <SECTNO>§ 100.801 </SECTNO>
                        <SUBJECT>Annual Marine Events in the Eighth Coast Guard District.</SUBJECT>
                        <STARS/>
                        <PRTPAGE P="52383"/>
                        <GPOTABLE COLS="4" OPTS="L1,nj,p1,7/8,i1" CDEF="s50,r50,xs60,r200">
                            <TTITLE>Table 3 of § 100.801—Sector Houston-Galveston Annual and Recurring Marine Events</TTITLE>
                            <BOXHD>
                                <CHED H="1"> </CHED>
                                <CHED H="1"> </CHED>
                                <CHED H="1"> </CHED>
                                <CHED H="1"> </CHED>
                            </BOXHD>
                            <ROW>
                                <ENT I="22"> </ENT>
                            </ROW>
                            <ROW>
                                <ENT I="28">*         *         *         *         *         *         *</ENT>
                            </ROW>
                            <ROW>
                                <ENT I="01">7. Friday of the 3rd week of June</ENT>
                                <ENT>Texas Outlaw Challenge/Offshore Thunder Productions LLC</ENT>
                                <ENT>Clear Lake, TX</ENT>
                                <ENT>All waters within 100 feet of the Pre-Stage Zone including all waters within the following areas 29°33.13 N, 095°01.84 W, thence to 29°33.12 N, 095°01.89 W, thence to 29°33.23 N, 095°01.96 W, thence to 29°33.13 N, 095°01.84 W; the Approach Zone comprised of a straight line to begin at approximately 29°33.256 N, 095°01.89 W and end at approximately 29°33.33 N, 095°02.15 W; the Course Run Zone comprised of a straight line to begin at approximately 29°33.33 N, 095°02.16 W and end at approximately 29°33.53 N, 095°02.98 W; the Shut-Down Zone comprised of a straight line to begin at approximately 29°33.53 N, 095°02.98 W and end at approximately 29°33.74 N, 095°04.1 W; and the Spectator Zone located within the following coordinates; 29°33.15 N, 95°02.34 W, thence to 29°33.11 N, 95°02.35 W, thence to 29°33.21 N, 95°02.50 W, thence to 29°33.15 N, 95°02.53 W.</ENT>
                            </ROW>
                        </GPOTABLE>
                        <STARS/>
                    </SECTION>
                </REGTEXT>
                <SIG>
                    <NAME>Keith M. Donohue,</NAME>
                    <TITLE>Captain, U.S. Coast Guard, Captain of the Port, Sector Houston-Galveston.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13747 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 9110-04-P</BILCOD>
        </RULE>
        <RULE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF HOMELAND SECURITY</AGENCY>
                <SUBAGY>Coast Guard</SUBAGY>
                <CFR>33 CFR Part 165</CFR>
                <DEPDOC>[Docket Number USCG-2024-0552]</DEPDOC>
                <RIN>RIN 1625-AA00</RIN>
                <SUBJECT>Safety Zone; M/V DALI, Transit From the Maryland/Virginia Line, Chesapeake Bay, Thimble Shoal Channel, Norfolk Harbor, and Elizabeth River, Norfolk, VA</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Coast Guard, DHS.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Temporary final rule.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>The Coast Guard is establishing a temporary safety zone for waters of the Chesapeake Bay, Thimble Shoal Channel, a portion of Norfolk Harbor, and a portion of the Elizabeth River. This action is necessary to protect personnel, vessels, and the marine environment from potential hazards created by the M/V Dali as it is transiting from the Port of Baltimore to Norfolk, Va. Entry of vessels or persons into this zone is prohibited unless specifically authorized by the Captain of the Port, Sector Virginia.</P>
                </SUM>
                <EFFDATE>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>This rule is effective from June 22, 2024, through June 28, 2024, during such times as the M/V Dali is in transit to facilities in the Port of Virginia. For the purposes of enforcement, actual notice will be used from June 22, 2024, until June 24, 2024.</P>
                </EFFDATE>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        To view documents mentioned in this preamble as being available in the docket, go to 
                        <E T="03">https://www.regulations.gov,</E>
                         type USCG-2024-0552 in the search box and click “Search.” Next, in the Document Type column, select “Supporting &amp; Related Material.”
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        If you have questions about this rule, call or email CDR Patrick Grizzle, Sector Virginia, Prevention Department, U.S. Coast Guard, Telephone: 757-668-5580, email: 
                        <E T="03">VirginiaWaterways@uscg.mil.</E>
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <HD SOURCE="HD1">I. Table of Abbreviations</HD>
                <FP SOURCE="FP-1">CFR Code of Federal Regulations</FP>
                <FP SOURCE="FP-1">DHS Department of Homeland Security</FP>
                <FP SOURCE="FP-1">FR Federal Register</FP>
                <FP SOURCE="FP-1">NPRM Notice of proposed rulemaking</FP>
                <FP SOURCE="FP-1">§ Section </FP>
                <FP SOURCE="FP-1">U.S.C. United States Code</FP>
                <HD SOURCE="HD1">II. Background Information and Regulatory History</HD>
                <P>On March 26, 2024, the M/V Dali lost propulsion and allided with the Francis Scott Key Bridge in the Chesapeake Bay, near the Port of Baltimore, causing the bridge to collapse upon it. See 89 FR 24385 (April 8, 2024) for additional details about the allision. More recently, the Maryland Pilots Association, LLC has notified the Coast Guard that the M/V Dali will be transiting from the Port of Baltimore to Norfolk, Va. for repairs. The vessel transit is taking place with the assistance of multiple tugboats and will be subject to a safety zone issued by the Captain of the Port (COTP), Sector Maryland-National Capital Region. It is anticipated that the vessel will arrive in Virginia waters on June 22, 2024 and that it will reach Norfolk on June 22, 2024, but these dates are subject to change. Given both the damage to the vessel from the allision, and the vessel's mechanical history, including the loss of propulsion which led to the allision, a 500-yard safety zone will abut the safety zone in Maryland waters to be enforced during the transit within Virginia waters.</P>
                <P>The Coast Guard is issuing this temporary rule under authority in 5 U.S.C. 553(b)(B). This statutory provision authorizes an agency to issue a rule without prior notice and opportunity to comment when the agency for good cause finds that those procedures are “impracticable, unnecessary, or contrary to the public interest.” The Coast Guard finds that good cause exists for not publishing a notice of proposed rulemaking (NPRM) with respect to this rule because doing so would be impracticable and contrary to public interest. There is insufficient time to provide notice of a proposed rule, take and consider comments, and publish a final rule before June 22, when the rule must be in effect to provide for safety in the navigable waters around the M/V Dali as it arrives in waters subject to this safety zone in transit to Norfolk, Virginia.</P>
                <P>
                    Also, under 5 U.S.C. 553(d)(3), the Coast Guard finds that good cause exists for making this rule effective less than 30 days after publication in the 
                    <E T="04">Federal Register</E>
                    . Delaying the effective date of this rule would be impracticable because prompt action is needed to respond to the dangers associated with the transit of the M/V DALI.
                </P>
                <HD SOURCE="HD1">III. Legal Authority and Need for Rule</HD>
                <P>The Coast Guard is issuing this rule under authority in 46 U.S.C. 70034. The COTP, Sector Virginia has determined that potential hazards associated with the transit of the M/V DALI will be a safety concern for anyone within a 500-yard radius of the vessel due to its limited ability to maneuver. This rule is needed to protect personnel, vessels, and the marine environment in the navigable waters within the safety zone while the M/V DALI transits through the waters of the COTP Zone, Sector Virginia enroute from the Port of Baltimore to the Port of Norfolk.</P>
                <HD SOURCE="HD1">IV. Discussion of the Rule</HD>
                <P>
                    This rule establishes a safety zone from June 22, 2024, to June 28, 2024. The safety zone will cover all navigable waters within 500 yards of the M/V DALI while in transit within waters of the COTP Zone, Sector Virginia, from Baltimore to Norfolk. The dates of the safety zone were chosen to protect 
                    <PRTPAGE P="52384"/>
                    personnel, vessels, and the marine environment in the navigable waters of the Sector Virginia, COTP Zone before, during, and after the scheduled transit. No vessel or person will be permitted to enter the safety zone without obtaining permission from the COTP or a designated representative.
                </P>
                <HD SOURCE="HD1">V. Regulatory Analyses</HD>
                <P>We developed this rule after considering numerous statutes and Executive orders related to rulemaking. Below we summarize our analyses based on a number of these statutes and Executive orders, and we discuss First Amendment rights of protestors.</P>
                <HD SOURCE="HD2">A. Regulatory Planning and Review</HD>
                <P>Executive Orders 12866 and 13563 direct agencies to assess the costs and benefits of available regulatory alternatives and, if regulation is necessary, to select regulatory approaches that maximize net benefits. This rule has not been designated a “significant regulatory action,” under section 3(f) of Executive Order 12866, as amended by Executive Order 14094 (Modernizing Regulatory Review). Accordingly, this rule has not been reviewed by the Office of Management and Budget (OMB).</P>
                <P>This regulatory action determination is based on the size, location, duration, and time-of-day of the safety zone. Vessel traffic will be able to safely transit around this safety zone while the vessel transits from Baltimore to Norfolk. Moreover, the Coast Guard would issue a Broadcast Notice to Mariners via VHF-FM marine channel 16 about the zone, and the rule would allow vessels to seek permission to enter the zone.</P>
                <HD SOURCE="HD2">B. Impact on Small Entities</HD>
                <P>
                    Because the Coast Guard has determined that this final rule is exempt from notice and comment rulemaking requirements, the provisions of the Regulatory Flexibility Act (5 U.S.C. 601 
                    <E T="03">et seq.</E>
                    ) do not apply to this action.
                </P>
                <HD SOURCE="HD2">C. Collection of Information</HD>
                <P>This rule will not call for a new collection of information under the Paperwork Reduction Act of 1995 (44 U.S.C. 3501-3520).</P>
                <HD SOURCE="HD2">D. Federalism and Indian Tribal Governments</HD>
                <P>A rule has implications for federalism under Executive Order 13132, Federalism, if it has a substantial direct effect on the States, on the relationship between the National Government and the States, or on the distribution of power and responsibilities among the various levels of government. We have analyzed this rule under that Order and have determined that it is consistent with the fundamental federalism principles and preemption requirements described in Executive Order 13132.</P>
                <P>Also, this rule does not have tribal implications under Executive Order 13175, Consultation and Coordination with Indian Tribal Governments, because it does not have a substantial direct effect on one or more Indian tribes, on the relationship between the Federal Government and Indian tribes, or on the distribution of power and responsibilities between the Federal Government and Indian tribes.</P>
                <HD SOURCE="HD2">E. Unfunded Mandates Reform Act</HD>
                <P>The Unfunded Mandates Reform Act of 1995 (2 U.S.C. 1531-1538) requires Federal agencies to assess the effects of their discretionary regulatory actions. In particular, the Act addresses actions that may result in the expenditure by a State, local, or tribal government, in the aggregate, or by the private sector of $100,000,000 (adjusted for inflation) or more in any one year. Though this rule will not result in such an expenditure, we do discuss the effects of this rule elsewhere in this preamble.</P>
                <HD SOURCE="HD2">F. Environment</HD>
                <P>
                    We have analyzed this rule under Department of Homeland Security Directive 023-01, Rev. 1, associated implementing instructions, and Environmental Planning COMDTINST 5090.1 (series), which guide the Coast Guard in complying with the National Environmental Policy Act of 1969 (42 U.S.C. 4321-4370f), and have determined that this action is one of a category of actions that do not individually or cumulatively have a significant effect on the human environment. This rule involves a 500-yard moving safety zone around a vessel. It is categorically excluded from further review under paragraph L60(c) of Appendix A, Table 1 of DHS Instruction Manual 023-01-001-01, Rev. 1. A Record of Environmental Consideration supporting this determination is available in the docket. For instructions on locating the docket, see the 
                    <E T="02">ADDRESSES</E>
                     section of this preamble.
                </P>
                <HD SOURCE="HD2">G. Protest Activities</HD>
                <P>
                    The Coast Guard respects the First Amendment rights of protesters. Protesters are asked to call or email the person listed in the 
                    <E T="02">FOR FURTHER INFORMATION CONTACT</E>
                     section to coordinate protest activities so that your message can be received without jeopardizing the safety or security of people, places, or vessels.
                </P>
                <LSTSUB>
                    <HD SOURCE="HED">List of Subjects in 33 CFR Part 165</HD>
                    <P>Harbors, Marine safety, Navigation (water), Reporting and recordkeeping requirements, Security measures, Waterways.</P>
                </LSTSUB>
                <P>For the reasons discussed in the preamble, the Coast Guard amends 33 CFR part 165 as follows:</P>
                <REGTEXT TITLE="33" PART="165">
                    <PART>
                        <HD SOURCE="HED">PART 165—REGULATED NAVIGATION AREAS AND LIMITED ACCESS AREAS</HD>
                    </PART>
                    <AMDPAR>1. The authority citation for part 165 continues to read as follows:</AMDPAR>
                </REGTEXT>
                <REGTEXT TITLE="33" PART="165">
                    <AUTH>
                        <HD SOURCE="HED">Authority: </HD>
                        <P>46 U.S.C. 70034, 70051, 70124; 33 CFR 1.05-1, 6.04-1, 6.04-6, and 160.5; Department of Homeland Security Delegation No. 00170.1, Revision No. 01.3.</P>
                    </AUTH>
                    <AMDPAR>2. Add § 165.T05-0552 to read as follows:</AMDPAR>
                    <SECTION>
                        <SECTNO>§ 165.T05-0552 </SECTNO>
                        <SUBJECT>Safety Zone; M/V DALI, Transit from the Maryland/Virginia Line, Chesapeake Bay, Thimble Shoal Channel, Norfolk Harbor, and Elizabeth River, Norfolk, VA</SUBJECT>
                        <P>
                            (a) 
                            <E T="03">Location.</E>
                             The following area is a safety zone: All waters of the Chesapeake Bay, Thimble Shoal Channel, Norfolk Harbor, and Elizabeth River within 500 yards of the M/V Dali while it is transiting within Virginia waters.
                        </P>
                        <P>
                            (b) 
                            <E T="03">Definitions.</E>
                             As used in this section, 
                            <E T="03">designated representative</E>
                             means a Coast Guard Patrol Commander, including a Coast Guard coxswain, petty officer, or other officer operating a Coast Guard vessel and a Federal, State, and local officer designated by or assisting the Captain of the Port Virginia (COTP) in the enforcement of the safety zone.
                        </P>
                        <P>
                            (c) 
                            <E T="03">Regulations.</E>
                             (1) Under the general safety zone regulations in subpart C of this part, you may not enter the safety zone described in paragraph (a) of this section unless authorized by the COTP or the COTP's designated representative.
                        </P>
                        <P>(2) To seek permission to enter, contact the COTP or the COTP's representative by VHF-FM Channel 16. Those in the safety zone must comply with all lawful orders or directions given to them by the COTP or the COTP's designated representative.</P>
                        <P>
                            (d) 
                            <E T="03">Enforcement officials.</E>
                             The U.S. Coast Guard may be assisted in the patrol and enforcement of the safety zone by Federal, State, and local agencies.
                        </P>
                        <P>
                            (e) 
                            <E T="03">Enforcement period.</E>
                             This section will be enforced from June 22, 2024 through June 28, 2024, during inbound transit of the M/V Dali to the Port of Norfolk.
                        </P>
                    </SECTION>
                </REGTEXT>
                <SIG>
                    <PRTPAGE P="52385"/>
                    <DATED>Dated: June 20, 2024.</DATED>
                    <NAME>J.A. Stockwell,</NAME>
                    <TITLE>Captain, U.S. Coast Guard, Captain of the Port Sector Virginia.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13907 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 9110-04-P</BILCOD>
        </RULE>
        <RULE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF HOMELAND SECURITY</AGENCY>
                <SUBAGY>Coast Guard</SUBAGY>
                <CFR>33 CFR Part 165</CFR>
                <DEPDOC>[Docket No. USCG-2024-0444]</DEPDOC>
                <SUBJECT>Annual Firework Displays and Other Events in the Eighth Coast Guard District Requiring Safety Zones</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Coast Guard, DHS.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notification of enforcement of regulation.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>The Coast Guard will enforce regulations for annual fireworks display in the Eighth Coast Guard District to provide for the safety of life on navigable waterways on July 4, 2024. Our regulation for annual fireworks displays within the Eighth Coast Guard District identifies the regulated area for this event (Red, White, Blue, and You Fireworks Display/City of Lake Charles) in Lake Charles, LA. Entry of vessels or persons into this zone is prohibited unless specifically authorized by the Captain of the Port, Marine Safety Unit Port Arthur.</P>
                </SUM>
                <EFFDATE>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>The regulations in 33 CFR 165.801 will be enforced for Lake Charles Red, White, Blue, and You in Table 3 to § 165.801, Item number 7 from 9 to 10 p.m. on July 4, 2024.</P>
                </EFFDATE>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        If you have questions about this notification of enforcement, call or email Lieutenant Mache Mason, U.S. Coast Guard; telephone 337-912-0073, email 
                        <E T="03">msulcwwm@uscg.mil.</E>
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>
                    The Coast Guard will enforce regulations in 33 CFR 165.801 for the Red, White, Blue, and You Fireworks Display/City of Lake Charles safety zone from 9 to 10 p.m. on July 4, 2024. This action is being taken due to the potential hazards associated with the fireworks display at this location that are a safety concern for spectator craft and vessels in the vicinity of the designated fireworks launch location. Table 3 of §  165.801, Item number 7 specifies the approximate location of the safety zone, which is in Lake Charles, LA. As provided in paragraph (a) of §  165.801, entry into this zone is prohibited unless authorized by the Captain of the Port or a designated representative. In addition to this notification of enforcement in the 
                    <E T="04">Federal Register</E>
                    , the Coast Guard plans to provide notification of this enforcement period via local notice to mariners and marine information broadcasts.
                </P>
                <SIG>
                    <DATED>Dated: June 18, 2024.</DATED>
                    <NAME>A.R. Migliorini,</NAME>
                    <TITLE>Captain, U.S. Coast Guard, Captain of the Port Marine Safety Unit Port Arthur.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13782 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 9110-04-P</BILCOD>
        </RULE>
        <RULE>
            <PREAMB>
                <AGENCY TYPE="N">POSTAL SERVICE</AGENCY>
                <CFR>39 CFR Part 20</CFR>
                <SUBJECT>International Mailing Services: Price Changes</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>
                        Postal Service
                        <E T="51">TM</E>
                        .
                    </P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Final action.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>
                        On April 9, 2024, the Postal Service published notice of mailing services price adjustments with the Postal Regulatory Commission (PRC). The PRC concluded that the price adjustments contained in the Postal Service's notification may go into effect on July 14, 2024. The Postal Service will revise Notice 123, 
                        <E T="03">Price List,</E>
                         to reflect the new mailing services prices.
                    </P>
                </SUM>
                <EFFDATE>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Effective July 14, 2024.</P>
                </EFFDATE>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>Dale Kennedy at 202-268-6592 or Kathy Frigo at 202-268-4178.</P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <HD SOURCE="HD1">I. Proposed Rule and Response</HD>
                <P>
                    On April 9, 2024, the Postal Service filed a notice with the PRC in Docket No. R2024-2 of mailing services price adjustments to be effective on July 14, 2024. On April 17, 2024, the Postal Service published notification of proposed price changes in the 
                    <E T="04">Federal Register</E>
                     entitled “International Mailing Services: Proposed Price Changes” (89 FR 27403). The notification included the price changes that the Postal Service would adopt for certain services covered by 
                    <E T="03">Mailing Standards of the United States Postal Service,</E>
                     International Mail Manual (IMM®) and publish in Notice 123, 
                    <E T="03">Price List,</E>
                     on Postal Explorer® at 
                    <E T="03">pe.usps.com.</E>
                     The Postal Service received no comments.
                </P>
                <HD SOURCE="HD1">II. Order of the Postal Regulatory Commission</HD>
                <P>
                    In PRC Order No. 7155 issued on May 30, 2024, in PRC Docket No. R2024-2, the PRC concluded that the international prices in the Postal Service's notice in Docket No. R2024-2 may go into effect on July 14, 2024. The new prices will be posted accordingly in Notice 123, 
                    <E T="03">Price List,</E>
                     on Postal Explorer at 
                    <E T="03">pe.usps.com.</E>
                </P>
                <HD SOURCE="HD1">III. Summary of Changes</HD>
                <HD SOURCE="HD2">First-Class Mail International</HD>
                <P>The price for a single-piece postcard will be $1.65 worldwide, The First-Class Mail International® (FCMI) letter nonmachinable will be $0.46. The FCMI single-piece letter and flat prices will be as follows:</P>
                <GPOTABLE COLS="5" OPTS="L2,i1" CDEF="s50,12,12,12,12">
                    <TTITLE>Letters</TTITLE>
                    <BOXHD>
                        <CHED H="1">
                            Weight not over
                            <LI>(oz.)</LI>
                        </CHED>
                        <CHED H="1">Price groups</CHED>
                        <CHED H="2">1</CHED>
                        <CHED H="2">2</CHED>
                        <CHED H="2">3-5</CHED>
                        <CHED H="2">6-9</CHED>
                    </BOXHD>
                    <ROW>
                        <ENT I="03">1</ENT>
                        <ENT>$1.65</ENT>
                        <ENT>$1.65</ENT>
                        <ENT>$1.65</ENT>
                        <ENT>$1.65</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">2</ENT>
                        <ENT>1.65</ENT>
                        <ENT>2.50</ENT>
                        <ENT>2.98</ENT>
                        <ENT>2.98</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">3</ENT>
                        <ENT>2.36</ENT>
                        <ENT>3.30</ENT>
                        <ENT>4.36</ENT>
                        <ENT>4.36</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">3.5</ENT>
                        <ENT>3.02</ENT>
                        <ENT>4.14</ENT>
                        <ENT>5.75</ENT>
                        <ENT>5.75</ENT>
                    </ROW>
                </GPOTABLE>
                <GPOTABLE COLS="5" OPTS="L2,i1" CDEF="s50,12,12,12,12">
                    <TTITLE>Flats</TTITLE>
                    <BOXHD>
                        <CHED H="1">
                            Weight not over
                            <LI>(oz.)</LI>
                        </CHED>
                        <CHED H="1">Price groups</CHED>
                        <CHED H="2">1</CHED>
                        <CHED H="2">2</CHED>
                        <CHED H="2">3-5</CHED>
                        <CHED H="2">6-9</CHED>
                    </BOXHD>
                    <ROW>
                        <ENT I="03">1</ENT>
                        <ENT>$3.15</ENT>
                        <ENT>$3.15</ENT>
                        <ENT>$3.15</ENT>
                        <ENT>$3.15</ENT>
                    </ROW>
                    <ROW>
                        <PRTPAGE P="52386"/>
                        <ENT I="03">2</ENT>
                        <ENT>3.55</ENT>
                        <ENT>4.22</ENT>
                        <ENT>4.48</ENT>
                        <ENT>4.48</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">3</ENT>
                        <ENT>3.86</ENT>
                        <ENT>5.16</ENT>
                        <ENT>5.78</ENT>
                        <ENT>5.78</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">4</ENT>
                        <ENT>4.12</ENT>
                        <ENT>6.13</ENT>
                        <ENT>7.11</ENT>
                        <ENT>7.11</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">5</ENT>
                        <ENT>4.43</ENT>
                        <ENT>7.09</ENT>
                        <ENT>8.41</ENT>
                        <ENT>8.41</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">6</ENT>
                        <ENT>4.73</ENT>
                        <ENT>8.03</ENT>
                        <ENT>9.71</ENT>
                        <ENT>9.71</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">7</ENT>
                        <ENT>5.02</ENT>
                        <ENT>9.01</ENT>
                        <ENT>11.01</ENT>
                        <ENT>11.01</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">8</ENT>
                        <ENT>5.32</ENT>
                        <ENT>9.96</ENT>
                        <ENT>12.31</ENT>
                        <ENT>12.31</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">12</ENT>
                        <ENT>6.79</ENT>
                        <ENT>12.03</ENT>
                        <ENT>14.92</ENT>
                        <ENT>14.92</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">15.994</ENT>
                        <ENT>8.27</ENT>
                        <ENT>14.10</ENT>
                        <ENT>17.53</ENT>
                        <ENT>17.53</ENT>
                    </ROW>
                </GPOTABLE>
                <HD SOURCE="HD2">International Extra Services and Fees</HD>
                <P>The Postal Service will increase prices for certain market dominant international extra services as noted:</P>
                <P>
                    • 
                    <E T="03">Certificate of Mailing</E>
                     service: Fees for certificate of mailing service for FCMI will increase as follows:
                </P>
                <GPOTABLE COLS="2" OPTS="L2,i1" CDEF="s150,12">
                    <TTITLE>Certificate of Mailing</TTITLE>
                    <BOXHD>
                        <CHED H="1"> </CHED>
                        <CHED H="1">Fee</CHED>
                    </BOXHD>
                    <ROW>
                        <ENT I="22">Individual pieces:</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Individual article (PS Form 3817) First-Class Mail International only</ENT>
                        <ENT>$2.10</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Duplicate copy of PS Form 3817 or PS Form 3665 (per page) First-Class Mail International only</ENT>
                        <ENT>2.10</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Firm mailing sheet (PS Form 3665), per piece (minimum 3) First-Class Mail International only</ENT>
                        <ENT>0.61</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="22">Bulk quantities:</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">For first 1,000 pieces (or fraction thereof) First-Class Mail International only</ENT>
                        <ENT>11.65</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Each additional 1,000 pieces (or fraction thereof) First-Class Mail International only</ENT>
                        <ENT>1.52</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Duplicate copy of PS Form 3606 First-Class Mail International only</ENT>
                        <ENT>2.10</ENT>
                    </ROW>
                </GPOTABLE>
                <P>
                    • 
                    <E T="03">Registered Mail Service:</E>
                     The fee for international Registered Mail® service for FCMI will increase to $21.75.
                </P>
                <P>
                    • 
                    <E T="03">Return Receipt Service:</E>
                     The fee for international return receipt service for FCMI will increase to $6.10.
                </P>
                <P>
                    • 
                    <E T="03">Customs Clearance and Delivery Fee:</E>
                     The Customs Clearance and Fee per dutiable item for Inbound Letter Post letters and flat will increase to $8.85.
                </P>
                <P>
                    • 
                    <E T="03">International Business Reply Mail Service:</E>
                     The price for International Business Reply Mail® Service (IBRS) cards will increase to $2.30, and the price for IBRS envelopes (up to 2 ounces) will increase to $2.85.
                </P>
                <P>
                    New prices will be listed in the updated Notice 123, 
                    <E T="03">Price List.</E>
                </P>
                <SIG>
                    <NAME>Sarah Sullivan,</NAME>
                    <TITLE>Attorney, Ethics and Legal Compliance.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13762 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 7710-12-P</BILCOD>
        </RULE>
        <RULE>
            <PREAMB>
                <AGENCY TYPE="N">ENVIRONMENTAL PROTECTION AGENCY</AGENCY>
                <CFR>40 CFR Part 312</CFR>
                <DEPDOC>[EPA-HQ-OLEM-2024-0097; FRL-11691-01-OLEM]</DEPDOC>
                <SUBJECT>Standards and Practices for All Appropriate Inquiries</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Environmental Protection Agency (EPA).</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Final rule.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>EPA is taking final action to amend the “Standards and Practices for All Appropriate Inquiries” to reference a standard practice recently made available by ASTM International, a widely recognized standards development organization. Specifically, EPA is amending the All Appropriate Inquiries Rule to reference ASTM International's E2247-23 “Standard Practice for Environmental Site Assessments: Phase I Environmental Site Assessment Process for Forestland or Rural Property” and allow for its use to satisfy the requirements for conducting all appropriate inquiries under the Comprehensive Environmental Response, Compensation, and Liability Act. In addition, EPA will remove after one year, from the All Appropriate Inquiries Rule, recognition of the previous version of that standard, ASTM E2247-16, as compliant with the All Appropriate Inquiries Rule.</P>
                </SUM>
                <EFFDATE>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>This rule is effective on August 23, 2024.</P>
                </EFFDATE>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        For more detailed information on specific aspects of this rule, contact Patricia Overmeyer, Office of Brownfields and Land Revitalization (5105T), U.S. Environmental Protection Agency, 1200 Pennsylvania Avenue NW, Washington, DC 20460-0002, 202-566-2774, or 
                        <E T="03">Overmeyer.patricia@epa.gov.</E>
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>Throughout this document, “we,” “us,” and “our” refer to the EPA.</P>
                <HD SOURCE="HD1">Table of Contents</HD>
                <EXTRACT>
                    <FP SOURCE="FP-2">I. Does this action apply to me?</FP>
                    <FP SOURCE="FP-2">II. Statutory Authority</FP>
                    <FP SOURCE="FP-2">III. Background</FP>
                    <FP SOURCE="FP-2">IV. Summary of Comments</FP>
                    <FP SOURCE="FP-2">V. What action is EPA taking?</FP>
                    <FP SOURCE="FP-2">VI. Statutory and Executive Order Reviews</FP>
                </EXTRACT>
                <HD SOURCE="HD1">I. Does this action apply to me?</HD>
                <P>
                    This action offers certain parties the option of using an available industry standard to conduct all appropriate inquiries. Parties purchasing potentially contaminated properties will be able to 
                    <PRTPAGE P="52387"/>
                    use the ASTM E2247-23 standard practice to comply with the all appropriate inquiries requirements of the Comprehensive Environmental Response, Compensation, and Liability Act (CERCLA). This action will not require any entity to use this standard. Any party who wants to claim protection from liability under one of CERCLA's landowner liability protections may follow the regulatory requirements of the All Appropriate Inquiries Rule at 40 CFR part 312, use ASTM's E1527-21 “Standard Practice for Environmental Site Assessments: Phase I Environmental Site Assessment Process,” or use the standard recognized by this action, the ASTM E2247-23 standard.
                </P>
                <P>Entities potentially affected by this action, or who may choose to use the newly referenced ASTM standard to perform all appropriate inquiries, include public and private parties who, as bona fide prospective purchasers, contiguous property owners, or innocent landowners, are purchasing potentially contaminated properties and wish to establish a limitation on CERCLA liability in conjunction with the property purchase. In addition, any entity conducting a site characterization or assessment on a property with a brownfields grant awarded under CERCLA section 104(k)(2)(B)(ii) may be affected by this action. This includes state, local, and Tribal governments that receive brownfields site assessment grants. A summary of the potentially affected industry sectors (by North American Industry Classification System (NAICS) codes) is displayed in the table below.</P>
                <GPOTABLE COLS="2" OPTS="L2,tp0,i1" CDEF="s25,15">
                    <TTITLE> </TTITLE>
                    <BOXHD>
                        <CHED H="1">Industry category</CHED>
                        <CHED H="1">NAICS code</CHED>
                    </BOXHD>
                    <ROW>
                        <ENT I="01">Real Estate</ENT>
                        <ENT>531</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Insurance</ENT>
                        <ENT>52412</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Banking/Real Estate Credit</ENT>
                        <ENT>522292</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Environmental Consulting Services</ENT>
                        <ENT>54162</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">State, Local and Tribal Government</ENT>
                        <ENT>926110, 925120</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Federal Government</ENT>
                        <ENT>925120, 921190, 924120</ENT>
                    </ROW>
                </GPOTABLE>
                <P>
                    The list of potentially affected entities in the above table may not be exhaustive. Our aim is to provide a guide for readers regarding those entities that EPA is aware potentially could be affected by this action. However, this action may affect other entities not listed in the table. If you have questions regarding the applicability of this action to a particular entity, consult the person listed in the 
                    <E T="02">FOR FURTHER INFORMATION CONTACT</E>
                     section of this document.
                </P>
                <HD SOURCE="HD1">IV. Statutory Authority</HD>
                <P>This rule amends the All Appropriate Inquiries Rule that sets Federal standards for the conduct of “all appropriate inquiries” at 40 CFR part 312. The All Appropriate Inquiries Rule sets forth standards and practices necessary for fulfilling the requirements of CERCLA section 101(35)(B) as required to obtain certain CERCLA liability protections and for conducting site characterizations and assessments with the use of brownfields grants per CERCLA section 104(k)(2)(B)(ii).</P>
                <HD SOURCE="HD1">V. Background</HD>
                <P>On January 11, 2002, President Bush signed the Small Business Liability Relief and Brownfields Revitalization Act (“the Brownfields Amendments”). In general, the Brownfields Amendments to CERCLA provide funds to assess and cleanup brownfields sites; clarify existing and establish new CERCLA liability provisions related to certain types of owners of contaminated properties; and provide funding to establish or enhance State and Tribal cleanup programs. The Brownfields Amendments revised some of the provisions of CERCLA section 101(35) and limited liability under section 107 for bona fide prospective purchasers and contiguous property owners, in addition to clarifying the requirements necessary to establish the innocent landowner liability protection under CERCLA. The Brownfields Amendments clarified the requirement that parties purchasing potentially contaminated property undertake “all appropriate inquiries” into prior ownership and use of property before purchasing the property to qualify for protection from CERCLA liability.</P>
                <P>The 2002 Brownfields Amendments to CERCLA required EPA to develop regulations establishing standards and practices for how to conduct all appropriate inquiries. EPA promulgated regulations that set standards and practices for all appropriate inquiries on November 1, 2005 (70 FR 66070). In the regulation, EPA referenced, and recognized as compliant with the rule, the ASTM E1527-05 “Standard Practice for Environmental Site Assessments: Phase I Environmental Site Assessment Standard Process.” In December 2008, EPA used a direct final rule to amend the All Appropriate Inquiries Rule to recognize another ASTM standard as compliant, ASTM E2247-08 “Standard Practice for Environmental Site Assessments: Phase I Environmental Site Assessment Process for Forestland or Rural Property.” Both standards, the ASTM E1527-05 and the ASTM E2247-08, were subsequently revised by ASTM International, and the revised versions were referenced by EPA as compliant with the All Appropriate Inquiries Rule. EPA referenced the ASTM E1527-13 standard on August 15, 2013 (78 FR 49690), referenced the ASTM E1527-21 Standard on December 15, 2022 (87 FR 76578), and referenced the ASTM E2247-16 standard on September 15, 2017 (82 FR 43310). Currently, the All Appropriate Inquiries Rule (40 CFR part 312) allows for the use of the ASTM E1527-21 standard or the ASTM E2247-16 standard to conduct all appropriate inquiries, in lieu of following requirements included in the Rule.</P>
                <P>Recently, ASTM International published a revised standard for conducting Phase I environmental site assessments for forestland or rural properties. This standard, ASTM E2247-23, “Standard Practice for Environmental Site Assessments: Phase I Environmental Site Assessment Process for Forestland or Rural Properties,” was reviewed by EPA, and determined by EPA to be compliant with the requirements of the All Appropriate Inquiries Rule.</P>
                <P>On March 12, 2024, EPA published a proposed rule (89 FR 17804) to amend the All Appropriate Inquiries Rule to reference ASTSM E2247-23 “Standard Practice for Environmental Site Assessments: Phase I Environmental Site Assessment Process for Forestland or Rural Properties,” and allow for its use to satisfy the requirements of the All Appropriate Inquiries Rule. In this document, EPA is finalizing the amendment to the All Appropriate Inquiries Rule to reference the revised ASTM E2247-23 standard. Recognition of the ASTM E2247-16 standard practice will be sunset one year following the publication of this action.</P>
                <HD SOURCE="HD1">IV. Summary of Comments</HD>
                <P>EPA received no comments on the proposed rule published on March 12, 2024.</P>
                <HD SOURCE="HD1">V. What action is EPA taking?</HD>
                <P>This rule amends the All Appropriate Inquiries Rule to allow for the use of the recently revised ASTM E2247-23 standard to conduct all appropriate inquiries as required under CERCLA for establishing the bona fide prospective purchaser, contiguous property owner, and innocent landowner liability protections.</P>
                <P>
                    With this action, parties seeking liability relief under CERCLA's landowner liability protections, as well as recipients of brownfields grants for conducting site assessments, will be considered in compliance with the 
                    <PRTPAGE P="52388"/>
                    requirements for all appropriate inquiries if such parties comply with the procedures provided in the ASTM E2247-23, “Standard Practice for Environmental Site Assessments: Phase I Environmental Site Assessment Process for Forestland or Rural Property.” EPA made the determination that the ASTM E2247-23 Standard is compliant with the All Appropriate Inquiries regulation after reviewing the elements of the ASTM standard practice and comparing them to the requirements set forth in the All Appropriate Inquiries Rule.
                </P>
                <P>Also, as part of this action, to avoid any confusion associated with the Agency's recognition of a historical standard no longer recognized by ASTM International as current, or no longer reflecting its current consensus-based or customary business standard, the Agency will, one year following this action, remove its current recognition of the ASTM E2247-16 “Standard Practice for Environmental Site Assessments for Forestland or Rural Property” as being compliant with the AAI Rule. EPA is providing all parties sufficient notice to become familiar with the updated industry standard (ASTM E2247-23). To provide parties with an adequate opportunity to complete any AAI investigations that may be on-going using the ASTM E2247-16 standard at this time, the Agency is allowing for a set period of one year following this action before removing its recognition of the historic standard (ASTM E2247-16) as compliant with all appropriate inquiries. The sunset period for removal of this recognition from the ASTM E2247-16 “Standard Practice for Environmental Site Assessments for Forestland or Rural Property” is one year from the date of this action.</P>
                <P>The Agency notes that this action will not require any party to use the ASTM E2247-23 standard. Any party conducting all appropriate inquiries to comply with CERCLA's bona fide prospective purchaser, contiguous property owner, or innocent landowner liability protections may continue to follow the provisions of the All Appropriate Inquiries Rule at 40 CFR part 312, or continue to use the ASTM E1527-21 Phase I Environmental Site Assessment Standard.</P>
                <P>This action merely allows for the use of the ASTM E2247-23 “Standard Practice for Environmental Site Assessments: Phase I Environmental Site Assessment Process for Forestland or Rural Property” for those parties purchasing potentially contaminated properties who want to use the ASTM E2247-23 standard in lieu of following specific requirements of the All Appropriate Inquiries Rule.</P>
                <P>This action also includes the removal of the current recognition of the ASTM E2247-16 Standard Practice for Environmental Site Assessments for Forestland or Rural Properties as compliant with all appropriate inquiries from the All Appropriate Inquiries Rule. This recognition of the ASTM E1527-16 standard will be removed from the reference section of the All Appropriate Inquiries rule (40 CFR 312.11) one year following publication of this final rule.</P>
                <P>This action includes no changes to the All Appropriate Inquiries Rule other than to add an additional reference to the new ASTM E2247-23 standard and to sunset the reference to the historic ASTM E2247-16 standard.</P>
                <HD SOURCE="HD1">VII. Statutory and Executive Order Reviews</HD>
                <P>
                    Under Executive Order 12866 (58 FR 51735, October 4, 1993) and Executive Order 13563 (76 FR 3821, January 21, 2011), this action is not a “significant regulatory action” and is therefore not subject to OMB review. This action merely amends the All Appropriate Inquiries Rule to reference ASTM International's E2247-23 “Standard Practice for Environmental Site Assessments: Phase I Environmental Site Assessment Process for Forestland or Rural Property” and allow for its use to satisfy the requirements for conducting all appropriate inquiries under CERCLA. This action does not impose any requirements on any entity, including small entities. Therefore, pursuant to the Regulatory Flexibility Act (5 U.S.C. 601 
                    <E T="03">et seq.</E>
                    ), after considering the economic impacts of this action on small entities, I certify that this action will not have a significant economic impact on a substantial number of small entities. This action does not contain any unfunded mandates or significantly or uniquely affect small governments as described in sections 202 and 205 of the Unfunded Mandates Reform Act of 1999 (UMRA) (Pub. L. 104-4). This action does not create any new binding legal requirements that substantially and directly affect Tribes under Executive Order 13175 (63 FR 67249, November 9, 2000). This action does not have significant federalism implications under Executive Order 13132 (64 FR 43255, August 10, 1999). Because this action is exempt from review under Executive Order 12866, this rule is not subject to Executive Order 13211, entitled Actions Concerning Regulations That Significantly Affect Energy Supply, Distribution, or Use (66 FR 28355, May 22, 2001) or Executive Order 13045, entitled Protection of Children from Environmental Health Risks and Safety Risks (62 FR 19885, April 23, 1997). This action does not contain any information collections subject to OMB approval under the Paperwork Reduction Act of 1995 (PRA), 44 U.S.C. 3501 
                    <E T="03">et seq.,</E>
                     nor does it require any special considerations under Executive Order 12898, entitled Federal Actions to Address Environmental Justice in Minority Populations and Low-Income Populations (59 FR 7629, February 16, 1994).
                </P>
                <P>This action does involve technical standards. Therefore, the requirements of section 12(d) of the National Technology Transfer and Advancement Act of 1995 (15 U.S.C. 272) (NTTAA) apply. The NTTAA was signed into law on March 7, 1996, and, among other things, directs the National Institute of Standards and Technology (NIST) to bring together Federal agencies as well as State and local governments to achieve greater reliance on voluntary consensus standards and decrease dependence on in-house standards. It states that use of such standards, whenever practicable and appropriate, is intended to achieve the following goals: (a) Eliminate the cost to the government of developing its own standards and decrease the cost of goods procured and the burden of complying with agency regulations; (b) provide incentives and opportunities to establish standards that serve national needs; (c) encourage long-term growth for U.S. enterprises and promote efficiency and economic competition through harmonization of standards; and d) further the policy of reliance upon the private sector to supply government needs for goods and services. The Act requires that Federal agencies adopt private sector standards, particularly those developed by standards developing organizations (SDOs), whenever possible in lieu of creating proprietary, non-consensus standards.</P>
                <P>This action is compliant with the spirit and requirements of the NTTAA. This action allows for the use of the ASTM International standard known as Standard E2247-23 and entitled “Standard Practice for Environmental Site Assessments: Phase I Environmental Site Assessment Process for Forestland or Rural Property.” By taking this action, EPA is fulfilling the intent and requirements of the National Technology Transfer and Advancement Act of 1995 (NTTAA), Public Law 104-113.</P>
                <P>
                    The Congressional Review Act, 5 U.S.C. 801 
                    <E T="03">et seq.,</E>
                     generally provides that before certain actions may take 
                    <PRTPAGE P="52389"/>
                    effect, the agency promulgating the action must submit a report, which includes a copy of the action, to each House of the Congress and to the Comptroller General of the United States. EPA submitted a report containing this rule and other required information to the U.S. Senate, the U.S. House of Representatives, and the Comptroller General of the United States prior to publication of the rule in the 
                    <E T="04">Federal Register</E>
                    . This action is not a “major rule” as defined by 5 U.S.C. 804(2).
                </P>
                <LSTSUB>
                    <HD SOURCE="HED">List of Subjects in 40 CFR Part 312</HD>
                    <P>Environmental protection, Administrative practice and procedure, Hazardous substances.</P>
                </LSTSUB>
                <SIG>
                    <NAME>Barry N. Breen,</NAME>
                    <TITLE>Principle Deputy Assistant Administrator, Office of Land and Emergency Management.</TITLE>
                </SIG>
                <P>For the reasons discussed in the preamble, the Environmental Protection Agency amends 40 CFR part 312 as follows:</P>
                <PART>
                    <HD SOURCE="HED">PART 312—INNOCENT LANDOWNERS, STANDARDS FOR CONDUCTING ALL APPROPRIATE INQUIRIES</HD>
                </PART>
                <REGTEXT TITLE="40" PART="312">
                    <AMDPAR>1. The authority citation for part 312 continues to read as follows:</AMDPAR>
                    <AUTH>
                        <HD SOURCE="HED">Authority:</HD>
                        <P> Section 101(35)(B) of CERCLA, as amended, 42 U.S.C. 9601(35)(B).</P>
                    </AUTH>
                </REGTEXT>
                <SUBPART>
                    <HD SOURCE="HED">Subpart B—Definitions and References</HD>
                </SUBPART>
                <REGTEXT TITLE="40" PART="312">
                    <AMDPAR>2. Amend § 312.11 by revising paragraph (b) and adding paragraph (d) to read as follows:</AMDPAR>
                    <SECTION>
                        <SECTNO>§ 312.11</SECTNO>
                        <SUBJECT> References.</SUBJECT>
                        <STARS/>
                        <P>
                            (b) The procedures of ASTM International Standard E2247-23 entitled “Standard Practice for Environmental Site Assessments: Phase I Environmental Site Assessment Process for Forestland and Rural Property.” This standard is available from ASTM International at 
                            <E T="03">www.astm.org,</E>
                             1-610-832-9585.
                        </P>
                        <STARS/>
                        <P>
                            (d) Until June 24, 2025, the procedures of ASTM International Standard E2247-16 entitled “Standard Practice for Environmental Site Assessment Process for Forestland and Rural Property.” This standard is available from ASTM International at 
                            <E T="03">www.astm.org,</E>
                             1-610-832-9585.
                        </P>
                        <STARS/>
                    </SECTION>
                </REGTEXT>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13632 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 6560-50-P</BILCOD>
        </RULE>
        <RULE>
            <PREAMB>
                <AGENCY TYPE="N">DEPARTMENT OF HEALTH AND HUMAN SERVICES</AGENCY>
                <SUBAGY>Centers for Medicare &amp; Medicaid Services</SUBAGY>
                <CFR>42 CFR Parts 430, 438, and 457</CFR>
                <DEPDOC>[CMS-2439-CN]</DEPDOC>
                <RIN>RIN 0938-AU99</RIN>
                <SUBJECT>Medicaid Program; Medicaid and Children's Health Insurance Program (CHIP) Managed Care Access, Finance, and Quality; Correction</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Centers for Medicare &amp; Medicaid Services (CMS), Department of Health and Human Services (HHS).</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Final rule; correction.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>
                        This document corrects typographical errors in the final rule that appeared in the May 10, 2024 
                        <E T="04">Federal Register</E>
                        , entitled “Medicaid Program; Medicaid and Children's Health Insurance Program (CHIP) Managed Care Access, Finance, and Quality (referred to hereafter as the “Managed Care final rule”). The effective date of the Managed Care final rule is July 9, 2024.
                    </P>
                </SUM>
                <EFFDATE>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>This document is effective July 9, 2024.</P>
                </EFFDATE>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P/>
                    <P>Rebecca Burch Mack, (303) 844-7355, Medicaid Managed Care.</P>
                    <P>Laura Snyder, (410) 786-3198, Medicaid Managed Care State Directed Payments.</P>
                    <P>Alex Loizias, (410) 786-2435, Medicaid Managed Care State Directed Payments and In Lieu of Services and Settings.</P>
                    <P>Elizabeth Jones, (410) 786-7111, Medicaid Medical Loss Ratio.</P>
                    <P>Jamie Rollin, (410) 786-0978, Medicaid Managed Care Program Integrity.</P>
                    <P>Rachel Chappell, (410) 786-3100, and Emily Shockley, (410) 786-3100, Contract Requirements for Overpayments.</P>
                    <P>Carlye Burd, (720) 853-2780, Medicaid Managed Care Quality.</P>
                    <P>Amanda Paige Burns, (410) 786-8030, Medicaid Quality Rating System.</P>
                    <P>Joshua Bougie, (410) 786-8117, and Chanelle Parkar, (667) 290-8798, CHIP.</P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <HD SOURCE="HD1">I. Background</HD>
                <P>In FR Doc. 2024-08085 of May 10, 2024 (89 FR 41002), there were typographical errors that are identified and corrected in this correcting document. These corrections are effective as if they had been included in the Managed Care final rule. Accordingly, the corrections are effective July 9, 2024.</P>
                <HD SOURCE="HD1">II. Summary of Errors</HD>
                <HD SOURCE="HD2">A. Summary of Errors in the Preamble</HD>
                <P>On page 41003, Table 1: Applicability Dates,</P>
                <P>
                    a. We made a typographical error in the applicability date for §§ 438.6(c)(2)(vi)(C)(
                    <E T="03">3</E>
                    ) and (
                    <E T="03">4</E>
                    ); 438.6(c)(2)(viii); 438.6(c)(5)(i) through (iv); 438.10(c)(3); 438.68(d)(1)(iii); 438.68(d)(2); 438.207(b)(3) and (d)(2); 438.602(g)(5)-(13); 457.1207 (transparency provisions); 457.1218 (network adequacy standards); 457.1230(b); 457.1285 (transparency) by omitting a space between the words “after” and “July.”
                </P>
                <P>b. We used wording in the applicability date for § 438.6(c)(4) that did not match the applicability date in regulation text.</P>
                <P>On page 41004, Table 1, Applicability Dates, we made a typographical error in the applicability date for §§ 438.505(a)(1); 457.1240(d) by not deleting the placeholder for the effective date and inserting the actual date.</P>
                <P>On page 41119, we made a punctuation error in “State directed payment-” by not deleting the unnecessary hyphen.</P>
                <P>On page 41123,</P>
                <P>a. We made a typographical error in the phrase “has standardized process” by omitting an “a”.</P>
                <P>b. We made a typographical error in the phrase “specific MLR report” by omitting an “s”.</P>
                <P>On page 41130, we made a typographical error and omitted “of the final rule.”.</P>
                <P>On page 41139, we made a typographical error by omitting “of” before “an overpayment”.</P>
                <P>On page 41168, we inadvertently used semicolons instead of periods in the sentence referencing § 438.16(e)(2)(iii)(A), (B), and (C); used a colon after “approval;” included “or” before “(C);” and omitted a space between “paragraph” and “(e)”.</P>
                <P>On page 41245, we made a typographical error by inadvertently including “private sector” and omitting “State” when referencing the last annual burden in Estimate 13 for Medicaid and quality rating system measure collection. We also inadvertently omitted the CHIP burden estimates at the end of the paragraph.</P>
                <P>
                    On page 41254, in Table 6, Summary of CHIP Requirements and Burden, we made a typographical error by inadvertently excluding a CHIP-specific entry for “457.1240(d) QRS optional methodology implementation extension”.
                    <PRTPAGE P="52390"/>
                </P>
                <P>On page 41255, in Table 6, Summary of CHIP Requirements and Burden, the figures in the “Total” entry are incorrect.</P>
                <P>On page 41256, in Table 7, Summary of Medicaid and CHIP Requirements and Burden, the figures in the “CHIP” and the “Total” entries are incorrect.</P>
                <HD SOURCE="HD2">B. Summary of Errors in the Regulation Text</HD>
                <P>On page 41274, in the regulation text for § 438.16(e)(2)(iii)(A), we inadvertently included a semicolon at the end of this paragraph.</P>
                <P>On page 41281, in the regulation text for § 438.515(b)(1), we inadvertently included a close parenthesis at the end of this paragraph.</P>
                <HD SOURCE="HD1">III. Waiver of Proposed Rulemaking</HD>
                <P>
                    Under 5 U.S.C. 553(b) of the Administrative Procedure Act (the APA), the agency is required to publish a notice of the proposed rule in the 
                    <E T="04">Federal Register</E>
                     before the provisions of a rule take effect. In addition, section 553(d) of the APA mandates a 30-day delay in effective date after issuance or publication of a substantive rule. Sections 553(b)(B) and 553(d)(3) of the APA provide for exceptions from the APA notice and comment, and delay in effective date requirements. Section 553(b)(B) of the APA authorizes an agency to dispense with normal notice and comment rulemaking procedures for good cause if the agency makes a finding that the notice and comment process is impracticable, unnecessary, or contrary to the public interest, and includes a statement of the finding and the reasons for it in the rule. Similarly, section 553(d)(3) of the APA allows the agency to avoid the 30-day delay in effective date where good cause is found and the agency includes in the rule a statement of the finding and the reasons for it. In our view, this correcting document does not constitute a rulemaking that would be subject to these requirements.
                </P>
                <P>
                    This document merely corrects technical errors in the Managed Care final rule. The corrections contained in this document are consistent with, and do not make substantive changes to, the policies that were proposed, subject to notice and comment procedures, and adopted in the Managed Care final rule. As a result, the corrections made through this correcting document are intended to resolve inadvertent errors so that the rule accurately reflects the policies adopted in the final rule. Even if this were a rulemaking to which the notice and comment and delayed effective date requirements applied, we find that there is good cause to waive such requirements. Undertaking further notice and comment procedures to incorporate the corrections in this document into the Managed Care final rule or delaying the effective date of the corrections would be contrary to the public interest because it is in the public interest to ensure that the rule accurately reflects our policies as of the date they take effect. Further, such procedures would be unnecessary because we are not making any substantive revisions to the final rule, but rather, we are simply correcting the 
                    <E T="04">Federal Register</E>
                     document to reflect the policies that we previously proposed, received public comment on, and subsequently finalized in the final rule. For these reasons, we believe there is good cause to waive the requirements for notice and comment and delay in effective date.
                </P>
                <HD SOURCE="HD2">Corrections</HD>
                <P>
                    In FR Doc. 2024-08085 appearing on page 41002 in the 
                    <E T="04">Federal Register</E>
                     of Friday, May 10, 2024, make the following corrections:
                </P>
                <HD SOURCE="HD3">Correction of Errors in the Preamble</HD>
                <P>1. On page 41003, in Table 1: Applicability Dates,</P>
                <P>a. Row 7, second column, the sentence that reads “Applicable for the first rating period beginning on or afterJuly 9, 2026.” is corrected to read “Applicable for the first rating period beginning on or after July 9, 2026.”.</P>
                <P>b. Row 13, second column, the sentence that reads “Applicable by the first rating period beginning on or after the release of reporting instructions.” is corrected to read “Applicable by the first rating period beginning on or after the date specified in the T-MSIS reporting instructions released by CMS.”.</P>
                <P>2. On page 41004, Table 1: Applicability Dates, row 2, second column, the sentence that reads “Applicable by the end of the fourth calendar year following [inset the effective date of the final rule].” is corrected to read “Applicable by the end of the fourth calendar year following July 9, 2024.”.</P>
                <P>3. On page 41119, second column, last full paragraph, line 12, the phrase that reads “State directed payment-” is corrected to read “State directed payment”.</P>
                <P>4. On page 41123,</P>
                <P>a. Beginning in the first column, last full paragraph, line 12 and continuing to the second column, lines 1 through 5, the sentence that reads “Currently CMS has standardized process that reviews T-MSIS data needs, proposes revisions to the T-MSIS submission file format(s), and provides opportunity for States' review and comment.” is corrected to read “Currently CMS has a standardized process that reviews T-MSIS data needs, proposes revisions to the T-MSIS submission file format(s), and provides opportunity for States' review and comment.”</P>
                <P>b. Second column, first partial paragraph, lines 36 through 41, the sentence that reads “We are not finalizing proposed §§ 438.8(k)(1)(xiv) through (xvi) or § 438.74(a)(3) through (4) to require SDP line-level reporting in the State summary and managed care plan specific MLR report.” is corrected to read “We are not finalizing proposed §§ 438.8(k)(1)(xiv) through (xvi) or § 438.74(a)(3) through (4) to require SDP line-level reporting in the State summary and managed care plan specific MLR reports.”</P>
                <P>5. On page 41130, second column, first partial paragraph, lines 17 through 24, the sentence that reads “We are finalizing the effective date for this provision as the first rating period beginning on or after 1 year after the effective date for the provider incentive changes in §§ 438.3(i), 438.608(e), and the existing cross-references at § 457.1200(d) for separate CHIP.” is corrected to read “We are finalizing the effective date for this provision as the first rating period beginning on or after 1 year after the effective date of the final rule for the provider incentive changes in §§ 438.3(i), 438.608(e), and the existing cross-references at § 457.1200(d) for separate CHIP.”</P>
                <P>6. On page 41139, second column, second paragraph, lines 9 through 13, the sentence that reads “We are instead finalizing in revised § 438.608(a)(2) that States require managed care plans to define “prompt” as within 30 calendar days of identifying or recovery an overpayment.” is corrected to read “We are instead finalizing in revised § 438.608(a)(2) that States require managed care plans to define “prompt” as within 30 calendar days of identifying or recovery of an overpayment.”.</P>
                <P>
                    7. On page 41168, first column, first partial paragraph, lines 16 through 29, the sentence that reads “ “Within 30 calendar days of receipt of a notice described in paragraph(e)(2)(iii)(A), (B) or (C) of this section, the State must submit an ILOS transition plan to CMS for review and approval: (A) The notice the State provides to an MCO, PIHP, or PAHP of its decision to terminate an ILOS; (B) The notice an MCO, PIHP, or PAHP provides to the State of its decision to cease offering an ILOS to its enrollees; or (C) The notice CMS provides to the State of its decision to 
                    <PRTPAGE P="52391"/>
                    require the State to terminate an ILOS.” ” is corrected to read “ “Within 30 calendar days of receipt of a notice described in paragraph (e)(2)(iii)(A), (B) or (C) of this section, the State must submit an ILOS transition plan to CMS for review and approval. (A) The notice the State provides to an MCO, PIHP, or PAHP of its decision to terminate an ILOS. (B) The notice an MCO, PIHP, or PAHP provides to the State of its decision to cease offering an ILOS to its enrollees. (C) The notice CMS provides to the State of its decision to require the State to terminate an ILOS.” ”
                </P>
                <P>8. On page 41245, third column, first partial paragraph, lines 10 through 14, the sentence that reads “In aggregate for Medicaid, we estimate an annual private sector burden of 168 hours (7 States × 24 hr) at a cost of $19,848 (168 hr × $118.14/hr).” is corrected to read “In aggregate for Medicaid, we estimate an annual State burden of 168 hours (7 States × 24 hr) at a cost of $19,848 (168 hr × $118.14/hr). In aggregate for CHIP, we estimate an annual State burden of 168 hours (7 States × 24 hr) at a cost of $19,848 (168 hr × $118.14/hr).”.</P>
                <P>9. On page 41254, Table 6, Summary of CHIP Requirements and Burden, is corrected by adding the following entry directly above the entry for “457.1240(d) QRS website display yearly maintenance”:</P>
                <GPOTABLE COLS="11" OPTS="L2,tp0,p7,7/8,i1" CDEF="s50,r35,xs50,9,9,9,9,9,xs40,9,9">
                    <TTITLE> </TTITLE>
                    <BOXHD>
                        <CHED H="1">
                            Regulatory
                            <LI>section in Title</LI>
                            <LI>42 of the CFR</LI>
                        </CHED>
                        <CHED H="1">
                            OMB control
                            <LI>number</LI>
                            <LI>(CMS</LI>
                            <LI>ID No.)</LI>
                        </CHED>
                        <CHED H="1">
                            Number of
                            <LI>respondents</LI>
                        </CHED>
                        <CHED H="1">
                            Total No.
                            <LI>of </LI>
                            <LI>responses</LI>
                        </CHED>
                        <CHED H="1">
                            Time per
                            <LI>response</LI>
                            <LI>(hours)</LI>
                        </CHED>
                        <CHED H="1">
                            Total
                            <LI>time</LI>
                            <LI>(hours)</LI>
                        </CHED>
                        <CHED H="1">
                            Labor rate
                            <LI>($/hr)</LI>
                        </CHED>
                        <CHED H="1">
                            Total cost
                            <LI>($)</LI>
                        </CHED>
                        <CHED H="1">Frequency</CHED>
                        <CHED H="1">
                            Annualized time
                            <LI>(hours)</LI>
                        </CHED>
                        <CHED H="1">
                            Annualized cost
                            <LI>($)</LI>
                        </CHED>
                    </BOXHD>
                    <ROW>
                        <ENT I="01">457.1240(d) QRS optional methodology implementation extension</ENT>
                        <ENT>0938-1282 (CMS-10554)</ENT>
                        <ENT>7 States</ENT>
                        <ENT>24</ENT>
                        <ENT>1</ENT>
                        <ENT>168</ENT>
                        <ENT>118.14</ENT>
                        <ENT>19,848</ENT>
                        <ENT>Annual</ENT>
                        <ENT>n/a</ENT>
                        <ENT>n/a</ENT>
                    </ROW>
                </GPOTABLE>
                <P>10. On page 41255, in Table 6, Summary of CHIP Requirements and Burden, row 3, the “Total” entry is corrected to read as follows:</P>
                <GPOTABLE COLS="11" OPTS="L2,tp0,p7,7/8,i1" CDEF="s50,r35,xs50,9,xs40,9,xs40,9,xs40,9,9">
                    <TTITLE> </TTITLE>
                    <BOXHD>
                        <CHED H="1">
                            Regulatory
                            <LI>section in Title</LI>
                            <LI>42 of the CFR</LI>
                        </CHED>
                        <CHED H="1">
                            OMB control
                            <LI>number</LI>
                            <LI>(CMS ID No.)</LI>
                        </CHED>
                        <CHED H="1">
                            Number of
                            <LI>respondents</LI>
                        </CHED>
                        <CHED H="1">
                            Total No. of
                            <LI>responses</LI>
                        </CHED>
                        <CHED H="1">
                            Time per
                            <LI>response</LI>
                            <LI>(hours)</LI>
                        </CHED>
                        <CHED H="1">
                            Total
                            <LI>time</LI>
                            <LI>(hours)</LI>
                        </CHED>
                        <CHED H="1">
                            Labor rate
                            <LI>($/hr)</LI>
                        </CHED>
                        <CHED H="1">
                            Total cost
                            <LI>($)</LI>
                        </CHED>
                        <CHED H="1">Frequency</CHED>
                        <CHED H="1">
                            Annualized time
                            <LI>(hours)</LI>
                        </CHED>
                        <CHED H="1">
                            Annualized cost
                            <LI>($)</LI>
                        </CHED>
                    </BOXHD>
                    <ROW>
                        <ENT I="01">Total</ENT>
                        <ENT/>
                        <ENT>Varies</ENT>
                        <ENT>3,583</ENT>
                        <ENT>Varies</ENT>
                        <ENT>350,569</ENT>
                        <ENT>Varies</ENT>
                        <ENT>32,620,743</ENT>
                        <ENT>Varies</ENT>
                        <ENT>37,329</ENT>
                        <ENT>3,759,381</ENT>
                    </ROW>
                </GPOTABLE>
                <P>11. On page 41256, in Table 7, Summary of Medicaid and CHIP Requirements and Burden, rows 3 and 4, the “CHIP” and the “Total” entries are corrected to read as follows:</P>
                <GPOTABLE COLS="11" OPTS="L2,tp0,p7,7/8,i1" CDEF="s50,r38,xs50,9,xs40,9,xs40,10,xs40,9,9">
                    <TTITLE> </TTITLE>
                    <BOXHD>
                        <CHED H="1"> </CHED>
                        <CHED H="1">
                            OMB control
                            <LI>number</LI>
                            <LI>(CMS ID No.)</LI>
                        </CHED>
                        <CHED H="1">
                            Number of
                            <LI>respondents</LI>
                        </CHED>
                        <CHED H="1">
                            Total No. of
                            <LI>responses</LI>
                        </CHED>
                        <CHED H="1">
                            Time per
                            <LI>response</LI>
                            <LI>(hours)</LI>
                        </CHED>
                        <CHED H="1">
                            Total
                            <LI>time</LI>
                            <LI>(hours)</LI>
                        </CHED>
                        <CHED H="1">
                            Labor rate
                            <LI>($/hr)</LI>
                        </CHED>
                        <CHED H="1">
                            Total cost
                            <LI>($)</LI>
                        </CHED>
                        <CHED H="1">Frequency</CHED>
                        <CHED H="1">
                            Annualized time
                            <LI>(hours)</LI>
                        </CHED>
                        <CHED H="1">
                            Annualized cost
                            <LI>($)</LI>
                        </CHED>
                    </BOXHD>
                    <ROW>
                        <ENT I="01">CHIP</ENT>
                        <ENT>0938-1282 (CMS-10554)</ENT>
                        <ENT>Varies</ENT>
                        <ENT>3,583</ENT>
                        <ENT>Varies</ENT>
                        <ENT>350,569</ENT>
                        <ENT>Varies</ENT>
                        <ENT>32,620,743</ENT>
                        <ENT>Varies</ENT>
                        <ENT>37,329</ENT>
                        <ENT>3,759,381</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Total</ENT>
                        <ENT/>
                        <ENT>Varies</ENT>
                        <ENT>22,539</ENT>
                        <ENT>Varies</ENT>
                        <ENT>1,880,524</ENT>
                        <ENT>Varies</ENT>
                        <ENT>168,966,977</ENT>
                        <ENT>Varies</ENT>
                        <ENT>112,542</ENT>
                        <ENT>10,889,606</ENT>
                    </ROW>
                </GPOTABLE>
                <HD SOURCE="HD2">B. Correction of Errors in the Regulation Text</HD>
                <SECTION>
                    <SECTNO>§ 438.16</SECTNO>
                    <SUBJECT> [Corrected]</SUBJECT>
                </SECTION>
                <REGTEXT TITLE="42" PART="438">
                    <AMDPAR>1. On page 41274, third column, last paragraph, the regulation text for § 438.16(e)(2)(iii)(A), lines 1 through 3, the sentence that reads “(A) The notice the State provides to an MCO, PIHP, or PAHP of its decision to terminate an ILOS;” is corrected to read “(A) The notice the State provides to an MCO, PIHP, or PAHP of its decision to terminate an ILOS.”.</AMDPAR>
                </REGTEXT>
                <SECTION>
                    <SECTNO>§ 438.515</SECTNO>
                    <SUBJECT> [Corrected]</SUBJECT>
                </SECTION>
                <REGTEXT TITLE="42" PART="438">
                    <AMDPAR>2. On page 41281, third column, second full paragraph, the regulation text for § 438.515(b)(1), lines 1 through 12, the sentence that reads “(1) Include data for all enrollees who receive coverage through the managed care plan for a service or action for which data are necessary to calculate the quality rating for the managed care plan including Medicaid FFS and Medicare data for enrollees who receive Medicaid benefits for the State through FFS and managed care, are dually eligible for both Medicare and Medicaid and receive full benefits from Medicaid, or both).” is corrected to read “(1) Include data for all enrollees who receive coverage through the managed care plan for a service or action for which data are necessary to calculate the quality rating for the managed care plan including Medicaid FFS and Medicare data for enrollees who receive Medicaid benefits for the State through FFS and managed care, are dually eligible for both Medicare and Medicaid and receive full benefits from Medicaid, or both.”.</AMDPAR>
                </REGTEXT>
                <SIG>
                    <NAME>Elizabeth J. Gramling,</NAME>
                    <TITLE>Executive Secretary to the Department, Department of Health and Human Services.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13712 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4120-01-P</BILCOD>
        </RULE>
        <RULE>
            <PREAMB>
                <PRTPAGE P="52392"/>
                <AGENCY TYPE="S">DEPARTMENT OF HEALTH AND HUMAN SERVICES</AGENCY>
                <SUBAGY>Centers for Medicare &amp; Medicaid Services</SUBAGY>
                <CFR>42 CFR Parts 438, 442, and 483</CFR>
                <DEPDOC>[CMS-3442-F; CMS-3442-CN]</DEPDOC>
                <RIN>RIN 0938-AV25</RIN>
                <SUBJECT>Medicare and Medicaid Programs; Minimum Staffing Standards for Long-Term Care Facilities and Medicaid Institutional Payment Transparency Reporting; Correction</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Centers for Medicare &amp; Medicaid Services (CMS), Department of Health and Human Services (HHS).</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Final rule; correction.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>
                        This document corrects typographical and technical errors in the final rule that appeared in the May 10, 2024 
                        <E T="04">Federal Register</E>
                        , entitled “Medicare and Medicaid Programs; Minimum Staffing Standards for Long-Term Care Facilities and Medicaid Institutional Payment Transparency Reporting (referred to hereafter as the “Minimum Staffing final rule”). The effective date of the Minimum Staffing final rule is June 21, 2024.
                    </P>
                </SUM>
                <EFFDATE>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>This document is effective June 21, 2024.</P>
                </EFFDATE>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        The Clinical Standard Group's Long Term Care Team at 
                        <E T="03">HealthandSafetyInquiries@cms.hhs.gov</E>
                         for information related to the minimum staffing standards. Anne Blackfield, (410) 786-8518, for information related to Medicaid institutional payment transparency reporting.
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <HD SOURCE="HD1">I. Background</HD>
                <P>In FR Doc. 2024-08273 of May 10, 2024 (89 FR 40876), there were typographical and technical errors that are identified and corrected in this correcting document. These corrections are effective as if they had been included in the Minimum Staffing final rule. Accordingly, the corrections are effective June 21, 2024.</P>
                <HD SOURCE="HD1">II. Summary of Errors</HD>
                <HD SOURCE="HD2">A. Summary of Errors in the Preamble</HD>
                <P>On page 40876, we made a typographical error in the implementation date for §§ 438.72(a) and 442.43 that must be implemented by all States and territories with Medicaid-certified nursing facilities and intermediate care facilities for individuals with intellectual disabilities.</P>
                <P>On page 40895, we included an incorrect citation at footnote number 62.</P>
                <P>On page 40898, Table 2: Requirements for the LTC Staffing Statutory Waivers by Facility Type, portions of the table content were omitted.</P>
                <P>On page 40901, we included incorrect links for the Bureau of Labor Statistic's Occupational Employment and Wage Statistics Query System and the data source used to calculate the population for each MSA or non-MSA using population estimates from the United States Census Bureau.</P>
                <P>On page 40909 we included an incorrect citation at footnote number 67.</P>
                <P>On page 40911, we made an error in describing the Census Bureau definition of “urban” as one that used “counties” for the unit of measure.</P>
                <P>On pages 40919, 40920, 40923, and 40929, we made typographical errors in regulatory citations.</P>
                <P>
                    On page 40930, we made a typographical error in a reference to page numbers in the 
                    <E T="04">Federal Register</E>
                    .
                </P>
                <P>On pages 40931 and 40932, we made typographical errors in regulatory citations.</P>
                <P>On page 40934, we made typographical errors in the summary of regulatory language changes.</P>
                <P>On page 40935, we included an incorrect link for the May 2022 National Occupational Employment and Wage Statistics.</P>
                <P>On page 40948, we included an incorrect citation at footnote number 96.</P>
                <P>On page 40949, we included an incorrect table number reference.</P>
                <P>On page 40992, we included incorrect links for the May 2022 National Occupational Employment and Wage Statistics.</P>
                <HD SOURCE="HD2">B. Summary of Errors in the Regulation Text</HD>
                <P>On page 40995, in the regulation text for § 442.43(b), we made a reference to “State directed payments as defined in § 438.6(c) of this chapter”. However, this definition of State directed payments was moved to § 438.2 in the Managed Care Access, Finance, and Quality final rule (89 FR 41002). We are correcting this error.</P>
                <P>On page 40998, in the regulation text for § 483.35(h)(2)(iv), we made an incorrect cross-reference to § 483.71(b)(4), which does not exist.</P>
                <HD SOURCE="HD1">III. Waiver of Proposed Rulemaking</HD>
                <P>
                    Under 5 U.S.C. 553(b) of the Administrative Procedure Act (the APA), the agency is required to publish a notice of the proposed rule in the 
                    <E T="04">Federal Register</E>
                     before the provisions of a rule take effect. In addition, section 553(d) of the APA mandates a 30-day delay in effective date after issuance or publication of a substantive rule. Sections 553(b)(B) and 553(d)(3) of the APA provide for exceptions from the APA notice and comment, and delay in effective date requirements. Section 553(b)(B) of the APA authorizes an agency to dispense with normal notice and comment rulemaking procedures for good cause if the agency makes a finding that the notice and comment process is impracticable, unnecessary, or contrary to the public interest, and includes a statement of the finding and the reasons for it in the rule. Similarly, section 553(d)(3) of the APA allows the agency to avoid the 30-day delay in effective date where good cause is found and the agency includes in the rule a statement of the finding and the reasons for it. In our view, this correcting document does not constitute a rulemaking that would be subject to these requirements.
                </P>
                <P>
                    This document merely corrects technical errors in the Minimum Staffing final rule. The corrections contained in this document are consistent with, and do not make substantive changes to, the policies that were proposed, subject to notice and comment procedures, and adopted in the Minimum Staffing final rule. As a result, the corrections made through this correcting document are intended to resolve inadvertent errors so that the rule accurately reflects the policies adopted in the final rule. Even if this were a rulemaking to which the notice and comment and delayed effective date requirements applied, we find that there is good cause to waive such requirements. Undertaking further notice and comment procedures to incorporate the corrections in this document into the Minimum Staffing final rule or delaying the effective date of the corrections would be contrary to the public interest because it is in the public interest to ensure that the rule accurately reflects our policies as of the date they take effect. Further, such procedures would be unnecessary because we are not making any substantive revisions to the final rule, but rather, we are simply correcting the 
                    <E T="04">Federal Register</E>
                     document to reflect the policies that we previously proposed, received public comment on, and subsequently finalized in the final rule. For these reasons, we believe there is good cause to waive the requirements for notice and comment and delay in effective date.
                </P>
                <HD SOURCE="HD1">IV. Correction of Errors in the Preamble</HD>
                <P>
                    In FR Doc. 2024-08273 of May 10, 2024 (89 FR 40876), make the following corrections:
                    <PRTPAGE P="52393"/>
                </P>
                <HD SOURCE="HD2">A. Correction of Errors in the Preamble</HD>
                <P>
                    1. On page 40876, first column, sixth paragraph under the heading 
                    <E T="02">DATES</E>
                    , lines 1 through 7, the sentence that reads “The regulations at §§ 438.72(a) and 442.43 must be implemented by all States and territories with Medicaid-certified nursing facilities and intermediate care facilities for individuals with intellectual disabilities beginning May 10, 2028.” is corrected to read “The regulations at §§ 438.72(a) and 442.43 must be implemented by all States and territories with Medicaid-certified nursing facilities and intermediate care facilities for individuals with intellectual disabilities beginning June 21, 2028.”.
                </P>
                <P>
                    2. On page 40895, footnote number 62 that reads “42 CFR 483.35, 
                    <E T="03">https://www.whitehouse.gov/briefing-room/statements-releases/2022/02/28/factsheet-protecting-seniors-and-people-withdisabilities-by-improving-safety-and-quality-of-carein-the-nations-nursing-homes/.</E>
                    ” is corrected to read “42 CFR 483.35(b)(1)”.
                </P>
                <P>3. On page 40898, Table 2, is corrected to read:</P>
                <GPH SPAN="3" DEEP="563">
                    <PRTPAGE P="52394"/>
                    <GID>ER24JN24.400</GID>
                </GPH>
                <GPH SPAN="3" DEEP="301">
                    <PRTPAGE P="52395"/>
                    <GID>ER24JN24.401</GID>
                </GPH>
                <P>4. On page 40901, third column, first partial paragraph,</P>
                <P>
                    a. Lines 19 and 20, the parenthetical that reads “(available at 
                    <E T="03">https://data.bls.gov/oes/#/home</E>
                    )” is corrected to read “(available at 
                    <E T="03">https://www.bls.gov/oes/tables.htm</E>
                    )”.
                </P>
                <P>
                    b. Lines 26 through 29, the parenthetical that reads “(available at 
                    <E T="03">https://www.census.gov/data/tables/timeseries/demo/popest/2020s-countiestotal.html#v2022</E>
                    )” is corrected to read “(available at 
                    <E T="03">https://www.census.gov/data/tables/time-series/demo/popest/2020s-counties-total.html</E>
                    )”.
                </P>
                <P>
                    5. On page 40909, footnote number 67 that reads “
                    <E T="03">https://www.osha.gov/sites/default/files/publications/OSHA3905.pdf</E>
                    ” is corrected to read “Recommended Practices for Anti-Retaliation Programs. OSHA, OSHA 3905-01/2017. Accessed at 
                    <E T="03">www.https://www.osha.gov/sites/default/files/publications/OSHA3905.pdf.</E>
                     Accessed on March 1, 2024.”
                </P>
                <P>
                    6. On page 40911, second column, first partial paragraph, lines 8 through 14, the sentence that reads “For example, if we were to use the Census Bureau's definition of `urban', 2,645 counties would be classified as urban,
                    <SU>73</SU>
                     while if we were to use OMB's definition of `urban', 1,252 counties would be considered `urban.' 
                    <SU>74</SU>
                    ” is corrected to read “For example, if we were to use the Census Bureau's definition of `urban', 2,645 areas (combination of counties, cities, census designated areas) would be classified as urban,
                    <SU>73</SU>
                     while if we were to use OMB's definition of `urban', 1,252 counties would be considered `urban.' 
                    <SU>74</SU>
                    ”
                </P>
                <P>7. On page 40919, in the second column,</P>
                <P>a. First full paragraph, line 9, the regulatory citation that reads “§ 442.43(c)” is corrected to read “§ 442.43(b)”.</P>
                <P>b. Second full paragraph, line 15, the regulatory citation that reads “§ 442.311(e)” is corrected to read “§ 441.311(e)”.</P>
                <P>8. On page 40920, first column, first paragraph, line 9, the regulatory citation that reads “§ 442.43(c)” is corrected to read “§ 442.43(b)”.</P>
                <P>9. On page 40923, second column, first partial paragraph, line 5, the regulatory citation that reads “§ 442.43(a)(2)(ix)” is corrected to read “§ 442.43(a)(2)(x)”.</P>
                <P>10. On page 40929, first column, first partial paragraph, line 27, that regulatory citation that reads “§ 442.311(e)(2)” is corrected to read “§ 441.311(e)(4)”.</P>
                <P>
                    11. On page 40930, third column, last paragraph, lines 12 and 13, the 
                    <E T="04">Federal Register</E>
                     citation that reads “88 FR 61831 through 61833” is corrected to read “88 FR 61381 through 61383”.
                </P>
                <P>12. On page 40931, third column,</P>
                <P>a. Second paragraph, line 1, the regulatory citation that reads “§ 442.43(d)(1)” is corrected to read “§ 442.43(d)”.</P>
                <P>b. Third paragraph, line 1, the regulatory citation that reads “§ 442.43(d)(2)” is corrected to read “§ 442.43(d)(1)”.</P>
                <P>13. On page 40932, first column,</P>
                <P>a. First partial paragraph, line 2, the regulatory citation that reads “§ 442.43(d)(3)” is corrected to read “§ 442.43(d)(2)”.</P>
                <P>b. First partial paragraph, line 7, the regulatory citation that reads “§ 442.43(d)(3)” is corrected to read “§ 442.43(d)(2)”.</P>
                <P>c. First full paragraph, line 1, the regulatory citation that reads “§ 442.43(d)(4)” is corrected to § 442.43(d)(3)”.</P>
                <P>14. On page 40934,</P>
                <P>a. In the second column, sixth paragraph, lines 7 through 11, the sentence that reads “Additionally, we are finalizing the newly redesignated paragraph (a)(2)(xi) with a modification to include nurses and other staff that providing that clinical supervision.” is corrected to read “Additionally, we are finalizing the newly redesignated paragraph (a)(2)(xi) with a modification to include nurses and other staff providing clinical supervision.”</P>
                <P>
                    b. In the third column, third paragraph, lines 5 through 6, the phrase “and added a cross-reference to 
                    <PRTPAGE P="52396"/>
                    § 442.43(b)(3).” is corrected to “and in § 442.43(b)(1) added a cross-reference to § 442.43(b)(3).”
                </P>
                <P>
                    15. On page 40935, third column, eighth paragraph, lines 3 through 8, the sentence that reads “Unless otherwise indicated, we obtained all salary information from the May 2022 National Occupational Employment and Wage Estimates, BLS at 
                    <E T="03">https://www.bls.gov/oes/current/oes_nat.htm.”</E>
                     is corrected to read “Unless otherwise indicated, we obtained all salary information from the May 2022 National Occupational Employment and Wage Estimates, BLS at 
                    <E T="03">https://www.bls.gov/oes/tables.htm.”</E>
                </P>
                <P>
                    16. On page 40948, footnote number 96, that reads “
                    <E T="03">https://data.cms.gov/summary-statistics-on-use-and-payments/medicare-service-type-reports/cms-program-statistics-medicare-skilled-nursing-facility.”</E>
                     is corrected to read “
                    <E T="03">https://data.cms.gov/provider-data/dataset/4pq5-n9py.”.</E>
                </P>
                <P>17. On page 40949, third column, first full paragraph, line 2, the table reference that reads “table 21” is corrected to read “table 31”.</P>
                <P>18. On page 40992,</P>
                <P>
                    a. In the second column, first full paragraph, lines 1 through 9, the sentence that reads “Using the wage information from the Bureau of Labor Statistics, May 2022 National Occupational Employment and Wage Estimates, 
                    <E T="03">https://www.bls.gov/oes/current/oes_nat.htm,</E>
                     for medical and health service managers (Code 11-9111), we estimate that the cost of reviewing this rule is $123.06 per hour, including overhead and fringe benefits.” is corrected to read “Using the wage information from the Bureau of Labor Statistics, May 2022 National Occupational Employment and Wage Estimates, 
                    <E T="03">https://www.bls.gov/oes/tables.htm,</E>
                     for medical and health service managers (Code 11-9111), we estimate that the cost of reviewing this rule is $123.06 per hour, including overhead and fringe benefits.”
                </P>
                <P>
                    b. In the third column, second paragraph, lines 1 through 9, the sentence that reads “Using the wage information from the Bureau of Labor Statistics, May 2022 National Occupational Employment and Wage Estimates, 
                    <E T="03">https://www.bls.gov/oes/current/oes_nat.htm,</E>
                     for medical and health service managers (Code 11-9111), we estimated that the cost of reviewing this rule is $123.06 per hour, including overhead and fringe benefits.” is corrected to read “Using the wage information from the Bureau of Labor Statistics, May 2022 National Occupational Employment and Wage Estimates, 
                    <E T="03">https://www.bls.gov/oes/tables.htm,</E>
                     for medical and health service managers (Code 11-9111), we estimated that the cost of reviewing this rule is $123.06 per hour, including overhead and fringe benefits.”
                </P>
                <HD SOURCE="HD2">B. Correction of Errors in the Regulation Text</HD>
                <SECTION>
                    <SECTNO>§ 442.43</SECTNO>
                    <SUBJECT> [Corrected]</SUBJECT>
                </SECTION>
                <REGTEXT TITLE="42" PART="442">
                    <AMDPAR>1. On page 40995, third column, seventh paragraph, the regulation text for § 443.43(b) introductory text, line 22, the reference “§ 438.6(c)” is corrected to read “§ 438.2”.</AMDPAR>
                </REGTEXT>
                <SECTION>
                    <SECTNO>§ 483.35 </SECTNO>
                    <SUBJECT>[Corrected]</SUBJECT>
                </SECTION>
                <REGTEXT TITLE="42" PART="483">
                    <AMDPAR>2. On page 40998, second column, sixth full paragraph, line 2, in the regulation text for § 483.35(h)(2)(iv), the reference “§ 483.71(b)(4)” is corrected to read “§ 483.71(c)(4)”.</AMDPAR>
                </REGTEXT>
                <SIG>
                    <NAME>Wilma Robinson,</NAME>
                    <TITLE>Deputy Executive Secretary to the Department, Department of Health and Human Services. </TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13795 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4120-01-P</BILCOD>
        </RULE>
        <RULE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF HEALTH AND HUMAN SERVICES</AGENCY>
                <CFR>45 CFR Part 98</CFR>
                <RIN>RIN 0970-AD02</RIN>
                <SUBJECT>Improving Child Care Access, Affordability, and Stability in the Child Care and Development Fund (CCDF); Corrections</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Office of Child Care (OCC), Administration for Children and Families (ACF), Department of Health and Human Services (HHS).</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Correcting amendments.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>On March 1, 2024, the Department of Health and Human Services published a final rule to improve child care access, affordability, and stability in the Child Care and Development Fund. Some amendments in the final rule could not be incorporated due to technical inaccuracies in the instructions. Additionally, that document inadvertently failed to update certain amended cross-references. This document makes technical changes to correct the final regulations.</P>
                </SUM>
                <EFFDATE>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Effective on June 24, 2024.</P>
                </EFFDATE>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Megan Campbell, Office of Child Care, 202-690-6499 or 
                        <E T="03">megan.campbell@acf.hhs.gov.</E>
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>The “Improving Child Care Access, Affordability, and Stability in the Child Care and Development Fund (CCDF)” rule, published at 89 FR 15366 on March 1, 2024, included inaccurate amendatory instructions for § 98.16 and inadvertently failed to update certain amended cross-references. This document corrects the final regulations.</P>
                <LSTSUB>
                    <HD SOURCE="HED">List of Subjects in 45 CFR Part 98</HD>
                    <P>Child care, Grant programs—social programs. </P>
                </LSTSUB>
                <P>Accordingly, 45 CFR part 98 is corrected by making the following correcting amendments:</P>
                <PART>
                    <HD SOURCE="HED">PART 98—CHILD CARE AND DEVELOPMENT FUND</HD>
                </PART>
                <REGTEXT TITLE="45" PART="98">
                    <AMDPAR>1. The authority citation for part 98 continues to read as follows:</AMDPAR>
                    <AUTH>
                        <HD SOURCE="HED">Authority:</HD>
                        <P> 42 U.S.C. 618, 9858.</P>
                    </AUTH>
                </REGTEXT>
                <REGTEXT TITLE="45" PART="98">
                    <AMDPAR>
                        2. Amend § 98.2 by revising the definition of 
                        <E T="03">Sliding fee scale</E>
                         to read as follows:
                    </AMDPAR>
                    <SECTION>
                        <SECTNO>§ 98.2 </SECTNO>
                        <SUBJECT>Definitions.</SUBJECT>
                        <STARS/>
                        <P>
                            <E T="03">Sliding fee scale</E>
                             means a system of cost-sharing by a family based on income and size of the family, in accordance with § 98.45(l);
                        </P>
                        <STARS/>
                    </SECTION>
                </REGTEXT>
                <REGTEXT TITLE="45" PART="98">
                    <AMDPAR>3. Amend § 98.16 by:</AMDPAR>
                    <AMDPAR>a. Revising paragraph (x);</AMDPAR>
                    <AMDPAR>b. Redesignating paragraphs (y) through (ii) as paragraphs (bb) through (ll);</AMDPAR>
                    <AMDPAR>c. Adding new paragraphs (y) through (aa); and</AMDPAR>
                    <AMDPAR>d. Revising newly redesignated paragraphs (ee), (ff), and (kk).</AMDPAR>
                    <P>The additions and revisions read as follows:</P>
                    <SECTION>
                        <SECTNO>§ 98.16 </SECTNO>
                        <SUBJECT>Plan revisions.</SUBJECT>
                        <STARS/>
                        <P>(x) A description of the supply of child care available regardless of subsidy participation relative to the population of children requiring child care, including care for infants and toddlers, children with disabilities as defined by the Lead Agency, children who receive care during nontraditional hours, and children in underserved geographic areas, including the data sources used to identify shortages in the supply of child care providers;</P>
                        <P>(y) A description of the Lead Agency's strategies and the actions it will take to address the supply shortages identified in paragraph (x) of this section and improve parent choice specifically for families eligible to participate in CCDF, including:</P>
                        <P>
                            (1) For families needing care during nontraditional hours, which may include strategies such as higher 
                            <PRTPAGE P="52397"/>
                            payment rates, engaging with home-based child care networks, partnering with employers that have employees working nontraditional hours, and grants or contracts for direct services;
                        </P>
                        <P>(2) For families needing infant and toddler care, which must include grants or contracts for direct services pursuant to § 98.30(b) and described further in paragraph (z) of this section and may include additional strategies such as enhanced payment rates, training and professional development opportunities for the child care workforce, and engaging with staffed family child care networks and/or child care provider membership organizations;</P>
                        <P>(3) For families needing care for children with disabilities, which must include grants or contracts for direct services pursuant to § 98.30(b) and described further in paragraph (z) of this section and may include additional strategies such as enhanced payment rates, training and professional development opportunities for the child care workforce, and engaging with staffed family child care networks and/or child care provider membership organizations;</P>
                        <P>(4) For families in underserved geographic areas, which must include grants or contracts for direct services pursuant to § 98.30(b) and described further in paragraph (z) of this section and may include additional strategies such as enhanced payment rates, training and professional development opportunities for the child care workforce, and engaging with staffed family child care networks and/or child care provider membership organizations; and,</P>
                        <P>(5) A method of tracking progress toward goals to increase supply and support equal access and parental choice;</P>
                        <P>(z) A description of how the Lead Agency will use grants or contracts for direct services to achieve supply building goals for children in underserved geographic areas, infants and toddlers, children with disabilities as defined by the Lead Agency, and, at Lead Agency option, children who receive care during nontraditional hours. This must include a description of the proportion of the shortages for these groups would be filled by contracted or grant funded slots. Lead Agencies must continue to provide CCDF families the option to choose a certificate for the purposes of acquiring care;</P>
                        <P>(aa) A description of how the Lead Agency will improve the quality of child care services for children in underserved geographic areas, infants and toddlers, children with disabilities as defined by the Lead Agency, and children who receive care during nontraditional hours;</P>
                        <STARS/>
                        <P>(ee) A description of generally-accepted payment practices applicable to providers of child care services for which assistance is provided under this part, pursuant to § 98.45(m), including practices to ensure timely payment for services, to delink provider payments from children's occasional absences to the extent practicable, cover mandatory fees, and pay based on a full or part-time basis;</P>
                        <P>(ff) A description of internal controls to ensure integrity and accountability, processes in place to investigate and recover fraudulent payments and to impose sanctions on clients or providers in response to fraud, and procedures in place to document and verify eligibility, pursuant to § 98.68;</P>
                        <STARS/>
                        <P>(kk) A description of how the Lead Agency will respond to complaints submitted through the national hotline and website, required in section 658L(b) of the CCDBG Act of 2014 (42 U.S.C.9858j(b)), including the designee responsible for receiving and responding to such complaints regarding both licensed and license-exempt child care providers; and</P>
                        <STARS/>
                    </SECTION>
                </REGTEXT>
                <REGTEXT TITLE="45" PART="98">
                    <AMDPAR>4. Amend § 98.21 by revising paragraph (b)(3) to read as follows:</AMDPAR>
                    <SECTION>
                        <SECTNO>§ 98.21 </SECTNO>
                        <SUBJECT>Eligibility determination processes.</SUBJECT>
                        <P>(b) * * *</P>
                        <P>(3) A family meeting the conditions described in paragraph (b)(2) of this section shall be eligible for services pursuant to the conditions described in § 98.20 and all other paragraphs of this section, with the exception of the co-payment restrictions at paragraph (a)(3) of this section. To help families transition off of child care assistance, Lead Agencies may gradually adjust co-pay amounts for families whose children are determined eligible under the graduated phase-out conditions described in paragraph (b)(2) and may require additional reporting on changes in family income as described in paragraph (h)(3) of this section, provided such requirements do not constitute an undue burden, pursuant to conditions described in paragraphs (h)(2)(ii) and (iii) of this section.</P>
                        <STARS/>
                    </SECTION>
                </REGTEXT>
                <REGTEXT TITLE="45" PART="98">
                    <AMDPAR>5. Amend § 98.50 by revising paragraphs (a)(2) and (c)(2) to read as follows:</AMDPAR>
                    <SECTION>
                        <SECTNO>§ 98.50 </SECTNO>
                        <SUBJECT>Child care services.</SUBJECT>
                        <P>(a) * * *</P>
                        <P>(2) Using a sliding fee scale, as described in § 98.45(l);</P>
                        <STARS/>
                        <P>(c) * * *</P>
                        <P>(2) Must include measurable indicators of progress in accordance with § 98.53(g); and</P>
                        <STARS/>
                    </SECTION>
                </REGTEXT>
                <REGTEXT TITLE="45" PART="98">
                    <AMDPAR>6. Amend § 98.53 by revising paragraph (a) introductory text to read as follows:</AMDPAR>
                    <SECTION>
                        <SECTNO>§ 98.53 </SECTNO>
                        <SUBJECT>Activities to improve the quality of child care.</SUBJECT>
                        <P>(a) The Lead Agency must expend funds from each fiscal year's allotment on quality activities pursuant to §§ 98.50(b) and 98.83(g) in accordance with an assessment of need by the Lead Agency. Such funds must be used to carry out at least one of the following quality activities to improve the quality of child care services for all children, regardless of CCDF receipt, in accordance with paragraph (e) of this section:</P>
                        <STARS/>
                    </SECTION>
                </REGTEXT>
                <REGTEXT TITLE="45" PART="98">
                    <AMDPAR>7. Amend § 98.55 by revising paragraphs (g)(2) and (i) to read as follows:</AMDPAR>
                    <SECTION>
                        <SECTNO>§ 98.55 </SECTNO>
                        <SUBJECT>Matching fund requirements.</SUBJECT>
                        <STARS/>
                        <P>(g) * * *</P>
                        <P>(2) Family contributions to the cost of care as required by § 98.45(l).</P>
                        <STARS/>
                        <P>(i) Matching funds are subject to the obligation and liquidation requirements at § 98.60(d)(4).</P>
                    </SECTION>
                </REGTEXT>
                <REGTEXT TITLE="45" PART="98">
                    <AMDPAR>8. Amend § 98.60 by revising paragraph (d)(5) introductory text to read as follows:</AMDPAR>
                    <SECTION>
                        <SECTNO>§ 98.60 </SECTNO>
                        <SUBJECT>Availability of funds.</SUBJECT>
                        <STARS/>
                        <P>(d) * * *</P>
                        <P>(5) Except for paragraph (d)(6) of this section, determination of whether funds have been obligated and liquidated will be based on:</P>
                        <STARS/>
                    </SECTION>
                </REGTEXT>
                <REGTEXT TITLE="45" PART="98">
                    <AMDPAR>9. Amend § 98.70 by revising paragraph (d)(3) to read as follows:</AMDPAR>
                    <SECTION>
                        <SECTNO>§ 98.70 </SECTNO>
                        <SUBJECT>Reporting requirements.</SUBJECT>
                        <STARS/>
                        <P>(d) * * *</P>
                        <P>(3) Annual quality progress reports under § 98.53(g).</P>
                    </SECTION>
                </REGTEXT>
                <REGTEXT TITLE="45" PART="98">
                    <AMDPAR>10. Amend § 98.83 by revising paragraph (d)(1)(xii) to read as follows:</AMDPAR>
                    <SECTION>
                        <SECTNO>§ 98.83 </SECTNO>
                        <SUBJECT>Requirements for tribal programs.</SUBJECT>
                        <STARS/>
                        <P>
                            (d) * * *
                            <PRTPAGE P="52398"/>
                        </P>
                        <P>(1) * * *</P>
                        <P>(xii) The requirement to complete the quality progress report at § 98.53(g);</P>
                        <STARS/>
                    </SECTION>
                </REGTEXT>
                <SIG>
                    <NAME>Elizabeth J. Gramling,</NAME>
                    <TITLE>Executive Secretary, Department of Health and Human Services.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13716 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE P</BILCOD>
        </RULE>
        <RULE>
            <PREAMB>
                <AGENCY TYPE="N">DEPARTMENT OF COMMERCE</AGENCY>
                <SUBAGY>National Oceanic and Atmospheric Administration</SUBAGY>
                <CFR>50 CFR Part 660</CFR>
                <DEPDOC>[Docket No. 240613-0161]</DEPDOC>
                <RIN>RIN 0648-BM85</RIN>
                <SUBJECT>Magnuson-Stevens Act Provisions; Fisheries Off West Coast States; Pacific Coast Groundfish Fishery; 2024 Harvest Specifications for Pacific Whiting and 2024 Pacific Whiting Tribal Allocation</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>National Marine Fisheries Service (NMFS), National Oceanic and Atmospheric Administration (NOAA), Commerce.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Final rule.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>This rule implements the domestic 2024 harvest specifications for Pacific whiting fisheries off the coasts of Washington, Oregon, and California (collectively, the West Coast), including the 2024 Tribal allocation for the Pacific whiting fishery, the non-Tribal sector allocations, and a set-aside for incidental mortality in research activities and non-groundfish fisheries. NMFS issues this final rule for the 2024 Pacific whiting fishery under the authority of the Pacific Coast Groundfish Fishery Management Plan, the Magnuson-Stevens Fishery Conservation and Management Act, the Pacific Whiting Act of 2006, and other applicable laws. These measures are intended to help prevent overfishing, achieve optimum yield, ensure that management measures are based on the best scientific information available, and provide for the implementation of Tribal treaty fishing rights.</P>
                </SUM>
                <EFFDATE>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Effective June 24, 2024.</P>
                </EFFDATE>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P/>
                </ADD>
                <HD SOURCE="HD1">Electronic Access</HD>
                <P>
                    This final rule is accessible via the internet at the Office of the Federal Register website at 
                    <E T="03">https://www.federalregister.gov.</E>
                </P>
                <P>
                    Background information for this action and analytical documents for the Regulatory Flexibility Act (RFA), and National Environmental Policy Act (NEPA) are available at the NMFS West Coast Region website at: 
                    <E T="03">https://www.fisheries.noaa.gov/action/2024-harvest-specifications-pacific-whiting-and-2024-tribal-allocation.</E>
                </P>
                <P>
                    NEPA documents for West Coast groundfish actions are also available at: 
                    <E T="03">https://www.fisheries.noaa.gov/west-coast/laws-and-policies/groundfish-actions-nepa-documents</E>
                     and at the Pacific Fishery Management Council's website at 
                    <E T="03">http://www.pcouncil.org.</E>
                </P>
                <P>
                    Additional background information for the Pacific Hake/Whiting Treaty can be found at: 
                    <E T="03">https://www.fisheries.noaa.gov/west-coast/laws-policies/pacific-hake-whiting-treaty.</E>
                </P>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Colin Sayre, phone: 206-526-4656, and email: 
                        <E T="03">Colin.Sayre@noaa.gov.</E>
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <HD SOURCE="HD1">Background</HD>
                <P>The transboundary stock of Pacific whiting is managed through the Agreement Between the Government of the United States of America and the Government of Canada on Pacific Hake/Whiting of 2003 (Agreement). The Agreement establishes bilateral management bodies to implement the terms of the Agreement, including the Joint Management Committee (JMC), which recommends the annual catch limit for Pacific whiting. NMFS issued a proposed rule on April 30, 2024 (89 FR 34188) that describes the Agreement, including the establishment of F-40 percent default harvest rate, the explicit allocation of the Pacific whiting coastwide total allowable catch (TAC) to the United States (73.88 percent) and Canada (26.12 percent), the bilateral bodies to implement the terms of the Agreement, including the JMC, and the process used to determine the coastwide TAC under the Agreement, including adjusting the TAC for carryovers from the prior year.</P>
                <HD SOURCE="HD1">2024 TAC Recommendation</HD>
                <P>The Treaty's Advisory Panel (AP) and the JMC met in Lynnwood, Washington February 27-29, 2024, to develop advice on a 2024 coastwide TAC. The AP provided its 2024 TAC recommendation to the JMC on February 29, 2024. The JMC reviewed the advice of the JTC, the Scientific Review Group (SRG), and the AP, and agreed on a TAC recommendation for transmittal to the United States and Canadian Governments.</P>
                <P>As detailed in the proposed rule (89 FR 34188, April 30, 2024), the Agreement directs the JMC to base the catch limit recommendation on the F-40 default harvest rate, unless scientific evidence demonstrates that a different harvest rate is necessary to sustain the offshore Pacific whiting resource. The F-40 default harvest rate is a fishing mortality rate that would reduce the spawning biomass of Pacific whiting to 40 percent of the estimated unfished level. After consideration of the 2024 stock assessment and other relevant scientific information, the JMC did not use the default harvest rate, and instead agreed on a more conservative approach. There were two primary reasons for choosing a TAC below the default harvest rate: (1) uncertainty regarding the size of the 2020 and 2021 year-classes led the JMC to conclude that using the default harvest rate could be too risky if these cohorts are smaller than estimated; and (2) the fact that the 2023 acoustic survey biomass was the third-lowest in the survey time series. The JMC concluded that both of these factors warranted setting the coastwide TAC below the 2023 value of 625,000 metric tons (mt), and lower than the level that would result from application of the F-40 default harvest rate. This conservative approach was endorsed by the AP and is consistent with Article III(1) of the Agreement.</P>
                <P>
                    The Agreement allows an adjusted TAC when either country's catch exceeds or is less than its TAC in the prior year. If the catch is in excess of the country's TAC, the amount of the overage is deducted from that country's TAC in the following year. If catch falls short of the country's TAC, a portion of the shortfall is carried over and added to the country's TAC for the following year. Under the Agreement, carryover adjustments cannot not exceed 15 percent of a party country's unadjusted TAC for the year in which the shortfall occurred. In 2023, neither country fully attained their respective TACs. The percentage of the U.S. TAC attained for 2023 is detailed in the Final Regulatory Flexibility Analysis (FRFA) (see the 
                    <E T="02">ADDRESSES</E>
                     section), which is summarized in the Classification section below.
                </P>
                <P>
                    For the 2024 Pacific whiting fishery, the JMC recommended a coastwide TAC of 473,513 mt prior to adjustment. Based on Article III(2) of the Agreement, the 73.88 percent U.S. share of the unadjusted coastwide TAC is 349,831 mt. Consistent with Article II(5)(b) of the Agreement, a carryover of 60,203 mt was added to the U.S. share for an adjusted U.S. TAC of 410,034 mt. The 26.12 percent Canadian share of the unadjusted coastwide TAC, consistent with Article III(2) of the Agreement, is 
                    <PRTPAGE P="52399"/>
                    123,681 mt, and a carryover of 21,285 mt was added to the Canadian share for an adjusted Canadian TAC of 144,966 mt. The total adjusted coastwide TAC is 555,000 mt for 2024.
                </P>
                <P>This recommendation is consistent with the best available scientific information, and provisions of the Agreement and the Whiting Act of 2006 (Whiting Act). The recommendation was transmitted via letter to the United States and Canadian Governments on March 05, 2024. NMFS, under delegation of authority from the Secretary of Commerce, approved the TAC recommendation of 410,034 mt for U.S. fisheries on March 29, 2024.</P>
                <P>
                    This final rule announces the adjusted coastwide TAC of 555,000 mt, an adjusted U.S. TAC of 410,034 mt, and establishes the domestic 2024 Pacific whiting harvest specifications, which constitutes the 2024 Tribal allocation, the 2024 season allocations for three non-Tribal commercial whiting sectors, and a set-aside for incidental mortality from research activities and in the non-groundfish trawl fisheries (
                    <E T="03">e.g.</E>
                     pink shrimp fishery). The Tribal and non-Tribal allocations for Pacific whiting, as well as the set-aside, are effective until December 31, 2024.
                </P>
                <HD SOURCE="HD2">Tribal Allocations</HD>
                <P>This final rule establishes the Tribal allocations of Pacific whiting for 2024 as described in the proposed rule (89 FR 34188, April 30, 2024). Four Washington coastal treaty Indian Tribes—the Makah Indian Tribe, Quileute Indian Tribe, Quinault Indian Nation, and the Hoh Indian Tribe—have treaty rights to harvest Pacific whiting in their usual and accustomed fishing areas in U.S. waters. Regulations at 50 CFR 660.50 set forth procedures to coordinate with the Tribes to exercise their treaty right in ocean fisheries with the Pacific Fishery Management Council (Council) and NMFS.</P>
                <P>NMFS allocates a portion of the U.S. TAC of Pacific whiting to the Tribal fishery, following the process established in 50 CFR 660.50(d). Regulations for the Pacific Coast Groundfish Fishery Management Plan (FMP) specify that the Tribal allocation is subtracted from the total U.S. Pacific whiting TAC. NMFS contacted the Tribes between September and December of 2023 to determine their plans for participation in the 2024 Tribal Pacific whiting fishery. Only the Makah Indian Tribe indicated its intent to continue to fish and requested 17.5 percent of the U.S. Pacific whiting allocation, which is identical to the percentage allotted in previous fishing years. In this final rule, NMFS will implement the 2024 Tribal allocation of 71,755.95 mt, which is 17.5 percent of the total U.S. TAC.</P>
                <P>As with prior Tribal allocations of Pacific whiting, this final rule is not intended to establish a precedent for future Pacific whiting seasons, or for the determination of the total amount of Pacific whiting to which the Tribes are entitled under their treaty right. In 2009, NMFS, the States of Washington and Oregon, and the coastal treaty Tribes started a process to determine the long-term Tribal allocation for Pacific whiting; however, no long-term allocation has been determined. The long-term Tribal treaty amount will be based on further development of scientific information and additional coordination and discussion with and among the coastal treaty Tribes and the States of Washington and Oregon.</P>
                <HD SOURCE="HD2">Non-Tribal Research and Bycatch Set-Asides</HD>
                <P>The U.S. non-Tribal whiting fishery is managed under the Council's Pacific Coast Groundfish FMP. Each year, the Council recommends a set-aside to accommodate incidental mortality of Pacific whiting in research activities and the state-managed pink shrimp fishery (a non-groundfish fishery). The set-aside is based on estimates of scientific research catch and estimated bycatch mortality in non-groundfish fisheries. At its November 2023 meeting, the Council recommended an incidental mortality set-aside of 750 mt for 2024. This set-aside is unchanged from the 750 mt set-aside amount recommended by the Council in November of 2022 and implemented for incidental mortality in 2023. This final rule implements the Council's recommendation for a 750 mt set-aside for 2024.</P>
                <HD SOURCE="HD2">Non-Tribal Harvest Guidelines and Allocations</HD>
                <P>
                    This final rule implements the fishery harvest guideline (HG) (
                    <E T="03">i.e.,</E>
                     the non-Tribal allocation) as described in the proposed rule (89 FR 34188, April 30, 2024). The 2024 fishery HG for Pacific whiting is 337,528.05 mt. This amount was determined by deducting the 71,755.95 mt Tribal allocation and the 750 mt set-aside for scientific research catch and fishing mortality in non-groundfish fisheries from the U.S. adjusted TAC of 410,034 mt. Federal regulations further allocate the fishery HG among the three non-tribal sectors of the Pacific whiting fishery: (1) the catcher/processor (C/P) Co-op Program; (2) the Mothership (MS) Co-op Program; and (3) the Shorebased Individual Fishing Quota (IFQ) Program. The C/P Co-op Program is allocated 34 percent (114,759.53 mt for 2024), the MS Co-op Program is allocated 24 percent (81,006.73 mt for 2024), and the Shorebased IFQ Program is allocated 42 percent (141,761.78 mt for 2024). The fishery south of 42° N lat. may not take more than 7,088 mt (5 percent of the Shorebased IFQ Program allocation) prior to May 1, the start of the primary Pacific whiting season north of 42° N lat.
                </P>
                <GPOTABLE COLS="2" OPTS="L2,i1" CDEF="s25,12">
                    <TTITLE>Table 1—2024 U.S. Pacific Whiting Allocations in Metric Tons</TTITLE>
                    <BOXHD>
                        <CHED H="1">Sector</CHED>
                        <CHED H="1">
                            2024 Pacific
                            <LI>whiting</LI>
                            <LI>allocation</LI>
                            <LI>(mt)</LI>
                        </CHED>
                    </BOXHD>
                    <ROW>
                        <ENT I="01">Tribal</ENT>
                        <ENT>71,755.95</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Catcher/Processor (C/P) Co-op Program</ENT>
                        <ENT>114,759.53</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Mothership (MS) Co-op Program</ENT>
                        <ENT>81,006.73</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Shorebased IFQ Program</ENT>
                        <ENT>141,761.78</ENT>
                    </ROW>
                </GPOTABLE>
                <P>
                    This rule is implemented under the statutory and regulatory authority of sections 304(b) and 305(d) of the Magnuson-Stevens Fishery Conservation and Management Act (Magnuson-Stevens Act), the Whiting Act, the regulations governing the groundfish fishery at 50 CFR 660.5 through 660.360, and other applicable laws. Pursuant to section 305(d) of the Magnuson-Stevens Act and regulations at 50 CFR 660.50, this final rule is necessary to ensure the fishery is managed in a manner consistent with treaty rights of four Treaty Tribes to fish in their “usual and accustomed grounds and stations” in common with non-Tribal citizens (
                    <E T="03">United States</E>
                     v. 
                    <E T="03">Washington,</E>
                     384 F. Supp. 313 (W.D. Wash. 1974)).
                </P>
                <HD SOURCE="HD1">Comments and Responses</HD>
                <P>NMFS issued a proposed rule on April 30, 2024 (89 FR 34188). The comment period on the proposed rule closed May 15, 2024. One public comment was received from an individual member of the public suggesting alternate punctuation for the title of this rule, otherwise no relevant comments were received during the public comment period.</P>
                <HD SOURCE="HD1">Changes From the Proposed Rule</HD>
                <P>
                    No substantive changes from the proposed action were made to the final action. However, this final rule corrects typographical errors that were published in the proposed rule (89 FR 34188, April 30, 2024). Previously published numerical values (87 FR 77007, December 16, 2022; 88 FR 89313, December 27, 2023) for the harvest 
                    <PRTPAGE P="52400"/>
                    specifications of non-whiting groundfish species were incorrectly transcribed in tables 2a and 2b to part 660 subpart C-2024, and table 1 to § 660.140(d)(1)(ii)(D) of the proposed regulations. Specifically, in table 2a to part 660 subpart C-2024, the ACL for Canary Rockfish ACL was misprinted as “12,296” mt and is corrected to “1,296” mt. In table 2b to part 660 subpart C-2024 the Fishery HG for Arrowtooth flounder was misprinted as “12” mt, and is corrected to “12,083” mt. In and table 1 to paragraph § 660.140(d)(1)(ii)(D) the 2024 Shorebased trawl allocations (mt) for 7 species and stock allocations were misprinted and corrected as follows: Yelloweye rockfish misprinted as “4.42” is corrected to “3.41”; Canary rockfish misprinted as “830.22” is corrected to “851.42”; Darkblotched rockfish misprinted as “613.53” is corrected to “644.34”; Sablefish North of 36° N lat. misprinted as “3,559.38” is corrected to “3,535.91”; Sablefish South of 36° N lat. misprinted as “889.00” is corrected to “909.55”; Yellowtail rockfish misprinted as “3,668.56” is corrected to “3,431.69”; Shelf rockfish complex South of 40°10′ N lat. misprinted as “163.02” is corrected to “162.43”.
                </P>
                <HD SOURCE="HD1">Classification</HD>
                <P>The Administrator, West Coast Region, NMFS, determined that the final rule is necessary for the conservation and management of the Pacific whiting and that it is consistent with sections 304(b) and 305(d), and other provisions of the Magnuson-Stevens Act, the Pacific Coast Groundfish FMP, Whiting Act, and other applicable laws.</P>
                <P>
                    Pursuant to 5 U.S.C. 553(d)(3), the NMFS Assistant Administrator finds good cause to waive the 30-day delay in the date of effectiveness for this final rule because such a delay would be contrary to the public interest. The Pacific whiting fishery season began on May 1, 2024 under interim allocations based on a proxy coastwide TAC analyzed in the 2024 Pacific whiting stock assessment (see 
                    <E T="02">ADDRESSES</E>
                    ). This proxy coastwide TAC was 483,960 mt, which is approximately 13 percent lower than the recommended 2024 coastwide TAC of 555,000 mt announced in the proposed rule and approved by the Secretary of Commerce. If the non-Tribal commercial sectors fully harvest this partial interim allocation before the final TAC is implemented, NMFS will be required to close the Pacific whiting fishery until such time that the full 2024 season allocation is implemented. Timely implementation of the full TAC will avoid the need to close the Pacific whiting fishery if the current interim allocations are fully harvested.
                </P>
                <P>As the Pacific whiting season is only 6 months long, open from May 1 to December 31, a 30-day delay in the implementation of the full 2024 season allocations represents a significant operational limitation to the commercial whiting sectors. If this final rule were delayed by 30 days, the Pacific whiting commercial sectors would not be able to fish under the final catch limits for Pacific whiting for that time period, be at risk of potential premature season closure, and would not be able to realize the full level of economic opportunity this rule provides. This rule increases catch limits for Pacific whiting compared to the restrictive partial interim allocation the fishery is currently operating under, it therefore finds good cause to waive the 30-day delay in the date of effectiveness requirement.</P>
                <P>Additionally, many vessels in the Pacific whiting fishery also participate in the Alaskan pollock fishery. The Alaskan pollock fishery B-season typically runs from mid-June to mid-November of each year, overlapping with the May 1 to December 31 Pacific whiting season. Vessels that participate in both the West Coast Pacific whiting fishery, and the Alaskan pollock fishery must time operations and travel between these fisheries. Without having access to their full 2024 Pacific whiting season allocations, fishery participants are unable to plan the timing of their operations, and are restricted in their participation in these fisheries for the 2024 season. Issuing complete 2024 Pacific whiting allocations to quota owners in a timely fashion ensures they can plan their participation for the year in both the Pacific whiting and Alaskan pollock fisheries. Implementing this rule upon the date of publication relieves the limitation in planning vessel operations and provides the commercial whiting fleet more opportunity and greater flexibility to harvest the optimal yield. Waiving the 30-day delay in effectiveness will allow this final rule to more fully benefit the fishery through increased fishing opportunities as described in the preamble of this rule.</P>
                <P>This rulemaking could not be completed prior to the May 1 start date of the 2024 Pacific Whiting primary fishing season due to the timeline required by the Agreement, which resulted in the short time frame between the approval of the TAC recommendation and the start of the fishing season. The AP and JMC met in Lynnwood, Washington on February 26-29, 2024, to develop a recommendation for a 2024 coastwide TAC. At this meeting, the JMC agreed on a TAC recommendation, which was transmitted to the United States and Canadian Governments on March 4, 2024. The Department of Commerce consulted with the Department of State on the recommended TAC and concurred with the NMFS West Coast Region on March 14, 2024 to accept the JMC recommended adjusted TAC for 2024. NMFS, under delegation of authority from the Secretary of Commerce, approved the TAC recommendation U.S. fisheries on March 29, 2024. This rulemaking proceeded once the JMC agreed on a recommended coastwide TAC, and the Department of Commerce in consultation with the Department of State reviewed and approved the recommended U.S. TAC. The proposed rule was published on April 30, 2024 (89 FR 34188). The 2024 Pacific whiting primary fishing season began shortly thereafter on May 1, 2024. The public comment period closed on May 15, 2024. Therefore, NMFS could not issue full season allocations implemented under this final rule prior to the May 1 start date of the Pacific whiting fishery.</P>
                <P>Waiving the 30-day delay in effectiveness will not have a negative impact on any entities, as there are no new compliance requirements or other burdens placed on the fishing community with this rule. Making this rule effective immediately would also serve the best interests of the public because it will allow for the longest possible fishing season for Pacific whiting and therefore the best possible economic outcome for those whose livelihoods depend on this fishery.</P>
                <P>The Office of Management and Budget has determined that this final rule is not significant for purposes of Executive Order 12866.</P>
                <P>
                    A range of potential total harvest levels for Pacific whiting has been considered in the Final Environmental Impact Statement (FEIS) for Harvest Specifications and Management Measures for 2015-2016 and Biennial Periods thereafter (2015/16 FEIS), and in the Environmental Assessment (EA) and the Regulatory Impact Review (RIR) included in the analytical document for Amendment 30 to the Pacific Coast Groundfish FMP and 2023-2024 Harvest Specifications and Management Measures. These documents are available from NMFS (see 
                    <E T="02">ADDRESSES</E>
                    ). The 2015/16 FEIS examined the harvest specifications and management measures for 2015-2016 and gave 10-year projections for routinely adjusted harvest specifications and management 
                    <PRTPAGE P="52401"/>
                    measures. The 10-year projections were produced to evaluate the impacts of the ongoing implementation of harvest specifications and management measures and to evaluate the impacts of the routine adjustments that are the main component of each biennial cycle. The EA for the 2023-2024 cycle builds on the 2015/16 FEIS and focuses on the harvest specifications and management measures that were not within the scope of the 10-year projections in the 2015/16 FEIS.
                </P>
                <HD SOURCE="HD1">Final Regulatory Flexibility Analysis</HD>
                <P>
                    NMFS issued a proposed rule on April 30, 2024 (89 FR 34188) for the 2024 Harvest Specifications for Pacific whiting, and 2024 Tribal allocation for Pacific whiting. An Initial Regulatory Flexibility Analysis (IRFA) was prepared and summarized in the Classification section of the preamble to the proposed rule. The comment period on the proposed rule closed May 15, 2024. NMFS did not receive any relevant public comments on the proposed rule. The Chief Counsel for Advocacy of the Small Business Administration (SBA) did not file any comments on the IRFA or the proposed rule. The description of this action, its purpose, and its legal basis are described in the preamble to the proposed rule and are not repeated here. A FRFA was prepared and incorporates the IRFA. There were no public comments received on the IRFA. NMFS also prepared a RIR for this action. A copy of the RIR/FRFA is available from NMFS (see 
                    <E T="02">ADDRESSES</E>
                    ). A summary of the FRFA, per the requirements of 5 U.S.C. 604, follows.
                </P>
                <P>Under the RFA, the term “small entities” includes small businesses, small organizations, and small governmental jurisdictions. For purposes of complying with the RFA, NMFS has established size criteria for entities involved in the fishing industry that qualify as small businesses. A business involved in fish harvesting is a small business if it is independently owned and operated and not dominant in its field of operation (including its affiliates) and if it has combined annual receipts not in excess of $11 million for all its affiliated operations worldwide (80 FR 81194, December 29, 2015; 50 CFR part 200). In addition, the SBA has established size criteria for other entities that may be affected by this final rule. A wholesale business servicing the fishing industry is a small business if it employs 100 or fewer persons on a full time, part time, temporary, or other basis, at all its affiliated operations worldwide. A small organization is any nonprofit enterprise that is independently owned and operated and is not dominant in its field. A seafood processor is a small business if it is independently owned and operated, not dominant in its field of operation, and employs 750 or fewer persons on a full time, part time, temporary, or other basis, at all its affiliated operations worldwide (see North American Industry Classification System (NAICS) 311710 at 13 CFR 121.201). For purposes of rulemaking, NMFS is also applying the seafood processor standard to C/Ps because whiting C/Ps earn the majority of the revenue from processed seafood product.</P>
                <HD SOURCE="HD1">A Summary of the Significant Issues Raised by the Public in Response to the IRFA, a Summary of the Agency's Assessment of Such Issues, and a Statement of Any Changes Made in the Final Rule as a Result of Such Comments</HD>
                <P>NMFS issued a proposed rule on April 30, 2024 (89 FR 34188). The comment period on the proposed rule closed May 15, 2024. No relevant comments were received during the public comment period.</P>
                <P>No substantive changes from the proposed action are being considered in were made to the final action. However, this final rule corrects typographical errors that were published in the proposed rule (89 FR 34188, April 30, 2024). Previously published numerical values (87 FR 77007, December 16, 2022; 88 FR 89313, December 27, 2023) for the harvest specifications of non-whiting groundfish species were incorrectly transcribed in tables 2a and 2b to part 660 subpart C-2024, and table 1 to paragraph § 660.140(d)(1)(ii)(D) of the proposed regulations. Specifically, in table 2a to part 660 subpart C-2024, the ACL for Canary Rockfish ACL was misprinted as “12,296” mt and is corrected to “1,296” mt. In table 2b to part 660 subpart C-2024 the Fishery HG for Arrowtooth flounder was misprinted as “12” mt, and is corrected to “12,083” mt. In and table 1 to paragraph § 660.140(d)(1)(ii)(D) the 2024 Shorebased trawl allocations (mt) for 7 species and stock allocations were misprinted and corrected as follows: Yelloweye rockfish misprinted as “4.42” is corrected to “3.41”; Canary rockfish misprinted as “830.22” is corrected to “851.42”; Darkblotched rockfish misprinted as “613.53” is corrected to “644.34”; Sablefish North of 36° N lat. misprinted as “3,559.38” is corrected to “3,535.91”; Sablefish South of 36° N lat. misprinted as “889.00” is corrected to “909.55”; Yellowtail rockfish misprinted as “3,668.56” is corrected to “3,431.69”; Shelf rockfish complex South of 40°10′ N lat. misprinted as “163.02” is corrected to “162.43”.</P>
                <HD SOURCE="HD1">Description and Estimate of the Number of Small Entities to Which the Rule Applies, and Estimate of Economic Impacts by Entity Size and Industry</HD>
                <P>This final rule affects how Pacific whiting is allocated to the following sectors/programs: Tribal, Shorebased IFQ Program Trawl Fishery, MS Co-op Program Whiting At-sea Trawl Fishery, and C/P Co-op Program Whiting At-sea Trawl Fishery. The amount of Pacific whiting allocated to these sectors is based on the U.S. TAC, which is developed and approved through the process set out in the Agreement and the Whiting Act.</P>
                <P>NMFS expects one Tribal entity, the Makah Tribe, to fish for Pacific whiting in 2024. Tribes are not considered small entities for the purposes of RFA. Impacts to Tribes are nevertheless considered in this analysis.</P>
                <P>This final rule directly affects the C/P Co-op Program, which is composed of 10 C/P endorsed permits owned by 3 companies that have formed a single co-op. These co-ops are considered large entities both because they have participants that are large entities and because they have in total more than 750 employees worldwide including affiliates.</P>
                <P>This final rule also directly affects the Shorebased IFQ Program. As of March 2024, the Shorebased IFQ Program is composed of 163 Quota Share permits/accounts (122 of which were allocated Pacific whiting quota pounds), and 48 licensed first receiver sites, of which 16 sites are owned by 10 companies that receive Pacific whiting. Of these companies that receive Pacific whiting, none are considered small entities.</P>
                <P>This final rule also directly affects participants in the MS Co-op Program, the limited access program that applies to eligible harvesters and processors in the MS sector of the Pacific whiting at-sea trawl fishery. This program consists of 6 MS processor permits, and a catcher vessel fleet currently composed of a single co-op, with 34 Mothership/Catcher Vessel (MS/CV) endorsed permits (with 3 permits each having 2 catch history assignments).</P>
                <P>
                    Although there are 3 non-tribal sectors (the C/P Co-op Program, the Shorebased IFQ Program, and the MS Co-op Program), many companies participate in 2 different sectors and some participate in all 3 sectors, as well as participate in other non-whiting groundfish fisheries. As part of the permit application processes for the non-tribal fisheries, NMFS asks permit 
                    <PRTPAGE P="52402"/>
                    applicants if they considered themselves a small business based on a review of the SBA size criteria and asks each permit applicant to provide detailed ownership information. Data on employment worldwide, including affiliates, are not available for these companies, which generally operate in Alaska as well as on the West Coast in non-whiting groundfish fisheries, and which may have operations in other countries, as well. NMFS requests that limited entry permit holders self-report their size status. For 2024, all 10 C/P permits reported that they are not small businesses, as did 8 mothership catcher vessels. There is substantial, but not complete, overlap between permit ownership and vessel ownership so there may be a small number of additional small entity vessel owners who will be impacted by this rule. After accounting for cross-fishery participation, multiple Quota Share account holders, and affiliation through ownership, NMFS estimates that there are 103 non-tribal entities directly affected by these regulations (89 of which are considered small entities).
                </P>
                <P>This rule will allocate Pacific whiting between Tribal and non-Tribal harvesters (a mixture of small and large businesses). Tribal fisheries consist of a mixture of fishing activities that are similar to the activities that non-tribal fisheries undertake. Tribal harvests may be delivered to both shoreside plants and motherships for processing. These processing facilities also process fish harvested by non-tribal fisheries. The effect of the Tribal allocation on non-Tribal fisheries will depend on the level of Tribal harvests relative to their allocation and the reapportionment process. If the Tribes do not harvest their entire allocation, there are opportunities during the year to reapportion unharvested Tribal amounts to the non-Tribal fleets. For example, in 2023 NMFS reapportioned 45,000 mt of the original 80,806 mt Tribal allocation (88 FR 75238, November 2, 2023) to the non-Tribal fleets. This reapportionment was based on conversations with the Treaty Tribes and the best information available at the time, which indicated that this amount would not limit Tribal harvest opportunities for the remainder of the year. The reapportioning process allows unharvested Tribal allocations of Pacific whiting to be fished by the non-tribal fleets, benefitting both large and small entities. The revised Pacific whiting allocations for 2023 following the reapportionment were as follows: (1) Tribal 35,806 mt; (2) C/P Co-op 144,566 mt; (3) MS Co-op 102,047 mt; and (4) Shorebased IFQ Program 178,581 mt.</P>
                <P>
                    The prices for Pacific whiting are largely determined by the world market because most of the Pacific whiting harvested in the United States is exported. The U.S. Pacific whiting TAC is highly variable, as is subsequent attainment of sector allocations, and ex-vessel revenues. For the years 2013-2023, the U.S. non-tribal commercial fishery sectors averaged harvests of approximately 271,392 mt, and revenues of $54.1 million, annually. The 2023 U.S. non-tribal commercial fishery sectors attained a Pacific whiting catch of approximately 239,665 mt out of a harvest guideline of 380,194 mt (
                    <E T="03">i.e.,</E>
                     63 percent attainment), resulting in a total revenue of $46.6 million. The Tribal fishery landed less than 1,000 mt out of the 2023 Tribal allocation of 80,806 mt.
                </P>
                <P>
                    Impacts to the U.S. non-Tribal fishery are measured with an estimate of ex-vessel revenue. The adjusted coastwide TAC of 555,000 mt results in an adjusted U.S. TAC of 410,034 mt and, after deduction of the Tribal allocation and the incidental catch set-aside, a U.S. non-Tribal harvest guideline of 337,528.05 mt. Using the 2023 weighted-average non-Tribal price of $194.74 per metric ton, the 2024 adjusted U.S. TAC is estimated to result in a potential ex-vessel revenue of $65.7 million for the U.S. non-Tribal fishing fleet if fully harvested (
                    <E T="03">i.e.,</E>
                     100 percent attainment).
                </P>
                <P>
                    Impacts to Tribal catcher vessels who elect to participate in the Tribal fishery are measured with an estimate of ex-vessel revenue. In lieu of more complete information on Tribal deliveries, total ex-vessel revenue is estimated with the 2023 average ex-vessel price of Pacific whiting (
                    <E T="03">i.e.,</E>
                     $194.74 per mt). At that price, the 2024 Tribal allocation of 71,755.95 mt would potentially have an ex-vessel value of $13.97 million if fully harvested.
                </P>
                <P>For the allocations to the non-tribal commercial sectors, the Pacific whiting Tribal allocation, and set-asides for research and incidental mortality NMFS considered 2 alternatives: the “No Action” alternative and the “Proposed Action” alternative.</P>
                <P>For allocations to non-tribal commercial sectors, the No Action alternative would mean that NMFS would not implement allocations to the non-Tribal sectors based on the JMC recommended U.S. TAC. This is contrary to the Whiting Act and the Agreement, both of which require sustainable management of the Pacific whiting resource. Therefore, the No Action alternative for allocations to non-tribal commercial sectors received no further consideration.</P>
                <P>For set-asides for research and incidental mortality, the No Action alternative would mean that NMFS would not implement the set-aside amount of 750 mt recommended by the Council. Not implementing set-asides of the US whiting TAC would mean that incidental mortality of the fish in research activities and non-groundfish fisheries would not be accommodated. This would be inconsistent with the Council's recommendation, the Pacific Coast Groundfish FMP, the regulations setting the framework governing the groundfish fishery, and NMFS' responsibility to manage the fishery. Therefore, the No Action alternative for set-asides received no further consideration.</P>
                <P>NMFS did not consider a broader range of alternatives to the proposed Tribal allocation because the Tribal allocation is a percentage of the U.S. TAC and is based primarily on the requests of the Tribes. These requests reflect the level of participation in the fishery that will allow the Tribes to exercise their treaty right to fish for Pacific whiting. Under the Proposed Action alternative, NMFS would set the Tribal allocation percentage at 17.5 percent, as requested by the Tribes. This would yield a Tribal allocation of 71,755.95 mt for 2024. Consideration of a percentage lower than the Tribal request of 17.5 percent is not appropriate in this instance. As a matter of policy, NMFS has historically supported the harvest levels requested by the Tribes. Based on the information available to NMFS, the Tribal request is within their Tribal treaty rights. A higher percentage would arguably also be within the scope of the treaty right. However, a higher percentage would unnecessarily limit the non-Tribal fishery.</P>
                <P>Therefore, the No Action alternative would result in no allocation of Pacific whiting to the Tribal sector in 2024, which would be inconsistent with NMFS' responsibility to manage the fishery consistent with the Tribes' treaty rights. Given that there is a Tribal request for allocation in 2024, this No Action alternative for allocation to the Tribal sector received no further consideration and NMFS elected to move forward with the Proposed Action alternative.</P>
                <HD SOURCE="HD1">Regulatory Flexibility Act Determination of No Significant Impact</HD>
                <P>
                    NMFS has determined this final rule would not have a significant economic impact on small entities. This rule is similar to previous rulemakings concerning Pacific whiting. In the context of an internationally set TAC, 
                    <PRTPAGE P="52403"/>
                    this rule concerns the amount of the U.S. TAC that should be allocated to the Tribal fishery and to a set-aside for research and bycatch in non-groundfish fisheries, and establishes Pacific whiting allocations for the non-Tribal fishery for 2024. With this final rule, NMFS, acting on behalf of the Secretary, determined that the Pacific Coast Groundfish FMP is implemented in a manner consistent with treaty rights of four Treaty Tribes to fish in their “usual and accustomed grounds and stations” in common with non-tribal citizens (
                    <E T="03">United States</E>
                     v. 
                    <E T="03">Washington,</E>
                     384 F. Supp. 313 (W.D. Wash. 1974)). Pacific whiting allocations to the non-Tribal sectors provide additional economic opportunity to the entities considered in this analysis to prosecute a quota species within a multi-species groundfish catch share program. In addition, the reapportioning process allows unharvested Tribal allocations of Pacific whiting, fished by small entities, to be fished by the non-Tribal fleets, potentially providing economic benefits to both large and small entities. NMFS believes this rule will not adversely affect small entities. Thus, as discussed above, this action would not have a significant economic impact on small entities.
                </P>
                <P>This final rule contains no information collection requirements under the Paperwork Reduction Act of 1995.</P>
                <P>No Federal rules have been identified that duplicate, overlap, or conflict with this action.</P>
                <HD SOURCE="HD1">Small Entity Compliance Guide</HD>
                <P>
                    Section 212 of the Small Business Regulatory Enforcement Fairness Act of 1996 states that, for each rule or group of related rules for which an agency is required to prepare a FRFA, the agency shall publish one or more guides to assist small entities in complying with the rule and shall designate such publications as “small entity compliance guides.” The agency shall explain the actions a small entity is required to take to comply with a rule or group of rules. A small entity compliance guide will be sent to stakeholders, and copies of the final rule and guides (
                    <E T="03">i.e.,</E>
                     information bulletins) are available from NMFS at the following website: 
                    <E T="03">https://www.fisheries.noaa.gov/species/pacific-whiting#management.</E>
                </P>
                <LSTSUB>
                    <HD SOURCE="HED">List of Subjects in 50 CFR Part 660</HD>
                    <P>Fisheries, Fishing, Indian fisheries.</P>
                </LSTSUB>
                <SIG>
                    <DATED>Dated: June 13, 2024.  </DATED>
                    <NAME>Samuel D. Rauch, III,</NAME>
                    <TITLE>Deputy Assistant Administrator for Regulatory Programs, National Marine Fisheries Service.</TITLE>
                </SIG>
                <P>For the reasons set out in the preamble, NMFS amends 50 CFR part 660 as follows:</P>
                <PART>
                    <HD SOURCE="HED">PART 660—FISHERIES OFF WEST COAST STATES</HD>
                </PART>
                <REGTEXT TITLE="50" PART="660">
                    <AMDPAR>1. The authority citation for part 660 continues to read as follows:</AMDPAR>
                    <AUTH>
                        <HD SOURCE="HED">Authority:</HD>
                        <P>
                             16 U.S.C. 1801 
                            <E T="03">et seq.,</E>
                             16 U.S.C. 773 
                            <E T="03">et seq.,</E>
                             and 16 U.S.C. 7001 
                            <E T="03">et seq.</E>
                        </P>
                    </AUTH>
                </REGTEXT>
                <REGTEXT TITLE="50" PART="660">
                    <AMDPAR>2. In § 660.50, revise paragraph (f)(4) to read as follows:</AMDPAR>
                    <SECTION>
                        <SECTNO>§ 660.50 </SECTNO>
                        <SUBJECT>Pacific Coast treaty Indian fisheries.</SUBJECT>
                        <STARS/>
                        <P>(f) * * *</P>
                        <P>
                            (4) 
                            <E T="03">Pacific whiting.</E>
                             The Tribal allocation for 2024 is 71,755.95 mt.
                        </P>
                        <STARS/>
                    </SECTION>
                </REGTEXT>
                <REGTEXT TITLE="50" PART="660">
                    <AMDPAR>3. Revise Table 2a to part 660, subpart C—2024, to read as follows:</AMDPAR>
                    <GPOTABLE COLS="6" OPTS="L2,nj,i1" CDEF="s50,r50,12,12,12,12">
                        <TTITLE>
                            Table 2
                            <E T="01">a.</E>
                             to Part 660, Subpart C—2024, Specifications of OFL, ABC, ACL, ACT and Fishery Harvest Guidelines (Weights in Metric Tons). Capitalized Stocks Are Overfished
                        </TTITLE>
                        <BOXHD>
                            <CHED H="1">Stocks</CHED>
                            <CHED H="1">Area</CHED>
                            <CHED H="1">OFL</CHED>
                            <CHED H="1">ABC</CHED>
                            <CHED H="1">
                                ACL 
                                <SU>a</SU>
                            </CHED>
                            <CHED H="1">
                                Fishery HG 
                                <SU>b</SU>
                            </CHED>
                        </BOXHD>
                        <ROW>
                            <ENT I="01">
                                YELLOWEYE ROCKFISH 
                                <SU>c</SU>
                            </ENT>
                            <ENT>Coastwide</ENT>
                            <ENT>91</ENT>
                            <ENT>76</ENT>
                            <ENT>53.3</ENT>
                            <ENT>42.6</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Arrowtooth Flounder 
                                <SU>d</SU>
                            </ENT>
                            <ENT>Coastwide</ENT>
                            <ENT>20,459</ENT>
                            <ENT>14,178</ENT>
                            <ENT>14,178</ENT>
                            <ENT>12,083</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Big Skate 
                                <SU>e</SU>
                            </ENT>
                            <ENT>Coastwide</ENT>
                            <ENT>1,492</ENT>
                            <ENT>1,267</ENT>
                            <ENT>1,267</ENT>
                            <ENT>1,207.2</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Black Rockfish 
                                <SU>f</SU>
                            </ENT>
                            <ENT>California (S of 42° N lat.)</ENT>
                            <ENT>364</ENT>
                            <ENT>329</ENT>
                            <ENT>329</ENT>
                            <ENT>326.6</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Black Rockfish 
                                <SU>g</SU>
                            </ENT>
                            <ENT>Washington (N of 46°16′ N lat.)</ENT>
                            <ENT>319</ENT>
                            <ENT>289</ENT>
                            <ENT>289</ENT>
                            <ENT>270.5</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Bocaccio 
                                <SU>h</SU>
                            </ENT>
                            <ENT>S of 40°10′ N lat</ENT>
                            <ENT>2,002</ENT>
                            <ENT>1,828</ENT>
                            <ENT>1,828</ENT>
                            <ENT>1,779.9</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Cabezon 
                                <SU>i</SU>
                            </ENT>
                            <ENT>California (S of 42° N lat.)</ENT>
                            <ENT>185</ENT>
                            <ENT>171</ENT>
                            <ENT>171</ENT>
                            <ENT>169.4</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                California Scorpionfish 
                                <SU>j</SU>
                            </ENT>
                            <ENT>S of 34°27′ N lat</ENT>
                            <ENT>280</ENT>
                            <ENT>252</ENT>
                            <ENT>252</ENT>
                            <ENT>248</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Canary Rockfish 
                                <SU>k</SU>
                            </ENT>
                            <ENT>Coastwide</ENT>
                            <ENT>1,434</ENT>
                            <ENT>1,296</ENT>
                            <ENT>1,296</ENT>
                            <ENT>1,227.4</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Chilipepper 
                                <SU>l</SU>
                            </ENT>
                            <ENT>S of 40°10′ N lat</ENT>
                            <ENT>2,346</ENT>
                            <ENT>2,121</ENT>
                            <ENT>2,121</ENT>
                            <ENT>2,023.4</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Cowcod 
                                <SU>m</SU>
                            </ENT>
                            <ENT>S of 40°10′ N lat</ENT>
                            <ENT>112</ENT>
                            <ENT>79</ENT>
                            <ENT>79</ENT>
                            <ENT>67.8</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="03">Cowcod</ENT>
                            <ENT>(Conception)</ENT>
                            <ENT>93</ENT>
                            <ENT>67</ENT>
                            <ENT>NA</ENT>
                            <ENT>NA</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="03">Cowcod</ENT>
                            <ENT>(Monterey)</ENT>
                            <ENT>19</ENT>
                            <ENT>12</ENT>
                            <ENT>NA</ENT>
                            <ENT>NA</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Darkblotched Rockfish 
                                <SU>n</SU>
                            </ENT>
                            <ENT>Coastwide</ENT>
                            <ENT>857</ENT>
                            <ENT>782</ENT>
                            <ENT>782</ENT>
                            <ENT>758.7</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Dover Sole 
                                <SU>o</SU>
                            </ENT>
                            <ENT>Coastwide</ENT>
                            <ENT>55,859</ENT>
                            <ENT>51,949</ENT>
                            <ENT>50,000</ENT>
                            <ENT>48,402.9</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                English Sole 
                                <SU>p</SU>
                            </ENT>
                            <ENT>Coastwide</ENT>
                            <ENT>11,158</ENT>
                            <ENT>8,960</ENT>
                            <ENT>8,960</ENT>
                            <ENT>8,700.5</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Lingcod 
                                <SU>q</SU>
                            </ENT>
                            <ENT>N of 40°10′ N lat</ENT>
                            <ENT>4,455</ENT>
                            <ENT>3,854</ENT>
                            <ENT>3,854</ENT>
                            <ENT>3,574.4</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Lingcod 
                                <SU>r</SU>
                            </ENT>
                            <ENT>S of 40°10′ N lat</ENT>
                            <ENT>855</ENT>
                            <ENT>740</ENT>
                            <ENT>722</ENT>
                            <ENT>706.5</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Longnose Skate 
                                <SU>s</SU>
                            </ENT>
                            <ENT>Coastwide</ENT>
                            <ENT>1,955</ENT>
                            <ENT>1,660</ENT>
                            <ENT>1,660</ENT>
                            <ENT>1,408.7</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Longspine Thornyhead 
                                <SU>t</SU>
                            </ENT>
                            <ENT>N of 34°27′ N lat</ENT>
                            <ENT>4,433</ENT>
                            <ENT>2,846</ENT>
                            <ENT>2,162</ENT>
                            <ENT>2,108.3</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Longspine Thornyhead 
                                <SU>u</SU>
                            </ENT>
                            <ENT>S of 34°27′ N lat</ENT>
                            <ENT>683</ENT>
                            <ENT>680.8</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Pacific Cod 
                                <SU>v</SU>
                            </ENT>
                            <ENT>Coastwide</ENT>
                            <ENT>3,200</ENT>
                            <ENT>1,926</ENT>
                            <ENT>1,600</ENT>
                            <ENT>1,094</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Pacific Ocean Perch 
                                <SU>w</SU>
                            </ENT>
                            <ENT>N of 40°10′ N lat</ENT>
                            <ENT>4,133</ENT>
                            <ENT>3,443</ENT>
                            <ENT>3,443</ENT>
                            <ENT>3,297.5</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Pacific Whiting 
                                <SU>x</SU>
                            </ENT>
                            <ENT>Coastwide</ENT>
                            <ENT>747,588</ENT>
                            <ENT>
                                (
                                <SU>x</SU>
                                )
                            </ENT>
                            <ENT>
                                (
                                <SU>x</SU>
                                )
                            </ENT>
                            <ENT>337,528.05</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Petrale Sole 
                                <SU>y</SU>
                            </ENT>
                            <ENT>Coastwide</ENT>
                            <ENT>3,563</ENT>
                            <ENT>3,285</ENT>
                            <ENT>3,285</ENT>
                            <ENT>2,898.8</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Sablefish 
                                <SU>z</SU>
                            </ENT>
                            <ENT>N of 36° N lat</ENT>
                            <ENT>10,670</ENT>
                            <ENT>9,923</ENT>
                            <ENT>7,730</ENT>
                            <ENT>See Table 2c.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Sablefish 
                                <SU>aa</SU>
                            </ENT>
                            <ENT>S of 36° N lat</ENT>
                            <ENT/>
                            <ENT/>
                            <ENT>2,193</ENT>
                            <ENT>2,165.6</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Shortspine Thornyhead 
                                <SU>bb</SU>
                            </ENT>
                            <ENT>N of 34°27′ N lat</ENT>
                            <ENT>3,162</ENT>
                            <ENT>2,030</ENT>
                            <ENT>1,328</ENT>
                            <ENT>1,249.7</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Shortspine Thornyhead 
                                <SU>cc</SU>
                            </ENT>
                            <ENT>S of 34°27′ N lat</ENT>
                            <ENT/>
                            <ENT/>
                            <ENT>702</ENT>
                            <ENT>695.3</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Spiny Dogfish 
                                <SU>dd</SU>
                            </ENT>
                            <ENT>Coastwide</ENT>
                            <ENT>1,883</ENT>
                            <ENT>1,407</ENT>
                            <ENT>1,407</ENT>
                            <ENT>1,055.5</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Splitnose 
                                <SU>ee</SU>
                            </ENT>
                            <ENT>S of 40°10′ N lat</ENT>
                            <ENT>1,766</ENT>
                            <ENT>1,553</ENT>
                            <ENT>1,553</ENT>
                            <ENT>1,534.3</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Starry Flounder 
                                <SU>ff</SU>
                            </ENT>
                            <ENT>Coastwide</ENT>
                            <ENT>652</ENT>
                            <ENT>392</ENT>
                            <ENT>392</ENT>
                            <ENT>343.7</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Widow Rockfish 
                                <SU>gg</SU>
                            </ENT>
                            <ENT>Coastwide</ENT>
                            <ENT>12,453</ENT>
                            <ENT>11,482</ENT>
                            <ENT>11,482</ENT>
                            <ENT>11,243.7</ENT>
                        </ROW>
                        <ROW RUL="s">
                            <ENT I="01">
                                Yellowtail Rockfish 
                                <SU>hh</SU>
                            </ENT>
                            <ENT>N of 40°10′ N lat</ENT>
                            <ENT>5,795</ENT>
                            <ENT>5,291</ENT>
                            <ENT>5,291</ENT>
                            <ENT>4,263.3</ENT>
                        </ROW>
                        <ROW EXPSTB="05" RUL="s">
                            <PRTPAGE P="52404"/>
                            <ENT I="21">Stock Complexes</ENT>
                        </ROW>
                        <ROW EXPSTB="00">
                            <ENT I="01">
                                Blue/Deacon/Black Rockfish 
                                <SU>ii</SU>
                            </ENT>
                            <ENT>Oregon</ENT>
                            <ENT>671</ENT>
                            <ENT>594</ENT>
                            <ENT>594</ENT>
                            <ENT>592.2</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Cabezon/Kelp Greenling 
                                <SU>jj</SU>
                            </ENT>
                            <ENT>Washington</ENT>
                            <ENT>22</ENT>
                            <ENT>17</ENT>
                            <ENT>17</ENT>
                            <ENT>15</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Cabezon/Kelp Greenling 
                                <SU>kk</SU>
                            </ENT>
                            <ENT>Oregon</ENT>
                            <ENT>198</ENT>
                            <ENT>180</ENT>
                            <ENT>180</ENT>
                            <ENT>179.2</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Nearshore Rockfish North 
                                <SU>ll</SU>
                            </ENT>
                            <ENT>N of 40°10′ N lat</ENT>
                            <ENT>109</ENT>
                            <ENT>91</ENT>
                            <ENT>91</ENT>
                            <ENT>87.7</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Nearshore Rockfish South 
                                <SU>mm</SU>
                            </ENT>
                            <ENT>S of 40°10′ N lat</ENT>
                            <ENT>1,097</ENT>
                            <ENT>902</ENT>
                            <ENT>891</ENT>
                            <ENT>886.5</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Other Fish 
                                <SU>nn</SU>
                            </ENT>
                            <ENT>Coastwide</ENT>
                            <ENT>286</ENT>
                            <ENT>223</ENT>
                            <ENT>223</ENT>
                            <ENT>201.8</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Other Flatfish 
                                <SU>oo</SU>
                            </ENT>
                            <ENT>Coastwide</ENT>
                            <ENT>7,946</ENT>
                            <ENT>4,874</ENT>
                            <ENT>4,874</ENT>
                            <ENT>4,653.2</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Shelf Rockfish North 
                                <SU>pp</SU>
                            </ENT>
                            <ENT>N of 40°10′ N lat</ENT>
                            <ENT>1,610</ENT>
                            <ENT>1,278</ENT>
                            <ENT>1,278</ENT>
                            <ENT>1,207</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Shelf Rockfish South 
                                <SU>qq</SU>
                            </ENT>
                            <ENT>S of 40°10′ N lat</ENT>
                            <ENT>1,833</ENT>
                            <ENT>1,464</ENT>
                            <ENT>1,464</ENT>
                            <ENT>1,331.4</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Slope Rockfish North 
                                <SU>rr</SU>
                            </ENT>
                            <ENT>N of 40°10′ N lat</ENT>
                            <ENT>1,797</ENT>
                            <ENT>1,516</ENT>
                            <ENT>1,516</ENT>
                            <ENT>1,450.6</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Slope Rockfish South 
                                <SU>ss</SU>
                            </ENT>
                            <ENT>S of 40°10′ N lat</ENT>
                            <ENT>868</ENT>
                            <ENT>697</ENT>
                            <ENT>697</ENT>
                            <ENT>658.1</ENT>
                        </ROW>
                        <TNOTE>
                            <SU>a</SU>
                             Annual catch limits (ACLs), annual catch targets (ACTs) and harvest guidelines (HGs) are specified as total catch values.
                        </TNOTE>
                        <TNOTE>
                            <SU>b</SU>
                             Fishery HGs means the HG or quota after subtracting Pacific Coast treaty Indian Tribes allocations and projected catch, projected research catch, deductions for fishing mortality in non-groundfish fisheries, and deductions for EFPs from the ACL or ACT.
                        </TNOTE>
                        <TNOTE>
                            <SU>c</SU>
                             Yelloweye rockfish. The 53.3 mt ACL is based on the current rebuilding plan with a target year to rebuild of 2029 and an SPR harvest rate of 65 percent. 10.7 mt is deducted from the ACL to accommodate the Tribal fishery (5 mt), EFP fishing (0.12 mt), research catch (2.92 mt), and incidental open access mortality (2.66 mt) resulting in a fishery HG of 42.6 mt. The non-trawl HG is 39.2 mt. The combined non-nearshore/nearshore HG is 8.2 mt. Recreational HGs are: 10 mt (Washington); 9.1 mt (Oregon); and 11.8 mt (California). In addition, the non-trawl ACT is 30.7, and the combined non-nearshore/nearshore ACT is 6.4 mt. Recreational ACTs are: 7.9 mt (Washington), 7.2 (Oregon), and 9.3 mt (California).
                        </TNOTE>
                        <TNOTE>
                            <SU>d</SU>
                             Arrowtooth flounder. 2,094.98 mt is deducted from the ACL to accommodate the Tribal fishery (2,041 mt), research catch (12.98 mt) and incidental open access mortality (41 mt), resulting in a fishery HG of 12,083 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>e</SU>
                             Big skate. 59.8 mt is deducted from the ACL to accommodate the Tribal fishery (15 mt), research catch (5.49 mt), and incidental open access mortality (39.31 mt), resulting in a fishery HG of 1,207.2 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>f</SU>
                             Black rockfish (California). 2.26 mt is deducted from the ACL to accommodate EFP fishing (1.0 mt), research catch (0.08 mt), and incidental open access mortality (1.18 mt), resulting in a fishery HG of 326.6 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>g</SU>
                             Black rockfish (Washington). 18.1 mt is deducted from the ACL to accommodate the Tribal fishery (18 mt) and research catch (0.1 mt), resulting in a fishery HG of 270.5 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>h</SU>
                             Bocaccio south of 40°10′ N lat. Bocaccio are managed with stock-specific harvest specifications south of 40°10′ N lat. and within the Minor Shelf Rockfish complex north of 40°10′ N lat. 48.12 mt is deducted from the ACL to accommodate EFP fishing (40 mt), research catch (5.6 mt), and incidental open access mortality (2.52 mt), resulting in a fishery HG of 1,779.9 mt. The California recreational fishery south of 40°10′ N lat. has an HG of 749.7 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>i</SU>
                             Cabezon (California). 1.63 mt is deducted from the ACL to accommodate EFP fishing (1 mt), research catch (0.02 mt), and incidental open access mortality (0.61 mt), resulting in a fishery HG of 169.4 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>j</SU>
                             California scorpionfish south of 34°27′ N lat. 3.89 mt is deducted from the ACL to accommodate research catch (0.18 mt) and incidental open access mortality (3.71 mt), resulting in a fishery HG of 248 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>k</SU>
                             Canary rockfish. 68.91 mt is deducted from the ACL to accommodate the Tribal fishery (50 mt), EFP fishing (6 mt), research catch (10.08 mt), and incidental open access mortality (2.83 mt), resulting in a fishery HG of 1,227.4 mt. The combined nearshore/non-nearshore HG is 122.4 mt. Recreational HGs are: 41.8 mt (Washington); 62.9 mt (Oregon); and 112.9 mt (California).
                        </TNOTE>
                        <TNOTE>
                            <SU>l</SU>
                             Chilipepper rockfish south of 40°10′ N lat. Chilipepper are managed with stock-specific harvest specifications south of 40°10′ N lat. and within the Minor Shelf Rockfish complex north of 40°10′ N lat. 97.7 mt is deducted from the ACL to accommodate EFP fishing (70 mt), research catch (14.04 mt), incidental open access mortality (13.66 mt), resulting in a fishery HG of 2,023.4 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>m</SU>
                             Cowcod south of 40°10′ N lat. Cowcod are managed with stock-specific harvest specifications south of 40°10′ N lat. and within the Minor Shelf Rockfish complex north of 40°10′ N lat. 11.17 mt is deducted from the ACL to accommodate EFP fishing (1 mt), research catch (10 mt), and incidental open access mortality (0.17 mt), resulting in a fishery HG of 67.8 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>n</SU>
                             Darkblotched rockfish. 23.76 mt is deducted from the ACL to accommodate the Tribal fishery (5 mt), EFP fishing (0.5 mt), research catch (8.46 mt), and incidental open access mortality (9.8 mt) resulting in a fishery HG of 758.7 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>o</SU>
                             Dover sole. 1,597.11 mt is deducted from the ACL to accommodate the Tribal fishery (1,497 mt), research catch (50.84 mt), and incidental open access mortality (49.27 mt), resulting in a fishery HG of 48,402.9 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>p</SU>
                             English sole. 259.52 mt is deducted from the ACL to accommodate the Tribal fishery (200 mt), research catch (17 mt), and incidental open access mortality (42.52 mt), resulting in a fishery HG of 8,700.5 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>q</SU>
                             Lingcod north of 40°10′ N lat. 279.63 mt is deducted from the ACL for the Tribal fishery (250 mt), research catch (17.71 mt), and incidental open access mortality (11.92 mt) resulting in a fishery HG of 3,574.4 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>r</SU>
                             Lingcod south of 40°10′ N lat. 15.5 mt is deducted from the ACL to accommodate EFP fishing (4 mt), research catch (3.19 mt), and incidental open access mortality (8.31 mt), resulting in a fishery HG of 706.5 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>s</SU>
                             Longnose skate. 251.3 mt is deducted from the ACL to accommodate the Tribal fishery (220 mt), and research catch (12.46 mt), and incidental open access mortality (18.84 mt), resulting in a fishery HG of 1,408.7 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>t</SU>
                             Longspine thornyhead north of 34°27′ N lat. 53.71 mt is deducted from the ACL to accommodate the Tribal fishery (30 mt), research catch (17.49 mt), and incidental open access mortality (6.22 mt), resulting in a fishery HG of 2,108.3 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>u</SU>
                             Longspine thornyhead south of 34°27′ N  lat. 2.24 mt is deducted from the ACL to accommodate research catch (1.41 mt) and incidental open access mortality (0.83 mt), resulting in a fishery HG of 680.8 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>v</SU>
                             Pacific cod. 506 mt is deducted from the ACL to accommodate the Tribal fishery (500 mt), research catch (5.47 mt), and incidental open access mortality (0.53 mt), resulting in a fishery HG of 1,094 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>w</SU>
                             Pacific ocean perch north of 40°10′ N lat. Pacific ocean perch are managed with stock-specific harvest specifications north of 40°10′ N  lat. and within the Minor Slope Rockfish complex south of 40°10′ N lat. 145.48 mt is deducted from the ACL to accommodate the Tribal fishery (130 mt), EFP fishing, research catch (5.39 mt), and incidental open access mortality (10.09 mt), resulting in a fishery HG of 3,297.5 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>x</SU>
                             Pacific hake/whiting. The 2024 OFL of 747,588 mt is based on the 2024 assessment with an F-40 percent of FMSY proxy. The 2024 coastwide adjusted Total Allowable Catch (TAC) is 555,000 mt. The U.S. TAC is 73.88 percent of the coastwide TAC. The 2024 adjusted U.S. TAC is 410,034 mt. From the U.S. TAC, 71,755.95 mt is deducted to accommodate the Tribal fishery, and 750 mt is deducted to accommodate research and bycatch in other fisheries, resulting in a 2024 fishery HG of 337,528.05 mt. The TAC for Pacific whiting is established under the provisions of the Agreement between the Government of the United States of America and the Government of Canada on Pacific Hake/Whiting of 2003 and the Pacific Whiting Act of 2006, 16 U.S.C. 7001-7010, and the international exception applies. Therefore, no ABC or ACL values are provided for Pacific whiting.
                        </TNOTE>
                        <TNOTE>
                            <SU>y</SU>
                             Petrale sole. 386.24 mt is deducted from the ACL to accommodate the Tribal fishery (350 mt), EFP fishing (1 mt), research catch (24.14 mt), and incidental open access mortality (11.1 mt), resulting in a fishery HG of 2,898.8 mt.
                            <PRTPAGE P="52405"/>
                        </TNOTE>
                        <TNOTE>
                            <SU>z</SU>
                             Sablefish north of 36° N lat. The sablefish coastwide ACL value is not specified in regulations. The sablefish coastwide ACL value is apportioned north and south of 36° N lat., using the rolling 5-year average estimated swept area biomass from the NMFS NWFSC trawl survey, with 77.9 percent apportioned north of 36° N lat. and 22.1 percent apportioned south of 36° N lat. The northern ACL is 7,730 mt and is reduced by 773 mt for the Tribal allocation (10 percent of the ACL north of 36° N lat.). The 773 mt Tribal allocation is reduced by 1.7 percent to account for discard mortality. Detailed sablefish allocations are shown in table 1c.
                        </TNOTE>
                        <TNOTE>
                            <SU>aa</SU>
                             Sablefish south of 36° N lat. The ACL for the area south of 36° N lat. is 2,193 mt (22.1 percent of the calculated coastwide ACL value). 27.4 mt is deducted from the ACL to accommodate research catch (2.40 mt) and the incidental open access fishery (25 mt), resulting in a fishery HG of 2,165.6 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>bb</SU>
                             Shortspine thornyhead north of 34°27′ N lat. 78.3 mt is deducted from the ACL to accommodate the Tribal fishery (50 mt), research catch (10.48 mt), and incidental open access mortality (17.82 mt), resulting in a fishery HG of 1,249.7 mt for the area north of 34°27′ N lat.
                        </TNOTE>
                        <TNOTE>
                            <SU>cc</SU>
                             Shortspine thornyhead south of 34°27′ N lat. 6.71 mt is deducted from the ACL to accommodate research catch (0.71 mt) and incidental open access mortality (6 mt), resulting in a fishery HG of 695.3 mt for the area south of 34°27′ N lat.
                        </TNOTE>
                        <TNOTE>
                            <SU>dd</SU>
                             Spiny dogfish. 351.48 mt is deducted from the ACL to accommodate the Tribal fishery (275 mt), EFP fishing (1 mt), research catch (41.85 mt), and incidental open access mortality (33.63 mt), resulting in a fishery HG of 1,055.5 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>ee</SU>
                             Splitnose rockfish south of 40°10′ N lat. Splitnose rockfish in the north is managed in the Slope Rockfish complex and with stock-specific harvest specifications south of 40°10′ N lat. 18.42 mt is deducted from the ACL to accommodate EFP fishing (1.5 mt), research catch (11.17 mt), and incidental open access mortality (5.75 mt), resulting in a fishery HG of 1,534.3 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>ff</SU>
                             Starry flounder. 48.28 mt is deducted from the ACL to accommodate the Tribal fishery (2 mt), research catch (0.57 mt), and incidental open access mortality (45.71 mt), resulting in a fishery HG of 343.7 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>gg</SU>
                             Widow rockfish. 238.32 mt is deducted from the ACL to accommodate the Tribal fishery (200 mt), EFP fishing (18 mt), research catch (17.27 mt), and incidental open access mortality (3.05 mt), resulting in a fishery HG of 11,243.7 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>hh</SU>
                             Yellowtail rockfish north of 40°10′ N lat. Yellowtail rockfish are managed with stock-specific harvest specifications north of 40°10′ N lat. and within the Minor Shelf Rockfish complex south of 40°10′ N lat. 1,027.55 mt is deducted from the ACL to accommodate the Tribal fishery (1,000 mt), research catch (20.55 mt), and incidental open access mortality (7 mt), resulting in a fishery HG of 4,263.3 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>ii</SU>
                             Black rockfish/Blue rockfish/Deacon rockfish (Oregon). 1.82 mt is deducted from the ACL to accommodate research catch (0.08 mt), and incidental open access mortality (1.74 mt), resulting in a fishery HG of 592.2 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>jj</SU>
                             Cabezon/kelp greenling (Washington). 2 mt is deducted from the ACL to accommodate the Tribal fishery, resulting in a fishery HG is 15 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>kk</SU>
                             Cabezon/kelp greenling (Oregon). 0.79 mt is deducted from the ACL to accommodate research catch (0.05 mt) and incidental open access mortality (0.74 mt), resulting in a fishery HG of 179.2 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>ll</SU>
                             Nearshore Rockfish north of 40°10′ N lat. 3.27 mt is deducted from the ACL to accommodate the Tribal fishery (1.5 mt), research catch (0.47 mt), and incidental open access mortality (1.31 mt), resulting in a fishery HG of 87.7 mt. State-specific HGs are 17.2 mt (Washington), 30.9 mt (Oregon), and 39.9 mt (California). The ACT for copper rockfish (California) is 6.99 mt. The ACT for quillback rockfish (California) is 0.96 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>mm</SU>
                             Nearshore Rockfish south of 40°10′ N lat. 4.54 mt is deducted from the ACL to accommodate research catch (2.68 mt) and incidental open access mortality (1.86 mt), resulting in a fishery HG of 886.5 mt. The ACT for copper rockfish is 87.73 mt. The ACT for quillback rockfish is 0.97 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>nn</SU>
                             Other Fish. The Other Fish complex is comprised of kelp greenling off California and leopard shark coastwide. 21.24 mt is deducted from the ACL to accommodate research catch (6.29 mt) and incidental open access mortality (14.95 mt), resulting in a fishery HG of 201.8 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>oo</SU>
                             Other Flatfish. The Other Flatfish complex is comprised of flatfish species managed in the PCGFMP that are not managed with stock-specific OFLs/ABCs/ACLs. Most of the species in the Other Flatfish complex are unassessed and include: butter sole, curlfin sole, flathead sole, Pacific sanddab, rock sole, sand sole, and rex sole. 220.79 mt is deducted from the ACL to accommodate the Tribal fishery (60 mt), research catch (23.63 mt), and incidental open access mortality (137.16 mt), resulting in a fishery HG of 4,653.2 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>pp</SU>
                             Shelf Rockfish north of 40°10′ N lat. 70.94 mt is deducted from the ACL to accommodate the Tribal fishery (30 mt), research catch (15.32 mt), and incidental open access mortality (25.62 mt), resulting in a fishery HG of 1,207.1 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>qq</SU>
                             Shelf Rockfish south of 40°10′ N lat. 132.77 mt is deducted from the ACL to accommodate EFP fishing (50 mt), research catch (15.1 mt), and incidental open access mortality (67.67 mt) resulting in a fishery HG of 1,331.4 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>rr</SU>
                             Slope Rockfish north of 40°10′ N lat. 65.39 mt is deducted from the ACL to accommodate the Tribal fishery (36 mt), research catch (10.51 mt), and incidental open access mortality (18.88 mt), resulting in a fishery HG of 1,450.6 mt.
                        </TNOTE>
                        <TNOTE>
                            <SU>ss</SU>
                             Slope Rockfish south of 40°10′ N lat. 38.94 mt is deducted from the ACL to accommodate EFP fishing (1 mt), research catch (18.21 mt), and incidental open access mortality (19.73 mt), resulting in a fishery HG of 658.1 mt. Blackgill rockfish has a stock-specific HG for the entire groundfish fishery south of 40°10′ N lat. set equal to the species' contribution to the 40-10-adjusted ACL. Harvest of blackgill rockfish in all groundfish fisheries south of 40°10′ N lat. counts against this HG of 169.9 mt.
                        </TNOTE>
                    </GPOTABLE>
                    <STARS/>
                </REGTEXT>
                <REGTEXT TITLE="50" PART="660">
                    <AMDPAR>4. Revise Table 2b to part 660, subpart C—2024, to read as follows:</AMDPAR>
                    <GPOTABLE COLS="7" OPTS="L2,nj,i1" CDEF="s50,r50,12,12,12,12,12">
                        <TTITLE>
                            Table 2
                            <E T="01">b.</E>
                             to Part 660, Subpart C—2024, and Beyond, Allocations by Species or Species Group
                        </TTITLE>
                        <TDESC>[Weight in metric tons (mt)]</TDESC>
                        <BOXHD>
                            <CHED H="1">Stocks/stock complexes</CHED>
                            <CHED H="1">Area</CHED>
                            <CHED H="1">
                                Fishery HG or ACT 
                                <SU>a</SU>
                                 
                                <SU>b</SU>
                            </CHED>
                            <CHED H="1">Trawl</CHED>
                            <CHED H="2">%</CHED>
                            <CHED H="2">Mt</CHED>
                            <CHED H="1">Non-Trawl</CHED>
                            <CHED H="2">%</CHED>
                            <CHED H="2">Mt</CHED>
                        </BOXHD>
                        <ROW>
                            <ENT I="01">
                                YELLOWEYE ROCKFISH 
                                <SU>a</SU>
                            </ENT>
                            <ENT>Coastwide</ENT>
                            <ENT>42.6</ENT>
                            <ENT>8</ENT>
                            <ENT>3.41</ENT>
                            <ENT>92</ENT>
                            <ENT>39.2</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">Arrowtooth flounder</ENT>
                            <ENT>Coastwide</ENT>
                            <ENT>12,083</ENT>
                            <ENT>95</ENT>
                            <ENT>11,478.9</ENT>
                            <ENT>5</ENT>
                            <ENT>604.2</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Big skate 
                                <SU>a</SU>
                            </ENT>
                            <ENT>Coastwide</ENT>
                            <ENT>1,207.2</ENT>
                            <ENT>95</ENT>
                            <ENT>1,146.8</ENT>
                            <ENT>5</ENT>
                            <ENT>60.4</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Bocaccio 
                                <SU>a</SU>
                            </ENT>
                            <ENT>S of 40°10′ N  lat</ENT>
                            <ENT>1,779.9</ENT>
                            <ENT>39.04</ENT>
                            <ENT>694.9</ENT>
                            <ENT>60.96</ENT>
                            <ENT>1,085</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Canary rockfish 
                                <SU>a</SU>
                            </ENT>
                            <ENT>Coastwide</ENT>
                            <ENT>1,227.4</ENT>
                            <ENT>72.3</ENT>
                            <ENT>887.4</ENT>
                            <ENT>27.7</ENT>
                            <ENT>340</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">Chilipepper rockfish</ENT>
                            <ENT>S of 40°10′ N  lat</ENT>
                            <ENT>2,023.4</ENT>
                            <ENT>75</ENT>
                            <ENT>1,517.6</ENT>
                            <ENT>25</ENT>
                            <ENT>505.9</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Cowcod 
                                <SU>a</SU>
                                 
                                <SU>b</SU>
                            </ENT>
                            <ENT>S of 40°10′ N  lat</ENT>
                            <ENT>67.8</ENT>
                            <ENT>36</ENT>
                            <ENT>24.4</ENT>
                            <ENT>64</ENT>
                            <ENT>43.4</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">Darkblotched rockfish</ENT>
                            <ENT>Coastwide</ENT>
                            <ENT>758.7</ENT>
                            <ENT>95</ENT>
                            <ENT>720.8</ENT>
                            <ENT>5</ENT>
                            <ENT>37.9</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">Dover sole</ENT>
                            <ENT>Coastwide</ENT>
                            <ENT>48,402.9</ENT>
                            <ENT>95</ENT>
                            <ENT>45,982.7</ENT>
                            <ENT>5</ENT>
                            <ENT>2,420.1</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">English sole</ENT>
                            <ENT>Coastwide</ENT>
                            <ENT>8,700.5</ENT>
                            <ENT>95</ENT>
                            <ENT>8,265.5</ENT>
                            <ENT>5</ENT>
                            <ENT>435</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">Lingcod</ENT>
                            <ENT>N of 40′10° N  lat</ENT>
                            <ENT>3,574.4</ENT>
                            <ENT>45</ENT>
                            <ENT>1,608.5</ENT>
                            <ENT>55</ENT>
                            <ENT>1,965.9</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Lingcod 
                                <SU>a</SU>
                            </ENT>
                            <ENT>S of 40′10° N  lat</ENT>
                            <ENT>706.5</ENT>
                            <ENT>40</ENT>
                            <ENT>282.6</ENT>
                            <ENT>60</ENT>
                            <ENT>423.9</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Longnose skate 
                                <SU>a</SU>
                            </ENT>
                            <ENT>Coastwide</ENT>
                            <ENT>1,408.7</ENT>
                            <ENT>90</ENT>
                            <ENT>1,267.8</ENT>
                            <ENT>10</ENT>
                            <ENT>140.9</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">Longspine thornyhead</ENT>
                            <ENT>N of 34°27′ N  lat</ENT>
                            <ENT>2,108.3</ENT>
                            <ENT>95</ENT>
                            <ENT>2,002.9</ENT>
                            <ENT>5</ENT>
                            <ENT>105.4</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">Pacific cod</ENT>
                            <ENT>Coastwide</ENT>
                            <ENT>1,094</ENT>
                            <ENT>95</ENT>
                            <ENT>1,039.3</ENT>
                            <ENT>5</ENT>
                            <ENT>54.7</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">Pacific ocean perch</ENT>
                            <ENT>N of 40°10′ N  lat</ENT>
                            <ENT>3,297.5</ENT>
                            <ENT>95</ENT>
                            <ENT>3,132.6</ENT>
                            <ENT>5</ENT>
                            <ENT>164.9</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Pacific whiting 
                                <SU>c</SU>
                            </ENT>
                            <ENT>Coastwide</ENT>
                            <ENT>337,528.05</ENT>
                            <ENT>100</ENT>
                            <ENT>337,528.05</ENT>
                            <ENT>0</ENT>
                            <ENT>0</ENT>
                        </ROW>
                        <ROW RUL="n,n,n,s">
                            <PRTPAGE P="52406"/>
                            <ENT I="01">
                                Petrale sole 
                                <SU>a</SU>
                            </ENT>
                            <ENT>Coastwide</ENT>
                            <ENT>2,898.8</ENT>
                            <ENT/>
                            <ENT>2,868.8</ENT>
                            <ENT/>
                            <ENT>30</ENT>
                        </ROW>
                        <ROW RUL="n,n,n,s">
                            <ENT I="01">Sablefish</ENT>
                            <ENT>N of 36° N  lat</ENT>
                            <ENT>NA</ENT>
                            <ENT A="03">See Table 2c</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">Sablefish</ENT>
                            <ENT>S of 36° N  lat</ENT>
                            <ENT>2,165.6</ENT>
                            <ENT>42</ENT>
                            <ENT>909.6</ENT>
                            <ENT>58</ENT>
                            <ENT>1,256.0</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">Shortspine thornyhead</ENT>
                            <ENT>N of 34°27′ N  lat</ENT>
                            <ENT>1,249.7</ENT>
                            <ENT>95</ENT>
                            <ENT>1,187.2</ENT>
                            <ENT>5</ENT>
                            <ENT>62.5</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">Shortspine thornyhead</ENT>
                            <ENT>S of 34°27′ N  lat</ENT>
                            <ENT>695.3</ENT>
                            <ENT/>
                            <ENT>50</ENT>
                            <ENT/>
                            <ENT>645.3</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">Splitnose rockfish</ENT>
                            <ENT>S of 40°10′ N  lat</ENT>
                            <ENT>1,534.3</ENT>
                            <ENT>95</ENT>
                            <ENT>1,457.6</ENT>
                            <ENT>5</ENT>
                            <ENT>76.7</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">Starry flounder</ENT>
                            <ENT>Coastwide</ENT>
                            <ENT>343.7</ENT>
                            <ENT>50</ENT>
                            <ENT>171.9</ENT>
                            <ENT>50</ENT>
                            <ENT>171.9</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Widow rockfish 
                                <SU>a</SU>
                            </ENT>
                            <ENT>Coastwide</ENT>
                            <ENT>11,243.7</ENT>
                            <ENT/>
                            <ENT>10,843.7</ENT>
                            <ENT/>
                            <ENT>400</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">Yellowtail rockfish</ENT>
                            <ENT>N of 40°10′ N  lat</ENT>
                            <ENT>4,263.3</ENT>
                            <ENT>88</ENT>
                            <ENT>3,751.7</ENT>
                            <ENT>12</ENT>
                            <ENT>511.6</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">Other Flatfish</ENT>
                            <ENT>Coastwide</ENT>
                            <ENT>4,653.2</ENT>
                            <ENT>90</ENT>
                            <ENT>4,187.9</ENT>
                            <ENT>10</ENT>
                            <ENT>465.3</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Shelf Rockfish 
                                <SU>a</SU>
                            </ENT>
                            <ENT>N of 40° 10′ N  lat</ENT>
                            <ENT>1,207.1</ENT>
                            <ENT>60.2</ENT>
                            <ENT>726.7</ENT>
                            <ENT>39.8</ENT>
                            <ENT>480.4</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Shelf Rockfish 
                                <SU>a</SU>
                            </ENT>
                            <ENT>S of 40° 10′ N  lat</ENT>
                            <ENT>1,331.4</ENT>
                            <ENT>12.2</ENT>
                            <ENT>162.43</ENT>
                            <ENT>87.8</ENT>
                            <ENT>1,169.0</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">Slope Rockfish</ENT>
                            <ENT>N of 40° 10′ N  lat</ENT>
                            <ENT>1,450.6</ENT>
                            <ENT>81</ENT>
                            <ENT>1,175.0</ENT>
                            <ENT>19</ENT>
                            <ENT>275.6</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                Slope Rockfish 
                                <SU>a</SU>
                            </ENT>
                            <ENT>S of 40° 10′ N  lat</ENT>
                            <ENT>658.1</ENT>
                            <ENT>63</ENT>
                            <ENT>414.6</ENT>
                            <ENT>37</ENT>
                            <ENT>243.5</ENT>
                        </ROW>
                        <TNOTE>
                            <SU>a</SU>
                             Allocations decided through the biennial specification process.
                        </TNOTE>
                        <TNOTE>
                            <SU>b</SU>
                             The cowcod non-trawl allocation is further split 50:50 between the commercial and recreational sectors. This results in a sector-specific ACT of 21.7 mt for the commercial sector and 21.7 mt for the recreational sector.
                        </TNOTE>
                        <TNOTE>
                            <SU>c</SU>
                             Consistent with regulations at § 660.55(i)(2), the commercial harvest guideline for Pacific whiting is allocated as follows: 34 percent for the C/P Co-op Program; 24 percent for the MS Co-op Program; and 42 percent for the Shorebased IFQ Program. No more than 5 percent of the Shorebased IFQ Program allocation may be taken and retained south of 42° N lat. before the start of the primary Pacific whiting season north of 42° N lat.
                        </TNOTE>
                    </GPOTABLE>
                </REGTEXT>
                <REGTEXT TITLE="50" PART="660">
                    <AMDPAR>5. In § 660.140, revise paragraph (d)(1)(ii)(D) to read as follows:</AMDPAR>
                    <SECTION>
                        <SECTNO>§ 660.140</SECTNO>
                        <SUBJECT> Shorebased IFQ Program.</SUBJECT>
                        <STARS/>
                        <P>(d) * * *</P>
                        <P>(1) * * *</P>
                        <P>(ii) * * *</P>
                        <P>
                            (D) 
                            <E T="03">Shorebased trawl allocations.</E>
                             For the trawl fishery, NMFS will issue QP based on the following shorebased trawl allocations:
                        </P>
                        <GPOTABLE COLS="4" OPTS="L2,nj,i1" CDEF="s50,r50,12,12">
                            <TTITLE>
                                Table 1 to Paragraph 
                                <E T="01">(d)(1)(ii)(D)</E>
                            </TTITLE>
                            <BOXHD>
                                <CHED H="1">IFQ species</CHED>
                                <CHED H="1">Area</CHED>
                                <CHED H="1">
                                    2023
                                    <LI>Shorebased</LI>
                                    <LI>trawl</LI>
                                    <LI>allocation</LI>
                                    <LI>(mt)</LI>
                                </CHED>
                                <CHED H="1">
                                    2024
                                    <LI>Shorebased</LI>
                                    <LI>trawl</LI>
                                    <LI>allocation</LI>
                                    <LI>(mt)</LI>
                                </CHED>
                            </BOXHD>
                            <ROW>
                                <ENT I="01">YELLOWEYE ROCKFISH</ENT>
                                <ENT>Coastwide</ENT>
                                <ENT>4.42</ENT>
                                <ENT>3.41</ENT>
                            </ROW>
                            <ROW>
                                <ENT I="01">Arrowtooth flounder</ENT>
                                <ENT>Coastwide</ENT>
                                <ENT>15,640.17</ENT>
                                <ENT>11,408.87</ENT>
                            </ROW>
                            <ROW>
                                <ENT I="01">Bocaccio</ENT>
                                <ENT>South of 40°10′ N  lat</ENT>
                                <ENT>700.33</ENT>
                                <ENT>694.87</ENT>
                            </ROW>
                            <ROW>
                                <ENT I="01">Canary rockfish</ENT>
                                <ENT>Coastwide</ENT>
                                <ENT>842.50</ENT>
                                <ENT>851.42</ENT>
                            </ROW>
                            <ROW>
                                <ENT I="01">Chilipepper</ENT>
                                <ENT>South of 40°10′ N  lat</ENT>
                                <ENT>1,563.80</ENT>
                                <ENT>1517.60</ENT>
                            </ROW>
                            <ROW>
                                <ENT I="01">Cowcod</ENT>
                                <ENT>South of 40°10′ N  lat</ENT>
                                <ENT>24.80</ENT>
                                <ENT>24.42</ENT>
                            </ROW>
                            <ROW>
                                <ENT I="01">Darkblotched rockfish</ENT>
                                <ENT>Coastwide</ENT>
                                <ENT>646.78</ENT>
                                <ENT>644.34</ENT>
                            </ROW>
                            <ROW>
                                <ENT I="01">Dover sole</ENT>
                                <ENT>Coastwide</ENT>
                                <ENT>45,972.75</ENT>
                                <ENT>45,972.75</ENT>
                            </ROW>
                            <ROW>
                                <ENT I="01">English sole</ENT>
                                <ENT>Coastwide</ENT>
                                <ENT>8,320.56</ENT>
                                <ENT>8,265.46</ENT>
                            </ROW>
                            <ROW>
                                <ENT I="01">Lingcod</ENT>
                                <ENT>North of 40°10′ N  lat</ENT>
                                <ENT>1,829.27</ENT>
                                <ENT>1,593.47</ENT>
                            </ROW>
                            <ROW>
                                <ENT I="01">Lingcod</ENT>
                                <ENT>South of 40°10′ N  lat</ENT>
                                <ENT>284.20</ENT>
                                <ENT>282.60</ENT>
                            </ROW>
                            <ROW>
                                <ENT I="01">Longspine thornyhead</ENT>
                                <ENT>North of 34°27′ N  lat</ENT>
                                <ENT>2,129.23</ENT>
                                <ENT>2,002.88</ENT>
                            </ROW>
                            <ROW>
                                <ENT I="01">Pacific cod</ENT>
                                <ENT>Coastwide</ENT>
                                <ENT>1,039.30</ENT>
                                <ENT>1,039.30</ENT>
                            </ROW>
                            <ROW>
                                <ENT I="01">
                                    Pacific halibut (IBQ) 
                                    <SU>a</SU>
                                </ENT>
                                <ENT>North of 40°10′ N  lat</ENT>
                                <ENT>TBD</ENT>
                                <ENT>TBD</ENT>
                            </ROW>
                            <ROW>
                                <ENT I="01">Pacific ocean perch</ENT>
                                <ENT>North of 40°10′ N  lat</ENT>
                                <ENT>2,956.14</ENT>
                                <ENT>2,832.64</ENT>
                            </ROW>
                            <ROW>
                                <ENT I="01">Pacific whiting</ENT>
                                <ENT>Coastwide</ENT>
                                <ENT>159,681.38</ENT>
                                <ENT>141,761.78</ENT>
                            </ROW>
                            <ROW>
                                <ENT I="01">Petrale sole</ENT>
                                <ENT>Coastwide</ENT>
                                <ENT>3,063.76</ENT>
                                <ENT>2,863.76</ENT>
                            </ROW>
                            <ROW>
                                <ENT I="01">Sablefish</ENT>
                                <ENT>North of 36° N  lat</ENT>
                                <ENT>3,893.50</ENT>
                                <ENT>3,535.91</ENT>
                            </ROW>
                            <ROW>
                                <ENT I="01">Sablefish</ENT>
                                <ENT>South of 36° N  lat</ENT>
                                <ENT>970.00</ENT>
                                <ENT>909.55</ENT>
                            </ROW>
                            <ROW>
                                <ENT I="01">Shortspine thornyhead</ENT>
                                <ENT>North of 34°27′ N  lat</ENT>
                                <ENT>1,146.67</ENT>
                                <ENT>1,117.22</ENT>
                            </ROW>
                            <ROW>
                                <ENT I="01">Shortspine thornyhead</ENT>
                                <ENT>South of 34°27′ N  lat</ENT>
                                <ENT>50</ENT>
                                <ENT>50</ENT>
                            </ROW>
                            <ROW>
                                <ENT I="01">Splitnose rockfish</ENT>
                                <ENT>South of 40°10′ N  lat</ENT>
                                <ENT>1,494.70</ENT>
                                <ENT>1,457.60</ENT>
                            </ROW>
                            <ROW>
                                <ENT I="01">Starry flounder</ENT>
                                <ENT>Coastwide</ENT>
                                <ENT>171.86</ENT>
                                <ENT>171.86</ENT>
                            </ROW>
                            <ROW>
                                <ENT I="01">Widow rockfish</ENT>
                                <ENT>Coastwide</ENT>
                                <ENT>11,509.68</ENT>
                                <ENT>10,367.68</ENT>
                            </ROW>
                            <ROW>
                                <ENT I="01">Yellowtail rockfish</ENT>
                                <ENT>North of 40°10′ N  lat</ENT>
                                <ENT>3,761.84</ENT>
                                <ENT>3,431.69</ENT>
                            </ROW>
                            <ROW>
                                <ENT I="01">Other Flatfish complex</ENT>
                                <ENT>Coastwide</ENT>
                                <ENT>4,142.09</ENT>
                                <ENT>4,152.89</ENT>
                            </ROW>
                            <ROW>
                                <ENT I="01">Shelf Rockfish complex</ENT>
                                <ENT>North of 40°10′ N  lat</ENT>
                                <ENT>694.70</ENT>
                                <ENT>691.65</ENT>
                            </ROW>
                            <ROW>
                                <ENT I="01">Shelf Rockfish complex</ENT>
                                <ENT>South of 40°10′ N  lat</ENT>
                                <ENT>163.02</ENT>
                                <ENT>162.43</ENT>
                            </ROW>
                            <ROW>
                                <ENT I="01">Slope Rockfish complex</ENT>
                                <ENT>North of 40°10′ N  lat</ENT>
                                <ENT>894.43</ENT>
                                <ENT>874.99</ENT>
                            </ROW>
                            <ROW>
                                <PRTPAGE P="52407"/>
                                <ENT I="01">Slope Rockfish complex</ENT>
                                <ENT>South of 40°10′ N  lat</ENT>
                                <ENT>417.1</ENT>
                                <ENT>414.58</ENT>
                            </ROW>
                            <TNOTE>
                                <SU>a</SU>
                                 Pacific halibut IBQ is set according to 50 CFR 660.55(m).
                            </TNOTE>
                        </GPOTABLE>
                        <STARS/>
                    </SECTION>
                </REGTEXT>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13405 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 3510-22-P</BILCOD>
        </RULE>
        <RULE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF COMMERCE</AGENCY>
                <SUBAGY>National Oceanic and Atmospheric Administration</SUBAGY>
                <CFR>50 CFR Part 679</CFR>
                <DEPDOC>[Docket No. 240304-0068; RTID 0648-XE058]</DEPDOC>
                <SUBJECT>Fisheries of the Exclusive Economic Zone off Alaska; Pacific Ocean Perch in the Bering Sea Subarea of the Bering Sea and Aleutian Islands Management Area</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>National Marine Fisheries Service (NMFS), National Oceanic and Atmospheric Administration (NOAA), Commerce.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Temporary rule; modification of a closure.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>NMFS is opening directed fishing for Pacific Ocean perch (POP) in the Bering Sea subarea of the Bering Sea and Aleutian Islands management area (BSAI). This action is necessary to fully use the 2024 total allowable catch of POP specified for the Bering Sea subarea of the BSAI.</P>
                </SUM>
                <EFFDATE>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Effective 12 p.m., Alaska local time (A.l.t.), June 18, 2024, through 12 a.m., A.l.t., December 31, 2024. Comments must be received at the following address no later than 4:30 p.m., A.l.t., July 9, 2024.</P>
                </EFFDATE>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>You may submit comments on this document, identified by NOAA-NMFS-2023-0124, by any of the following methods:</P>
                    <P>
                        <E T="03">Electronic Submission:</E>
                         Submit all electronic public comments via the Federal e-Rulemaking Portal. Go to 
                        <E T="03">https://www.regulations.gov</E>
                         and enter NOAA-NMFS-2023-0124 in the Search box. Click on the “Comment” icon, complete the required fields, and enter or attach your comments.
                    </P>
                    <P>
                        <E T="03">Mail:</E>
                         Submit written comments to Gretchen Harrington, Assistant Regional Administrator, Sustainable Fisheries Division, Alaska Region NMFS. Mail comments to P.O. Box 21668, Juneau, AK 99802-1668.
                    </P>
                    <P>
                        <E T="03">Instructions:</E>
                         Comments sent by any other method, to any other address or individual, or received after the end of the comment period, may not be considered by NMFS. All comments received are a part of the public record and will generally be posted for public viewing on 
                        <E T="03">https://www.regulations.gov</E>
                         without change. All personal identifying information (
                        <E T="03">e.g.,</E>
                         name, address, 
                        <E T="03">etc.</E>
                        ), confidential business information, or otherwise sensitive information submitted voluntarily by the sender will be publicly accessible. NMFS will accept anonymous comments (enter “NA” in the required fields if you wish to remain anonymous).
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>Steve Whitney, 907-586-7228.</P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>NMFS manages the groundfish fishery in the Bering Sea and Aleutian Islands management area (BSAI) exclusive economic zone according to the Fishery Management Plan for Groundfish of the Bering Sea and Aleutian Islands management area (FMP) prepared by the North Pacific Fishery Management Council under authority of the Magnuson-Stevens Fishery Conservation and Management Act (Magnuson-Stevens Act). Regulations governing fishing by U.S. vessels in accordance with the FMP appear at subpart H of 50 CFR parts 600 and 679.</P>
                <P>NMFS closed directed fishing for POP in the Bering Sea subarea of the BSAI under § 679.20(d)(1)(iii) (89 FR 17287, March 11, 2024).</P>
                <P>NMFS has determined that approximately 4,500 metric tons of POP remain in the directed fishing allowance. Therefore, in accordance with § 679.25(a)(1)(i), (a)(2)(i)(C), and (a)(2)(iii)(D), and to fully utilize the 2024 total allowable catch of POP in the Bering Sea subarea of the BSAI, NMFS is terminating the previous closure and is opening directed fishing for POP in Bering Sea subarea of the BSAI, effective 12 p.m., A.l.t., June 17, 2024, through 12 a.m., A.l.t., December 31, 2024. This will enhance the socioeconomic well-being of harvesters dependent on POP in this area.</P>
                <P>The Administrator, Alaska Region considered the following factors in reaching this decision: (1) the current catch of POP in the BSAI; and, (2) the harvest capacity and stated intent on future harvesting patterns of vessels participating in this fishery.</P>
                <HD SOURCE="HD1">Classification</HD>
                <P>NMFS issues this action pursuant to section 305(d) of the Magnuson-Stevens Act. This action is required by 50 CFR part 679, which was issued pursuant to section 304(b), and is exempt from review under Executive Order 12866.</P>
                <P>Pursuant to 5 U.S.C. 553(b)(B), there is good cause to waive prior notice and an opportunity for public comment on this action, as notice and comment would be impracticable and contrary to the public interest, as it would prevent NMFS from responding to the most recent fisheries data in a timely fashion and would delay the opening of directed fishing for POP in the Bering Sea subarea of the BSAI. NMFS was unable to publish a notice providing time for public comment because the most recent, relevant data only became available as of June 14, 2024.</P>
                <P>The Assistant Administrator for Fisheries, NOAA also finds good cause to waive the 30-day delay in the effective date of this action under 5 U.S.C. 553(d)(3). This finding is based upon the reasons provided above for waiver of prior notice and opportunity for public comment.</P>
                <P>Without this inseason adjustment, NMFS could not allow the fishery for POP in the Bering Sea subarea of the BSAI to be harvested in an expedient manner and in accordance with the regulatory schedule. Under § 679.25(c)(2), interested persons are invited to submit written comments on this action to the above address until July 9, 2024.</P>
                <AUTH>
                    <HD SOURCE="HED">Authority: </HD>
                    <P>
                        16 U.S.C. 1801 
                        <E T="03">et seq.</E>
                    </P>
                </AUTH>
                <SIG>
                    <DATED>Dated: June 18, 2024.</DATED>
                    <NAME>Karen H. Abrams,</NAME>
                    <TITLE>Acting Director, Office of Sustainable Fisheries, National Marine Fisheries Service.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13786 Filed 6-18-24; 4:15 pm]</FRDOC>
            <BILCOD>BILLING CODE 3510-22-P</BILCOD>
        </RULE>
    </RULES>
    <VOL>89</VOL>
    <NO>121</NO>
    <DATE>Monday, June 24, 2024</DATE>
    <UNITNAME>Proposed Rules</UNITNAME>
    <PRORULES>
        <PRORULE>
            <PREAMB>
                <PRTPAGE P="52408"/>
                <AGENCY TYPE="F">DEPARTMENT OF TRANSPORTATION</AGENCY>
                <SUBAGY>Federal Aviation Administration</SUBAGY>
                <CFR>14 CFR Part 39</CFR>
                <DEPDOC>[Docket No. FAA-2024-1693; Project Identifier AD-2023-01229-T]</DEPDOC>
                <RIN>RIN 2120-AA64</RIN>
                <SUBJECT>Airworthiness Directives; The Boeing Company Airplanes</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Federal Aviation Administration (FAA), DOT.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice of proposed rulemaking (NPRM).</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>The FAA proposes to adopt a new airworthiness directive (AD) for certain The Boeing Company Model 737-300, -400, and -800 series airplanes. This proposed AD was prompted by a report that the protective spiral wrap used on certain galley wire bundles does not have the correct flammability properties. This proposed AD would require inspecting certain galleys to determine part numbers, inspecting for an existing galley modification placard and marking on galleys with affected part numbers, and replacing wire bundle spiral wrap sleeving as applicable. This proposed AD would also prohibit the installation of affected parts. The FAA is proposing this AD to address the unsafe condition on these products.</P>
                </SUM>
                <EFFDATE>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>The FAA must receive comments on this proposed AD by August 8, 2024.</P>
                </EFFDATE>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>You may send comments, using the procedures found in 14 CFR 11.43 and 11.45, by any of the following methods:</P>
                    <P>
                        • 
                        <E T="03">Federal eRulemaking Portal:</E>
                         Go to 
                        <E T="03">regulations.gov</E>
                        . Follow the instructions for submitting comments.
                    </P>
                    <P>
                        • 
                        <E T="03">Fax:</E>
                         202-493-2251.
                    </P>
                    <P>
                        • 
                        <E T="03">Mail:</E>
                         U.S. Department of Transportation, Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue SE, Washington, DC 20590.
                    </P>
                    <P>
                        • 
                        <E T="03">Hand Delivery:</E>
                         Deliver to Mail address above between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays.
                    </P>
                    <P>
                        <E T="03">AD Docket:</E>
                         You may examine the AD docket at 
                        <E T="03">regulations.gov</E>
                         under Docket No. FAA-2024-1693; or in person at Docket Operations between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD docket contains this NPRM, any comments received, and other information. The street address for Docket Operations is listed above.
                    </P>
                    <P>
                        <E T="03">Material Incorporated by Reference:</E>
                    </P>
                    <P>
                        • For Boeing service information, contact Boeing Commercial Airplanes, Attention: Contractual &amp; Data Services (C&amp;DS), 2600 Westminster Blvd., MC 110-SK57, Seal Beach, CA 90740-5600; telephone 562-797-1717; website 
                        <E T="03">myboeingfleet.com</E>
                        .
                    </P>
                    <P>
                        • You may view this service information at the FAA, Airworthiness Products Section, Operational Safety Branch, 2200 South 216th St., Des Moines, WA. For information on the availability of this material at the FAA, call 206-231-3195. It is also available at 
                        <E T="03">regulations.gov</E>
                         by searching for and locating Docket No. FAA-2024-1693.
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Julie Linn, Aviation Safety Engineer, FAA, 2200 South 216th St., Des Moines, WA 98198; phone: 206-231-3584; email: 
                        <E T="03">julie.linn@faa.gov.</E>
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <HD SOURCE="HD1">Comments Invited</HD>
                <P>
                    The FAA invites you to send any written relevant data, views, or arguments about this proposal. Send your comments to an address listed under 
                    <E T="02">ADDRESSES</E>
                    . Include “Docket No. FAA-2024-1693; Project Identifier AD-2023-01229-T” at the beginning of your comments. The most helpful comments reference a specific portion of the proposal, explain the reason for any recommended change, and include supporting data. The FAA will consider all comments received by the closing date and may amend this proposal because of those comments.
                </P>
                <P>
                    Except for Confidential Business Information (CBI) as described in the following paragraph, and other information as described in 14 CFR 11.35, the FAA will post all comments received, without change, to 
                    <E T="03">regulations.gov</E>
                    , including any personal information you provide. The agency will also post a report summarizing each substantive verbal contact received about this NPRM.
                </P>
                <HD SOURCE="HD1">Confidential Business Information</HD>
                <P>
                    CBI is commercial or financial information that is both customarily and actually treated as private by its owner. Under the Freedom of Information Act (FOIA) (5 U.S.C. 552), CBI is exempt from public disclosure. If your comments responsive to this NPRM contain commercial or financial information that is customarily treated as private, that you actually treat as private, and that is relevant or responsive to this NPRM, it is important that you clearly designate the submitted comments as CBI. Please mark each page of your submission containing CBI as “PROPIN.” The FAA will treat such marked submissions as confidential under the FOIA, and they will not be placed in the public docket of this NPRM. Submissions containing CBI should be sent to Julie Linn, Aviation Safety Engineer, FAA, 2200 South 216th St., Des Moines, WA 98198; phone and fax: 206-231-3584; email: 
                    <E T="03">julie.linn@faa.gov.</E>
                     Any commentary that the FAA receives that is not specifically designated as CBI will be placed in the public docket for this rulemaking.
                </P>
                <HD SOURCE="HD1">Background</HD>
                <P>The FAA has received a report indicating that the polyethylene protective spiral wrap used on wire bundles on some Safran (formerly Driessen) galleys does not have the correct flammability properties. Tests found that it does not meet the vertical flammability standard and thus may catch fire without the ability to self-extinguish. This condition, if not addressed, could result in electrical arcing or sparking, ignition of the spiral wire wrapping, and smoke and/or fire in the flight compartment, leading to loss of continued safe flight and landing.</P>
                <P>
                    The FAA previously issued AD 2006-12-06, Amendment 39-14631 (71 FR 32811, June 7, 2006) (AD 2006-12-06) to address the identified unsafe condition on certain The Boeing Company Model 737-300, -400, -500, -700, and -800 series airplanes; Model 747-400 and -400F series airplanes; Model 757-200 series airplanes; Model 767-300 series airplanes; and Model 777-300 series airplanes. AD 2006-12-06 requires inspecting to determine if certain galleys and closets are installed and replacing the spiral wire wrapping 
                    <PRTPAGE P="52409"/>
                    of the electrical cables of the galleys and closets with new spiral wire wrapping if necessary. Since the FAA issued AD 2006-12-06, Boeing and the FAA determined that certain additional airplanes and galley part numbers are also subject to the unsafe condition, and this proposed AD is necessary to address the unsafe condition on those additional airplanes and galley part numbers.
                </P>
                <HD SOURCE="HD1">FAA's Determination</HD>
                <P>The FAA is issuing this NPRM after determining that the unsafe condition described previously is likely to exist or develop on other products of the same type design.</P>
                <HD SOURCE="HD1">Related Service Information Under 1 CFR Part 51</HD>
                <P>The FAA reviewed Boeing Alert Requirements Bulletin 737-25A1873 RB, dated August 25, 2023; and Boeing Alert Requirements Bulletin 737-25A1876 RB, dated September 1, 2023. This service information specifies procedures for an inspection or records check to determine the part number of certain galleys; and for any galley with an affected part number found, an inspection for an existing galley modification placard and any marking indicating the galley was modified using certain service information; and if applicable, replacement of wire bundle polyethylene protective spiral wrap protective sleeving with Boeing Material Specification (BMS) 13-81 wire protective sleeving. These documents are distinct because they apply to different airplane models.</P>
                <P>
                    This service information is reasonably available because the interested parties have access to it through their normal course of business or by the means identified in 
                    <E T="02">ADDRESSES</E>
                    .
                </P>
                <HD SOURCE="HD1">Proposed AD Requirements in This NPRM</HD>
                <P>
                    This proposed AD would require accomplishing the actions specified in the service information already described, except for any differences identified as exceptions in the regulatory text of this proposed AD. This proposed AD would also prohibit the installation of affected parts. For information on the procedures and compliance times, see this service information at 
                    <E T="03">regulations.gov</E>
                     under Docket No. FAA-2024-1693.
                </P>
                <HD SOURCE="HD1">Costs of Compliance</HD>
                <P>The FAA estimates that this AD, if adopted as proposed, would affect 4 airplanes of U.S. registry. The FAA estimates the following costs to comply with this proposed AD:</P>
                <GPOTABLE COLS="5" OPTS="L2,i1" CDEF="s50,r50,12,12,12">
                    <TTITLE>Estimated Costs</TTITLE>
                    <BOXHD>
                        <CHED H="1">Action</CHED>
                        <CHED H="1">Labor cost</CHED>
                        <CHED H="1">Parts cost</CHED>
                        <CHED H="1">
                            Cost per
                            <LI>product</LI>
                        </CHED>
                        <CHED H="1">
                            Cost on U.S.
                            <LI>operators</LI>
                        </CHED>
                    </BOXHD>
                    <ROW>
                        <ENT I="01">Inspection for galley part number</ENT>
                        <ENT>1 work-hour × $85 per hour = $85</ENT>
                        <ENT>$0</ENT>
                        <ENT>$85</ENT>
                        <ENT>$340</ENT>
                    </ROW>
                </GPOTABLE>
                <P>The FAA estimates the following costs to do any necessary inspections or replacements that would be required based on the results of the proposed inspection. The agency has no way of determining the number of aircraft that might need these inspections or replacements:</P>
                <GPOTABLE COLS="4" OPTS="L2,i1" CDEF="s75,r85,r30,r30">
                    <TTITLE>On-Condition Costs</TTITLE>
                    <BOXHD>
                        <CHED H="1">Action</CHED>
                        <CHED H="1">Labor cost</CHED>
                        <CHED H="1">Parts cost</CHED>
                        <CHED H="1">Cost per product</CHED>
                    </BOXHD>
                    <ROW>
                        <ENT I="01">Inspection for modification placard</ENT>
                        <ENT>1 work-hour × $85 per hour = $85</ENT>
                        <ENT>$0</ENT>
                        <ENT>$85.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Replacement</ENT>
                        <ENT>Up to 218 work-hours × $85 per hour = $18,530</ENT>
                        <ENT>Up to $1,185</ENT>
                        <ENT>Up to $19,715.</ENT>
                    </ROW>
                </GPOTABLE>
                <HD SOURCE="HD1">Authority for This Rulemaking</HD>
                <P>Title 49 of the United States Code specifies the FAA's authority to issue rules on aviation safety. Subtitle I, section 106, describes the authority of the FAA Administrator. Subtitle VII: Aviation Programs, describes in more detail the scope of the Agency's authority.</P>
                <P>The FAA is issuing this rulemaking under the authority described in Subtitle VII, Part A, Subpart III, Section 44701: General requirements. Under that section, Congress charges the FAA with promoting safe flight of civil aircraft in air commerce by prescribing regulations for practices, methods, and procedures the Administrator finds necessary for safety in air commerce. This regulation is within the scope of that authority because it addresses an unsafe condition that is likely to exist or develop on products identified in this rulemaking action.</P>
                <HD SOURCE="HD1">Regulatory Findings</HD>
                <P>The FAA determined that this proposed AD would not have federalism implications under Executive Order 13132. This proposed AD would not have a substantial direct effect on the States, on the relationship between the national Government and the States, or on the distribution of power and responsibilities among the various levels of government.</P>
                <P>For the reasons discussed above, I certify this proposed regulation:</P>
                <P>(1) Is not a “significant regulatory action” under Executive Order 12866,</P>
                <P>(2) Would not affect intrastate aviation in Alaska, and</P>
                <P>(3) Would not have a significant economic impact, positive or negative, on a substantial number of small entities under the criteria of the Regulatory Flexibility Act.</P>
                <LSTSUB>
                    <HD SOURCE="HED">List of Subjects in 14 CFR Part 39</HD>
                    <P>Air transportation, Aircraft, Aviation safety, Incorporation by reference, Safety.</P>
                </LSTSUB>
                <HD SOURCE="HD1">The Proposed Amendment</HD>
                <P>Accordingly, under the authority delegated to me by the Administrator, the FAA proposes to amend 14 CFR part 39 as follows:</P>
                <PART>
                    <HD SOURCE="HED">PART 39—AIRWORTHINESS DIRECTIVES</HD>
                </PART>
                <AMDPAR>1. The authority citation for part 39 continues to read as follows:</AMDPAR>
                <AUTH>
                    <HD SOURCE="HED">Authority:</HD>
                    <P> 49 U.S.C. 106(g), 40113, 44701.</P>
                </AUTH>
                <SECTION>
                    <SECTNO>§ 39.13 </SECTNO>
                    <SUBJECT>[Amended]</SUBJECT>
                </SECTION>
                <AMDPAR>2. The FAA amends § 39.13 by adding the following new airworthiness directive:</AMDPAR>
                <EXTRACT>
                    <FP SOURCE="FP-2">
                        <E T="04">The Boeing Company:</E>
                         Docket No. FAA-2024-1693; Project Identifier AD-2023-01229-T.
                        <PRTPAGE P="52410"/>
                    </FP>
                    <HD SOURCE="HD1">(a) Comments Due Date</HD>
                    <P>The FAA must receive comments on this airworthiness directive (AD) by August 9, 2024.</P>
                    <HD SOURCE="HD1">(b) Affected ADs</HD>
                    <P>None.</P>
                    <HD SOURCE="HD1">(c) Applicability</HD>
                    <P>This AD applies to The Boeing Company Model 737-300, -400, and -800 series airplanes, certificated in any category, as identified in Boeing Alert Requirements Bulletin 737-25A1873 RB, dated August 25, 2023; or Boeing Alert Requirements Bulletin 737-25A1876 RB, dated September 1, 2023; as applicable.</P>
                    <HD SOURCE="HD1">(d) Subject</HD>
                    <P>Air Transport Association (ATA) of America Code 25, Equipment/furnishings.</P>
                    <HD SOURCE="HD1">(e) Unsafe Condition</HD>
                    <P>This AD was prompted by a report that the protective spiral wrap used on certain galley wire bundles does not have the correct flammability properties and may not self-extinguish. The unsafe condition, if not addressed, could result in electrical arcing or sparking, ignition of the spiral wire wrapping, and smoke and/or fire in the flight compartment, leading to loss of continued safe flight and landing.</P>
                    <HD SOURCE="HD1">(f) Compliance</HD>
                    <P>Comply with this AD within the compliance times specified, unless already done.</P>
                    <HD SOURCE="HD1">(g) Required Actions</HD>
                    <P>(1) For Model 737-300 and -400 series airplanes: Except as specified by paragraph (h)(1) of this AD, at the applicable times specified in the “Compliance” paragraph of Boeing Alert Requirements Bulletin 737-25A1873 RB, dated August 25, 2023, do all applicable actions identified in, and in accordance with, the Accomplishment Instructions of Boeing Alert Requirements Bulletin 737-25A1873 RB, dated August 25, 2023.</P>
                    <P>
                        <E T="04">Note 1 to paragraph (g)(1):</E>
                         Guidance for accomplishing the actions required by this AD can be found in Boeing Alert Service Bulletin 737-25A1873, dated August 25, 2023, which is referred to in Boeing Alert Requirements Bulletin 737-25A1873 RB, dated August 25, 2023.
                    </P>
                    <P>(2) For Model 737-800 series airplanes: Except as specified by paragraph (h)(2) of this AD, at the applicable times specified in the “Compliance” paragraph of Boeing Alert Requirements Bulletin 737-25A1876 RB, dated September 1, 2023, do all applicable actions identified in, and in accordance with, the Accomplishment Instructions of Boeing Alert Requirements Bulletin 737-25A1876 RB, dated September 1, 2023.</P>
                    <P>
                        <E T="04">Note 2 to paragraph (g)(2):</E>
                         Guidance for accomplishing the actions required by this AD can be found in Boeing Alert Service Bulletin 737-25A1876, dated September 1, 2023, which is referred to in Boeing Alert Requirements Bulletin 737-25A1876 RB, dated September 1, 2023.
                    </P>
                    <HD SOURCE="HD1">(h) Exceptions to Service Information Specifications</HD>
                    <P>(1) Where the Compliance Time columns of the tables in the “Compliance” paragraph of Boeing Alert Requirements Bulletin 737-25A1873 RB, dated August 25, 2023, refer to the original issue date of Requirements Bulletin 737-25A1873 RB, this AD requires using the effective date of this AD.</P>
                    <P>(2) Where the Compliance Time columns of the tables in the “Compliance” paragraph of Boeing Alert Requirements Bulletin 737-25A1876 RB, dated September 1, 2023, refer to the original issue date of Requirements Bulletin 737-25A1876 RB, this AD requires using the effective date of this AD.</P>
                    <HD SOURCE="HD1">(i) Parts Installation Prohibition</HD>
                    <P>As of the effective date of this AD, no person may install a galley wire bundle spiral wrap made of polyethylene with self-wrapping sleeve on any airplane.</P>
                    <HD SOURCE="HD1">(j) Alternative Methods of Compliance (AMOCs)</HD>
                    <P>
                        (1) The Manager, AIR-520, Continued Operational Safety Branch, FAA, has the authority to approve AMOCs for this AD, if requested using the procedures found in 14 CFR 39.19. In accordance with 14 CFR 39.19, send your request to your principal inspector or responsible Flight Standards Office, as appropriate. If sending information directly to the manager of the certification office, send it to the attention of the person identified in paragraph (k)(1) of this AD. Information may be emailed to: 
                        <E T="03">AMOC@faa.gov</E>
                        .
                    </P>
                    <P>(2) Before using any approved AMOC, notify your appropriate principal inspector, or lacking a principal inspector, the manager of the responsible Flight Standards Office.</P>
                    <P>(3) An AMOC that provides an acceptable level of safety may be used for any repair, modification, or alteration required by this AD if it is approved by The Boeing Company Organization Designation Authorization (ODA) that has been authorized by the Manager, AIR-520, Continued Operational Safety Branch, FAA, to make those findings. To be approved, the repair method, modification deviation, or alteration deviation must meet the certification basis of the airplane, and the approval must specifically refer to this AD.</P>
                    <HD SOURCE="HD1">(k) Related Information</HD>
                    <P>
                        (1) For more information about this AD, contact Julie Linn, Aviation Safety Engineer, FAA, 2200 South 216th St., Des Moines, WA 98198; phone and fax: 206-231-3584; email: 
                        <E T="03">julie.linn@faa.gov</E>
                        .
                    </P>
                    <P>(2) Service information identified in this AD that is not incorporated by reference is available at the address specified in paragraph (l)(3) of this AD.</P>
                    <HD SOURCE="HD1">(l) Material Incorporated by Reference</HD>
                    <P>(1) The Director of the Federal Register approved the incorporation by reference (IBR) of the service information listed in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.</P>
                    <P>(2) You must use this service information as applicable to do the actions required by this AD, unless the AD specifies otherwise.</P>
                    <P>(i) Boeing Alert Requirements Bulletin 737-25A1873 RB, dated August 25, 2023.</P>
                    <P>(ii) Boeing Alert Requirements Bulletin 737-25A1876 RB, dated September 1, 2023.</P>
                    <P>
                        (3) For service information identified in this AD, contact Boeing Commercial Airplanes, Attention: Contractual &amp; Data Services (C&amp;DS), 2600 Westminster Blvd., MC 110-SK57, Seal Beach, CA 90740-5600; telephone 562-797-1717; website 
                        <E T="03">myboeingfleet.com</E>
                        .
                    </P>
                    <P>(4) You may view this service information at the FAA, Airworthiness Products Section, Operational Safety Branch, 2200 South 216th St., Des Moines, WA. For information on the availability of this material at the FAA, call 206-231-3195.</P>
                    <P>
                        (5) You may view this material at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, visit 
                        <E T="03">www.archives.gov/federal-register/cfr/ibr-locations</E>
                         or email 
                        <E T="03">fr.inspection@nara.gov</E>
                        .
                    </P>
                </EXTRACT>
                <SIG>
                    <DATED>Issued on June 14, 2024.</DATED>
                    <NAME>Peter A. White,</NAME>
                    <TITLE>Deputy Director, Integrated Certificate Management Division, Aircraft Certification Service.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13490 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4910-13-P</BILCOD>
        </PRORULE>
        <PRORULE>
            <PREAMB>
                <AGENCY TYPE="N">DEPARTMENT OF HOMELAND SECURITY</AGENCY>
                <SUBAGY>Coast Guard</SUBAGY>
                <CFR>33 CFR Part 100</CFR>
                <DEPDOC>[Docket Number USCG-2024-0376]</DEPDOC>
                <RIN>RIN 1625-AA08</RIN>
                <SUBJECT>Special Local Regulation; San Jacinto River, Houston, TX</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Coast Guard, DHS.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice of proposed rulemaking.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>The Coast Guard is proposing to establish special local regulations to provide for the safety of life on certain waters of the San Jacinto River, in Houston, TX. These regulations would be enforced during a high-speed boat race every first weekend in March. This proposed rulemaking would prohibit persons and vessels from being in the regulated area unless authorized by the Captain of the Port Houston-Galveston or Patrol Commander. We invite your comments on this proposed rulemaking.</P>
                </SUM>
                <EFFDATE>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Comments and related material must be received by the Coast Guard on or before July 28, 2024.</P>
                </EFFDATE>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        You may submit comments identified by docket number USCG-2024-0376 using the Federal Decision-Making Portal at 
                        <E T="03">https://www.regulations.gov</E>
                        . See the “Public Participation and Request for Comments” portion of the 
                        <PRTPAGE P="52411"/>
                        <E T="02">SUPPLEMENTARY INFORMATION</E>
                         section for further instructions on submitting comments. This notice of proposed rulemaking with its plain-language, 100-word-or-less proposed rule summary will be available in this same docket.
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        If you have questions about this proposed rulemaking, call or email Lieutenant Junior Grade Jack Brunswick, Sector Houston-Galveston Waterways Management Division, U.S. Coast Guard; telephone 713-398-5823, email 
                        <E T="03">houstonwwm@uscg.mil</E>
                        .
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <HD SOURCE="HD1">I. Table of Abbreviations</HD>
                <EXTRACT>
                    <FP SOURCE="FP-1">CFR Code of Federal Regulations</FP>
                    <FP SOURCE="FP-1">DHS Department of Homeland Security</FP>
                    <FP SOURCE="FP-1">FR Federal Register</FP>
                    <FP SOURCE="FP-1">NPRM Notice of proposed rulemaking</FP>
                    <FP SOURCE="FP-1">§ Section </FP>
                    <FP SOURCE="FP-1">U.S.C. United States Code</FP>
                </EXTRACT>
                <HD SOURCE="HD1">II. Background, Purpose, and Legal Basis</HD>
                <P>On April 28, 2024, an organization notified the Coast Guard that it will be conducting their high-speed boat race from 8 a.m. to 6 p.m. on the first or second Saturday in March, annually. The boat race is to be held in the navigable waters of San Jacinto River, Houston, TX. The Captain of the Port Houston-Galveston (COTP) has determined that potential hazards associated with the power boat race will be a safety concern for anyone within the Pre-Stage Zone, Approach Zone, Course Run Zone, and Shut-Down Zone before, during, and after the scheduled event. This proposed rule would add a recurring marine event requiring a special local regulation to Table 3 of 33 CFR 100.801—Sector Houston-Galveston Annual and Recurring Marine Events.</P>
                <P>The purpose of this rulemaking is to protect personnel, vessels, and the marine environment in the navigable waters within the Pre-Stage Zone, Approach Zone, Course Run Zone, and Shut-Down Zone before, during, and after the power boat race in San Jacinto River, Houston, TX. The Coast Guard is proposing this rulemaking under authority in 46 U.S.C. 70041.</P>
                <HD SOURCE="HD1">III. Discussion of Proposed Rule</HD>
                <P>Part 100 of title 33 of the CFR contains regulations describing marine events conducted on the U.S. navigable waters in order to ensure the safety of life in the regulated areas. Section 100.801 of the title provides the regulations applicable to events taking place in the Eighth Coast Guard District and also provides tables listing each event and special local regulations. This section requires amendment from time to time to properly reflect recurring special local regulations.</P>
                <P>This proposed rule would update section 100.801, Table 3 titled “Sector Houston-Galveston Annual and Recurring Marine Events.” Specifically, the COTP is proposing to establish a special local regulation in the navigable waters of San Jacinto River, Houston, TX from 8 a.m. to 6 p.m. on the first or second Saturday in March each year to restrict general navigation during an annually recurring high-speed boat race for safety purposes. The special local regulation will encompass five different zones to include the Pre-Stage Zone, Approach Zone, Course Run Zone, Shut-Down Zone, and the Spectator Zone as described below:</P>
                <P>Pre-Stage Zone: This is the pre-staging area for participating vessels to line up. It will include all waters within 150 ft of 29°53′29.0148″ N, 095°06′39.4416″ W.</P>
                <P>Approach Zone: 200 ft distance required for participating vessels to obtain the minimum 40 mph requirement for course entry. This will be a straight line to begin at approximately 29°53′27.3″ N, 95°06′42.6″ W and end at approximately 29°53′27.6″ N, 95°06′40.0″ W.</P>
                <P>Course Run Zone: 600 ft distance where participating vessels will conduct their high-speed run. This will be a straight line to begin at approximately 29°53′27.6″ N, 95°06′40.0″ W and end at approximately 29°53′30.0″ N, 95°06′34.7″ W.</P>
                <P>Shut-Down Zone: 900 ft distance where participating vessels will be allowed to slow their speeds back to an idle. This will be a straight line to begin at approximately 29°53′30.0″ N, 95°06′34.7″ W and end at approximately 29°53′34.3″ N, 95°06′24.1″ W.</P>
                <P>Spectator Zone: All vessels that will be viewing the event will be required to stay within a designated area. The sponsor is responsible for monitoring the spectator zone and ensuring that all vessels within the area are anchored and remain in the area during all ongoing high-speed runs. The following coordinates are the approximate location of the Spectator Zone: 29°53′29.4″ N, 95°06′39.8″ W, thence to 29°53′28.5″ N, 95°06′39.6″ W, thence to 29°53′29.7″ N, 95°06′36.9″ W, thence to 29°53′30.4″ N, 95°06′37.2″ W.</P>
                <P>No vessel or person would be permitted to enter the established zones without obtaining permission from an official patrol vessel or designated representative.</P>
                <P>The term “designated representative” means Coast Guard Patrol Commanders, including Coast Guard coxswains, petty officers, and other officers operating Coast Guard vessels, and Federal, state, and local officers designated by or assisting the COTP in the enforcement of the regulated areas.</P>
                <P>The regulatory text we are proposing appears at the end of this document.</P>
                <HD SOURCE="HD1">IV. Regulatory Analyses</HD>
                <P>We developed this proposed rule after considering numerous statutes and Executive orders related to rulemaking. Below we summarize our analyses based on a number of these statutes and Executive orders, and we discuss First Amendment rights of protestors.</P>
                <HD SOURCE="HD2">A. Regulatory Planning and Review</HD>
                <P>Executive Orders 12866 and 13563 direct agencies to assess the costs and benefits of available regulatory alternatives and, if regulation is necessary, to select regulatory approaches that maximize net benefits. This NPRM has not been designated a “significant regulatory action,” under section 3(f) of Executive Order 12866, as amended by Executive Order 14094 (Modernizing Regulatory Review). Accordingly, the NPRM has not been reviewed by the Office of Management and Budget (OMB).</P>
                <P>This regulatory action determination is based on the size, location, duration, and time of day of this special local regulation. Vessel traffic will be able to safely transit around this safety zone, which would impact a small, designated area of the San Jacinto River, for a short duration, when vessel traffic is normally low. Moreover, the Coast Guard would issue a Broadcast Notice to Mariners about the zone via VHF-FM marine channel 16, and the rule would allow vessels to seek permission to enter the zone.</P>
                <HD SOURCE="HD2">B. Impact on Small Entities</HD>
                <P>The Regulatory Flexibility Act of 1980, 5 U.S.C. 601-612, as amended, requires Federal agencies to consider the potential impact of regulations on small entities during rulemaking. The term “small entities” comprises small businesses, not-for-profit organizations that are independently owned and operated and are not dominant in their fields, and governmental jurisdictions with populations of less than 50,000. The Coast Guard certifies under 5 U.S.C. 605(b) that this proposed rule would not have a significant economic impact on a substantial number of small entities.</P>
                <P>
                    While some owners or operators of vessels intending to transit the safety zone may be small entities, for the reasons stated in section IV.A above, this proposed rule would not have a significant economic impact on any vessel owner or operator.
                    <PRTPAGE P="52412"/>
                </P>
                <P>
                    If you think that your business, organization, or governmental jurisdiction qualifies as a small entity and that this proposed rule would have a significant economic impact on it, please submit a comment (see 
                    <E T="02">ADDRESSES</E>
                    ) explaining why you think it qualifies and how and to what degree this rule would economically affect it.
                </P>
                <P>
                    Under section 213(a) of the Small Business Regulatory Enforcement Fairness Act of 1996 (Pub. L. 104-121), we want to assist small entities in understanding this proposed rule. If the proposed rule would affect your small business, organization, or governmental jurisdiction and you have questions concerning its provisions or options for compliance, please call or email the person listed in the 
                    <E T="02">FOR FURTHER INFORMATION CONTACT</E>
                     section. The Coast Guard will not retaliate against small entities that question or complain about this proposed rule or any policy or action of the Coast Guard.
                </P>
                <HD SOURCE="HD2">C. Collection of Information</HD>
                <P>This proposed rule would not call for a new collection of information under the Paperwork Reduction Act of 1995 (44 U.S.C. 3501-3520).</P>
                <HD SOURCE="HD2">D. Federalism and Indian Tribal Governments</HD>
                <P>A rule has implications for federalism under Executive Order 13132 (Federalism), if it has a substantial direct effect on the States, on the relationship between the National Government and the States, or on the distribution of power and responsibilities among the various levels of government. We have analyzed this proposed rule under that Order and have determined that it is consistent with the fundamental federalism principles and preemption requirements described in Executive Order 13132.</P>
                <P>
                    Also, this proposed rule does not have tribal implications under Executive Order 13175 (Consultation and Coordination with Indian Tribal Governments) because it would not have a substantial direct effect on one or more Indian tribes, on the relationship between the Federal Government and Indian tribes, or on the distribution of power and responsibilities between the Federal Government and Indian tribes. If you believe this proposed rule has implications for federalism or Indian tribes, please call or email the person listed in the 
                    <E T="02">FOR FURTHER INFORMATION CONTACT</E>
                     section.
                </P>
                <HD SOURCE="HD2">E. Unfunded Mandates Reform Act</HD>
                <P>The Unfunded Mandates Reform Act of 1995 (2 U.S.C. 1531-1538) requires Federal agencies to assess the effects of their discretionary regulatory actions. In particular, the Act addresses actions that may result in the expenditure by a State, local, or tribal government, in the aggregate, or by the private sector of $100,000,000 (adjusted for inflation) or more in any one year. Though this proposed rule would not result in such an expenditure, we do discuss the potential effects of this proposed rule elsewhere in this preamble.</P>
                <HD SOURCE="HD2">F. Environment</HD>
                <P>We have analyzed this proposed rule under Department of Homeland Security Directive 023-01, Rev. 1, associated implementing instructions, and Environmental Planning COMDTINST 5090.1 (series), which guide the Coast Guard in complying with the National Environmental Policy Act of 1969 (42 U.S.C. 4321-4370f), and have made a preliminary determination that this action is one of a category of actions that do not individually or cumulatively have a significant effect on the human environment. This proposed rule involves a marine event and special local regulation lasting only 10 hours that would prohibit entry within 150 feet of the boat course. Normally such actions are categorically excluded from further review under paragraph L61 of Appendix A, Table 1 of DHS Instruction Manual 023-01-001-01, Rev. 1. We seek any comments or information that may lead to the discovery of a significant environmental impact from this proposed rule.</P>
                <HD SOURCE="HD2">G. Protest Activities</HD>
                <P>
                    The Coast Guard respects the First Amendment rights of protesters. Protesters are asked to call or email the person listed in the 
                    <E T="02">FOR FURTHER INFORMATION CONTACT</E>
                     section to coordinate protest activities so that your message can be received without jeopardizing the safety or security of people, places, or vessels.
                </P>
                <HD SOURCE="HD1">V. Public Participation and Request for Comments</HD>
                <P>We view public participation as essential to effective rulemaking and will consider all comments and material received during the comment period. Your comment can help shape the outcome of this rulemaking. If you submit a comment, please include the docket number for this rulemaking, indicate the specific section of this document to which each comment applies, and provide a reason for each suggestion or recommendation.</P>
                <P>
                    <E T="03">Submitting comments.</E>
                     We encourage you to submit comments through the Federal Decision-Making Portal at 
                    <E T="03">https://www.regulations.gov.</E>
                     To do so, go to 
                    <E T="03">https://www.regulations.gov,</E>
                     type USCG- 2024-0376 in the search box and click “Search.” Next, look for this document in the Search Results column, and click on it. Then click on the Comment option. If you cannot submit your material by using 
                    <E T="03">https://www.regulations.gov,</E>
                     call or email the person in the 
                    <E T="02">FOR FURTHER INFORMATION CONTACT</E>
                     section of this proposed rule for alternate instructions.
                </P>
                <P>
                    <E T="03">Viewing material in docket.</E>
                     To view documents mentioned in this proposed rule as being available in the docket, find the docket as described in the previous paragraph, and then select “Supporting &amp; Related Material” in the Document Type column. Public comments will also be placed in our online docket and can be viewed by following instructions on the 
                    <E T="03">https://www.regulations.gov</E>
                     Frequently Asked Questions web page. Also, if you click on the Dockets tab and then the proposed rule, you should see a “Subscribe” option for email alerts. The option will notify you when comments are posted, or a final rule is published.
                </P>
                <P>We review all comments received, but we will only post comments that address the topic of the proposed rule. We may choose not to post off-topic, inappropriate, or duplicate comments that we receive.</P>
                <P>
                    <E T="03">Personal information.</E>
                     We accept anonymous comments. Comments we post to 
                    <E T="03">https://www.regulations.gov</E>
                     will include any personal information you have provided. For more about privacy and submissions to the docket in response to this document, see DHS's eRulemaking System of Records notice (85 FR 14226, March 11, 2020).
                </P>
                <LSTSUB>
                    <HD SOURCE="HED">List of Subjects in 33 CFR Part 100</HD>
                    <P>Harbors, Marine Safety, Navigation (water), Reporting and recordkeeping requirements, Security measures, Waterways.</P>
                </LSTSUB>
                <P>For the reasons discussed in the preamble, the Coast Guard is proposing to amend 33 CFR part 100 as follows:</P>
                <PART>
                    <HD SOURCE="HED">PART 100—SAFETY OF LIFE ON NAVIGABLE WATERS</HD>
                </PART>
                <AMDPAR>1. The authority citation for part 100 continues to read as follows:</AMDPAR>
                <AUTH>
                    <HD SOURCE="HED">Authority: </HD>
                    <P>46 U.S.C. 70041; 33 CFR 1.05-1.</P>
                </AUTH>
                <AMDPAR>2. In § 100.801, in table 3 under paragraph (j), amend by adding item 8 in numerical order to read as follows:</AMDPAR>
                <SECTION>
                    <SECTNO>§ 100.801 </SECTNO>
                    <SUBJECT> Annual Marine Events in the Eighth Coast Guard District.</SUBJECT>
                    <STARS/>
                    <P>
                        (j) * * *
                        <PRTPAGE P="52413"/>
                    </P>
                    <GPOTABLE COLS="4" OPTS="L1,nj,i1" CDEF="s50,r50,r50,r100">
                        <TTITLE>Table 3 of § 100.801—Sector Houston-Galveston Annual and Recurring Marine Events</TTITLE>
                        <BOXHD>
                            <CHED H="1">Date</CHED>
                            <CHED H="1">Event/sponsor</CHED>
                            <CHED H="1">Houston-Galveston location</CHED>
                            <CHED H="1">Regulated area</CHED>
                        </BOXHD>
                        <ROW>
                            <ENT I="22"> </ENT>
                        </ROW>
                        <ROW>
                            <ENT I="28">*         *         *         *         *         *         *</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">8. First or Second Saturday in March</ENT>
                            <ENT>Winter Nationals Boat Race</ENT>
                            <ENT>San Jacinto River, Houston, TX</ENT>
                            <ENT>San Jacinto River within 150 feet of the following area: 29°53′29.0148″ N, 095°06′39.4416″ W; the Approach Zone comprised of a straight line to begin at approximately 29°53′27.3″ N, 95°06′42.6″ W and end at approximately 29°53′27.6″ N, 95°06′40.0″ W; the Course Run Zone comprised of a straight line to begin at approximately 29°53′27.6″ N, 95°06′40.0″ W and end at approximately 29°53′30.0″ N, 95°06′34.7″ W; the Shut-Down Zone comprised of a straight line to begin at approximately 29°53′30.0″ N, 95°06′34.7″ W and end at approximately 29°53′34.3″ N, 95°06′24.1″ W; and the Spectator Zone located within the following coordinates; 29°53′29.4″ N, 95°06′39.8″ W, thence to 29°53′28.5″ N, 95°06′39.6″ W, thence to 29°53′29.7″ N, 95°06′36.9″ W, thence to 29°53′30.4″ N, 95°06′37.2″ W.</ENT>
                        </ROW>
                    </GPOTABLE>
                    <STARS/>
                </SECTION>
                <SIG>
                    <NAME>Keith M. Donohue,</NAME>
                    <TITLE>Captain, U.S. Coast Guard, Captain of the Port Sector Houston-Galveston.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13785 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 9110-04-P</BILCOD>
        </PRORULE>
        <PRORULE>
            <PREAMB>
                <AGENCY TYPE="N">ENVIRONMENTAL PROTECTION AGENCY</AGENCY>
                <CFR>40 CFR Part 52</CFR>
                <DEPDOC>[EPA-R05-OAR-2023-0481; FRL-11913-01-R5]</DEPDOC>
                <SUBJECT>Air Plan Approval; Indiana; Sulfur Dioxide</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Environmental Protection Agency (EPA).</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Proposed rule.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>
                        In accordance with the Clean Air Act, the Environmental Protection Agency (EPA) is proposing to approve a September 11, 2023, State Implementation Plan (SIP) submittal from the Indiana Department of Environmental Management (IDEM), with information supplemented by a March 11, 2024, letter to EPA. This SIP submittal requests EPA approval of a revision to the monitoring and compliance requirements for certain process heater stacks at Safety-Kleen Oil Recovery Company in Lake County, Indiana. The submittal also requests EPA approval of a small language clarification and equipment listing revisions. Safety-Kleen is subject to emissions limits and monitoring and reporting requirements in the Indiana SIP for sulfur dioxide (SO
                        <E T="52">2</E>
                        ) located at title 326 of the Indiana Administrative Code (IAC).
                    </P>
                </SUM>
                <EFFDATE>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Comments must be received on or before July 24, 2024.</P>
                </EFFDATE>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        Submit your comments, identified by Docket ID No. EPA-R05-OAR-2023-0481 at 
                        <E T="03">https://www.regulations.gov,</E>
                         or via email to 
                        <E T="03">langman.michael@epa.gov.</E>
                         For comments submitted at 
                        <E T="03">Regulations.gov</E>
                        , follow the online instructions for submitting comments. Once submitted, comments cannot be edited or removed from the docket. EPA may publish any comment received to its public docket. Do not submit to EPA's docket at 
                        <E T="03">https://www.regulations.gov</E>
                         any information you consider to be Confidential Business Information (CBI), Proprietary Business Information (PBI), or other information whose disclosure is restricted by statute. Multimedia submissions (audio, video, etc.) must be accompanied by a written comment. The written comment is considered the official comment and should include discussion of all points you wish to make. EPA will generally not consider comments or comment contents located outside of the primary submission (
                        <E T="03">i.e.,</E>
                         on the web, cloud, or other file sharing system). For additional submission methods, please contact the person identified in the 
                        <E T="02">FOR FURTHER INFORMATION CONTACT</E>
                         section. For the full EPA public comment policy, information about CBI, PBI, or multimedia submissions, and general guidance on making effective comments, please visit 
                        <E T="03">https://www.epa.gov/dockets/commenting-epa-dockets.</E>
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Anthony Maietta, Air and Radiation Division (AR18J), Environmental Protection Agency, Region 5, 77 West Jackson Boulevard, Chicago, Illinois 60604, (312) 353-8777, 
                        <E T="03">maietta.anthony@epa.gov.</E>
                         The EPA Region 5 office is open from 8:30 a.m. to 4:30 p.m., Monday through Friday, excluding Federal holidays.
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>Throughout this document whenever “we,” “us,” or “our” is used, we mean EPA.</P>
                <HD SOURCE="HD1">I. What is the background for this action?</HD>
                <P>
                    The Indiana SIP, at 326 IAC 7-4.1-16 
                    <E T="03">Safety-Kleen Oil Recovery Company sulfur dioxide emission limitations,</E>
                     sets SO
                    <E T="52">2</E>
                     emissions limits for process heaters located at Safety-Kleen's Lake County facility. The SO
                    <E T="52">2</E>
                     limits are:
                </P>
                <FP SOURCE="FP-1">—14 pounds per hour and 60 tons per year for process heaters H-201 and H-301 (combined),</FP>
                <FP SOURCE="FP-1">—10.8 pounds per hour and 47.3 tons per year for process heaters H-401 and H-402 (combined), and</FP>
                <FP SOURCE="FP-1">—8 pounds per hour for process heater H-406.</FP>
                <P>
                    The SIP provides Safety-Kleen with compliance options for the process heaters' SO
                    <E T="52">2</E>
                     limits, either by installing and operating a continuous emission monitoring system (CEMS) or by fuel sampling and off-gas analysis of sulfur content for each fuel tank. Safety-Kleen chose to utilize the fuel sampling and off-gas analysis option for all of its process heaters.
                </P>
                <P>
                    Between 2015 and 2021, Safety Kleen violated its SO
                    <E T="52">2</E>
                     emission limit and monitoring and compliance requirements set forth in 326 IAC 7-4.1-16. On October 20, 2021, IDEM and Safety-Kleen signed an Agreed Order to resolve violations of the SO
                    <E T="52">2</E>
                     emission limits and monitoring and compliance 
                    <PRTPAGE P="52414"/>
                    requirement.
                    <SU>1</SU>
                    <FTREF/>
                     Pursuant to the Agreed Order, Safety-Kleen agreed to install and operate SO
                    <E T="52">2</E>
                     CEMS on process heaters H-201 and H-401. The CEMS for these process heaters must be operated in accordance with Indiana's rules for operation of CEMS, located in the Indiana SIP at 326 IAC 3-5. IDEM reviewed 5 years of historical emissions data from process heater H-406 which showed it emitted 0.34 pounds per day on average, well below the eight pounds per hour SIP limit. As a result, process heater H-406 could continue to utilize the off-gas stream and fuel tank analysis compliance option.
                </P>
                <FTNT>
                    <P>
                        <SU>1</SU>
                         For more information about the specific SIP violations and agreed-upon remedies, see the October 20, 2021, IDEM/Safety-Kleen Agreed Order on IDEM's website at: 
                        <E T="03">https://ecm.idem.in.gov/cs/idcplg?IdcService=GET_FILE&amp;dID=83240074.</E>
                    </P>
                </FTNT>
                <P>
                    326 IAC 7-4.1-16 was revised to codify provisions of the Agreed Order into the Indiana SIP. IDEM also revised 326 IAC 7-4.1-16 to reflect equipment changes at the facility in its title V operating permit.
                    <SU>2</SU>
                    <FTREF/>
                     IDEM removed decommissioned boilers from a list of boilers in the rule that must use natural gas, while adding a new boiler to that list. IDEM also clarified a paragraph of the rule indicating the vessel which must supply off-gas to process heater H-406. These revisions will be discussed in more detail in the next section.
                </P>
                <FTNT>
                    <P>
                        <SU>2</SU>
                         See IDEM's approval of Minor Source Modification No.: 089-45246-00301 for Safety-Kleen Systems, Inc. in East Chicago, Indiana dated April 1, 2022, at 
                        <E T="03">https://permits.air.idem.in.gov/45246f.pdf.</E>
                    </P>
                </FTNT>
                <HD SOURCE="HD1">
                    II. What revisions have been made to the SO
                    <E T="0132">2</E>
                     SIP for Safety-Kleen Oil Recovery Company's Lake County facility?
                </HD>
                <P>On September 6, 2023, IDEM published a final rulemaking in the Indiana Register approving revisions to 326 IAC 7-4.1-16. IDEM initiated an initial public comment period for the draft rulemaking from February 16-March 18, 2022, with a second public comment period held from August 10-September 9, 2022. No comments were received during those periods. IDEM also held a public hearing for the draft rule on November 9, 2022, and another public hearing on the final rule on March 8, 2023. No comments were received at either public hearing.</P>
                <P>
                    IDEM revised 326 IAC 7-4.1-16 to remove the off-gas and fuel sampling compliance method option in order to meet the SO
                    <E T="52">2</E>
                     limits for process heaters H-201 and H-401 at 326 IAC 7-4.1-16(5)(A). This paragraph was revised to leave only process heater H-406 as able to determine compliance with off-gas and fuel sampling methods because of its low hourly SO
                    <E T="52">2</E>
                     emissions as described above. Paragraph 7-4.1-16(B) was revised to indicate that process heaters H-201 and H-401 must install and operate SO
                    <E T="52">2</E>
                     CEMS in order to comply with the SO
                    <E T="52">2</E>
                     limits in this rule. The remainder of the paragraphs in this rule were re-ordered to accommodate these revisions in the rule's paragraph list order. Among the re-ordered paragraphs are the unchanged compliance methods of fuel and off-gas sampling for the remaining Safety-Kleen process heaters. These revisions for process heaters H-201 and H-401 are approvable into the Indiana SIP because the CEMS is a more comprehensive and immediate testing and compliance method than the off-gas and fuel tank sampling process. This allows Safety-Kleen and IDEM to identify and respond to elevated SO
                    <E T="52">2</E>
                     emissions from these process heaters.
                </P>
                <P>The September 6, 2023, IDEM rulemaking also approved a revision to paragraph 7-4.1-16(1) updating the list of boilers that must use natural gas as a fuel source by removing boilers SB-801 and SB-821 and by adding boiler SB-822. The list of boilers was revised to reflect the decommissioning of SB-801 and SB-821, and the addition of SB-822 which was approved for construction in Safety-Kleen's April 1, 2022, permit modification. The revision is approvable because it clarifies which boilers must use the natural gas fuel source and reflects the unit currently operating at the Safety-Kleen facility while removing decommissioned units from the rule.</P>
                <P>
                    Paragraph 7-4.1-16(4) was revised to clarify that process heater H-406 must additionally be fed by off-gas from vessel V-423. This revision was made to ensure that the low-sulfur off-gas from vessel V-423 only feeds to H-406 (which averages 0.34 pounds per day of SO
                    <E T="52">2</E>
                    ). This revision is also in accordance with the facility's operating permit, which prohibits process heater H-406 from being fed by higher-sulfur off gases from vessels V-307 and V-410. This is approvable because the revision clarifies that process heater H-406 must use a lower-sulfur off gas.
                </P>
                <P>
                    Lastly, the September 6, 2023, IDEM rulemaking clarified portions of 326 IAC 7-4.1-16, primarily replacing the word “shall” with the word “must” at various locations in the rule when describing actions Safety-Kleen must undertake to comply with the SO
                    <E T="52">2</E>
                     emissions limits and compliance requirements. The final clarification revision involves a unit listing of millions of British thermal units per hour in paragraph 7-4.1-16(5)(C), which has been revised to “MMBtu per hour” from “MMBtu/hr”. These revisions are approvable because the changes in wording clarify the requirements in the rule as they apply to the affected entity.
                </P>
                <HD SOURCE="HD1">III. What action is EPA taking?</HD>
                <P>EPA is proposing to approve into the Indiana SIP revisions to 326 IAC 7-4.1-16, as contained in Indiana's September 11, 2023, submittal and clarified through a March 11, 2024, letter to EPA.</P>
                <HD SOURCE="HD1">IV. Incorporation by Reference</HD>
                <P>
                    In this rule, EPA is proposing to include in a final EPA rule regulatory text that includes incorporation by reference. In accordance with requirements of 1 CFR 51.5, EPA is proposing to incorporate by reference Indiana rule 326 IAC 7-4.1-16, effective August 11, 2023, discussed in section III of this preamble. EPA has made, and will continue to make, these documents generally available through 
                    <E T="03">www.regulations.gov</E>
                     and at the EPA Region 5 Office (please contact the person identified in the 
                    <E T="02">FOR FURTHER INFORMATION CONTACT</E>
                     section of this preamble for more information).
                </P>
                <HD SOURCE="HD1">V. Statutory and Executive Order Reviews</HD>
                <P>Under the Clean Air Act, the Administrator is required to approve a SIP submission that complies with the provisions of the Clean Air Act and applicable Federal regulations. 42 U.S.C. 7410(k); 40 CFR 52.02(a). Thus, in reviewing SIP submissions, EPA's role is to approve State choices, provided that they meet the criteria of the Clean Air Act. Accordingly, this action merely approves State law as meeting Federal requirements and does not impose additional requirements beyond those imposed by State law. For that reason, this action:</P>
                <P>• Is not a significant regulatory action subject to review by the Office of Management and Budget under Executive Orders 12866 (58 FR 51735, October 4, 1993), and 14094 (88 FR 21879, April 11, 2023);</P>
                <P>
                    • Does not impose an information collection burden under the provisions of the Paperwork Reduction Act (44 U.S.C. 3501 
                    <E T="03">et seq.</E>
                    );
                </P>
                <P>
                    • Is certified as not having a significant economic impact on a substantial number of small entities under the Regulatory Flexibility Act (5 U.S.C. 601 
                    <E T="03">et seq.</E>
                    );
                </P>
                <P>• Does not contain any unfunded mandate or significantly or uniquely affect small governments, as described in the Unfunded Mandates Reform Act of 1995 (Pub. L. 104-4);</P>
                <P>
                    • Does not have federalism implications as specified in Executive 
                    <PRTPAGE P="52415"/>
                    Order 13132 (64 FR 43255, August 10, 1999);
                </P>
                <P>• Is not subject to Executive Order 13045 (62 FR 19885, April 23, 1997) because it approves a State program;</P>
                <P>• Is not a significant regulatory action subject to Executive Order 13211 (66 FR 28355, May 22, 2001); and</P>
                <P>• Is not subject to requirements of section 12(d) of the National Technology Transfer and Advancement Act of 1995 (15 U.S.C. 272 note) because application of those requirements would be inconsistent with the Clean Air Act.</P>
                <P>In addition, the SIP is not approved to apply on any Indian reservation land or in any other area where EPA or an Indian tribe has demonstrated that a tribe has jurisdiction. In those areas of Indian country, the rulemaking does not have Tribal implications and will not impose substantial direct costs on Tribal governments or preempt Tribal law as specified by Executive Order 13175 (65 FR 67249, November 9, 2000).</P>
                <P>Executive Order 12898 (Federal Actions To Address Environmental Justice in Minority Populations and Low-Income Populations, 59 FR 7629, February 16, 1994) directs Federal agencies to identify and address “disproportionately high and adverse human health or environmental effects” of their actions on minority populations and low-income populations to the greatest extent practicable and permitted by law. EPA defines environmental justice (EJ) as “the fair treatment and meaningful involvement of all people regardless of race, color, national origin, or income with respect to the development, implementation, and enforcement of environmental laws, regulations, and policies.” EPA further defines the term fair treatment to mean that “no group of people should bear a disproportionate burden of environmental harms and risks, including those resulting from the negative environmental consequences of industrial, governmental, and commercial operations or programs and policies.”</P>
                <P>IDEM did not evaluate EJ considerations as part of its SIP submittal; the Clean Air Act and applicable implementing regulations neither prohibit nor require such an evaluation. EPA did not perform an EJ analysis and did not consider EJ in this action. Due to the nature of the action being taken here, this action is expected to have a neutral to positive impact on the air quality of the affected area. Consideration of EJ is not required as part of this action, and there is no information in the record inconsistent with the stated goal of E.O. 12898 of achieving EJ for people of color, low-income populations, and Indigenous peoples.</P>
                <LSTSUB>
                    <HD SOURCE="HED">List of Subjects in 40 CFR Part 52</HD>
                    <P>Environmental protection, Air pollution control, Incorporation by reference, Intergovernmental relations, Sulfur oxides.</P>
                </LSTSUB>
                <SIG>
                    <DATED>Dated: June 14, 2024.</DATED>
                    <NAME>Debra Shore,</NAME>
                    <TITLE>Regional Administrator, Region 5.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13601 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 6560-50-P</BILCOD>
        </PRORULE>
        <PRORULE>
            <PREAMB>
                <AGENCY TYPE="S">ENVIRONMENTAL PROTECTION AGENCY</AGENCY>
                <CFR>40 CFR Part 52</CFR>
                <DEPDOC>[EPA-R10-OAR-2023-0583; FRL-11575-01-R10]</DEPDOC>
                <SUBJECT>Air Plan Approval; ID; Revisions to Air Quality Regulations</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Environmental Protection Agency (EPA).</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Proposed rule.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>The Environmental Protection Agency (EPA) proposes to approve revisions to the Idaho State Implementation Plan (SIP) submitted on May 8, 2023 and May 13, 2024. The SIP submissions include changes designed to streamline the Idaho air quality regulations by repealing outdated provisions, striking duplicative terms, and simplifying rule language. The submissions also update the adoption by reference of specific Federal standards and reference methods. The EPA proposes to determine that the submitted changes to the Idaho SIP are consistent with Clean Air Act requirements.</P>
                </SUM>
                <EFFDATE>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Comments must be received on or before July 24, 2024.</P>
                </EFFDATE>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        Submit your comments, identified by Docket ID No. EPA-R10-OAR-2023-0583, at 
                        <E T="03">https://www.regulations.gov.</E>
                         Follow the online instructions for submitting comments. Once submitted, comments cannot be edited or removed from 
                        <E T="03">regulations.gov.</E>
                         The EPA may publish any comment received to its public docket. Do not electronically submit any information you consider to be Confidential Business Information (CBI) or other information the disclosure of which is restricted by statute. Multimedia submissions (audio, video, etc.) must be accompanied by a written comment. The written comment is considered the official comment and should include discussion of all points you wish to make. The EPA will generally not consider comments or comment contents located outside of the primary submission (
                        <E T="03">i.e.,</E>
                         on the web, cloud, or other file sharing system). For additional submission methods, the full EPA public comment policy, information about CBI or multimedia submissions, and general guidance on making effective comments, please visit 
                        <E T="03">https://www.epa.gov/dockets/commenting-epa-dockets.</E>
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Kristin Hall, EPA Region 10, 1200 Sixth Avenue, Suite 155, Seattle, WA 98101, at (206) 553-6357 or 
                        <E T="03">hall.kristin@epa.gov.</E>
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>In this document, “we” and “our” mean “the EPA.”</P>
                <HD SOURCE="HD1">Table of Contents</HD>
                <EXTRACT>
                    <FP SOURCE="FP-2">I. Background</FP>
                    <FP SOURCE="FP-2">II. Submissions</FP>
                    <FP SOURCE="FP1-2">A. Overall Readability</FP>
                    <FP SOURCE="FP1-2">B. Definitions</FP>
                    <FP SOURCE="FP1-2">C. Incorporations by Reference</FP>
                    <FP SOURCE="FP1-2">D. Permitting Regulations</FP>
                    <FP SOURCE="FP1-2">E. Smoke and Visibility Requirements</FP>
                    <FP SOURCE="FP1-2">F. Repeals</FP>
                    <FP SOURCE="FP-2">III. Evaluation</FP>
                    <FP SOURCE="FP-2">IV. Proposed Action</FP>
                    <FP SOURCE="FP-2">V. Incorporation by Reference</FP>
                    <FP SOURCE="FP-2">VI. Statutory and Executive Order Reviews</FP>
                </EXTRACT>
                <HD SOURCE="HD1">I. Background</HD>
                <P>
                    The EPA has established national ambient air quality standards (NAAQS) for carbon monoxide, lead, nitrogen dioxide, ozone, particulate matter, and sulfur dioxide.
                    <SU>1</SU>
                    <FTREF/>
                     Each State has a State Implementation Plan (SIP) designed to meet the national ambient air quality standards through various air pollution regulations, control measures and strategies. A SIP contains emission limits, pollution control technology requirements, permitting programs, enforcement mechanisms, and other elements. Each State revises its SIP over time to respond to new Federal requirements and to address changing air quality conditions.
                </P>
                <FTNT>
                    <P>
                        <SU>1</SU>
                         See 40 CFR part 50.
                    </P>
                </FTNT>
                <P>
                    The Clean Air Act requires states to submit SIP revisions to the EPA for review and approval.
                    <SU>2</SU>
                    <FTREF/>
                     The EPA takes action through notice and comment rulemaking to approve and incorporate State air quality regulations by reference into the Code of Federal Regulations (CFR). As part of the SIP, State regulations are made enforceable by the EPA and citizens.
                    <SU>3</SU>
                    <FTREF/>
                </P>
                <FTNT>
                    <P>
                        <SU>2</SU>
                         See Clean Air Act section 110.
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>3</SU>
                         See Clean Air Act sections 113 and 304.
                    </P>
                </FTNT>
                <HD SOURCE="HD1">II. Submissions</HD>
                <P>
                    On May 8, 2023, the Idaho Department of Environmental Quality 
                    <PRTPAGE P="52416"/>
                    (DEQ) submitted a comprehensive SIP revision to the EPA. The submission was developed in response to a January 16, 2020, Executive Order issued by Governor Brad Little that required Idaho State agencies to review and revise administrative rules to reduce regulatory burden and increase clarity and ease of use.
                    <SU>4</SU>
                    <FTREF/>
                     The May 8, 2023, submission included changes to the Rules for the Control of Air Pollution in Idaho, established at IDAPA 58.01.01, and an Attorney General statement certifying that the submitted changes were not intended to be substantive and would not impede the Idaho DEQ's lawful authority to implement EPA-approved Clean Air Act programs. We note that the EPA engaged with the Idaho DEQ early and often in the drafting process to ensure consistency with Clean Air Act requirements. The EPA met with the Idaho DEQ to discuss the intent of the draft rule changes and the EPA reviewed and commented on the draft changes at both the State's negotiated rulemaking stage and public notice and comment stage. The EPA's comment letters and the May 8, 2023, Idaho submission are included in the docket for this action.
                </P>
                <FTNT>
                    <P>
                        <SU>4</SU>
                         Executive Order No. 2020-01 Zero Based Regulation, January 16, 2020.
                    </P>
                </FTNT>
                <P>On May 13, 2024, the Idaho DEQ submitted an update to the adoption by reference of specific Federal standards and reference methods. Also in the May 13, 2024, submission, the Idaho DEQ corrected two inadvertent issues with the May 8, 2023, submission. The issues and the corrections are described in section III.B. of this preamble. The May 13, 2024, submission may be found in the docket for this action.</P>
                <HD SOURCE="HD1">III. Evaluation</HD>
                <P>The following paragraphs summarize our evaluation of the submitted revisions to the EPA-approved Idaho air quality rules in the Idaho SIP, codified at 40 CFR part 52, subpart N. We have not described corrections to spelling, grammar, and punctuation.</P>
                <HD SOURCE="HD2">A. Overall Readability</HD>
                <P>Idaho made numerous changes throughout the State air quality rules designed to improve overall readability. For example, the State replaced “which” with “that,” “so long as” with “if,” and “set forth” with “establish.” In addition, the State replaced “shall” with “must” where the rules impose obligations directly on regulated sources, and replaced “shall” with “will” where the rules impose obligations on the Idaho DEQ. The State also reformatted certain regulatory requirements into tables to promote ease of use. We propose to approve the submitted readability changes.</P>
                <HD SOURCE="HD2">B. Definitions</HD>
                <P>Idaho made changes to the centralized definitions sections of the air quality rules. For example, the State removed terms and definitions that are already incorporated by reference, repealed those that are considered common knowledge or that were no longer used, combined definitions for related terms, and moved terms from the centralized definitions sections to the implementing rule sections. To facilitate our review, we created a table listing each term and definition repealed from, or moved out of, the centralized definitions sections along with the citation and the reason the definition was repealed or moved. The table, arranged alphabetically, is included in the docket for this action.</P>
                <P>The EPA notes that streamlining definitions in the air quality rules may not necessarily align with one of the stated goals of the revisions—to increase clarity and ease of use for the public and regulated community. However, in reviewing SIP submissions, the EPA's role is to approve State choices, provided that they meet the criteria of the Clean Air Act. The following paragraphs describe our evaluation of the key changes to the centralized definitions sections.</P>
                <P>
                    In the submissions, Idaho added language to the centralized definitions section at IDAPA 58.01.01.005 to make clear that key terms defined in Idaho statute and Federal regulation are incorporated by reference as applicable requirements, unless otherwise specified. Idaho incorporates Federal provisions by reference as of a specific date and conducts routine rulemaking updates to ensure that the most recent Federal changes are captured.
                    <SU>5</SU>
                    <FTREF/>
                     Where a key term has been incorporated by reference, Idaho repealed that term and definition from the centralized definitions sections in IDAPA 58.01.01.006 and 007.
                </P>
                <FTNT>
                    <P>
                        <SU>5</SU>
                         See document in the docket for this action entitled “State Submission Overview of Incorporation by Reference.”
                    </P>
                </FTNT>
                <P>
                    In the May 8, 2023, submission, Idaho revised IDAPA 58.01.01.005 to make clear that the definitions of “air pollutant/air contaminant,” “air pollution,” “board,” “department,” “director,” and “person” are defined in Idaho Code 39-103, and stated that the definitions of the same terms in IDAPA 58.01.01.006 were duplicative and may be repealed. However, Idaho did not include, in the May 8, 2023, submission, a request to approve and incorporate by reference the statutory definitions. Therefore, Idaho included such a request in the May 13, 2024, submission.
                    <SU>6</SU>
                    <FTREF/>
                     We propose to approve the repeal of the definitions of “air pollutant/air contaminant,” “air pollution,” “board,” “department,” “director,” and “person” in IDAPA 58.01.01.006 and also propose to approve, and incorporate by reference into 40 CFR 52.670(c), the same terms and definitions codified at Idaho Code 39.103(1), (2), (3), (6), (7), and (11), State effective July 1, 2010.
                    <SU>7</SU>
                    <FTREF/>
                </P>
                <FTNT>
                    <P>
                        <SU>6</SU>
                         See Idaho Code 39-103 in the May 13, 2024, submission in the docket for this action.
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>7</SU>
                         Ibid.
                    </P>
                </FTNT>
                <P>
                    In the submissions, Idaho removed the definitions of “adverse impact on visibility,” “best available retrofit technology,” “BART-eligible source,” “deciview,” “Federal class I area,” “least-impaired days,” “most-impaired days,” “natural conditions,” “regional haze,” “visibility impairment” and “visibility in any mandatory Federal class I area” from IDAPA 58.01.01.006 because the terms had the same definitions as those established in the Federal regional haze rules in 40 CFR 51.301, which were already incorporated by reference at IDAPA 58.01.01.107.03.a and therefore redundant. In addition, Idaho removed the term “designated facility” from IDAPA 58.01.01.006 because the corresponding Federal term with the same definition (“major stationary source”) is used in the Idaho rules and incorporated by reference at IDAPA 58.01.01.107.03.a.
                    <SU>8</SU>
                    <FTREF/>
                     The State also removed from IDAPA 58.01.01.006 and 007 the definitions of “begin actual construction,” “innovative control technology,” “Indian governing body,” and “lowest achievable emission rate (LAER)” because the same Federal terms and definitions are incorporated by reference at IDAPA 58.01.01.107.03.a.
                    <SU>9</SU>
                    <FTREF/>
                     We propose to approve these changes.
                </P>
                <FTNT>
                    <P>
                        <SU>8</SU>
                         As defined in 40 CFR 52.21(b)(1)(I)(a) and 51.165(a)(1)(iv)(A). See IDAPA 58.01.01.204 and IDAPA 58.01.01.205.
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>9</SU>
                         “Begin actual construction” is defined at 40 CFR 52.21(b)(11) and 51.165(a)(1)(xv). “Fugitive emissions” is defined at 40 CFR 52.21(b)(20) and 51.165(a)(1)(ix). “Innovative control technology” is defined at 40 CFR 52.21(b)(19). “Indian governing body” is defined at 40 CFR 52.21(b)(28). Kraft pulping” is defined in 40 CFR part 60, subpart BB and BBa. “Lowest achievable control technology (LAER)” is defined in 40 CFR 51.165(a)(1)(xiii). See IDAPA 58.01.01.204.02.a.
                    </P>
                </FTNT>
                <P>
                    Idaho repealed certain terms from the centralized definitions sections because they are considered common knowledge. These included: “act” for the State's governing environmental statute; “BTU” for British thermal unit; “Clean Air Act;” “EPA;” “fire hazard;” 
                    <PRTPAGE P="52417"/>
                    “grain elevator;” “grain storage elevator;” and “grain terminal elevator;” hot-mix asphalt plant;” “kraft pulping;” “monitoring;” “odor;” “open burning;” “PPM” for parts per million; “quantifiable;” “radionuclide;” “smoke;” “smoke management plan;” “smoke management program;” and “standard conditions.” We agree that these terms are common knowledge and propose to approve the repeals.
                </P>
                <P>Certain defined terms are no longer used in the Idaho air quality rules and therefore were repealed, including: “air quality criterion;” “atmospheric stagnation advisory;” “collection efficiency;” “member of the public;” “multiple chamber incinerator;” and “wigwam burner.” In addition, Idaho removed the term “operating permit” from the centralized definitions sections in the SIP because this term is not used in the SIP-approved federally enforceable State operating permit program (Tier II permit program) in IDAPA 58.01.01.400 through 409. The repeals of terms no longer used has no effect on the SIP.</P>
                <P>Idaho also repealed duplicative terms from the centralized definitions sections because they are already defined elsewhere in Idaho rules. Idaho repealed the term “baseline (area, concentration, date)” because baseline date, area and concentration are defined in IDAPA 58.01.01.579 and the centralized definition had served as a cross-reference only. Idaho removed the term “garbage” because this term is defined in IDAPA 58.01.01.603 and considered common knowledge. Idaho also removed the term “opacity” because the general definition of opacity is considered common knowledge while the specific test methods and procedures for determining opacity for purposes of the Idaho air quality rules are defined in the implementing rule at IDAPA 58.01.01.625. Idaho repealed the term “complete” (with respect to a permit application) because the required materials needed for a complete permit application are defined in the permitting regulations at IDAPA 58.01.01.202 and 402.</P>
                <P>Idaho removed the terms “toxic substance,” “toxic air pollutant carcinogenic increments” and “toxic air pollutant non-carcinogenic increments” from the centralized definitions sections because they are related to rules regulating hazardous air pollutants, rather than the criteria pollutants, and such hazardous air pollutant requirements are not part of the Idaho SIP. Idaho also repealed the centralized definition of “permit to construct” because the term is defined in IDAPA 58.01.01.201. We propose to approve the repeal of these duplicative definitions.</P>
                <P>
                    The State removed the term “woodstove curtailment advisory” from the centralized definitions section and all sections where it was used in favor of the term that is used in practice, “air quality advisory.” Idaho removed the term “hazardous waste” from the centralized definitions section because when this term is used in the air quality rules, it points to the definition established in the Idaho rules and standards for hazardous waste.
                    <SU>10</SU>
                    <FTREF/>
                     Idaho also repealed the definition of the term “effective dose equivalent.” The radionuclide rules that use the term are not part of the SIP, therefore the repeal of this definition has no effect on the SIP.
                </P>
                <FTNT>
                    <P>
                        <SU>10</SU>
                         IDAPA 58.01.05.000 
                        <E T="03">et seq.</E>
                    </P>
                </FTNT>
                <P>Idaho moved a number of definitions from the centralized definitions sections to the implementing rule sections. Specifically, Idaho moved the defined term “noncondensibles” to IDAPA 58.01.01.835. Idaho also removed the term “prescribed fire management burning” and replaced it with a definition of “prescribed fire” at IDAPA 58.01.01.614. The State also moved the definitions of “process weight” and “process weight rate” to IDAPA 58.01.01.700, “salvage operation” to IDAPA 58.01.01.603.01.c, “small fire” to IDAPA 58.01.01.607, and “trade waste” to IDAPA 58.01.01.603.01. The State moved the definition of “pilot plant” to IDAPA 58.01.01.222.01.e and moved the definition of “T-RACT” (reasonably available control technology for toxics) to IDAPA 58.01.01.210.</P>
                <P>In the May 8, 2023, submission, Idaho moved the definitions of “breakdown,” “safety measure,” “scheduled maintenance,” “shutdown,” “startup” and “upset” to IDAPA 58.01.01.130 because the terms are primarily used in IDAPA 58.01.01.130 through 136. For the same reason, the Idaho DEQ intended to also move the definition of “excess emissions” to IDAPA 58.01.01.130. However, while Idaho removed the definition of that term from the centralized definitions section, the State inadvertently failed to add it to IDAPA 58.01.01.130. Therefore, the State fixed the error and submitted the fix to the EPA as part of the May 13, 2024, submission. Also in that submission, Idaho reformatted the excess emissions-related definitions in IDAPA 58.01.01.130 to make the rule section easier to read. We propose to approve and incorporate by reference into the SIP the definitions in IDAPA 58.01.01.130.</P>
                <P>Idaho also made updates and revisions to several definitions and combined other definitions. The State revised the definition of “actual emissions” at IDAPA 58.01.01.006.03 to clarify that actual emissions as of a particular date are to be calculated as the average rate at which a unit emitted a pollutant in tons per year during the preceding consecutive 24-month period, rather than the preceding 2-year period. This change is consistent with the Federal definition of actual emissions at 40 CFR 51.165(a)(1)(xii) and 51.166(b)(21). Idaho also folded the definition of “construction” into the definition of “commence construction and modification.” This combined definition, which applies for purposes of pre-construction permitting under the minor and nonattainment new source review programs, aligns with the Federal definitions of “construction” and “begin actual construction” at 40 CFR 51.165(a)(1)(xviii) and (xv), respectively. We note that for purposes of the prevention of significant deterioration (PSD) program, Idaho adopts by reference the Federal definitions of “commence,” “construction,” and “begin actual construction” as applied to construction of a major stationary source or major modification in attainment areas at 40 CFR 52.21(b). The State also revised the definition of “emissions unit” to remove the qualifying text that stated the definition does not alter or affect the term “unit” for purposes of the Federal acid rain program. Idaho has no acid rain-related requirements in the SIP, therefore we propose to concur with the Idaho DEQ that this qualifying text is not needed.</P>
                <P>The State combined the definitions of “mercury” and “mercury best available control technology (MBACT)”. We find that the combination of these terms is appropriate. Notably, the term “mercury” is only used in the context of MBACT to limit mercury emissions under the Idaho air toxics regulations that are generally not part of the SIP. Idaho also combined the definitions of “primary ambient air quality standard” and “secondary ambient air quality standard” into a new definition of “national ambient air quality standards.” We propose to approve the change because the new definition encompasses the old terms and is consistent with Clean Air Act sections 109 and 110.</P>
                <P>
                    Idaho also combined the definitions of “particulate matter,” “particulate matter emissions,” “PM
                    <E T="52">10</E>
                    ,” “PM
                    <E T="52">10</E>
                     emissions,” “PM
                    <E T="52">2.5,</E>
                    ” and “PM
                    <E T="52">2.5</E>
                     emissions” into a single “particulate matter” definition. We propose to 
                    <PRTPAGE P="52418"/>
                    approve this combination of terms. Idaho repealed the definition of the term “total suspended particulates” because the EPA replaced total suspended particulates with PM
                    <E T="52">10</E>
                     as an indicator for the particulate matter NAAQS in 1987 (July 1, 1987, 52 FR 24634). Additionally, the State removed the definition of “special fuels” because the relevant language was already included in the definition of “gasoline” in IDAPA 58.01.006 and streamlined the definition of “stage 1 vapor collection” and moved it to IDAPA 58.01.01.592. However, we note that IDAPA 58.01.01.592 is not in the SIP and was not submitted for EPA approval. Additionally, no gasoline dispensing facility rules are in the Idaho SIP. Therefore, the definition of stage 1 vapor collection is not relevant to the SIP. Finally, Idaho reformatted the definition of “significant” to convert the text to a table for readability. The definition remains consistent with the Federal definition of the term at 40 CFR 51.21(b)(23) and 51.165(a)(1)(x)(A). Idaho also reformatted the definition of “significant contribution,” consistent with the Federal definition at 40 CFR 51.165(b)(2), into a table for ease of use.
                </P>
                <P>In conclusion, we propose to approve the submitted changes to the Idaho SIP definitions for the reasons described in section III.B. of this preamble, in the submissions themselves, and in the supporting documentation in the docket for this action.</P>
                <HD SOURCE="HD2">C. Incorporations by Reference</HD>
                <P>To stay up to date with changes to the NAAQS and related planning and monitoring requirements, Idaho incorporates certain Federal regulations by reference into IDAPA 58.01.01.107.03 as of a specific date. Each year, Idaho revises the incorporation by reference citation date and submits the update to the EPA for approval into the Idaho SIP. The most recent citation update, to incorporate Federal regulations as of July 1, 2023, was included in the May 13, 2024, submission. The specific Federal regulations currently incorporated by reference into the SIP at IDAPA 58.01.01.107.03 are: the National Primary and Secondary Ambient Air Quality Standards, 40 Code of Federal Regulations (CFR) part 50; the Requirements for Preparation, Adoption, and Submittal of Implementation Plans, 40 CFR part 51, with the exception of certain visibility-related requirements; the Approval and Promulgation of Implementation Plans, 40 CFR part 52, subparts A and N, and appendices D and E; the Ambient Air Monitoring Reference and Equivalent Methods, 40 CFR part 53; and the Ambient Air Quality Surveillance, 40 CFR part 58.</P>
                <P>Between the current SIP-approved adoption date of July 1, 2021 and the revised adoption date of July 1, 2023, the EPA made no changes to 40 CFR parts 50, 53, and 58. The EPA did, however, make certain corrections to the new source review (NSR) regulations in 40 CFR parts 51 and 52, (86 FR 37918, July 19, 2021). In the NSR correction action, the EPA fixed typographical and grammatical errors, removed vacated rule language, removed or updated outdated or incorrect cross references, adjusted certain provisions to conform to changes contained in the 1990 Clean Air Act Amendments, and removed outdated grandfathering or transitional exemptions. The EPA also revised 40 CFR part 51 to correct and update regulations for source testing of emissions under various rules (88 FR 18396, March 29, 2023). In addition, the EPA revised 40 CFR part 52 subpart N to approve changes to the Idaho SIP, including the approved removal of the motor vehicle inspection and maintenance program (88 FR 39177, June 15, 2023), updates to the incorporation by reference of EPA regulations (87 FR 31429, May 24, 2022; 88 FR 18426, March 29, 2023), an update to the State board composition requirements (88 FR 34091, May 26, 2023), and the approved redesignation of the West Silver Valley fine particulate matter nonattainment area to attainment (86 FR 63315, November 16, 2021).</P>
                <P>We note that Idaho streamlined and renumbered the paragraphs in IDAPA 58.01.01.107. Specifically, Idaho struck the prior general introductory language and reference material information in paragraphs 01 and 02 and renumbered the incorporation of Federal provisions in paragraphs 03—from 03.a through 03.p to 01 through 16. We propose to find that this streamlining and renumbering makes no substantive changes to the rule.</P>
                <P>In conclusion, Idaho's revisions to IDAPA 58.01.01.107 have the effect of incorporating into the Idaho SIP the revisions described in section III.C. of this preamble. We propose to approve the updates as consistent with Clean Air Act requirements.</P>
                <HD SOURCE="HD2">D. Permitting Regulations</HD>
                <P>
                    The Idaho SIP includes a permit to construct program designed to regulate emissions from new and modified industrial sources and a non-title V operating permit program (called the Idaho Tier II operating permit program) to permit the operation of certain stationary sources. The submitted revisions streamline these permitting rules by removing redundant language, clarifying requirements, and repealing obsolete provisions. For example, Idaho repealed obsolete air quality model language from both the permit to construct and Tier II operating permit rules, at IDAPA 58.01.01.202 and 402 respectively.
                    <SU>11</SU>
                    <FTREF/>
                     Specifically, Idaho deleted outdated references to the EPA's September 1984 Interim Procedures for Evaluating Air Quality Models. The State incorporates by reference the EPA's Guidelines on Air Quality Models at 40 CFR part 51, appendix W into the SIP and those guidelines include the most up-to-date requirements for the use of substitute air quality models.
                    <SU>12</SU>
                    <FTREF/>
                     We propose to approve the submitted changes because they remove outdated requirements.
                </P>
                <FTNT>
                    <P>
                        <SU>11</SU>
                         These permit programs require that all estimates of ambient concentrations are based on applicable air quality models and other requirements in the EPA's Guideline on Air Quality Models at 40 CFR part 51, appendix W and state that the use of a substitute air quality model is subject to EPA written approval.
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>12</SU>
                         Idaho incorporates by reference the EPA's Guidelines on Air Quality Models at 40 CFR part 51, appendix W at IDAPA 58.01.01.107.03.a.
                    </P>
                </FTNT>
                <P>Idaho struck duplicative language from the public notice and comment section of the State rules at IDAPA 58.01.01.209. Idaho removed language stating that the Idaho DEQ will notify the public of a permit action when a permit application includes fluid modeling or field studies. This same language is spelled out in IDAPA 58.01.01.514 (renumbered to section 512 in this submission) and does not need to be repeated. In addition, Idaho combined the compliance requirements in IDAPA 58.01.01.212 and IDAPA 58.01.01.406 into a new rule section at IDAPA 58.01.01.108. The change continues to require that receipt of a permit or registration under an air quality permitting program does not relieve any owner or operator of the responsibility to comply with all applicable local, State and Federal statutes, rules and regulations.</P>
                <P>Idaho clarified IDAPA 58.01.01.213 to make clear that only minor sources are eligible for pre-permit construction approval from the Idaho DEQ. In addition, at the EPA's request, the State submitted the permit to construct fee requirements at IDAPA 58.01.01.226 and IDAPA 58.01.01.227 for approval into the SIP. We propose to approve and incorporate by reference these permit to construct fee provisions because they support the requirement for each SIP to address CAA section 110(a)(2)(L),</P>
                <P>
                    In the submissions, Idaho removed language from the optional Tier II 
                    <PRTPAGE P="52419"/>
                    permit rule section at IDAPA 58.01.01.401.01.a. that referenced the option for a source to request alternative emission limits or “bubbles” as laid out in IDAPA 58.01.01.440. Bubbles are not a required element of a SIP and the implementing rule at IDAPA 58.01.01.440 is not part of the SIP. Therefore, Idaho repealed IDAPA 58.01.01.440 and all cross references to it. Also, in IDAPA 58.01.01.401, Idaho struck redundant language from paragraph 02.a.i. The language that was struck (requiring a source to obtain a Tier II permit if the source is not subject to title V but has a permit to construct with a different emission standard from those in the Idaho air quality rules) is redundant with language in IDAPA 58.01.01.401.03.a. We propose to approve the changes.
                </P>
                <P>IDAPA 58.01.01.402 requires, among other things, that when applying for a permit to construct, an owner or operator must ensure all estimates of ambient concentrations are based on applicable air quality models and other requirements set forth in 40 CFR part 51, appendix W (Guideline on Air Quality Models). Where an air quality model in the EPA guideline is inappropriate, a substitute model may be used, subject to written approval from the EPA. In the submission, Idaho repealed language from IDAPA 58.01.01.402 related to such non-standard models. The repealed language re-states the requirements of the EPA guideline, which is already incorporated by reference into the SIP, therefore, we propose to approve the change.</P>
                <P>In addition, Idaho clarified the procedures for issuing permits at IDAPA 58.01.01.404. The State removed language from paragraph 01.c. that duplicates language in section 404.02.b. related to the public availability of information. Idaho also streamlined the registration requirements for portable sources in IDAPA 58.01.01.500 by deleting the obsolete provisions from paragraph 01 that phased in original requirements from when the rule was first established, and by moving the regulatory text in paragraph 02 to IDAPA 58.01.01.108. We propose to approve the changes as not altering the meaning of the rules.</P>
                <P>In the submissions, Idaho revised IDAPA 58.01.01.580 (Classification of prevention of significant deterioration areas) by striking the area classifications spelled out in the rule and making clear that the same classifications are listed in 40 CFR 52.21(e), incorporated by reference in IDAPA 58.01.01.107. The State also combined rule text governing stack height and dispersion techniques at IDAPA 58.01.01.510 and 511 into section 510 and added new language to make clear that the definitions of terms used in the stack height rules are found in the Federal regulations at 40 CFR 51.100, incorporated by reference at IDAPA 58.01.01.107. Because the definitions are incorporated by reference, Idaho repealed the stack height definitions section at IDAPA 58.01.01.512 and renumbered the rule section series. We propose to approve the stack height rules changes as non-substantive.</P>
                <P>Idaho made significant changes to certain sections of the nonmetallic mineral processing plant permit by rule requirements at IDAPA 58.01.01.011 and 58.01.01.790 through 799. First, Idaho repealed the dedicated definitions section for the non-metallic mineral processing plant rules at IDAPA 58.01.01.011. The terms defined in this section include: “best management practice;” “control strategy trigger;” “nonmetallic mineral processing plant;” “NSPS regulated facility;” “permit by rule;” “progressive control strategy;” and “site of operations.” We propose to approve the repeal of IDAPA 58.01.01.011 because the listed terms were either moved to the implementing rules at IDAPA 58.01.01.790 through 799, are no longer used in the implementing rules, or are commonly understood and do not need to be defined.</P>
                <P>Next, Idaho repealed the definitions of several terms in the implementing rules at IDAPA 58.01.01.799 including: “transfer point;” “belt conveyor;” “conveying system;” “bucket elevator;” “screening operation;” “capture system;” “control device;” “vent;” “crusher;” “grinding mill;” “initial crusher;” “stockpile;” and “truck dumping.” The definitions are considered common knowledge, therefore, we propose to approve the repeal of IDAPA 58.01.01.011 and the submitted revisions to IDAPA 58.01.01.101, 58.01.01.790 and 58.01.01.799.</P>
                <P>Finally, the State clarified at IDAPA 58.01.01.797 that, to register for the nonmetallic mineral processing plant permit by rule, a registrant must use forms furnished by the Idaho DEQ or by other means approved by the Idaho DEQ. We propose to approve this change.</P>
                <HD SOURCE="HD2">E. Smoke and Visibility Requirements</HD>
                <P>In the submissions, the open burning rules were streamlined in a number of ways. First, Idaho clarified the list of materials not to be burned. Specifically, Idaho revised IDAPA 58.01.01.603 to indicate that “garbage” is defined in the solid waste rules at IDAPA 58.01.06, “hazardous waste” is classified according to the hazardous waste rules at IDAPA 58.01.05, and “treated lumber” includes timbers coated with preservatives, paints or other protective materials. The State also removed the term “suffer” from IDAPA 58.01.01.603 because it was deemed to be archaic language. In the submission, Idaho stated that the revisions were made to clarify current requirements and are not intended to change the scope of the rule. We propose to approve the revisions.</P>
                <P>Second, Idaho streamlined the rule sections addressing the various forms of allowable open burning. Specifically, the State moved the definition of “small fire” from the centralized definitions sections to the recreational and warming fires section at IDAPA 58.01.01.607. In the weed control fires section at IDAPA 58.01.01.608, Idaho clarified that burning weeds within a rock pile is regulated as a weed control fire and is not categorized as crop residue burning. In the training fires section at IDAPA 58.01.01.609, Idaho made clear that both fire departments and land management agencies must notify the Idaho DEQ prior to igniting a training fire and must ensure it does not smolder after the training session. We note that in the rule section addressing residential yard waste fires, IDAPA 58.01.01.611, Idaho removed the terms “solid waste” and “rubbish” to reference the definition of yard waste in the Idaho State solid waste rules at IDAPA 58.01.06.</P>
                <P>
                    In addition, the State streamlined the orchard fire and heater requirements at IDAPA 58.01.01.613. Specifically, Idaho removed obsolete text and outdated opacity and emission limits for orchard heating devices, because open burning is no longer used in Idaho to protect orchards from frost damage, per the Idaho State Department of Agriculture.
                    <SU>13</SU>
                    <FTREF/>
                     We propose to approve the changes as SIP strengthening because they remove orchard heating devices from the allowable forms of open burning.
                </P>
                <FTNT>
                    <P>
                        <SU>13</SU>
                         See the May 8, 2023, submission in the docket for this action.
                    </P>
                </FTNT>
                <P>
                    Idaho removed the definition of “prescribed fire management burning” from the centralized definitions sections and added a definition of “prescribed fire” to the implementing rule section at IDAPA 58.01.01.614. Idaho also made minor changes to the definition to be consistent with the Idaho Department of Lands definition of the same term in IDAPA 20.02.01. The State made minor changes to characterize several previously-allowed types of prescribed fire as “land management activities,” which we are proposing to approve 
                    <PRTPAGE P="52420"/>
                    because the changes do not substantively impact the rule.
                </P>
                <P>The State streamlined the permit by rule for crop residue disposal requirements in IDAPA 58.01.01.617 through 625. Idaho revised section 618 in a number of ways. The State struck language that stated, “All persons shall be deemed to have a permit by rule if they comply with all the provisions of Sections 618 through 624.” This language was struck to make clear that all persons burning crop residue must receive a permit prior to burning. We propose to approve this clarification as strengthening the rule.</P>
                <P>Idaho added the word “pasture” to section 618 as interchangeable with “crop residue” to clarify that open burning of pastures has always been allowed under the crop residue burning program. Idaho stated in the submission that this clarification does not change the meaning of the rules. Specifically, the submission stated that in 2008, the Idaho DEQ determined that pastures were an allowable crop types to be burned under the crop residue rules. The Natural Resources Conservation Service issued a letter that stated harvesting of crops can be achieved by animals as well as machines. Therefore, it was determined that the residue remaining in the pasture after harvest by animals met the definition of crop residue. Idaho DEQ also explicitly analyzed the burning of pasture residue in the crop residue burning SIP revision approved by the EPA in 2018 (83 FR 28382). We propose to approve the change.</P>
                <P>The State removed from section 618 the following language: “The permit by rule does not relieve the applicant from obtaining all other required permits and approvals required by other State and local fire agencies or permitting authorities.” Idaho determined that this language was redundant because it repeated the same language in IDAPA 58.01.01.601. We propose to approve the submitted changes to section 618.</P>
                <P>Idaho updated the permit by rule registration requirements at IDAPA 58.01.01.619 for the technology used by the Idaho DEQ to review and approve registration information. The submissions state that the Idaho DEQ uses only the latitude and longitude to plot the area to be burned using an online mapping tool, therefore the State no longer requires the street address of the property and the plot plan. The submissions also clarified that at the time of registration, the crop type, total acres and location are the only information needed. This is because the other fuel characteristics generally change from the time of registration to the time of the actual burn and are therefore not useful information to be included with the registration. We propose to approve these changes because it is appropriate to require only those materials needed by the State at the time of registration.</P>
                <P>Idaho updated the burn approval section at IDAPA 58.01.01.621 to make clear that permittees must obtain final approval from the Idaho DEQ on the morning of the requested burn—not simply confirm with the Idaho DEQ that the burn is approved. This change obviates the need to retain language stating that the Idaho DEQ may shorten the approval time to less than 12 hours prior to the proposed burn based on meteorological or other conditions. The current SIP-approved rule does not require permittees to request approval near the time of the proposed burn, meaning there is a greater possibility that conditions could change between the time of the request and the actual burn time. The EPA believes this risk is largely eliminated by the revised requirement to require approval the morning of the burn. Therefore, we propose to approve the submitted changes to section 621 because they strengthen the SIP.</P>
                <P>Idaho clarified in the general provisions section of IDAPA 58.01.01.622 that all persons must complete a grower training prior to their first burn and at least once every five years thereafter. The State also removed redundant language noting that tires and other restricted material described in IDAPA 58.01.01.603.01 may not be burned. In IDAPA 58.01.01.624, the State replaced the term “agriculture” with the term “crop” for consistency. Finally, Idaho removed language related to wigwam burners in IDAPA 58.01.01.625 and 58.01.01.626 since wigwam burners are no longer allowed under the SIP-approved rules. We propose to approve the changes because we have made the preliminary determination that they will strengthen the SIP.</P>
                <P>The SIP-approved Idaho regional haze rules are established in IDAPA 58.01.01.665 through 668. Idaho revised IDAPA 58.01.01.665 to make clear that the rules are intended to address the Federal visibility requirements of 40 CFR 51.301, 51.307 and 51.308, which are incorporated by reference in IDAPA 58.01.01.107. The State also replaced most of the language in IDAPA 58.01.01.666 related to reasonable progress goals and IDAPA 58.01.01.667 related to the regional haze long-term strategy, with the statement that the Idaho DEQ will submit to the EPA a long-term strategy that meets the requirements in 40 CFR 51.308(d)(3) and (f)(2). Idaho also repealed the first round regional haze planning requirements in IDAPA 58.01.01.668 that implemented best available retrofit technology (BART) requirements. Because the first round of regional haze planning and BART requirements have been implemented and the submission included an Attorney General statement certifying that the submitted changes are not intended to be substantive and will not impede the Idaho DEQ's lawful authority to implement EPA-approved Clean Air Act programs, we propose to approve the regional haze rules revisions.</P>
                <HD SOURCE="HD2">F. Repeals</HD>
                <P>
                    This section of the preamble serves to highlight where Idaho has repealed entire rule sections from the State air quality rules. First, Idaho repealed IDAPA 58.01.01.004, a rule section stating that catchlines within the Idaho air quality rules should not be used to interpret the rules themselves. A catchline is a short summary of each section, part, rule, or title of the code that follows the section, part, rule or title reference.
                    <SU>14</SU>
                    <FTREF/>
                     Catchlines are used in the Idaho air quality rules and in most regulations written by states and the EPA. We propose to determine that catchlines are commonly used to aid the reader, therefore, it is appropriate to repeal the catchlines rule at section 004.
                </P>
                <FTNT>
                    <P>
                        <SU>14</SU>
                         
                        <E T="03">See https://www.lawinsider.com/dictionary/catchline.</E>
                    </P>
                </FTNT>
                <P>The State repealed IDAPA 58.01.01.011, listing the definitions for use in the non-metallic mineral processing plants rules. Please see section III.D. of this preamble for a detailed discussion. Idaho also repealed IDAPA 58.01.01.106 which is a centralized section of abbreviations used in the toxic air pollutant rules (IDAPA 58.01.01.585 and 586). All of the defined abbreviations were either moved to the implementing regulations, are already in the implementing regulations, or are considered common knowledge, therefore, we propose to approve the repeal of the abbreviations rule sections. We note that the toxic air pollutant rules are not part of the Idaho SIP and were not included in the submissions.</P>
                <P>
                    Idaho repealed IDAPA 58.01.01.124 (truth, accuracy and completeness of documents) because it was considered redundant with the requirement in IDAPA 58.01.01.123 to certify that statements and information in all documents submitted to the Idaho DEQ are true, accurate and complete. We agree and propose to approve the repeal. 
                    <PRTPAGE P="52421"/>
                    The State also repealed IDAPA 58.01.01.127, requiring that all responses and information submitted to the Idaho DEQ be provided in an approved format. In the submission, the Idaho DEQ stated that it requires the use of specific forms and provides those forms on its website where needed. We propose to approve the repeal.
                </P>
                <P>Idaho repealed IDAPA 58.01.01.160, which requires compliance with the test methods and procedures in IDAPA 58.01.01.157. The State indicated that section 160 establishes no new requirements and is duplicative of section 157. We agree and propose to approve the repeal. The State also repealed IDAPA 58.01.01.162 which stated that more restrictive emission limits may be set for facilities where terrain and/or other physical conditions limit the dispersion of air pollutants. The submission indicates that the Idaho permit to construct program already requires regulated facilities to use modeling and other information to demonstrate that emissions will not cause an exceedance of applicable air quality standards. Such modeling analyses include potential impacts from terrain and other physical conditions and therefore, IDAPA 58.01.01.162 is not necessary. We agree and propose to approve the repeal.</P>
                <P>Idaho repealed IDAPA 58.01.01.163 (source density) which stated that Idaho may set more restrictive emission limits in areas where each individual source is meeting the Idaho air rules but ambient air quality standards and still being exceeded. In the submission, the State asserted that this rule section is not needed because: (1) the Idaho SIP-approved permitting program requires analyses that include background air quality conditions and that assess the impacts of co-contributing sources; and (2) Idaho maintains a wide array of authorities to address attainment issues in a particular area, such as more restrictive emission limits on individual sources, to bring the area into attainment. The EPA proposes to approve the State's change.</P>
                <P>Idaho repealed IDAPA 58.01.01.406, stating that, “Receiving a Tier II operating permit shall not relieve any owner or operator of the responsibility to comply with all applicable local, State and Federal rules and regulations.” The submission states that this language has been moved to IDAPA 58.01.01.108 and is therefore redundant. We propose to approve the state's repeal.</P>
                <P>
                    We note that Idaho repealed a number of rule sections as part of an overall reformatting of the SIP-approved emergency episode rules. The streamlining and formatting changes consolidate most of the existing requirements into IDAPA 58.01.01.550, 556, 557, 558, and 562 and repeal IDAPA 58.01.01.551, 552, 553, 559, 560, and 561. However, we note that one substantive requirement was removed from the emergency episode rules. Specifically, Idaho removed the requirement that certain places of employment immediately cease operations when a Stage 4 air emergency is declared in coordination with the Governor (IDAPA 58.01.01.561.04.c). These rules were originally promulgated in the 1970s when carbon monoxide air emergencies were a concern and the rules sought to cease operations of the general economy and keep the public home. Contemporary air quality episodes that reach emergency levels are most often related to wildfires, dust storms, and other natural events. Consistent with the emergency episode requirements of the Clean Air Act at section 110(a)(2)(G), Idaho Code Section 112 continues to provide the Idaho DEQ Director with emergency order authority comparable to that of Clean Air Act section 303 which provides authority to the EPA Administrator to restrain any source from causing or contributing to emissions which present an “imminent and substantial endangerment to public health or welfare, or the environment.” This statutory authority and the revised version of IDAPA 58.01.01.550 through 561 together continue to meet CAA section 110(a)(2)(G) requirements, therefore we propose to approve the removal of the above-described requirements from IDAPA 58.01.01.561.
                    <SU>15</SU>
                    <FTREF/>
                </P>
                <FTNT>
                    <P>
                        <SU>15</SU>
                         See EPA Guidance on Infrastructure State Implementation Plan (SIP) Elements, dated September 13, 2013, in the docket for this action.
                    </P>
                </FTNT>
                <P>The State also repealed IDAPA 58.01.01.578, a rule section that describes procedures for designating attainment, unclassifiable, and nonattainment areas. The Idaho DEQ determined this rule section was never used and that the State recognizes the Federal designations, therefore the Idaho air quality rules were revised to point to the EPA's codification of area designations in 40 CFR part 81. We find the change acceptable.</P>
                <P>In the submissions, Idaho repealed IDAPA 58.01.01.610 related to industrial flares that burn combustible gases. The rule section states that such flares are subject to the permitting program requirements in IDAPA 58.01.01.200 through 223. We propose to approve the repeal of this rule because it imposes no requirements other than those already prescribed in the permitting program and therefore makes no substantial changes to the SIP.</P>
                <P>
                    In addition, the State repealed a rule governing emissions from a type of wood scrap and saw dust burning device called a beehive burner 
                    <SU>16</SU>
                    <FTREF/>
                     (IDAPA 58.01.01.626). The rule was repealed because this type of burner was phased out of the wood products industry long ago and no such burners exist in Idaho. We propose to approve the repeal of this rule because it provided beehive burners with a startup exemption to the general opacity standard rule at IDAPA 58.01.01.625. Therefore, the repeal of this rule strengthens the SIP.
                </P>
                <FTNT>
                    <P>
                        <SU>16</SU>
                         Formerly known as a “wigwam” burner.
                    </P>
                </FTNT>
                <P>Idaho repealed the rules for control of particulate matter emissions from incinerators at IDAPA 58.01.01.785 through 787. The incinerator rules limited particulate matter emissions to two tenths (0.2) pounds of particulates per one hundred (100) pounds of refuse burned. We propose to approve this change because the emission limit established in the incinerator rules was less stringent than the limit in the process weight rate rules in IDAPA 58.01.01.700 through 703 and therefore the repeal of the incinerator rules does not weaken the SIP.</P>
                <P>Idaho repealed the rules for the control of particulate matter emissions from hot mix asphalt plants (IDAPA 58.01.01.805 through 808). The hot mix asphalt plant rules required compliance with the process weight rate rules in IDAPA 58.01.01.700 through 703 and the satisfactory control of fugitive dust. We propose to approve the repeal because the hot mix asphalt plant rules added no particulate matter control requirements that weren't already applicable under the process weight rate rules in IDAPA 58.01.01.700 through 703 and the fugitive dust rules in IDAPA 58.01.01.651, therefore, the repeal does not weaken the SIP. We propose to find that these repeals will not interfere with any applicable requirement concerning attainment and reasonable further progress or any other applicable requirement of the Clean Air Act.</P>
                <HD SOURCE="HD1">IV. Proposed Action</HD>
                <P>
                    The EPA is proposing to approve, and incorporate by reference into 40 CFR 52.670(c), the revisions to the Idaho Rules for the Control of Air Pollution submitted by Idaho on May 8, 2023 and May 13, 2024. The following paragraphs detail the regulatory provisions.
                    <PRTPAGE P="52422"/>
                </P>
                <HD SOURCE="HD2">A. IDAPA Provisions for Approval and Incorporation by Reference</HD>
                <P>Upon final action, the Idaho SIP will incorporate the following sections of the Idaho Rules for the Control of Air Pollution (IDAPA 58.01.01), State effective March 28, 2023, unless otherwise specified:</P>
                <P>• IDAPA 58.01.01.001 Title and scope (describing the title and general scope);</P>
                <P>• IDAPA 58.01.01.005 Definitions (referencing the terms defined in State statute and Federal regulations to be used in the Idaho air quality regulations);</P>
                <P>• IDAPA 58.01.01.006 General definitions (defining centralized terms used in the Idaho air quality regulations), except 006.49, 006.50, 006.51, 006.66, 006.67, 006.68.b, 006.116, and 006.118;</P>
                <P>• IDAPA 58.01.01.007 Definitions for the purposes of sections 200 through 228 and 400 through 461 (defining centralized terms used in the major and minor source permitting programs);</P>
                <P>• IDAPA 58.01.01.107 Incorporations by reference (listing the codes, rules and standards incorporated by reference into the Idaho air quality regulations), except 107.06 through 107.16, State effective July 1, 2024;</P>
                <P>• IDAPA 58.01.01.108 Obligation to comply (requiring that receiving a permit or certificate of registration does not relieve the owner or operation of the obligation to comply with all applicable regulations);</P>
                <P>• IDAPA 58.01.01.121 Compliance requirements by department (detailing actions to ensure compliance with the air quality rules);</P>
                <P>• IDAPA 58.01.01.122 Information orders by the department (establishing how information may be obtained in implementing the air quality rules);</P>
                <P>• IDAPA 58.01.01.123 Certification of documents (requiring documents submitted to be certified as true, accurate and complete);</P>
                <P>• IDAPA 58.01.01.125 False statements (prohibiting false statements, representation, or certification);</P>
                <P>• IDAPA 58.01.01.126 Tampering (prohibiting interference with monitoring device, method, rule or order);</P>
                <P>• IDAPA 58.01.01.130 Startup, shutdown, scheduled maintenance, safety measures, upset and breakdown (defining startup, shutdown, upset and scheduled maintenance), State effective July 1, 2024;</P>
                <P>• IDAPA 58.01.01.131 Excess emissions (establishing enforcement discretion criteria in the event of excess emissions);</P>
                <P>• IDAPA 58.01.01.132 Correction of condition (requiring appropriate action to correct conditions causing an excess emissions event);</P>
                <P>• IDAPA 58.01.01.133 Startup, shutdown and scheduled maintenance requirements (prescribing notifications, recordkeeping, reporting and other actions related to modes of operation);</P>
                <P>• IDAPA 58.01.01.134 Upset, breakdown and safety requirements (identifying safety requirements and measures to minimize excess emissions during upsets);</P>
                <P>• IDAPA 58.01.01.135 Excess emissions reports (detailing required data to be reported about excess emissions events);</P>
                <P>• IDAPA 58.01.01.136 Excess emissions records (requiring records retention related to excess emissions);</P>
                <P>• IDAPA 58.01.01.155 Circumvention (prohibiting the concealment of emissions);</P>
                <P>• IDAPA 58.01.01.157 Test methods and procedures (establishing procedures for source test methods);</P>
                <P>• IDAPA 58.01.01.164 Polychlorinated biphenyls (PCBs) (prohibiting the burning or selling of PCBs);</P>
                <P>• IDAPA 58.01.01.175 Procedures and requirements for permits establishing a facility emissions cap (setting uniform procedures for a source to seek a facility emissions cap);</P>
                <P>• IDAPA 58.01.01.176 Facility emissions cap, except provisions relating to hazardous air pollutants (establishing applicability and definitions for facility emissions cap requirements);</P>
                <P>• IDAPA 58.01.01.178 Standard contents of permits establishing a facility emissions cap (listing the required contents of a permit establishing a facility emissions cap);</P>
                <P>• IDAPA 58.01.01.179 Procedures for issuing permits establishing a facility emissions cap (identifying the procedures to be followed in issuing a facility emissions cap);</P>
                <P>• IDAPA 58.01.01.180 Revisions to permits establishing a facility emissions cap (requiring changes to permit terms and conditions under certain circumstances);</P>
                <P>• IDAPA 58.01.01.181 Notice and record-keeping of estimates of ambient concentrations (prescribing the process to make allowable changes to a facility emissions cap);</P>
                <P>• IDAPA 58.01.01.200 Procedures and requirements for permits to construct (establishing uniform procedures for issuing permits to construct);</P>
                <P>• IDAPA 58.01.01.201 Permit to construct required (requiring owners and operators of certain facilities to obtain permits to construct unless otherwise covered by a general permit or permit by rule);</P>
                <P>• IDAPA 58.01.01.202 Application procedures (requiring a certified application using approved forms when applying for a permit to construct);</P>
                <P>• IDAPA 58.01.01.203 Permit requirements for new and modified stationary sources, except paragraph 03 (stating that no permit will be issued unless a source complies with applicable emission limits and does not cause or contribute to a violation of an ambient air quality standard);</P>
                <P>• IDAPA 58.01.01.204 Permit requirements for new major facilities or major modifications in nonattainment areas (requiring LAER and offsets for new major facilities and major modifications in nonattainment areas);</P>
                <P>• IDAPA 58.01.01.205 Permit requirements for new major facilities or major modifications in attainment or unclassifiable areas (requiring new major facilities and major modifications meet certain requirements to construct in attainment areas);</P>
                <P>• IDAPA 58.01.01.206 Optional offsets for permits to construct (offering the option to offset emissions using credits);</P>
                <P>• IDAPA 58.01.01.208 Demonstration of net air quality benefit (establishing how to demonstrate net air quality benefit for emissions trades);</P>
                <P>• IDAPA 58.01.01.209 Procedure for issuing permits (laying out application, public process and approval procedures for issuing permits);</P>
                <P>• IDAPA 58.01.01.211 Conditions for permits to construct (conditioning permits to include monitoring, performance testing, cancellation);</P>
                <P>• IDAPA 58.01.01.212 Relaxation of standards or restrictions (spelling out major preconstruction permitting requirements when a limit has been relaxed);</P>
                <P>• IDAPA 58.01.01.213 Pre-permit construction (specifying when certain minor sources may request to construct before obtaining the permit);</P>
                <P>• IDAPA 58.01.01.220 General exemption criteria for permit to construct exemptions (detailing exemptions from the requirements to obtain a permit to construct);</P>
                <P>• IDAPA 58.01.01.221 Category I exemption (specifying exemptions for sources below regulatory concern);</P>
                <P>• IDAPA 58.01.01.222 Category II exemption (detailing exemptions for sources such as laboratory equipment, pilot plants, mobile engines, retail gasoline facilities, etc.);</P>
                <P>
                    • IDAPA 58.01.01.226 Payment of fees for permits to construct (requiring 
                    <PRTPAGE P="52423"/>
                    application and processing fee payment for permits to construct);
                </P>
                <P>• IDAPA 58.01.01.227 Receipt and usage of fees (requiring received fees to be used to administer the permit to construct and Tier II operating permit programs)</P>
                <P>• IDAPA 58.01.01.400 Procedures and requirements for Tier II operating permits (stating the purpose of the Tier II operating permit rules);</P>
                <P>• IDAPA 58.01.01.401 Tier II operating permit, except paragraphs 01.a and 04 (laying out optional and required Tier II operating permits);</P>
                <P>• IDAPA 58.01.01.402 Application procedures (laying out how to apply for a Tier II operating permit);</P>
                <P>• IDAPA 58.01.01.403 Permit requirements for Tier II sources (requiring that no permit be issued unless it would include all applicable emission limits and ambient air quality standards);</P>
                <P>• IDAPA 58.01.01.404 Procedure for issuing permits (general procedures for issuing Tier II permits);</P>
                <P>• IDAPA 58.01.01.405 Conditions for Tier II operating permits (laying out permit terms, performance test requirements, and other conditions);</P>
                <P>• IDAPA 58.01.01.460 Requirements for emission reduction credit (establishing the conditions that constitute a creditable emission reduction);</P>
                <P>• IDAPA 58.01.01.461 Requirements for banking emission reduction credits (ERC's) (setting out how emission reduction credits may be banked);</P>
                <P>• IDAPA 58.01.01.500 Registration procedures and requirements for portable equipment (requiring all portable equipment to be registered);</P>
                <P>• IDAPA 58.01.01.510 Stack heights and dispersion techniques (establishing criteria for good engineering practice related to stack heights and dispersion techniques);</P>
                <P>• IDAPA 58.01.01.511 Requirements (providing that the required degree of emission control must not be affected by the amount of stack height that exceeds good engineering practices);</P>
                <P>• IDAPA 58.01.01.512 Opportunity for public hearing (providing an opportunity for a public hearing where a stack height would exceed good engineering practices);</P>
                <P>• IDAPA 58.01.01.513 Approval of field studies and fluid models (requiring approval of field studies and fluid models by the EPA);</P>
                <P>• IDAPA 58.01.01.514 No restriction on actual stack height (providing that these rules do not restrict actual stack height);</P>
                <P>• IDAPA 58.01.01.550 Air quality episodes (defining requirements in the event of episodes of poor air quality);</P>
                <P>• IDAPA 58.01.01.556 Criteria for declaring air quality episodes (identifying alert, warning and emergency episode stages);</P>
                <P>• IDAPA 58.01.01.557 Requirements during air quality episodes (prescribing actions to be taken during air quality episode stages);</P>
                <P>• IDAPA 58.01.01.558 Notification of air quality episode (defining what information will be provided to the public in the event of an air quality episode);</P>
                <P>• IDAPA 58.01.01.562 Specific air quality episode abatement plans for stationary sources (requiring specific sources to adopt and implement their own abatement plans in the event of an air quality episode);</P>
                <P>• IDAPA 58.01.01.579 Baselines for prevention of significant deterioration (establishing the baseline dates to be used in the PSD permitting program);</P>
                <P>• IDAPA 58.01.01.580 Classification of prevention of significant deterioration areas (listing procedures for redesignating PSD areas);</P>
                <P>• IDAPA 58.01.01.581 Prevention of significant deterioration (PSD) increments (establishing the allowable degree of deterioration for areas that have air quality better than the ambient standards);</P>
                <P>• IDAPA 58.01.01.600 Rules for control of open burning (establishing rule to protect human health and the environment from air pollutants resulting from open burning);</P>
                <P>• IDAPA 58.01.01.601 Fire permits, hazardous materials, and liability (stating that a person is not exempt from other laws and ordinances related to open burning);</P>
                <P>• IDAPA 58.01.01.602 Nonpreemption of other jurisdiction (stating that these rules are not intended to interfere with the rights of other agencies to provide equal or more stringent open burning controls);</P>
                <P>• IDAPA 58.01.01.603 General requirements (prescribing the general open burning restrictions);</P>
                <P>• IDAPA 58.01.01.606 Categories of allowable burning (listing the categories of allowable open burning);</P>
                <P>• IDAPA 58.01.01.607 Recreational and warming fires (describing the campfires, barbeques, ceremonial fires and small handwarming fires that are allowed);</P>
                <P>• IDAPA 58.01.01.608 Weed control fires (describing the weed abatement fires that are allowed);</P>
                <P>• IDAPA 58.01.01.609 Training fires (describing the fire and land management training fires that are allowed);</P>
                <P>• IDAPA 58.01.01.611 Residential yard waste fires (describing the yard waste disposal fires that are allowed);</P>
                <P>• IDAPA 58.01.01.612 Solid waste facility fires (describing when solid waste disposal fires may be allowed);</P>
                <P>• IDAPA 58.01.01.613 Orchard fires (describing orchard clipping disposal fires that are allowed);</P>
                <P>• IDAPA 58.01.01.614 Prescribed fires (describing the prescribed fire that may be allowed under certain conditions);</P>
                <P>• IDAPA 58.01.01.615 Dangerous material fires (describing allowable fires ignited under the direction of a public or military fire chief to dispose of dangerous materials);</P>
                <P>• IDAPA 58.01.01.616 Infectious waste burning (describing allowable infectious waste fires conducted under the direction of a public health officer);</P>
                <P>• IDAPA 58.01.01.617 Crop residue disposal (establishing requirements for crop residue disposal fires);</P>
                <P>• IDAPA 58.01.01.618 Permit by rule (requiring that no person may conduct an open burn of crop residue without the applicable permit by rule);</P>
                <P>• IDAPA 58.01.01.619 Registration (establishing registration requirements for crop residue burn permit by rule);</P>
                <P>• IDAPA 58.01.01.620 Burn fee (setting fee payment deadline for crop residue burns);</P>
                <P>• IDAPA 58.01.01.621 Burn approval (establishing the criteria for crop residue burn approval);</P>
                <P>• IDAPA 58.01.01.622 General provisions (listing the requirements for persons conducting crop residue burns);</P>
                <P>• IDAPA 58.01.01.623 Public notification (indicating that the Idaho DEQ will notify the public of burn or no-burn days);</P>
                <P>• IDAPA 58.01.01.624 Spot and baled crop residue burn and propane flaming requirements (detailing the requirements for spot burns, baled burns and propane flaming);</P>
                <P>• IDAPA 58.01.01.625 Visible emissions (establishing opacity limits and test methods);</P>
                <P>• IDAPA 58.01.01.650 Rules for control of fugitive dust (requiring that all reasonable precautions be taken to prevent fugitive dust);</P>
                <P>• IDAPA 58.01.01.651 General rules (establishing general requirements to limit the generation of fugitive dust);</P>
                <P>• IDAPA 58.01.01.665 Regional haze rules (addressing visibility impairment in mandatory Class I Federal areas);</P>
                <P>
                    • IDAPA 58.01.01.666 Reasonable Progress goals (establishing goals for reasonable progress toward natural visibility conditions);
                    <PRTPAGE P="52424"/>
                </P>
                <P>• IDAPA 58.01.01.667 Long-term strategy for regional haze (establishing long-term strategy requirements);</P>
                <P>• IDAPA 58.01.01.675 Fuel burning equipment—particulate matter (establishing particulate matter standards for fuel burning equipment);</P>
                <P>• IDAPA 58.01.01.676 Standards for new sources (setting particulate limits for new fuel burning equipment);</P>
                <P>• IDAPA 58.01.01.677 Standards for minor and existing sources (setting particulate limits for minor and existing fuel burning equipment);</P>
                <P>• IDAPA 58.01.01.678 Combinations of fuels (addressing particulate limits when two or more types of fuel are burned concurrently);</P>
                <P>• IDAPA 58.01.01.679 Averaging period (establishing the appropriate averaging period for determining particulate emissions from fuel burning equipment);</P>
                <P>• IDAPA 58.01.01.680 Altitude correction (addressing how to correct standard conditions for the altitude of a source);</P>
                <P>• IDAPA 58.01.01.681 Test methods and procedures (setting the appropriate test method for measuring fuel burning particulate emissions);</P>
                <P>• IDAPA 58.01.01.700 Particulate matter—process weight limitations (establishing particulate matter emission limitations for process equipment);</P>
                <P>• IDAPA 58.01.01.701 Particulate matter—new equipment process weight limitations (listing emission standards for new process equipment);</P>
                <P>• IDAPA 58.01.01.702 Particulate matter—existing equipment process weight limitations (listing emission standards for existing process equipment);</P>
                <P>• IDAPA 58.01.01.703 Particulate matter—other processes (establishing process weight limitations for equipment used to dehydrate sugar beet pulp or alfalfa);</P>
                <P>• IDAPA 58.01.01.725 Rules for sulfur content of fuels (establishing limits on the sulfur content of fuels);</P>
                <P>• IDAPA 58.01.01.791 General control requirements (prohibiting owners and operators of rock crushers from injuring human health, welfare, property and other requirements);</P>
                <P>• IDAPA 58.01.01.793 Emissions standards for nonmetallic mineral processing plants not subject to 40 CFR part 60, subpart OOO (requiring compliance with emissions and opacity standards);</P>
                <P>• IDAPA 58.01.01.794 Permit requirements, except paragraph 04 (setting rock crusher permit by rule eligibility);</P>
                <P>• IDAPA 58.01.01.795 Permit by rule requirements (establishing rock crusher permit by rule requirements);</P>
                <P>• IDAPA 58.01.01.796 Applicability (establishing permit by rule and permit applicability);</P>
                <P>• IDAPA 58.01.01.797 Registration for permit by rule (identifying how to register for the rock crusher permit by rule);</P>
                <P>• IDAPA 58.01.01.798 Electrical generators (listing the fuel and operation requirements for electrical generators used to provide power to rock crushers);</P>
                <P>• IDAPA 58.01.01.815 Rules for control of kraft pulp mills (establishing emission standards and reporting requirements for recovery furnaces at kraft pulp mills); and</P>
                <P>• IDAPA 58.01.01.818 Kraft pulp mill LVHC and HVLC gas venting notification and reporting (requiring excess emissions notification and reporting by subject sources).</P>
                <HD SOURCE="HD2">B. Idaho Code for Approval and Incorporation by Reference</HD>
                <P>Upon final action, the Idaho SIP at 40 CFR 52.670(c) will include the following provisions of Idaho statute, State effective July 1, 2010:</P>
                <P>• Idaho Code 39.103 Definitions, except (4), (5), (8), (9), (10), (12), (13), (14), (15), (16), (17), and (18).</P>
                <HD SOURCE="HD2">C. IDAPA Provisions To Be Removed From Incorporation by Reference</HD>
                <P>The EPA is also proposing to approve Idaho's request to remove from incorporation by reference in 40 CFR 52.670(c) the following regulations:</P>
                <P>• IDAPA 58.01.01.004 Catchlines (stating that catchlines are not to be used to interpret regulations), State effective May 1, 1994;</P>
                <P>• IDAPA 58.01.01.106 Abbreviations (spelling out the abbreviations used in the Idaho air quality regulations), State effective May 1, 1994;</P>
                <P>• IDAPA 58.01.01.124 Truth, accuracy and completeness of documents (requiring documents submitted to the State to be true, accurate and complete), State effective May 1, 1994;</P>
                <P>• IDAPA 58.01.01.127 Format of responses (requiring documents to be submitted to meet state-specified formatting requirements), State effective May 1, 1994;</P>
                <P>• IDAPA 58.01.01.160 Provisions governing specific activities and conditions (regarding toxic air pollutants and polychlorinated biphenyls), State effective April 5, 2000;</P>
                <P>• IDAPA 58.01.01.162 Modifying physical conditions (addressing conditions that affect the dispersion of pollutants), State effective May 1, 1994;</P>
                <P>• IDAPA 58.01.01.163 Source density (addressing situations where a number of sources are located in proximity to each other), State effective May 1, 1994;</P>
                <P>• IDAPA 58.01.01.212 Obligation to comply (requiring compliance with all applicable local, state and Federal statutes, rules, and regulations), State effective May 1, 1994;</P>
                <P>• IDAPA 58.01.01.406 Obligation to comply (requiring compliance with all applicable local, state and Federal statutes, rules, and regulations), State effective May 1, 1994;</P>
                <P>• IDAPA 58.01.01.515 Approval of field studies and fluid models (requiring EPA approval of field studies and fluid models), State effective May 1, 1994;</P>
                <P>• IDAPA 58.01.01.516 No restrictions on actual stack height (addressing actual stack height), State effective May 1, 1994;</P>
                <P>• IDAPA 58.01.01.551 Episode criteria (listing air quality episode criteria), State effective May 1, 1994;</P>
                <P>• IDAPA 58.01.01.552 Stages (defining air quality episode stages), State effective March 15, 2002;</P>
                <P>• IDAPA 58.01.01.553 Effects of stages (addressing the effects of reaching episode stages), State effective March 15, 2002;</P>
                <P>• IDAPA 58.01.01.559 Manner and frequency of notification (addressing the manner and frequency of episode announcements), State effective May 1, 1994;</P>
                <P>• IDAPA 58.01.01.560 Notification to sources (requiring significant sources be notified), State effective April 11, 2006;</P>
                <P>• IDAPA 58.01.01.561 General rules (establishing the general control requirements for each episode stage), State effective April 11, 2006;</P>
                <P>• IDAPA 58.01.01.575 Air quality standards and area classification (establishing state ambient air quality standards), State effective April 11, 2006;</P>
                <P>• IDAPA 58.01.01.576 General provisions for ambient air quality standards (addressing general standards), State effective May 1, 1994;</P>
                <P>• IDAPA 58.01.01.578 Designation of attainment, unclassifiable, and nonattainment areas (listing steps for state designation of areas), State effective May 1, 1994;</P>
                <P>• IDAPA 58.01.01.610 Industrial flares (addressing industrial flares as open burning), State effective March 21, 2003;</P>
                <P>• IDAPA 58.01.01.626 General restrictions on visible emissions from wigwam burners (setting opanci limits for wigwam burners), State effective April 5, 2000;</P>
                <P>
                    • IDAPA 58.01.01.668 BART requirements for regional haze 
                    <PRTPAGE P="52425"/>
                    (outlining the process of establishing best available retrofit technology requirements for sources), State effective March 30, 2007;
                </P>
                <P>• IDAPA 58.01.01.785 Rules for control of incinerators (establishing incinerator particulate matter limits), State effective May 1, 1994;</P>
                <P>• IDAPA 58.01.01.786 Emission limits (limiting particulate matter emissions from incinerators), State effective April 5, 2000;</P>
                <P>• IDAPA 58.01.01.787 Exceptions (exempting wigwam burners from incinerator emission limits), State effective March 23, 1998;</P>
                <P>• IDAPA 58.01.01.805 Rules for control of hot mix asphalt plants (limiting particulate matter emissions from hot mix asphalt plants), State effective May 1, 1994;</P>
                <P>• IDAPA 58.01.01.806 Emission limits (requiring compliance with the process weight rate limitations), State effective May 1, 1994;</P>
                <P>• IDAPA 58.01.01.807 Multiple stacks (establishing that total emissions from all stacks are to be compared to the emission limit), State effective May 1, 1994; and</P>
                <P>• IDAPA 58.01.01.808 Fugitive dust control (requiring fugitive dust control systems), State effective May 1, 1994.</P>
                <HD SOURCE="HD1">V. Incorporation by Reference</HD>
                <P>
                    In this document, the EPA is proposing to include in a final rule, regulatory text that includes incorporation by reference. In accordance with requirements of 1 CFR 51.5, the EPA is proposing to incorporate by reference the provisions described in section IV. of this preamble. The EPA has made, and will continue to make, these documents generally available through 
                    <E T="03">https://www.regulations.gov</E>
                     and at the EPA Region 10 Office (please contact the person identified in the 
                    <E T="02">FOR FURTHER INFORMATION CONTACT</E>
                     section of this preamble for more information).
                </P>
                <P>The EPA is also proposing to remove from incorporation by reference the provisions described in section IV. of this preamble.</P>
                <HD SOURCE="HD1">VI. Statutory and Executive Order Reviews</HD>
                <P>Under the Clean Air Act, the Administrator is required to approve a SIP submission that complies with the provisions of the Clean Air Act and applicable Federal regulations. 42 U.S.C. 7410(k); 40 CFR 52.02(a). Thus, in reviewing SIP submissions, EPA's role is to approve State choices, provided that they meet the criteria of the Clean Air Act. Accordingly, this action merely approves State law as meeting Federal requirements and does not impose additional requirements beyond those imposed by State law. For that reason, this action:</P>
                <P>• Is not a significant regulatory action subject to review by the Office of Management and Budget under Executive Orders 12866 (58 FR 51735, October 4, 1993) and 14094 (88 FR 21879, April 11, 2023);</P>
                <P>
                    • Does not impose an information collection burden under the provisions of the Paperwork Reduction Act (44 U.S.C. 3501 
                    <E T="03">et seq.</E>
                    );
                </P>
                <P>
                    • Is certified as not having a significant economic impact on a substantial number of small entities under the Regulatory Flexibility Act (5 U.S.C. 601 
                    <E T="03">et seq.</E>
                    );
                </P>
                <P>• Does not contain any unfunded mandate or significantly or uniquely affect small governments, as described in the Unfunded Mandates Reform Act of 1995 (Pub. L. 104-4);</P>
                <P>• Does not have federalism implications as specified in Executive Order 13132 (64 FR 43255, August 10, 1999);</P>
                <P>• Is not subject to Executive Order 13045 (62 FR 19885, April 23, 1997) because it approves a State program;</P>
                <P>• Is not a significant regulatory action subject to Executive Order 13211 (66 FR 28355, May 22, 2001); and</P>
                <P>• Is not subject to requirements of Section 12(d) of the National Technology Transfer and Advancement Act of 1995 (15 U.S.C. 272 note) because application of those requirements would be inconsistent with the Clean Air Act.</P>
                <P>In addition, the SIP is not approved to apply on any Indian reservation land or in any other area where the EPA or an Indian tribe has demonstrated that a tribe has jurisdiction. In those areas of Indian country, the proposed rule would not have Tribal implications and would not impose substantial direct costs on Tribal governments or preempt Tribal law as specified by Executive Order 13175 (65 FR 67249, November 9, 2000).</P>
                <P>Executive Order 12898 (Federal Actions To Address Environmental Justice in Minority Populations and Low-Income Populations, 59 FR 7629, February 16, 1994) directs Federal agencies to identify and address “disproportionately high and adverse human health or environmental effects” of their actions on minority populations and low-income populations to the greatest extent practicable and permitted by law. The EPA defines environmental justice (EJ) as “the fair treatment and meaningful involvement of all people regardless of race, color, national origin, or income with respect to the development, implementation, and enforcement of environmental laws, regulations, and policies.” The EPA further defines the term fair treatment to mean that “no group of people should bear a disproportionate burden of environmental harms and risks, including those resulting from the negative environmental consequences of industrial, governmental, and commercial operations or programs and policies.”</P>
                <P>The air agency did not evaluate environmental justice considerations as part of its SIP submission; the Clean Air Act and applicable implementing regulations neither prohibit nor require such an evaluation. The EPA did not perform an EJ analysis and did not consider EJ in this action. Due to the nature of the action being taken here, this action is expected to have a neutral to positive impact on the air quality of the affected area. Consideration of EJ is not required as part of this proposed action, and there is no information in the record inconsistent with the stated goal of Executive Order 12898 of achieving environmental justice for people of color, low-income populations, and Indigenous peoples.</P>
                <LSTSUB>
                    <HD SOURCE="HED">List of Subjects in 40 CFR Part 52</HD>
                    <P>Environmental protection, Air pollution control, Incorporation by reference, Intergovernmental relations, Nitrogen oxides, Ozone, Particulate matter, Reporting and recordkeeping requirements, Sulfur oxides, Volatile organic compounds.</P>
                </LSTSUB>
                <AUTH>
                    <HD SOURCE="HED">Authority: </HD>
                    <P>
                        42 U.S.C. 7401 
                        <E T="03">et seq.</E>
                    </P>
                </AUTH>
                <SIG>
                    <DATED>Dated: June 13, 2024.</DATED>
                    <NAME>Casey Sixkiller,</NAME>
                    <TITLE>Regional Administrator, Region 10.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13587 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 6560-50-P</BILCOD>
        </PRORULE>
        <PRORULE>
            <PREAMB>
                <AGENCY TYPE="S">ENVIRONMENTAL PROTECTION AGENCY</AGENCY>
                <CFR>40 CFR Parts 60 and 63</CFR>
                <DEPDOC>[EPA-HQ-OAR-2023-0509; FRL-11625-01-OAR]</DEPDOC>
                <RIN>RIN 2060-AW16</RIN>
                <SUBJECT>Removal of Affirmative Defense Provisions From Specified New Source Performance Standards and National Emission Standards for Hazardous Air Pollutants</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Environmental Protection Agency (EPA).</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Proposed rule.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>
                        The EPA is proposing amendments to several New Source Performance Standards (NSPS) and 
                        <PRTPAGE P="52426"/>
                        National Emission Standards for Hazardous Air Pollutants (NESHAP) under the Clean Air Act (CAA). Specifically, the EPA is proposing to remove the affirmative defense provisions associated with violation of emission standards due to malfunctions. These provisions are being proposed for removal because the EPA finds that they are inconsistent with a D.C. Circuit Court decision that vacated affirmative defense provisions in one of the EPA's CAA regulations, and because the EPA finds that the reasoning in the decision applies equally to other CAA rules. Since the court decision, the EPA has been removing affirmative defense provisions from CAA rules when they were otherwise revised or amended. This action proposes to remove the remaining affirmative defense provisions more efficiently.
                    </P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P/>
                    <P>
                        <E T="03">Comments.</E>
                         Comments must be received on or before August 8, 2024.
                    </P>
                    <P>
                        <E T="03">Public hearing.</E>
                         If anyone contacts us requesting a public hearing on or before June 29, 2024, we will hold a virtual public hearing. See 
                        <E T="02">SUPPLEMENTARY INFORMATION</E>
                         for information on requesting and registering for a public hearing.
                    </P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>You may send comments, identified by Docket ID No. EPA-HQ-OAR-2023-0509, by any of the following methods:</P>
                    <P>
                        • 
                        <E T="03">Federal eRulemaking Portal:</E>
                          
                        <E T="03">https://www.regulations.gov/</E>
                         (our preferred method). Follow the online instructions for submitting comments.
                    </P>
                    <P>
                        • 
                        <E T="03">Email:</E>
                          
                        <E T="03">a-and-r-docket@epa.gov.</E>
                         Include Docket ID No. EPA-HQ-OAR-2023-0509 in the subject line of the message.
                    </P>
                    <P>
                        • 
                        <E T="03">Fax:</E>
                         (202) 566-9744. Attention Docket ID No. EPA-HQ-OAR-2023-0509.
                    </P>
                    <P>
                        • 
                        <E T="03">Mail:</E>
                         U.S. Environmental Protection Agency, EPA Docket Center, Docket ID No. EPA-HQ-OAR-2023-0509, Mail Code 28221T, 1200 Pennsylvania Avenue NW, Washington, DC 20460.
                    </P>
                    <P>
                        • 
                        <E T="03">Hand/Courier Delivery:</E>
                         EPA Docket Center, WJC West Building, Room 3334, 1301 Constitution Avenue NW, Washington, DC 20004. The Docket Center's hours of operation are 8:30 a.m.-4:30 p.m., Monday-Friday (except federal holidays).
                    </P>
                    <P>
                        <E T="03">Instructions:</E>
                         All submissions received must include the Docket ID No. for this rulemaking. Comments received may be posted without change to 
                        <E T="03">https://www.regulations.gov/,</E>
                         including any personal information provided. For detailed instructions on sending comments and additional information on the rulemaking process, see the 
                        <E T="02">SUPPLEMENTARY INFORMATION</E>
                         section of this document.
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        For questions about this proposed action, contact U.S. EPA, Attn. Dr. Michelle Bergin, Sector Policies and Programs Division (Mail Code D205-01), P.O. Box 12055, Office of Air Quality Planning and Standards, U.S. Environmental Protection Agency 109 T.W. Alexander Drive, P.O. Box 12055, RTP, North Carolina 27711; telephone number: (919) 541-2726; and email address: 
                        <E T="03">bergin.michelle@epa.gov.</E>
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P/>
                <P>
                    <E T="03">Preamble acronyms and abbreviations.</E>
                     We use multiple acronyms and terms in this preamble. While this list may not be exhaustive, to ease the reading of this preamble and for reference purposes, the EPA defines the following terms and acronyms here:
                </P>
                <EXTRACT>
                    <FP SOURCE="FP-1">CAA Clean Air Act</FP>
                    <FP SOURCE="FP-1">CBI Confidential Business Information</FP>
                    <FP SOURCE="FP-1">CFR Code of Federal Regulations</FP>
                    <FP SOURCE="FP-1">EPA Environmental Protection Agency</FP>
                    <FP SOURCE="FP-1">NAICS North American Industry Classification System</FP>
                    <FP SOURCE="FP-1">NESHAP National Emission Standards for Hazardous Air Pollutants</FP>
                    <FP SOURCE="FP-1">NSPS New Source Performance Standards</FP>
                    <FP SOURCE="FP-1">SIP state implementation plan</FP>
                    <FP SOURCE="FP-1">SSM startup, shutdown, and malfunction</FP>
                </EXTRACT>
                <P>
                    <E T="03">Participation in virtual public hearing.</E>
                     To request a virtual public hearing, contact the public hearing team at (888) 372-8699 or by email at 
                    <E T="03">SPPDpublichearing@epa.gov.</E>
                     If requested, the hearing will be held via virtual platform on July 9, 2024. The hearing will convene at 11:00 a.m. Eastern Time (ET) and will conclude at 3:00 p.m. ET. The EPA may close a session 15 minutes after the last pre-registered speaker has testified if there are no additional speakers. The EPA will announce further details at 
                    <E T="03">https://www.epa.gov/stationary-sources-air-pollution/removal-affirmative-defense-provisions-specified-new-source.</E>
                </P>
                <P>
                    If a public hearing is requested, the EPA will begin pre-registering speakers for the hearing no later than 1 business day after a request has been received. To register to speak at the virtual hearing, please use the online registration form available at 
                    <E T="03">https://www.epa.gov/stationary-sources-air-pollution/removal-affirmative-defense-provisions-specified-new-source</E>
                     or contact the public hearing team at (888) 372-8699 or by email at 
                    <E T="03">SPPDpublichearing@epa.gov.</E>
                     The last day to pre-register to speak at the hearing will be July 6, 2024. Prior to the hearing, the EPA will post a general agenda that will list pre-registered speakers at: 
                    <E T="03">https://www.epa.gov/stationary-sources-air-pollution/removal-affirmative-defense-provisions-specified-new-source.</E>
                </P>
                <P>The EPA will make every effort to follow the schedule as closely as possible on the day of the hearing; however, please plan for the hearings to run either ahead of schedule or behind schedule.</P>
                <P>
                    Each commenter will have 4 minutes to provide oral testimony. The EPA encourages commenters to provide the EPA with a copy of their oral testimony electronically (via email) by emailing it to 
                    <E T="03">bergin.michelle@epa.gov.</E>
                     The EPA also recommends submitting the text of your oral testimony as written comments to the rulemaking docket.
                </P>
                <P>The EPA may ask clarifying questions during the oral presentations but will not respond to the presentations at that time. Written statements and supporting information submitted during the comment period will be considered with the same weight as oral testimony and supporting information presented at the public hearing.</P>
                <P>
                    Please note that any updates made to any aspect of the hearing will be posted online at 
                    <E T="03">https://www.epa.gov/stationary-sources-air-pollution/removal-affirmative-defense-provisions-specified-new-source.</E>
                     While the EPA expects the hearing to go forward as set forth above, please monitor our website or contact the public hearing team at (888) 372-8699 or by email at 
                    <E T="03">SPPDpublichearing@epa.gov</E>
                     to determine if there are any updates. The EPA does not intend to publish a document in the 
                    <E T="04">Federal Register</E>
                     announcing updates.
                </P>
                <P>If you require the services of a translator or special accommodation such as audio description, please pre-register for the hearing with the public hearing team and describe your needs by July 1, 2024. The EPA may not be able to arrange accommodations without advanced notice.</P>
                <P>
                    <E T="03">Docket.</E>
                     The EPA has established a docket for this rulemaking under Docket ID No. EPA-HQ-OAR-2023-0509. All documents in the docket are listed in 
                    <E T="03">https://www.regulations.gov/.</E>
                     Although listed, some information is not publicly available, 
                    <E T="03">e.g.,</E>
                     Confidential Business Information (CBI) or other information whose disclosure is restricted by statute. Certain other material, such as copyrighted material, is not placed on the internet and will be publicly available only as pdf versions that can only be accessed on the EPA computers in the docket office reading room. Certain data bases and physical items cannot be downloaded from the docket but may be requested by contacting the docket office at 202-566-1744. The docket office has up to 10 business days 
                    <PRTPAGE P="52427"/>
                    to respond to these requests. With the exception of such material, publicly available docket materials are available electronically in 
                    <E T="03">https://www.regulations.gov/.</E>
                </P>
                <P>
                    <E T="03">Instructions.</E>
                     Direct your comments to Docket ID No. EPA-HQ-OAR-2023-0509. The EPA's policy is that all comments received will be included in the public docket without change and may be made available online at 
                    <E T="03">https://www.regulations.gov/,</E>
                     including any personal information provided, unless the comment includes information claimed to be CBI or other information whose disclosure is restricted by statute. Do not submit electronically to 
                    <E T="03">https://www.regulations.gov/</E>
                     any information that you consider to be CBI or other information whose disclosure is restricted by statute. This type of information should be submitted as discussed below.
                </P>
                <P>
                    The EPA may publish any comment received to its public docket. Multimedia submissions (audio, video, etc.) must be accompanied by a written comment. The written comment is considered the official comment and should include discussion of all points you wish to make. The EPA will generally not consider comments or comment contents located outside of the primary submission (
                    <E T="03">i.e.,</E>
                     on the Web, cloud, or other file sharing system). For additional submission methods, the full EPA public comment policy, information about CBI or multimedia submissions, and general guidance on making effective comments, please visit 
                    <E T="03">https://www.epa.gov/dockets/commenting-epa-dockets.</E>
                </P>
                <P>
                    The 
                    <E T="03">https://www.regulations.gov/</E>
                     website allows you to submit your comment anonymously, which means the EPA will not know your identity or contact information unless you provide it in the body of your comment. If you send an email comment directly to the EPA without going through 
                    <E T="03">https://www.regulations.gov/,</E>
                     your email address will be automatically captured and included as part of the comment that is placed in the public docket and made available on the internet. If you submit an electronic comment, the EPA recommends that you include your name and other contact information in the body of your comment and with any digital storage media you submit. If the EPA cannot read your comment due to technical difficulties and cannot contact you for clarification, the EPA may not be able to consider your comment. Electronic files should not include special characters or any form of encryption and be free of any defects or viruses. For additional information about the EPA's public docket, visit the EPA Docket Center homepage at 
                    <E T="03">https://www.epa.gov/dockets.</E>
                </P>
                <P>
                    <E T="03">Submitting CBI.</E>
                     Do not submit information containing CBI to the EPA through 
                    <E T="03">https://www.regulations.gov/.</E>
                     Clearly mark the part or all of the information that you claim to be CBI. For CBI information on any digital storage media that you mail to the EPA, note the docket ID, mark the outside of the digital storage media as CBI, and identify electronically within the digital storage media the specific information that is claimed as CBI. In addition to one complete version of the comments that includes information claimed as CBI, you must submit a copy of the comments that does not contain the information claimed as CBI directly to the public docket through the procedures outlined in 
                    <E T="03">Instructions</E>
                     above. If you submit any digital storage media that does not contain CBI, mark the outside of the digital storage media clearly that it does not contain CBI and note the docket ID. Information not marked as CBI will be included in the public docket and the EPA's electronic public docket without prior notice. Information marked as CBI will not be disclosed except in accordance with procedures set forth in 40 Code of Federal Regulations (CFR) part 2.
                </P>
                <P>
                    Our preferred method to receive CBI is for it to be transmitted electronically using email attachments, File Transfer Protocol (FTP), or other online file sharing services (
                    <E T="03">e.g.,</E>
                     Dropbox, OneDrive, Google Drive). Electronic submissions must be transmitted directly to the OAQPS CBI Office at the email address 
                    <E T="03">oaqpscbi@epa.gov,</E>
                     and as described above, should include clear CBI markings and note the docket ID. If assistance is needed with submitting large electronic files that exceed the file size limit for email attachments, and if you do not have your own file sharing service, please email 
                    <E T="03">oaqpscbi@epa.gov</E>
                     to request a file transfer link. If sending CBI information through the postal service, please send it to the following address: OAQPS Document Control Officer (C404-02), OAQPS, U.S. Environmental Protection Agency, P.O. Box 12055, 109 T.W. Alexander Drive, Research Triangle Park, North Carolina 27711, Attention Docket ID No. EPA-HQ-OAR-2023-0509. The mailed CBI material should be double wrapped and clearly marked. Any CBI markings should not show through the outer envelope.
                </P>
                <P>
                    <E T="03">Organization of this document.</E>
                     The information in this preamble is organized as follows:
                </P>
                <EXTRACT>
                    <FP SOURCE="FP-2">I. General Information</FP>
                    <FP SOURCE="FP1-2">A. Does this action apply to me?</FP>
                    <FP SOURCE="FP1-2">B. Where can I get a copy of this document and other related information?</FP>
                    <FP SOURCE="FP-2">II. Background</FP>
                    <FP SOURCE="FP-2">III. What action is the EPA proposing to remove Affirmative Defense?</FP>
                    <FP SOURCE="FP-2">IV. Summary of Cost, Environmental, and Economic Impacts</FP>
                    <FP SOURCE="FP-2">V. Statutory and Executive Order Reviews</FP>
                    <FP SOURCE="FP1-2">A. Executive Order 12866: Regulatory Planning and Review, as Amended by Executive Order 14094: Modernizing Regulatory Review</FP>
                    <FP SOURCE="FP1-2">B. Paperwork Reduction Act (PRA)</FP>
                    <FP SOURCE="FP1-2">C. Regulatory Flexibility Act (RFA)</FP>
                    <FP SOURCE="FP1-2">D. Unfunded Mandates Reform Act (UMRA)</FP>
                    <FP SOURCE="FP1-2">E. Executive Order 13132: Federalism</FP>
                    <FP SOURCE="FP1-2">F. Executive Order 13175: Consultation and Coordination With Indian Tribal Governments</FP>
                    <FP SOURCE="FP1-2">G. Executive Order 13045: Protection of Children From Environmental Health Risks and Safety Risks</FP>
                    <FP SOURCE="FP1-2">H. Executive Order 13211: Actions Concerning Regulations That Significantly Affect Energy Supply, Distribution, or Use</FP>
                    <FP SOURCE="FP1-2">I. National Technology Transfer and Advancement Act (NTTAA) and 1 CFR Part 51</FP>
                    <FP SOURCE="FP1-2">J. Executive Order 12898: Federal Actions To Address Environmental Justice in Minority Populations and Low-Income Populations and Executive Order 14096: Revitalizing Our Nation's Commitment to Environmental Justice for All</FP>
                </EXTRACT>
                <HD SOURCE="HD1">I. General Information</HD>
                <HD SOURCE="HD2">A. Does this action apply to me?</HD>
                <P>
                    This proposal addresses the industrial source sectors and includes, but is not limited to, the associated North American Industry Classification System (NAICS) codes subject to the rules shown in table 1 of this preamble. Table 1 is not intended to be exhaustive, but rather provides a guide for readers regarding the entities that this proposed action is likely to affect. If you have any questions regarding the applicability of this action to a particular entity, contact the person listed in the preceding 
                    <E T="02">FOR FURTHER INFORMATION CONTACT</E>
                     section.
                    <PRTPAGE P="52428"/>
                </P>
                <GPOTABLE COLS="3" OPTS="L2,i1" CDEF="s200,r50,r50">
                    <TTITLE>Table 1—40 CFR Parts 60 and 63 Rules Proposed for Removal of Affirmative Defense</TTITLE>
                    <BOXHD>
                        <CHED H="1">Source sector</CHED>
                        <CHED H="1">Subpart</CHED>
                        <CHED H="1">
                            NAICS codes 
                            <SU>1</SU>
                        </CHED>
                    </BOXHD>
                    <ROW EXPSTB="02" RUL="s">
                        <ENT I="21">
                            <E T="02">Clean Air Act section 111 (40 CFR part 60)</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00">
                        <ENT I="01">Electric Utility Steam Generating Units (Boilers)</ENT>
                        <ENT>Da</ENT>
                        <ENT>221112, 921150.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Kraft Pulp Mills</ENT>
                        <ENT>BBa</ENT>
                        <ENT>3221.</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="01">Nitric Acid Plants</ENT>
                        <ENT>Ga</ENT>
                        <ENT>325311.</ENT>
                    </ROW>
                    <ROW EXPSTB="02" RUL="s">
                        <ENT I="21">
                            <E T="02">Clean Air Act section 112 (40 CFR part 63)</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00">
                        <ENT I="01">Chemical Manufacturing Area Sources</ENT>
                        <ENT>VVVVVV (6V)</ENT>
                        <ENT>325.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Chromium Electroplating</ENT>
                        <ENT>N</ENT>
                        <ENT>332813.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Coal- and Oil-Fired Electric Utility Steam Generating Units (MATS)</ENT>
                        <ENT>UUUUU (5U)</ENT>
                        <ENT>221112, 221122, 921150.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Marine Vessel Loading Operations</ENT>
                        <ENT>Y</ENT>
                        <ENT>4883.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Pesticide Active Ingredient Production</ENT>
                        <ENT>MMM</ENT>
                        <ENT>325199, 325320.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Pharmaceuticals Production</ENT>
                        <ENT>GGG</ENT>
                        <ENT>3254.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Polyether Polyols Production</ENT>
                        <ENT>PPP</ENT>
                        <ENT>325199.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Polymers &amp; Resins IV</ENT>
                        <ENT>JJJ</ENT>
                        <ENT>325211.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Primary Lead Processing</ENT>
                        <ENT>TTT</ENT>
                        <ENT>331419.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Printing and Publishing Surface Coating</ENT>
                        <ENT>KK</ENT>
                        <ENT>32311.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Pulp and Paper Industry</ENT>
                        <ENT>S</ENT>
                        <ENT>322.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Secondary Lead Smelters</ENT>
                        <ENT>X</ENT>
                        <ENT>331492.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Shipbuilding and Ship Repair Surface Coating</ENT>
                        <ENT>II</ENT>
                        <ENT>336611.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Steel Pickling</ENT>
                        <ENT>CCC</ENT>
                        <ENT>3311, 3312.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Wood Furniture Surface Coating</ENT>
                        <ENT>JJ</ENT>
                        <ENT>3371, 3372, 3379.</ENT>
                    </ROW>
                    <TNOTE>
                        <SU>1</SU>
                         North American Industry Classification System (NAICS).
                    </TNOTE>
                </GPOTABLE>
                <HD SOURCE="HD2">B. Where can I get a copy of this document and other related information?</HD>
                <P>
                    In addition to being available in the docket, an electronic copy of this action is available on the internet at 
                    <E T="03">https://www.epa.gov/stationary-sources-air-pollution/removal-affirmative-defense-provisions-specified-new-source.</E>
                     Following publication in the 
                    <E T="04">Federal Register</E>
                    <E T="03">,</E>
                     the EPA will post the 
                    <E T="04">Federal Register</E>
                     version of the proposal at this same website.
                </P>
                <P>
                    A memorandum showing the edits that would be necessary to incorporate the changes proposed in this action is available in the docket (Docket ID No. EPA-HQ-OAR-2023-0509). Following signature by the EPA Administrator, the EPA also will post a copy of this memorandum to 
                    <E T="03">https://www.epa.gov/stationary-sources-air-pollution/removal-affirmative-defense-provisions-specified-new-source.</E>
                </P>
                <HD SOURCE="HD1">II. Background</HD>
                <P>
                    In 2008, the United States Court of Appeals for the District of Columbia Circuit (the court) vacated portions of 2 provisions governing the emissions of hazardous air pollutants during periods of startup, shutdown, and malfunction (SSM) in the EPA's CAA section 112 General Provisions regulations (40 CFR part 63, subpart A). 
                    <E T="03">Sierra Club</E>
                     v. 
                    <E T="03">EPA,</E>
                     551 F.3d 1019 (D.C. Cir. 2008). The court held that under section 302(k) of the CAA, emissions standards or limitations must be continuous in nature and that the SSM exemption violates the CAA's requirement that CAA section 112 standards must apply at all times. To address the court decision, the EPA began amending SSM provisions in 2010 with the Portland Cement Manufacturing NESHAP (75 FR 54970, September 9, 2010). In that action, in response to comments urging the EPA to not apply the same standards to malfunctions as to normal operations, the EPA added an affirmative defense to civil penalties for when the event that causes an exceedance of the emission limit meets the narrow definition of malfunction.
                </P>
                <P>
                    As defined in each subpart addressed in this action (see table 1), an affirmative defense means, “. . . in the context of an enforcement proceeding, a response or defense put forward by a defendant, regarding which the defendant has the burden of proof, and the merits of which are independently and objectively evaluated in a judicial or administrative proceeding.” This defense would most likely be applied to malfunction events that result in non-compliance with any applicable standards. Malfunctions in this context are a sudden, infrequent, and not reasonably preventable failure of air pollution control and monitoring equipment, process equipment, or a process to operate in a normal or usual manner. See 40 CFR 63.2 and 40 CFR 60.2. Although the EPA recognized that its case-by-case enforcement discretion provides sufficient flexibility in these circumstances, it included the affirmative defense in some rules to provide a more formalized approach to malfunctions (
                    <E T="03">e.g.</E>
                     79 FR 1676, 1712). See also 
                    <E T="03">Weyerhaeuser Co.</E>
                     v. 
                    <E T="03">Costle,</E>
                     590 F.2d 1011, 1057-58 (D.C. Cir. 1978) (holding that an informal case-by-case enforcement discretion approach is adequate); but see 
                    <E T="03">Marathon Oil Co.</E>
                     v. 
                    <E T="03">EPA,</E>
                     564 F.2d 1253, 1272-73 (9th Cir. 1977) (requiring a more formalized approach to consideration of “upsets beyond the control of the permit holder”). Under the EPA's regulatory affirmative defense provisions, if a source could demonstrate in a judicial or administrative proceeding that it had met the requirements of the affirmative defense in the regulation, civil penalties would not be assessed.
                </P>
                <P>
                    However, on April 18, 2014, the D.C. Circuit vacated the portion of the EPA's CAA section 112 regulation pertaining to the affirmative defense in the NESHAP for the portland cement manufacturing industry. 
                    <E T="03">NRDC</E>
                     v. 
                    <E T="03">EPA,</E>
                     749 F.3d 1055 (2014). The court found that the EPA lacked authority to establish an affirmative defense for private civil suits and held that CAA section 304(a) clearly vests the authority over private suits exclusively with the courts, not the EPA. 
                    <E T="03">Id.</E>
                     at 1063.
                </P>
                <P>
                    In light of the 
                    <E T="03">NRDC</E>
                     decision, the EPA has been removing affirmative defense provisions from CAA section 112 rules.
                    <SU>1</SU>
                    <FTREF/>
                     Additionally, the EPA 
                    <PRTPAGE P="52429"/>
                    determined that although the 
                    <E T="03">NRDC</E>
                     decision addressed a CAA section 112 rule, the court's rationale also applies to affirmative defense provisions in CAA section 111 rules; accordingly, the EPA has also removed affirmative defense provisions from those rules when they were otherwise revised or amended.
                    <E T="51">2 3</E>
                    <FTREF/>
                     As indicated in these actions, the EPA will continue to evaluate violations on a case-by-case basis and determine whether an enforcement action is appropriate.
                </P>
                <FTNT>
                    <P>
                        <SU>1</SU>
                         For example, see affirmative defense removed in the “National Emission Standards for Hazardous Air Pollutants for Major Sources: Industrial, Commercial, and Institutional Boilers and Process Heaters” (80 FR 72789, Sept. 20, 2015) and in 
                        <PRTPAGE/>
                        “National Emission Standards for Hazardous Air Pollutants for Area Sources: Industrial, Commercial, and Institutional Boilers” (81 FR 63112, Sept. 14, 2016).
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>2</SU>
                         For example, see “Oil and Natural Gas Sector: Reconsideration of Additional Provisions of New Source Performance Standards” (79 FR 79017, Dec. 31, 2014) (affirmative defense provision removed); and “Standards of Performance for Greenhouse Gas Emissions From New, Modified, and Reconstructed Stationary Sources: Electric Utility Generating Units” (80 FR 64509, Sept. 23, 2015) (declining to finalize proposed affirmative defense provision).
                    </P>
                    <P>
                        <SU>3</SU>
                         In March 2024, the D.C. Circuit issued a decision in Environmental Committee of the Florida Electric Power Coordinating Group v. EPA, No. 15-1239. Petitioners challenged an EPA final action relating to SSM provisions in state implementation plans (SIPs), and the court's holding was premised on certain language in CAA 110(a)(2)(A), which only applies to SIPs and not source sector rules under CAA sections 111 and 112.
                    </P>
                </FTNT>
                <P>
                    If the EPA determines that bringing an enforcement action under CAA section 113(d)(2)(B) against a source for a violation of an emission standard is warranted, the source can raise any and all defenses in response and the federal district court will determine what, if any, relief is appropriate. The presiding officer in an administrative proceeding can consider any defense raised and determine whether administrative penalties are appropriate.
                    <SU>4</SU>
                    <FTREF/>
                     Similarly, as the court recognized, in a citizen enforcement action brought under CAA section 304(a), the reviewing court has the discretion to consider any defense raised when determining whether penalties are appropriate. 
                    <E T="03">Cf. NRDC,</E>
                     749 F.3d at 1064.
                </P>
                <FTNT>
                    <P>
                        <SU>4</SU>
                         Although the 
                        <E T="03">NRDC</E>
                         case does not address the EPA's authority to establish an affirmative defense to penalties that are available in administrative enforcement actions, we are not proposing such an affirmative defense for the rules addressed by this action. As explained, such an affirmative defense is not necessary. Moreover, assessment of penalties for violations caused by malfunctions in administrative proceedings and judicial proceedings should be consistent. 
                        <E T="03">Cf.</E>
                         CAA section 113(e) (requiring both the Administrator and the court to take specified criteria into account when assessing penalties).
                    </P>
                </FTNT>
                <P>
                    Following the 
                    <E T="03">NRDC</E>
                     decision, on June 17, 2014, Sierra Club filed an administrative petition requesting the EPA to remove the affirmative defense provisions from a set of 29 rules.
                    <SU>5</SU>
                    <FTREF/>
                     On July 14, 2014, Sierra Club also filed a petition seeking judicial review of nine 
                    <E T="04">Federal Register</E>
                     actions which included 17 source sector rules that contain affirmative defense provisions promulgated by the EPA under the CAA in 2011 and 2012 (Case No. 14-1110 (D.C. Cir.)). In November 2014, the EPA granted the administrative petition, stating that the EPA will continue the ongoing process of removing affirmative defenses from the remaining rules included in the petition as expeditiously as practicable.
                    <SU>6</SU>
                    <FTREF/>
                     While the EPA has made significant progress in removing the affirmative defense provision from individual rules as the rules are opened for periodic review (including 3 from the administrative petition 
                    <SU>7</SU>
                    <FTREF/>
                    ), this action furthers that progress more efficiently by proposing to remove the affirmative defense provision from 18 rules, shown in Table 1. This proposal does not address 5 rules (4 from the petition) for which removal of affirmative defense provisions has already been proposed but not yet finalized.
                    <SU>8</SU>
                    <FTREF/>
                     Finally, this action is not proposing removal of affirmative defense provisions from any waste incineration rules under CAA section 129, which will be addressed at a later time.
                </P>
                <FTNT>
                    <P>
                        <SU>5</SU>
                         Petition to Revise Air Emission Regulations Containing Affirmative Defense (Jun. 17, 2014). The twenty-nine rules addressed in the 2014 administrative petition include: under New Source Performance Standards (CAA section 111)—40 CFR part 60 Subpart Da: Electric Utility Steam Generating-Units; Subpart Ga: Nitric Acid Plants for Which Construction, Reconstruction, or Modification Commenced After October 14, 2011; Subpart BBa: Kraft Pulp Mill Affected Sources for Which Construction, Reconstruction, or Modification Commenced After May 23, 2013; and Subpart OOOO: Crude Oil and Natural Gas Production, Transmission and Distribution. Under Solid waste combustion New Source Performance Standards &amp; Emission Guidelines (CAA section 129)—40 CFR part 60 Subpart CCCC: Commercial and Industrial Solid Waste Incineration Units (new); Subpart DDDD: Commercial and Industrial Solid Waste Incineration Units (existing); Subpart LLLL: New Sewage Sludge Incineration Units; and Subpart MMMM: Existing Sewage Sludge Incineration Units. Under National Emission Standards for Hazardous Air Pollutants (CAA section 112)—40 CFR part 63 Subpart N: Chromium Emissions from Hard and Decorative Chromium Electroplating and Chromium Anodizing Tanks; Subpart S: Pulp and Paper Industry; Subpart U: Group I Polymers and Resins; Subpart X: Secondary Lead Smelting; Subpart Y: Marine Tank Vessel Tank Loading Operations; Subpart HH: Oil and Natural Gas Production Facilities; Subpart II: Shipbuilding and Ship Repair (Surface Coating); Subpart JJ: Wood Furniture Manufacturing Operations; Subpart KK: Printing and Publishing Industry; Subpart CCC: Steel Pickling-HCl Process Facilities and Hydrochloric Acid Regeneration Plants; Subpart GGG: Pharmaceuticals Production; Subpart HHH: Natural Gas Transmission and Storage Facilities; Subpart JJJ: Group IV Polymers and Resins; Subpart MMM: Pesticide Active Ingredient Production; Subpart PPP: Polyether Polyols Production; Subpart TTT: Primary Lead Smelting; Subpart DDDDD: Major Sources: Industrial, Commercial, and Institutional Boilers and Process Heaters; Subpart UUUUU: Coal- and Oil-Fired Electric Utility Steam Generating Units; Subpart JJJJJJ: Industrial, Commercial, and Institutional Boilers Area Sources; Subpart VVVVVV: Chemical Manufacturing Area Sources; Subpart HHHHHHH: Polyvinyl Chloride and Copolymers Production.
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>6</SU>
                         Letter from J. McCabe, Acting EPA Administrator, to S. Johnson, Earthjustice (Nov. 19, 2014).
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>7</SU>
                         40 CFR part 60 subpart OOOO (79 FR 79017, Dec. 31, 2014) and 40 CFR part 63 subparts DDDDD (80 FR 72789, Nov. 20, 2015) and JJJJJJ (81 FR 63112, Sept. 14, 2016).
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>8</SU>
                         40 CFR part 63 subparts U, HH, HHH, DDDDDD and HHHHHHH.
                    </P>
                </FTNT>
                <HD SOURCE="HD1">III. What action is the EPA proposing to remove Affirmative Defense?</HD>
                <P>
                    The EPA is proposing to remove the definition of affirmative defense and revise or remove and reserve regulatory sections that contain affirmative defense provisions from the eighteen source sector rules shown in table 1 of this preamble. These source sector rules are each codified under either 40 CFR part 60 or part 63 (NSPS and NESHAP, respectively). A memorandum showing the edits that would be necessary to incorporate the changes proposed in this action is available in the docket (Docket ID No. EPA-HQ-OAR-2023-0509). Following signature by the EPA Administrator, the EPA also will post a copy of this memorandum to 
                    <E T="03">https://www.epa.gov/stationary-sources-air-pollution/removal-affirmative-defense-provisions-specified-new-source.</E>
                     The EPA is soliciting comment on if there are any rules not listed in table 1 of this preamble that are under CAA sections 111 or 112 and have remaining affirmative defense provisions that the EPA needs to consider for removal. The EPA is also soliciting comment on if there are any additional considerations related to removal of affirmative defense provisions than addressed by this proposal. This document does not address or reopen any provisions in these regulations other than removal of provisions related to affirmative defense.
                </P>
                <HD SOURCE="HD1">IV. Summary of Cost, Environmental, and Economic Impacts</HD>
                <P>
                    There are no air quality or cost impacts associated with the proposed amendments and, therefore, there are also no economic impacts. The affirmative defense provisions did not affect the stringency of or compliance requirements with affected standards in 40 CFR parts 60 and 63. The removal of the affirmative defense provisions does not have a material impact on the obligation for sources to comply with their respective standards, or on the ability of federal or state agencies to enforce such standards. When the EPA originally promulgated the affirmative 
                    <PRTPAGE P="52430"/>
                    defense provisions in the rules addressed in this proposed action, the EPA estimated a small administrative burden to report deviations from standards as a result of malfunctions that included the option for an owner or operator to offer an affirmative defense. The proposed removal of the affirmative defense provisions does not affect that small administrative burden because the EPA expects that sources will continue to collect similar information in order to defend any compliance actions against a source. In addition, as required by the individual rules, sources will continue to report information regarding malfunctions that result in a failure to meet the standards.
                </P>
                <HD SOURCE="HD1">V. Statutory and Executive Order Reviews</HD>
                <P>
                    Additional information about these statutes and Executive Orders can be found at 
                    <E T="03">https://www.epa.gov/laws-regulations/laws-and-executive-orders.</E>
                </P>
                <HD SOURCE="HD2">A. Executive Order 12866: Regulatory Planning and Review, as Amended by Executive Order 14094: Modernizing Regulatory Review</HD>
                <P>This action is not a significant regulatory action as defined in Executive Order 12866, as amended by Executive Order 14094, and was therefore not subject to a requirement for Executive Order 12866 review.</P>
                <HD SOURCE="HD2">B. Paperwork Reduction Act (PRA)</HD>
                <P>This action does not impose any new information collection burden under the PRA. OMB has previously approved the information collection activities contained in the existing regulations. The removal of provisions for affirmative defense does not change any mandatory recordkeeping, reporting, or other activity previously established under prior final rules.</P>
                <HD SOURCE="HD2">C. Regulatory Flexibility Act (RFA)</HD>
                <P>I certify that this action will not have a significant economic impact on a substantial number of small entities under the RFA. In making this determination, the EPA concludes that this rule will not have any significant adverse economic impact on small entities because the rule has no net burden on the small entities subject to the rule. The removal of the affirmative defense provisions does not have a material impact on the obligation for sources to comply with their respective standards, or on the ability of federal or state agencies to enforce such standards. When the EPA originally promulgated the affirmative defense provisions in the rules addressed in this proposed action, the EPA estimated a small administrative burden to report deviations from standards as a result of malfunctions that included the option for an owner or operator to offer an affirmative defense. The proposed removal of the affirmative defense provisions does not affect that small administrative burden because the EPA expects that sources will continue to collect similar information in order to defend any compliance actions against a source. We have therefore concluded that this action will have no net regulatory burden for all directly regulated small entities.</P>
                <HD SOURCE="HD2">D. Unfunded Mandates Reform Act (UMRA)</HD>
                <P>This action does not contain any unfunded mandate as described in UMRA, 2 U.S.C. 1531-1538, and does not significantly or uniquely affect small governments. The action imposes no enforceable duty on any state, local or tribal governments or the private sector.</P>
                <HD SOURCE="HD2">E. Executive Order 13132: Federalism</HD>
                <P>This action does not have federalism implications. It will not have substantial direct effects on the states, on the relationship between the national government and the states, or on the distribution of power and responsibilities among the various levels of government.</P>
                <HD SOURCE="HD2">F. Executive Order 13175: Consultation and Coordination With Indian Tribal Governments</HD>
                <P>This action does not have tribal implications as specified in Executive Order 13175. It will not have substantial direct effects on tribal governments, on the relationship between the federal government and Indian tribes, or on the distribution of power and responsibilities between the federal government and Indian tribes, as specified in Executive Order 13175. Thus, Executive Order 13175 does not apply to this action.</P>
                <HD SOURCE="HD2">G. Executive Order 13045: Protection of Children From Environmental Health Risks and Safety Risks</HD>
                <P>The EPA interprets Executive Order 13045 as applying only to those regulatory actions that concern environmental health or safety risks that the EPA has reason to believe may disproportionately affect children, per the definition of “covered regulatory action” in section 2-202 of the Executive Order. Therefore, this action is not subject to Executive Order 13045 because it does not concern an environmental health risk or safety risk. Since this action does not concern human health, the EPA's Policy on Children's Health also does not apply.</P>
                <HD SOURCE="HD2">H. Executive Order 13211: Actions Concerning Regulations That Significantly Affect Energy Supply, Distribution, or Use</HD>
                <P>This action is not subject to Executive Order 13211, because it is not a significant regulatory action under Executive Order 12866.</P>
                <HD SOURCE="HD2">I. National Technology Transfer and Advancement Act (NTTAA) and 1 CFR Part 51</HD>
                <P>This rulemaking does not involve technical standards.</P>
                <HD SOURCE="HD2">J. Executive Order 12898: Federal Actions To Address Environmental Justice in Minority Populations and Low-Income Populations and Executive Order 14096: Revitalizing Our Nation's Commitment to Environmental Justice for All</HD>
                <P>The EPA believes that this action does not concern human health or environmental conditions and therefore cannot be evaluated with respect to potentially disproportionate and adverse effects on communities with environmental justice concerns. This action does not change the underlying standards that have an impact on human health and the environment.</P>
                <SIG>
                    <NAME>Michael S. Regan,</NAME>
                    <TITLE>Administrator.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13188 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 6560-50-P</BILCOD>
        </PRORULE>
        <PRORULE>
            <PREAMB>
                <AGENCY TYPE="N">FEDERAL COMMUNICATIONS COMMISSION</AGENCY>
                <CFR>47 CFR Part 73</CFR>
                <DEPDOC>[MB Docket No. 24-152; RM-11982; DA 24-558; FR ID 226621]</DEPDOC>
                <SUBJECT>Television Broadcasting Services Boise, Idaho</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Federal Communications Commission.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Proposed rule.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>The Video Division, Media Bureau (Bureau), has before it a petition for rulemaking filed May 10, 2024, by King Broadcasting Company (Petitioner), the licensee of KTVB, channel 7, Boise, Idaho (Station or KTVB). The Petitioner requests the substitution of channel 23 for channel 7 at Boise, Idaho (Boise), in the Table of TV Allotments.</P>
                </SUM>
                <EFFDATE>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Comments must be filed on or before July 24, 2024 and reply comments on or before August 8, 2024.</P>
                </EFFDATE>
                <ADD>
                    <PRTPAGE P="52431"/>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>Federal Communications Commission, Office of the Secretary, 45 L Street NE, Washington, DC 20554. In addition to filing comments with the FCC, interested parties should serve counsel for the Petitioner as follows: Michael Beder, Esq., Associate General Counsel, TEGNA Inc., 8350 Broad Street, Suite 2000, Tysons, Virginia 22102.</P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Joyce Bernstein, Media Bureau, at (202) 418-1647; or Joyce Bernstein, Media Bureau, at 
                        <E T="03">Joyce.Bernstein@fcc.gov.</E>
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>In support of its channel substitution request, the Petitioner states that its proposed channel substitution would serve the public interest by resolving persistent reception complaints it has received from viewers, and substantially improve the Boise community's access to the Station's local news, emergency, NBC network, and other programming. The Petitioner states that the Commission has recognized that VHF channels have certain characteristics that pose challenges for their use in providing digital television service, including propagation characteristics that allow undesired signals and noise to be receivable at relatively far distances. Additionally, the Petitioner notes that the Commission has observed “large variability in the performance (especially intrinsic gain) of indoor antennas available to consumers, with most antennas receiving fairly well at UHF and the substantial majority not so well to very poor at high-VHF.” An engineering statement provided by the Petitioner confirms that the proposed channel 23 contour would provide full principal community coverage to Boise and would not cause impermissible interference to any station. In addition, the proposed channel 23 facility will not result in any loss of service to existing viewers within the Station's noise limited service contour (NLSC).</P>
                <P>We believe that the Petitioner's channel substitution proposal for KTVB warrants consideration. Channel 23 can be substituted for channel 7 at Boise as proposed, in compliance with the principal community coverage requirements of section 73.618(a) of the Commission's rules (rules), at coordinates 43-45′-15.6″ N and 116-05′-59.4″ W. In addition, we find that this channel change meets the technical requirements set forth in section 73.622(a) of the rules. The proposal would not result in loss of service to any viewers within the Station's existing NLSC.</P>
                <P>
                    This is a synopsis of the Commission's 
                    <E T="03">Notice of Proposed Rulemaking,</E>
                     MB Docket No. 24-152; RM-11982; DA 24-558, adopted June 13, 2024, and released June 13, 2024. The full text of this document is available for download at 
                    <E T="03">https://www.fcc.gov/edocs.</E>
                     To request materials in accessible formats (braille, large print, computer diskettes, or audio recordings), please send an email to 
                    <E T="03">FCC504@fcc.gov</E>
                     or call the Consumer &amp; Government Affairs Bureau at (202) 418-0530 (VOICE), (202) 418-0432 (TTY).
                </P>
                <P>
                    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 proposed 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, 
                    <E T="03">see</E>
                     44 U.S.C. 3506(c)(4). Provisions of the Regulatory Flexibility Act of 1980, 5 U.S.C. 601-612, do not apply to this proceeding.
                </P>
                <P>
                    Members of the public should note that all 
                    <E T="03">ex parte</E>
                     contacts are prohibited from the time a Notice of Proposed Rulemaking is issued to the time the matter is no longer subject to Commission consideration or court review, 
                    <E T="03">see</E>
                     47 CFR 1.1208. There are, however, exceptions to this prohibition, which can be found in § 1.1204(a) of the Commission's rules, 47 CFR 1.1204(a).
                </P>
                <P>
                    <E T="03">See</E>
                     Sections 1.415 and 1.420 of the Commission's rules for information regarding the proper filing procedures for comments, 47 CFR 1.415 and 1.420.
                </P>
                <P>
                    <E T="03">Providing Accountability Through Transparency Act:</E>
                     The Providing Accountability Through Transparency Act, Public Law 118-9, requires each agency, in providing notice of a rulemaking, to post online a brief plain-language summary of the proposed rule. The required summary of this Notice of Proposed Rulemaking/Further Notice of Proposed Rulemaking is available at 
                    <E T="03">https://www.fcc.gov/proposed-rulemakings.</E>
                </P>
                <LSTSUB>
                    <HD SOURCE="HED">List of Subjects in 47 CFR Part 73</HD>
                    <P>Television.</P>
                </LSTSUB>
                <SIG>
                    <FP>Federal Communications Commission.</FP>
                    <NAME>Thomas Horan,</NAME>
                    <TITLE>Chief of Staff, Media Bureau.</TITLE>
                </SIG>
                <HD SOURCE="HD1">Proposed Rule</HD>
                <P>For the reasons discussed in the preamble, the Federal Communications Commission proposes to amend 47 CFR part 73 as follows:</P>
                <PART>
                    <HD SOURCE="HED">PART 73—RADIO BROADCAST SERVICE</HD>
                </PART>
                <AMDPAR>1. The authority citation for part 73 continues to read as follows:</AMDPAR>
                <AUTH>
                    <HD SOURCE="HED">Authority:</HD>
                    <P> 47 U.S.C. 154, 155, 301, 303, 307, 309, 310, 334, 336, 339.</P>
                </AUTH>
                <AMDPAR>2. In § 73.622, in the table in paragraph (j), under Idaho, amend by revising the entry for Boise to read as follows:</AMDPAR>
                <SECTION>
                    <SECTNO>§ 73.622</SECTNO>
                    <SUBJECT> Digital television table of allotments.</SUBJECT>
                    <STARS/>
                    <P>(j) * * *</P>
                    <GPOTABLE COLS="2" OPTS="L1,tp0,i1" CDEF="s50,12">
                        <TTITLE> </TTITLE>
                        <BOXHD>
                            <CHED H="1">Community</CHED>
                            <CHED H="1">Channel No.</CHED>
                        </BOXHD>
                        <ROW>
                            <ENT I="22"> </ENT>
                        </ROW>
                        <ROW>
                            <ENT I="28">*    *    *    *    *</ENT>
                        </ROW>
                        <ROW EXPSTB="01">
                            <ENT I="21">
                                <E T="02">Idaho</E>
                            </ENT>
                        </ROW>
                        <ROW>
                            <ENT I="22"> </ENT>
                        </ROW>
                        <ROW>
                            <ENT I="28">*    *    *    *    *</ENT>
                        </ROW>
                        <ROW EXPSTB="00">
                            <ENT I="01">Boise</ENT>
                            <ENT>15, 20, 21, 23</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="22"> </ENT>
                        </ROW>
                        <ROW>
                            <ENT I="28">*    *    *    *    *</ENT>
                        </ROW>
                    </GPOTABLE>
                    <STARS/>
                </SECTION>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13692 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 6712-01-P</BILCOD>
        </PRORULE>
        <PRORULE>
            <PREAMB>
                <AGENCY TYPE="S">FEDERAL COMMUNICATIONS COMMISSION</AGENCY>
                <CFR>47 CFR Part 73</CFR>
                <DEPDOC>[MB Docket No. 24-153; RM-11983; DA 24-559; FR ID 226551]</DEPDOC>
                <SUBJECT>Television Broadcasting Services Augusta, Georgia</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Federal Communications Commission.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Proposed rule.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>The Video Division, Media Bureau (Bureau), has before it a petition for rulemaking filed June 7, 2024, by Gray Television Licensee, LLC, the licensee of WRDW-TV, channel 12, Augusta, Georgia. Gray also holds a construction permit to construct a facility on channel 27 at Augusta. Gray now requests that the Bureau substitute channel 12 for channel 27 at Augusta in the Table of TV Allotments, with the technical parameters as set forth in WRDW-TV's current license.</P>
                </SUM>
                <EFFDATE>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Comments must be filed on or before July 24, 2024 and reply comments on or before August 8, 2024.</P>
                </EFFDATE>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        Federal Communications Commission, Office of the Secretary, 45 L Street NE, Washington, DC 20554. In addition to filing comments with the FCC, interested parties should serve counsel for the Petitioner as follows: Joan Stewart, Esq., Wiley Rein LLP, 
                        <PRTPAGE P="52432"/>
                        1776 K Street NW, Washington, DC 20006.
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Joyce Bernstein, Media Bureau, at (202) 418-1647; or Joyce Bernstein, Media Bureau, at 
                        <E T="03">Joyce.Bernstein@fcc.gov.</E>
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>On May 5, 2021, the Bureau granted a petition for rulemaking submitted by Gray to substitute channel 27 for channel 12 at Augusta for WRDW-TV. On June 25, 2021, Gray was granted a construction permit for its new channel, which is scheduled to expire on June 25, 2024. In its Petition, Gray states that it will be unable to complete construction of the channel 27 facility by the expiration date. Thus, Gray requests amendment of the Table of TV Allotments to allow it to continue to operate on channel 12. Gray proposes to specify the technical parameters of its currently licensed channel 12 facility.</P>
                <P>We believe that the Petitioner's channel substitution proposal for WRDW-TV warrants consideration. WRDW-TV is currently operating on channel 12 and the substitution of channel 12 for channel 27 in the TV Table of Allotments will allow the Station to remain on the air and continue to provide service to viewers within its service area. Given that Gray proposes to utilize its currently licensed parameters, we believe channel 12 can be substituted for channel 27 at Augusta as proposed, in compliance with the principal community coverage requirements of § 73.618(a) of the Commission's rules at coordinates 33-24′-37″ N and 081-50′-36.0″ W. In addition, we find that this channel change meets the technical requirements set forth in § 73.622(a) of the rules.</P>
                <P>
                    This is a synopsis of the Commission's 
                    <E T="03">Notice of Proposed Rulemaking,</E>
                     MB Docket No. 24-153; RM-11983; DA 24-559, adopted June 13, 2024, and released June 13, 2024. The full text of this document is available for download at 
                    <E T="03">https://www.fcc.gov/edocs.</E>
                     To request materials in accessible formats (braille, large print, computer diskettes, or audio recordings), please send an email to 
                    <E T="03">FCC504@fcc.gov</E>
                     or call the Consumer &amp; Government Affairs Bureau at (202) 418-0530 (VOICE), (202) 418-0432 (TTY).
                </P>
                <P>
                    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 proposed 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, 
                    <E T="03">see</E>
                     44 U.S.C. 3506(c)(4). Provisions of the Regulatory Flexibility Act of 1980, 5 U.S.C. 601-612, do not apply to this proceeding.
                </P>
                <P>
                    Members of the public should note that all 
                    <E T="03">ex parte</E>
                     contacts are prohibited from the time a Notice of Proposed Rulemaking is issued to the time the matter is no longer subject to Commission consideration or court review, 
                    <E T="03">see</E>
                     47 CFR 1.1208. There are, however, exceptions to this prohibition, which can be found in § 1.1204(a) of the Commission's rules, 47 CFR 1.1204(a).
                </P>
                <P>
                    <E T="03">See</E>
                     Sections 1.415 and 1.420 of the Commission's rules for information regarding the proper filing procedures for comments, 47 CFR 1.415 and 1.420.
                </P>
                <P>
                    <E T="03">Providing Accountability Through Transparency Act:</E>
                     The Providing Accountability Through Transparency Act, Public Law 118-9, requires each agency, in providing notice of a rulemaking, to post online a brief plain-language summary of the proposed rule. The required summary of this Notice of Proposed Rulemaking/Further Notice of Proposed Rulemaking is available at 
                    <E T="03">https://www.fcc.gov/proposed-rulemakings.</E>
                </P>
                <LSTSUB>
                    <HD SOURCE="HED">List of Subjects in 47 CFR Part 73</HD>
                    <P>Television.</P>
                </LSTSUB>
                <SIG>
                    <FP>Federal Communications Commission.</FP>
                    <NAME>Thomas Horan,</NAME>
                    <TITLE>Chief of Staff, Media Bureau.</TITLE>
                </SIG>
                <HD SOURCE="HD1">Proposed Rule</HD>
                <P>For the reasons discussed in the preamble, the Federal Communications Commission proposes to amend 47 CFR part 73 as follows:</P>
                <PART>
                    <HD SOURCE="HED">PART 73—RADIO BROADCAST SERVICE</HD>
                </PART>
                <AMDPAR>1. The authority citation for part 73 continues to read as follows:</AMDPAR>
                <AUTH>
                    <HD SOURCE="HED">Authority:</HD>
                    <P> 47 U.S.C. 154, 155, 301, 303, 307, 309, 310, 334, 336, 339.</P>
                </AUTH>
                <AMDPAR>2. In § 73.622, in the table in paragraph (j), under Georgia, amend by revising the entry for Augusta to read as follows:</AMDPAR>
                <SECTION>
                    <SECTNO>§ 73.622</SECTNO>
                    <SUBJECT> Digital television table of allotments.</SUBJECT>
                    <STARS/>
                    <P>(j) * * *</P>
                    <GPOTABLE COLS="2" OPTS="L1,tp0,i1" CDEF="s50,12">
                        <TTITLE> </TTITLE>
                        <BOXHD>
                            <CHED H="1">Community</CHED>
                            <CHED H="1">Channel No.</CHED>
                        </BOXHD>
                        <ROW>
                            <ENT I="22"> </ENT>
                        </ROW>
                        <ROW RUL="s">
                            <ENT I="28">*    *    *    *    *</ENT>
                        </ROW>
                        <ROW EXPSTB="01" RUL="s">
                            <ENT I="21">
                                <E T="02">Georgia</E>
                            </ENT>
                        </ROW>
                        <ROW EXPSTB="00">
                            <ENT I="22"> </ENT>
                        </ROW>
                        <ROW>
                            <ENT I="28">*    *    *    *    *</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">Augusta</ENT>
                            <ENT>12, 28, 36</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="22"> </ENT>
                        </ROW>
                        <ROW>
                            <ENT I="28">*    *    *    *    *</ENT>
                        </ROW>
                    </GPOTABLE>
                    <STARS/>
                </SECTION>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13693 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 6712-01-P</BILCOD>
        </PRORULE>
    </PRORULES>
    <VOL>89</VOL>
    <NO>121</NO>
    <DATE>Monday, June 24, 2024</DATE>
    <UNITNAME>Notices</UNITNAME>
    <NOTICES>
        <NOTICE>
            <PREAMB>
                <PRTPAGE P="52433"/>
                <AGENCY TYPE="F">DEPARTMENT OF AGRICULTURE</AGENCY>
                <SUBAGY>Animal and Plant Health Inspection Service</SUBAGY>
                <DEPDOC>[Docket No. APHIS-2023-0023]</DEPDOC>
                <SUBJECT>Importation of Fresh Ginseng Roots (Panax ginseng C.A. Mey.) From the Republic of Korea Into the United States</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Animal and Plant Health Inspection Service, USDA.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>
                        We are advising the public of our decision to authorize the importation of fresh ginseng roots (
                        <E T="03">Panax ginseng</E>
                         C.A. Mey.) from the Republic of Korea into the United States. Based on the findings of a pest risk analysis, which we made available to the public for review and comment through a previous notice, we have determined that the application of one or more designated phytosanitary measures will be sufficient to mitigate the risks of introducing or disseminating plant pests or noxious weeds via the importation of fresh ginseng roots from the Republic of Korea.
                    </P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Imports may be authorized beginning June 24, 2024.</P>
                </DATES>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Mr. Hesham Abuelnaga, Senior Regulatory Policy Specialist, Regulatory Coordination and Compliance, PPQ, APHIS, 4700 River Road Unit 133, Riverdale, MD 20737-1231; (301) 851-2010; email: 
                        <E T="03">Hesham.A.Abuelnaga@usda.gov</E>
                        .
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P/>
                <HD SOURCE="HD1">Background</HD>
                <P>Under the regulations in “Subpart L—Fruits and Vegetables” (7 CFR 319.56-1 through 319.56-12, referred to below as the regulations), the Animal and Plant Health Inspection Service (APHIS) prohibits or restricts the importation of fruits and vegetables into the United States from certain parts of the world to prevent plant pests from being introduced into or disseminated within the United States.</P>
                <P>
                    Section 319.56-4 contains a performance-based process for approving the importation of fruits and vegetables that, based on the findings of a pest risk analysis, can be safely imported subject to one or more of the five designated phytosanitary measures listed in paragraph (b) of that section. Under that process, APHIS proposes to authorize the importation of a fruit or vegetable into the United States if, based on findings of a pest risk analysis, we determine that the measures can mitigate the plant pest risk associated with the importation of that fruit or vegetable. APHIS then publishes a notice in the 
                    <E T="04">Federal Register</E>
                     announcing the availability of the pest risk analysis that evaluates the risks associated with the importation of a particular fruit or vegetable. Following the close of the 60-day comment period, APHIS will issue a subsequent 
                    <E T="04">Federal Register</E>
                     notice announcing whether or not we will authorize the importation of the fruit or vegetable subject to the phytosanitary measures specified in the notice.
                </P>
                <P>
                    In accordance with that process, we published a notice 
                    <SU>1</SU>
                    <FTREF/>
                     in the 
                    <E T="04">Federal Register</E>
                     on May 1, 2023 (88 FR 26517, Docket No. APHIS-2023-0023), in which we announced the availability, for review and comment, of a pest risk analysis that evaluated the risks associated with the importation of fresh ginseng roots (
                    <E T="03">Panax ginseng</E>
                     C.A. Mey.) from the Republic of Korea into the United States. The pest risk analysis consisted of a pest risk assessment identifying pests of quarantine significance that could follow the pathway of importation of fresh ginseng roots (
                    <E T="03">Panax ginseng</E>
                     C.A. Mey.) from the Republic of Korea into the United States and a risk management document (RMD) identifying phytosanitary measures to be applied to that commodity to mitigate the pest risk.
                </P>
                <FTNT>
                    <P>
                        <SU>1</SU>
                          To view the notice and the pest risk analysis, go to 
                        <E T="03">www.regulations.gov</E>
                        . Enter APHIS-2023-0023 in the Search field.
                    </P>
                </FTNT>
                <P>We solicited comments on the notice for 60 days ending on June 30, 2023. We received no comments.</P>
                <P>
                    Therefore, in accordance with the regulations in §  319.56-4(c)(3)(iii), we are announcing our decision to authorize the importation of fresh ginseng roots (
                    <E T="03">Panax ginseng</E>
                     C.A. Mey.) from the Republic of Korea into the United States subject to the phytosanitary measures specified in the RMD that accompanied the initial notice.
                </P>
                <P>
                    These conditions will be listed in the U.S. Department of Agriculture's, APHIS Agricultural Commodity Import Requirements (ACIR) database (
                    <E T="03">https://acir.aphis.usda.gov/s/</E>
                    ).
                    <SU>2</SU>
                    <FTREF/>
                     In addition to these specific measures, each shipment will be subject to the general requirements listed in §  319.56-3 that are applicable to the importation of all fruits and vegetables.
                </P>
                <FTNT>
                    <P>
                        <SU>2</SU>
                         On September 30, 2022, the APHIS Fruits and Vegetables Import Requirements (FAVIR) database was replaced by the ACIR database.
                    </P>
                </FTNT>
                <HD SOURCE="HD1">Paperwork Reduction Act</HD>
                <P>
                    In accordance with the Paperwork Reduction Act of 1995 (44 U.S.C. 3501 
                    <E T="03">et seq.</E>
                    ), the recordkeeping and burden requirements associated with this action are included under the Office of Management and Budget control number 0579-0049.
                </P>
                <HD SOURCE="HD1">E-Government Act Compliance</HD>
                <P>The Animal and Plant Health Inspection Service is committed to compliance with the E-Government Act to promote the use of the internet and other information technologies, to provide increased opportunities for citizen access to Government information and services, and for other purposes. For information pertinent to E-Government Act compliance related to this notice, please contact Mr. Joseph Moxey, APHIS' Paperwork Reduction Act Coordinator, at (301) 851-2533.</P>
                <P>
                    <E T="03">Authority:</E>
                     7 U.S.C. 1633, 7701-7772, and 7781-7786; 21 U.S.C. 136 and 136a; 7 CFR 2.22, 2.80, and 371.3.
                </P>
                <SIG>
                    <DATED>Done in Washington, DC, this 13th day of June 2024.</DATED>
                    <NAME>Michael Watson,</NAME>
                    <TITLE>Administrator, Animal and Plant Health Inspection Service.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13759 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 3410-34-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <PRTPAGE P="52434"/>
                <AGENCY TYPE="N">DEPARTMENT OF COMMERCE</AGENCY>
                <SUBAGY>Bureau of Industry and Security</SUBAGY>
                <SUBJECT>Final Determination: Case No. ICTS-2021-002, Kaspersky Lab, Inc.</SUBJECT>
                <P>Pursuant to the authorities granted in Executive Order (“E.O.”) 13873, “Securing the Information and Communications Technology and Services Supply Chain,” the Department of Commerce (the “Department”) has reviewed transactions involving cybersecurity and anti-virus software supplied by Kaspersky Lab, Inc. (together with all affiliates, subsidiaries, and parent companies, “Kaspersky”) to determine (1) whether those transactions are covered ICTS transactions under 15 CFR 7.103(b); and if so, (2) whether those transactions pose an undue or unacceptable risk to U.S. national security or the safety and security of U.S. persons, as set out in E.O. 13873 and 15 CFR part 7.</P>
                <P>The Department finds that Kaspersky's provision of cybersecurity and anti-virus software to U.S. persons, including through third-party entities that integrate Kaspersky cybersecurity or anti-virus software into commercial hardware or software, poses undue and unacceptable risks to U.S. national security and to the security and safety of U.S. persons. Consistent with 15 CFR 7.109(a), the Secretary now issues this Final Determination, which sets forth the Department's decision, based on the risks presented in the Initial Determination and the subsequent responses and mitigation proposals from Kaspersky, as further detailed below.</P>
                <HD SOURCE="HD1">Background</HD>
                <P>Consistent with 15 CFR 7.1(b), the Secretary evaluates ICTS transactions under this rule on a case-by-case basis. As outlined in 15 CFR 7.103(a), upon receipt of any information identified in 15 CFR 7.100(a), the Secretary may consider any referral for review of a transaction. In a referral dated August 25, 2021, the Department of Justice (“DOJ”) requested the Department review ICTS transactions involving Kaspersky's provision of cybersecurity and anti-virus software and related services to persons subject to the jurisdiction of the United States. Prior to accepting the referral, the Department determined that the referred transactions were covered ICTS transactions, as identified by E.O. 13873 and consistent with the Department's regulations at 15 CFR part 7.</P>
                <P>First, the Kaspersky transactions meet the following criteria set forth in E.O. 13873(1)(a)(i):</P>
                <P>
                    <E T="03">1, The transactions involve information and communications technology or services designed, developed, manufactured, or supplied, by persons owned by, controlled by, or subject to the jurisdiction or direction of a foreign adversary.</E>
                     Kaspersky is subject to the jurisdiction of the Russian Federation (“Russia”), a foreign adversary designated by 15 CFR 7.4(a)(5).
                </P>
                <P>Second, the referred transactions meet the following criteria set forth in 15 CFR 7.3(a)(1-4):</P>
                <P>
                    <E T="03">1. The transactions are conducted by persons subject to the jurisdiction of the United States.</E>
                     Kaspersky offers cybersecurity and anti-virus software products and services in the United States through Kaspersky Lab, Inc., a Massachusetts corporation.
                    <SU>1</SU>
                    <FTREF/>
                </P>
                <FTNT>
                    <P>
                        <SU>1</SU>
                         
                        <E T="03">Business Entity Summary: Kaspersky Lab, Inc.,</E>
                         Sec. of the Commonw. of Mass. Corp. Div., 
                        <E T="03">https://corp.sec.state.ma.us/CorpWeb/CorpSearch/CorpSummary.aspx?sysvalue=dfuXePdZwyoTa04_4VJnwjfqm1XFpXmuQMqvGjYKkM0-</E>
                         (last visited May 29, 2024).
                    </P>
                </FTNT>
                <P>
                    <E T="03">2. The transactions involve property in which any foreign country or national has an interest.</E>
                     AO Kaspersky Lab, a Russian company,
                    <SU>2</SU>
                    <FTREF/>
                     holds the rights to intellectual property used in Kaspersky's cybersecurity and anti-virus software offered to U.S. persons,
                    <SU>3</SU>
                    <FTREF/>
                     often in combination with an end-user license agreement.
                    <SU>4</SU>
                    <FTREF/>
                     Moreover, Kaspersky Lab, Inc. is owned by Kaspersky Labs Limited, a United Kingdom corporation, which in turn is headquartered in Moscow.
                    <SU>5</SU>
                    <FTREF/>
                     In addition, Kaspersky Lab Switzerland GmbH, a subsidiary of Kaspersky Labs Limited, sells product licenses to U.S. end users via the Kaspersky website.
                    <SU>6</SU>
                    <FTREF/>
                     And finally, threat-related data received from users of Kaspersky products in North America is processed and stored on Swiss servers.
                    <SU>7</SU>
                    <FTREF/>
                </P>
                <FTNT>
                    <P>
                        <SU>2</SU>
                         
                        <E T="03">AO Kaspersky Lab,</E>
                         Kaspersky internet Security 2019, Kaspersky (Aug. 13, 2019), 
                        <E T="03">https://support.kaspersky.com/kis/2019/en-US/34744.htm</E>
                        .
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>3</SU>
                         
                        <E T="03">Kaspersky Lab—Global Privacy Policy,</E>
                         Kaspersky, 
                        <E T="03">https://www.kaspersky.com/global-privacy-policy</E>
                         (last visited May 29, 2024).
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>4</SU>
                         
                        <E T="03">See, e.g.,</E>
                         Kaspersky, End User License Agreement for Kaspersky Virus Removal Tool (2021), 
                        <E T="03">https://support.kaspersky.com/us/kvrt2015/licensing/8530#block3</E>
                         (last visited May 29, 2024).
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>5</SU>
                         
                        <E T="03">Company Overview,</E>
                         Kaspersky, https://usa.kaspersky.com/about/company (last visited May 29, 2024); 
                        <E T="03">https://esg.kaspersky.com/report/esg_report_2021-2022_en.pdf</E>
                         (last accessed on May 3, 2024).
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>6</SU>
                         
                        <E T="03">See Kaspersky Endpoint Security for Business,</E>
                         Kaspersky, 
                        <E T="03">https://usa.kaspersky.com/small-to-medium-business-security/endpoint-protection</E>
                         (last visited May 29, 2024).
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>7</SU>
                         
                        <E T="03">Kaspersky Global Transparency Initiative,</E>
                         Kaspersky, 
                        <E T="03">https://www.kaspersky.com/transparency-center</E>
                         (last visited May 29, 2024).
                    </P>
                </FTNT>
                <P>
                    <E T="03">3. The transactions were initiated, pending, or completed on or after January 19, 2021.</E>
                     Kaspersky has offered, and continues to offer, covered ICTS to U.S. persons on or after January 19, 2021.
                    <SU>8</SU>
                    <FTREF/>
                </P>
                <FTNT>
                    <P>
                        <SU>8</SU>
                         
                        <E T="03">See Complete Security Plans for You &amp; Your Family,</E>
                         Kaspersky,
                        <E T="03"> https://usa.kaspersky.com/home-security</E>
                         (last visited May 29, 2024).
                    </P>
                </FTNT>
                <P>
                    <E T="03">4. The transactions involve one or more listed types of ICTS.</E>
                     The transactions involve at least three types of ICTS listed in 15 CFR 7.3. First, the purpose and functionality of Kaspersky's cybersecurity and anti-virus software make them integral to both consumer and enterprise computing services, enabling these products and services to use, process, and/or retain sensitive personal data of U.S. customers under 15 CFR 7.3(a)(4)(iii). Second, Kaspersky supplies its products to customers who operate in sectors designated as critical infrastructure by Presidential Policy Directive 21—Critical Infrastructure Security and Resilience under 15 CFR 7.3(a)(4)(i).
                    <SU>9</SU>
                    <FTREF/>
                     Finally, the Department assesses that Kaspersky anti-virus and cybersecurity products meet the criteria set forth in 15 CFR 7.3(a)(4)(iv).
                </P>
                <FTNT>
                    <P>
                        <SU>9</SU>
                         
                        <E T="03">See Kaspersky Enterprise Industries,</E>
                         Kaspersky, 
                        <E T="03">https://www.kaspersky.com/enterprise-security/industries</E>
                         (last visited May 29, 2024).
                    </P>
                </FTNT>
                <P>Following the determination that the ICTS transactions identified in the DOJ referral were covered transactions under E.O. 13873 and 15 CFR part 7, the Department commenced an initial review under 15 CFR 7.103 to determine whether the covered ICTS transactions involving Kaspersky cybersecurity and anti-virus software pose undue or unacceptable risks. Pursuant to its authorities, the Department issued an administrative subpoena to Kaspersky on May 25, 2022. At the request of Kaspersky and its counsel upon receiving the subpoena, the Department met with Kaspersky on July 7, 2022, and again on September 1, 2022.</P>
                <P>
                    The Department reviewed all documents and information provided by Kaspersky in response to the subpoenas. The Department also reviewed unclassified information provided from U.S. Government agencies, as well as information obtained from public sources (including information available from commercial data services). The Department assessed the covered ICTS transactions according to the criteria identified in 15 CFR 7.103(c) and (d) and made its preliminary assessment that the transactions pose undue or unacceptable risk. The Department consulted with the appropriate agency heads regarding its preliminary assessment, including the information considered, analysis, and ultimate assessment. Following the interagency consultation, the Department reached its Initial Determination, consistent with 15 
                    <PRTPAGE P="52435"/>
                    CFR 7.105, which proposed to prohibit certain covered ICTS transactions. Kaspersky was served with the Initial Determination on October 5, 2023.
                </P>
                <P>The Initial Determination provided Kaspersky with an explanation as to why transactions involving Kaspersky cybersecurity and anti-virus software meet the criteria of 15 CFR 7.103(b). The Initial Determination further explained the Department's assessment that ICTS transactions to which Kaspersky is a party pose undue and unacceptable risks, as contemplated by E.O. 13873 and 15 CFR part 7. Accordingly, the Initial Determination recommended the Department prohibit certain ICTS transactions involving Kaspersky cybersecurity and anti-virus software.</P>
                <P>On December 7, 2023, at the request of Kaspersky and its counsel, Kaspersky briefed the Department on its response to the Initial Determination. The Department instructed Kaspersky to condense all relevant information into a written response, pursuant to 15 CFR 7.107, and to provide it no later than January 3, 2024.</P>
                <P>On January 3, 2024, Kaspersky submitted its official written response to the Initial Determination, which included Kaspersky's challenges to the basis of the Initial Determination, as well as proposed mitigation measures to address the identified risks. On January 9, 2024, the Department acknowledged receipt of Kaspersky's written response and requested additional information regarding Kaspersky's arguments and proposals. On January 12, 2024, Kaspersky submitted its response to the Department's request for additional information, providing further details regarding its proposed mitigation measures (hereinafter, the January 3 and 12 responses are collectively referred to as the “Written Submission”).</P>
                <P>In its Written Submission, Kaspersky challenged the Initial Determination under 15 CFR 7.107(a) as lacking a sufficient factual or other basis to justify the proposed prohibition. Kaspersky did not provide any new material information or evidence in support of its arguments that had not already been disclosed and considered in the investigation leading up to the Initial Determination. Kaspersky instead made arguments challenging the basis for the Initial Determination, which are further identified in Appendix A. The Department considered Kaspersky's arguments and addressed each as reflected in Appendix A. Ultimately, the Department determined that, contrary to Kaspersky's arguments, the proposed prohibition under 15 CFR 7.109(a) is well-supported, as discussed in Appendix A and below. Appendix A, attached, includes a detailed response to Kaspersky about how the Department considered the information and mitigation proposals provided by Kaspersky during the course of this review. As it contains business confidential information, it is protected from public disclosure under 15 CFR 7.102(a).</P>
                <HD SOURCE="HD1">Risk Determination</HD>
                <P>The Department reviewed covered ICTS transactions involving Kaspersky cybersecurity and anti-virus software and determined that those transactions pose undue or unacceptable risks, as set out in Section 1(a) of E.O. 13873 and 15 CFR part 7. At the outset, it is worth noting that regardless of whether Kaspersky's products contribute to greater cybersecurity for its customers, this does not necessarily, in the aggregate, increase national security. The risks to U.S. national security addressed in this Final Determination stem not from whether Kaspersky's products are effective at identifying viruses and other malware, but whether they can be used strategically to cause harm to the United States.</P>
                <P>The Department identified the following three aspects of Kaspersky cybersecurity and anti-virus software that contribute to the undue and unacceptable risks posed to the national security of the United States and the security and safety of U.S. persons:</P>
                <HD SOURCE="HD2">I. Kaspersky Is Subject to the Jurisdiction, Control, or Direction of the Russian Government, a Foreign Adversary</HD>
                <P>
                    The Department's regulations at 15 CFR 7.4(a)(5) identify Russia as a “foreign adversary.” Russia has demonstrated an intent and capability to sabotage or subvert ICT systems in the United States and exfiltrate sensitive data of U.S. persons for use in espionage, influence, or other malicious activities. Russia's malicious activity is documented in public and open-source information.
                    <SU>10</SU>
                    <FTREF/>
                </P>
                <FTNT>
                    <P>
                        <SU>10</SU>
                         
                        <E T="03">See, e.g., Six Russian GRU Officers Charged in Connection with Worldwide Deployment of Destructive Malware and Other Disruptive Actions in Cyberspace,</E>
                         U.S. Dep't of Just. Off. of Pub. Aff. (Oct. 19, 2020) 
                        <E T="03">https://www.justice.gov/opa/pr/six-russian-gru-officers-charged-connection-worldwide-deployment-destructive-malware-and</E>
                        .
                    </P>
                </FTNT>
                <P>
                    Significant aspects of Kaspersky's global business are conducted in Russia, including software design, development, and supply. The legal entity that holds the rights to Kaspersky's intellectual property, AO Kaspersky Lab, is organized under the laws of Russia.
                    <SU>11</SU>
                    <FTREF/>
                     Kaspersky's founder, majority owner, and current Chief Executive Officer, Eugene Kaspersky, is a Russian national who resides in Russia.
                    <SU>12</SU>
                    <FTREF/>
                     Consequently, Kaspersky is subject to the jurisdiction or direction of the Russian government. This fact was not disputed by the company in its responses.
                </P>
                <FTNT>
                    <P>
                        <SU>11</SU>
                         
                        <E T="03">Kaspersky Lab—Global Privacy Policy,</E>
                         Kaspersky, 
                        <E T="03">https://www.kaspersky.com/global-privacy-policy</E>
                         (last visited May 29, 2024).
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>12</SU>
                         
                        <E T="03">Eugene Kaspersky Bio,</E>
                         Kaspersky, 
                        <E T="03">https://www.kaspersky.com/about/team/eugene-kaspersky</E>
                         (last visited May 29, 2024); 
                        <E T="03">see also Eugene Kaspersky Profile,</E>
                         Forbes, 
                        <E T="03">https://www.forbes.com/profile/eugene-kaspersky/?sh=4a8a767e34d7</E>
                         (last visited May 29, 2024).
                    </P>
                </FTNT>
                <P>
                    As an entity subject to Russian jurisdiction, it must comply with any Russian government request for assistance or information. Russian laws compel companies subject to Russian jurisdiction to cooperate with Russian intelligence and law enforcement efforts, to include requests from the Russian Federal Security Service (“FSB”).
                    <SU>13</SU>
                    <FTREF/>
                     In its responses to the Department's subpoenas and its Written Submission, Kaspersky did not dispute that it is obligated to comply with requests from the FSB. Accordingly, Russia, through its jurisdiction, direction, or control over Kaspersky, could exploit access to sensitive information present on electronic devices that use Kaspersky's cybersecurity and anti-virus software in the United States or install or inject new malware through manipulation of Kaspersky's signature library and source code updates.
                </P>
                <FTNT>
                    <P>
                        <SU>13</SU>
                         
                        <E T="03">See Report of Peter B. Maggs to the Department of Homeland Security</E>
                         at 4 (Dec. 2, 2017), 
                        <E T="03">https://www.internetgovernance.org/wp-content/uploads/12-7-Exhibit-AR-Part-6-Maggs-report.pdf</E>
                        . In addition to complying with Federal Law No. 40-FZ, the Report of Peter B. Maggs explains that companies such as Kaspersky may also be obligated to assist the FSB with operational-investigative activities undertaken in the performance of FSB duties, such as by installing equipment supplied by the FSB for use in obtaining information stored on computers. 
                        <E T="03">Id.</E>
                         at 8-11 (citing Federal Law No. 144-FZ of August 12, 1995 (as amended), “On Operational-Investigative Activity”).
                    </P>
                </FTNT>
                <P>
                    In its Written Submission, Kaspersky proposed two mitigation measures to address Russian jurisdiction, control, or direction over its actions. These measures generally proposed changes to Kaspersky's U.S. operations and staffing, but modifying U.S. operations and staffing, without severing U.S. operations' ties with Kaspersky's foreign operations, does little to address the risks associated with Russian government control and direction. The proposed mitigation measures do not impact the technical operations, which allow logical access by foreign employees, including in Russia. As a 
                    <PRTPAGE P="52436"/>
                    result, the proposed mitigation measures do little to impair Russia's ability to compel Kaspersky to provide the Russian government access to U.S. customer systems and information. Consequently, as further explained in Appendix A, the Department determined that the proposed mitigation measures are insufficient.
                </P>
                <HD SOURCE="HD2">II. Kaspersky's Software Can Be Exploited To Identify Sensitive U.S. Person Data and Make it Available to Russian Government Actors</HD>
                <P>
                    Through its anti-virus and cybersecurity software, Kaspersky, and certain of its employees, necessarily gain access to sensitive U.S. person data. Kaspersky employs several thousand employees across offices in Russia and other foreign countries to develop and refine the source code for Kaspersky's anti-virus and cybersecurity software, to compile the threat signatures, and manage threat information that ultimately gets sent to end-user devices around the world, including in the United States.
                    <SU>14</SU>
                    <FTREF/>
                     Consequently, Kaspersky technical engineers have intimate knowledge of vulnerabilities and backdoors that may exist in the software operating on U.S. person devices, which could allow Kaspersky engineers to exploit those devices. Because cybersecurity and anti-virus software necessarily operates at the kernel level (
                    <E T="03">i.e.,</E>
                     the core of the operating system, allowing for full access to all systems on the device), this access may be misused to inspect the data and files stored or transited through the electronic devices that use Kaspersky's cybersecurity and anti-virus software. Additionally, Kaspersky may modify the software on a user's device to reroute the transmission of data collected by the device, which can include personal and proprietary user data, to Kaspersky servers located in Russia, or otherwise accessible from Russia. Exploiting this access would provide the Russian government with vectors to conduct espionage, compromise specific devices or networks, gather U.S. business information (including intellectual property), and access U.S. person sensitive data.
                </P>
                <FTNT>
                    <P>
                        <SU>14</SU>
                         
                        <E T="03">Company Overview,</E>
                         Kaspersky, 
                        <E T="03">https://usa.kaspersky.com/about/company</E>
                         (last visited May 29, 2024).
                    </P>
                </FTNT>
                <P>
                    The Department additionally assesses that the Kaspersky Security Network (KSN) 
                    <SU>15</SU>
                    <FTREF/>
                     function that is built into the software could further facilitate the Russian government's targeted collection of highly sensitive data from the user's device, such as the IP address, physical location, information about the computer's hardware and software, files downloaded, certain websites visited, running applications, and user account names. User systems that participate in the KSN send data about users' suspicious files or applications through the KSN for analysis based on certain Kaspersky-identified threat indicators. These threat indicators are proprietary, can be updated or changed daily, and could be used to scour user data to identify and collect sensitive user information for review by Kaspersky through the KSN.
                    <SU>16</SU>
                    <FTREF/>
                </P>
                <FTNT>
                    <P>
                        <SU>15</SU>
                         
                        <E T="03">Kaspersky Security Network (KSN),</E>
                         Kaspersky, 
                        <E T="03">https://www.kaspersky.com/ksn</E>
                         (last visited May 29, 2024).
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>16</SU>
                         Kaspersky Lab, Kaspersky Private Security Network: Real-Time Threat Intelligence—Inside The Corporate Infrastructure (White Paper, 2015), 
                        <E T="03">https://media.kaspersky.com/en/business-security/enterprise/KPSN_Whitepaper.pdf</E>
                        .
                    </P>
                </FTNT>
                <P>The integration of Kaspersky software into third-party hardware or software, or any “white labeling” of Kaspersky software, further exacerbates these risks as the user would be less likely to know the true source of the code, increasing the likelihood Kaspersky software could unwittingly be introduced into devices or networks containing highly sensitive U.S. data.</P>
                <P>
                    In its Written Submission, Kaspersky denies that the company could purposefully obtain sensitive data on U.S. persons.
                    <SU>17</SU>
                    <FTREF/>
                     Kaspersky argues that its operations and employees in Russia can only access data that is not attributable to a specific individual, and/or is used in aggregated statistics.
                    <SU>18</SU>
                    <FTREF/>
                     The Department disagrees with that argument. As further described in Appendix A, the data security policies the company has in place are internal policies that can be modified by Kaspersky leaders at will. Additionally, Kaspersky engineers who work on anti-virus or cybersecurity software can circumvent those policies by designing vulnerabilities into the source code. Moreover, while Kaspersky alleges the data retrieved is not attributable to a specific individual, Kaspersky's end-user license agreement standard language identifies various types of data that the software collects, such as unique device identifiers, user registration data, location information and images, and information about the operating system of the device and versions of other software present, which could be used to track devices on networks, websites visited, and user location, and ultimately identify the user in a personal or professional capacity.
                    <SU>19</SU>
                    <FTREF/>
                     For certain services provided by Kaspersky, the end-user license agreement clearly identifies a capability to locate a lost device, including functionality that enables the operation of the device's camera.
                    <SU>20</SU>
                    <FTREF/>
                </P>
                <FTNT>
                    <P>
                        <SU>17</SU>
                         
                        <E T="03">Response to and Proposed Measures to Mitigate Risks Identified in Initial Determination, Case No. ICTS-2021-002,</E>
                         Jan. 3, 2024, at 10 (“January 3rd Response”).
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>18</SU>
                         January 3rd Response at 10.
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>19</SU>
                         AO Kaspersky Lab, Kaspersky (Application for Android) End User License Agreement (2022), 
                        <E T="03">https://products.s.kaspersky-labs.com/homeuser/kisa/11.96.4.9614/english-20230327_161605/3730363534317c44454c7c4e554c4c/eula_basic.html</E>
                         (last visited May 29, 2024).
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>20</SU>
                         AO Kaspersky Lab, Kaspersky (Application for Android) End User License Agreement at Art. 4 (2022), 
                        <E T="03">https://products.s.kaspersky-labs.com/homeuser/kisa/11.96.4.9614/english-20230327_161605/3730363534317c44454c7c4e554c4c/eula_basic.html</E>
                         (last visited May 29, 2024).
                    </P>
                </FTNT>
                <P>Kaspersky proposed several technical and operational mitigation measures to address this aspect of the undue or unacceptable risk. These measures have been individually as well as collectively considered and addressed by the Department in Appendix A. None of the measures (either combined or in the aggregate) was assessed to be completely effective in mitigating the identified risks. Among other things, the proposed measures did not adequately address the technical risks associated with source code vulnerabilities that may exist in the anti-virus and cybersecurity software design process, which largely occurs outside of the United States. Therefore, the Department found that Kaspersky's proposals under this aspect are not sufficient to address the identified risks.</P>
                <HD SOURCE="HD2">III. Kaspersky Cybersecurity and Anti-virus Software, Developed and Supplied From Russia, Allows for the Capability and Opportunity To Install Malicious Software and Strategically Withhold Critical Malware Signature Updates</HD>
                <P>
                    As discussed above, Kaspersky develops and controls access to the technology and code infrastructure for its cybersecurity and anti-virus products and may determine the level of access granted to employees. Kaspersky's software operates at the kernel level, providing company employees the capability to acquire unhindered access to all systems on the device. Consequently, Kaspersky software can enable the Russian government—either directly, or through Kaspersky employees under the direction of the Russian government—to sabotage or subvert the integrity of ICTS in the United States. This could include actions to facilitate the installation of malicious tools on U.S. persons' devices and networks, as well as actions to strategically delay or prevent malware signature updates from reaching certain customers in a timely manner. The 
                    <PRTPAGE P="52437"/>
                    delay or denial of signature updates would leave these users vulnerable to malicious actors who could target exploitation of known devices and networks.
                </P>
                <P>
                    In its Written Submission, Kaspersky argued that it has implemented multiple safeguards to prevent malicious code from being introduced to a user's device.
                    <SU>21</SU>
                    <FTREF/>
                     These arguments have been considered and are addressed by the Department in greater detail in Appendix A. At a general level, the safeguards identified would not address a fundamental aspect of the risk—namely, that Kaspersky does not have to affirmatively inject malware through its own code. Instead, through its persistent access to devices, Kaspersky can provide information about the devices on which its software operates, to enable malicious cyber actors—whether in the Russian government or aligned therewith—to gain access to those devices and manipulate settings on the device. Additionally, Kaspersky's global virus scanning operation puts it at the forefront for identifying new vulnerabilities in existing software, providing it with significant non-public information for ways to exploit certain versions of software, as well as a list of devices that run that software. This capability, if leveraged by the Russian government, greatly enhances its ability to conduct cyber espionage and to steal sensitive data.
                </P>
                <FTNT>
                    <P>
                        <SU>21</SU>
                         January 3rd Response at 10.
                    </P>
                </FTNT>
                <P>
                    In its Written Submission, Kaspersky also proposed additional technical and operational mitigation measures to address this aspect of the undue or unacceptable risk.
                    <SU>22</SU>
                    <FTREF/>
                     As described in Appendix A, the Department concluded that these measures, when considered both individually and in combination with one another, do not sufficiently address the identified risk. The Department determined they fail largely for the same reasons described above regarding the company's existing safeguards. Specifically, the proposed technical and operational mitigation measures address neither the risks associated with intentional withholding of new threat signatures nor the risks associated with Kaspersky's ability to use its kernel-level access to U.S. user systems for a variety of malign purposes.
                </P>
                <FTNT>
                    <P>
                        <SU>22</SU>
                         January 3rd Response at 13-14.
                    </P>
                </FTNT>
                <HD SOURCE="HD1">Final Determination</HD>
                <P>
                    Pursuant to 50 U.S.C. 1701 
                    <E T="03">et seq.,</E>
                     E.O. 13873, and 15 CFR 7.109, and in light of its assessment of the aforementioned risks, as described above and in further detail in Appendix A, including the consideration and determination of insufficiency of Kaspersky's proposed measures to mitigate the risks identified, the Department hereby issues this Final Determination regarding the following ICTS transactions, as that term is defined under 15 CFR 7.2, with U.S. persons:
                </P>
                <P>1. ICTS transactions involving any cybersecurity product or service designed, developed, manufactured, or supplied, in whole or in part, by Kaspersky, to include those products and services listed in Appendix B;</P>
                <P>2. ICTS transactions involving any anti-virus software designed, developed, manufactured, or supplied, in whole or in part, by Kaspersky to include those products and services listed in Appendix B; and</P>
                <P>
                    3. ICTS transactions involving the integration of software designed, developed, manufactured, or supplied, in whole or in part, by Kaspersky into third-party products or services (
                    <E T="03">e.g.,</E>
                     “white-labeled” products or services).
                </P>
                <P>Effective at 12 a.m. EDT on July 20, 2024, in accordance with 15 CFR 7.109(d)(5), Kaspersky, and any of its successors and assignees, is prohibited from entering into any new agreement with U.S. persons involving one or more ICTS transactions identified above.</P>
                <P>Effective 12 a.m. EDT on September 29, 2024, in accordance with 15 CFR 7.109(d)(5), Kaspersky, and any of its successors or assignees, shall be prohibited from engaging in the identified ICTS transactions in the United States or with U.S. persons, including (1) providing any anti-virus signature updates and codebase updates associated with the ICTS transactions identified above; and (2) operating KSN in the United States or on any U.S. person's information technology system. Kaspersky may continue to operate the KSN for U.S. persons, as well as provide anti-virus signature updates and codebase updates to current U.S. subscribers and users of cybersecurity and anti-virus products and services as identified in Appendix B, until 12:00 a.m. EDT on September 29, 2024.</P>
                <P>Pursuant to the above determination, effective 12:00 a.m. EDT on September 29, 2024, any resale of Kaspersky cybersecurity or anti-virus software, integration of Kaspersky cybersecurity or anti-virus software into other products and services, or licensing of Kaspersky cybersecurity or anti-virus software for purposes of resale or integration into other products or services is prohibited in the United States or by U.S. persons.</P>
                <P>This Final Determination shall not apply to transactions involving Kaspersky Threat Intelligence products and services, Kaspersky Security Training products and services, or Kaspersky consulting or advisory services (including SOC Consulting, Security Consulting, Ask the Analyst, and Incident Response) that are purely informational or educational in nature.</P>
                <P>In accordance with 15 CFR 7.200, any person who violates, attempts to violate, conspires to violate, or causes any knowing violation of this Final Determination prohibiting certain classes of ICTS transactions is subject to civil penalties. In accordance with 15 CFR 7.200, any person who willfully commits, willfully attempts to commit, or willfully conspires to commit, or aids and abets in the commission of a violation of this Final Determination prohibiting certain classes of ICTS transactions is subject to criminal penalties.</P>
                <P>
                    <E T="03">This document of the Department of Commerce was signed on June 14, 2024, by Gina M. Raimondo, Secretary of Commerce. The document with the original signature and date is maintained by the Department of Commerce. For administrative purposes only, and in compliance with requirements of the Office of the Federal Register, the undersigned Department of Commerce Federal Register Liaison Officer has been authorized to sign and submit the document in electronic format for publication, as an official document of the Department of Commerce. This administrative process in no way alters the legal effect of this document upon publication in the</E>
                      
                    <E T="04">Federal Register</E>
                    .
                </P>
                <SIG>
                    <DATED>Signed in Washington, DC, on June 14, 2024.</DATED>
                    <NAME>Beth Grossman,</NAME>
                    <TITLE>Federal Register Liaison Officer, U.S. Department of Commerce.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13532 Filed 6-20-24; 4:15 pm]</FRDOC>
            <BILCOD>BILLING CODE 3510-33-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF COMMERCE</AGENCY>
                <SUBAGY>International Trade Administration</SUBAGY>
                <DEPDOC>[A-428-852, A-533-924, A-588-882, A-421-817, A-518-001, A-274-810]</DEPDOC>
                <SUBJECT>Melamine From Germany, India, Japan, the Netherlands, Qatar, and Trinidad and Tobago: Postponement of Preliminary Determinations in the Less-Than-Fair-Value Investigations</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Enforcement and Compliance, International Trade Administration, Department of Commerce.</P>
                </AGY>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Applicable June 24, 2024.</P>
                </DATES>
                <FURINF>
                    <PRTPAGE P="52438"/>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>Noah Wetzel (Germany), Myrna Lobo (India), George McMahon (Japan), Fred Baker (the Netherlands), Gorden Struck (Qatar), or Brittany Bauer (Trinidad and Tobago), AD/CVD Operations, Offices II, V, VI, VII, and VIII, Enforcement and Compliance, International Trade Administration, U.S. Department of Commerce, 1401 Constitution Avenue NW, Washington, DC 20230; telephone: (202) 482-7466, (202) 482-2371, (202) 482-1167, (202) 482-2924, (202) 482-8151, and (202) 482-3860, respectively.</P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <HD SOURCE="HD1">Background</HD>
                <P>
                    On March 5, 2024, the U.S. Department of Commerce (Commerce) initiated less-than-fair-value (LTFV) investigations of imports of melamine from Germany, India, Japan, the Netherlands, Qatar, and Trinidad and Tobago.
                    <SU>1</SU>
                    <FTREF/>
                     Currently, the preliminary determinations are due no later than July 23, 2024. The period of investigation is January 1, 2023, through December 31, 2023.
                </P>
                <FTNT>
                    <P>
                        <SU>1</SU>
                         
                        <E T="03">See Melamine from Germany, India, Japan, the Netherlands, Qatar, and Trinidad and Tobago: Initiation of Less-Than-Fair-Value Investigations,</E>
                         89 FR 17413 (March 11, 2024).
                    </P>
                </FTNT>
                <HD SOURCE="HD1">Postponement of Preliminary Determinations</HD>
                <P>Section 733(b)(1)(A) of the Tariff Act of 1930, as amended (the Act), requires Commerce to issue the preliminary determination in an LTFV investigation within 140 days after the date on which Commerce initiated the investigation. However, section 733(c)(1) of the Act permits Commerce to postpone the preliminary determination until no later than 190 days after the date on which Commerce initiated the investigation if: (A) the petitioner makes a timely request for a postponement; or (B) Commerce concludes that the parties concerned are cooperating, that the investigation is extraordinarily complicated, and that additional time is necessary to make a preliminary determination. Under 19 CFR 351.205(e), the petitioner must submit a request for postponement 25 days or more before the scheduled date of the preliminary determination and must state the reasons for the request. Commerce will grant the request unless it finds compelling reasons to deny the request.</P>
                <P>
                    On June 13, 2024, the petitioner 
                    <SU>2</SU>
                    <FTREF/>
                     submitted a timely request that Commerce postpone the preliminary determinations in the LTFV investigations of imports of melamine from Germany, India, Japan, the Netherlands, Qatar, and Trinidad and Tobago. The petitioners stated that “{w}ith regard to the 
                    <E T="03">Melamine from India</E>
                     and 
                    <E T="03">Melamine from Qatar</E>
                     investigations, postponement is warranted so that Commerce can evaluate fully the initial questionnaire responses submitted by the mandatory respondents and solicit supplemental information as necessary,” and the petitioner “seeks postponement of all six antidumping investigations in order to keep them on the same schedule and avoid the need to split the cases at the International Trade Commission.” 
                    <SU>3</SU>
                    <FTREF/>
                </P>
                <FTNT>
                    <P>
                        <SU>2</SU>
                         The petitioner is Cornerstone Chemical Company.
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>3</SU>
                         
                        <E T="03">See</E>
                         Petitioners' Letter, “Petitioner's Request for Postponement of the Preliminary Determinations,” dated June 13, 2024.
                    </P>
                </FTNT>
                <P>
                    For the reasons stated above and because there are no compelling reasons to deny the request, in accordance with section 733(c)(1)(A) of the Act and 19 CFR 351.205(e), Commerce is postponing the deadline for the preliminary determinations by 50 days (
                    <E T="03">i.e.,</E>
                     to 190 days after the date on which these investigations were initiated). As a result, Commerce will issue its preliminary determinations in the above-referenced investigations no later than September 11, 2024. In accordance with section 735(a)(1) of the Act and 19 CFR 351.210(b)(1), the deadline for the final determinations of these investigations will continue to be 75 days after the date of the preliminary determinations, unless postponed at a later date.
                </P>
                <HD SOURCE="HD1">Notification to Interested Parties</HD>
                <P>This notice is issued and published pursuant to section 733(c)(2) of the Act and 19 CFR 351.205(f)(1).</P>
                <SIG>
                    <DATED>Dated: June 18, 2024.</DATED>
                    <NAME>Ryan Majerus,</NAME>
                    <TITLE>Deputy Assistant Secretary for Policy and Negotiations, performing the non-exclusive functions and duties of the Assistant Secretary for Enforcement and Compliance.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13790 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 3510-DS-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF COMMERCE</AGENCY>
                <SUBAGY>National Institute of Standards and Technology</SUBAGY>
                <SUBJECT>National Artificial Intelligence Advisory Committee</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>National Institute of Standards and Technology, Department of Commerce.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice of open meeting.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>
                        The National Institute of Standards and Technology (NIST) announces that the National Artificial Intelligence Advisory Committee (NAIAC or Committee) will hold a series of virtual briefing sessions. These sessions will be held via web conference on Tuesday, July 9, 2024, Wednesday, July 10, 2024, and July 11, 2024, from 2:00 p.m.-3:30 p.m. Eastern Time each day. The primary purpose of these meetings is to have invited guests brief the full Committee on topics of interest related to the Committee's year three efforts. The briefings are from outside subject matter experts to the full Committee from areas such as industry, nonprofit organizations, the scientific community, the defense and law enforcement communities, and other appropriate organizations. The final agenda will be posted on the NIST website at 
                        <E T="03">https://www.nist.gov/itl/national-artificial-intelligence-advisory-committee-naiac.</E>
                    </P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>The NAIAC will meet on Tuesday, July 9, 2024, Wednesday, July 10, 2024, and July 11, 2024, from 2:00 p.m.-3:30 p.m. Eastern Time.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        The meetings will be held via webinar. Please note participation instructions under the 
                        <E T="02">SUPPLEMENTARY INFORMATION</E>
                         section of this notice.
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Cheryl L. Gendron, Designated Federal Officer, Information Technology Laboratory, National Institute of Standards and Technology, Telephone: (301) 975-2785, Email address: 
                        <E T="03">cheryl.gendron@nist.gov.</E>
                         Please direct any inquiries to the committee at 
                        <E T="03">naiac@nist.gov.</E>
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>
                    Pursuant to the Federal Advisory Committee Act, as amended, 5 U.S.C. 1001 
                    <E T="03">et seq.,</E>
                     notice is hereby given that the NAIAC will meet virtually as set forth in the 
                    <E T="02">DATES</E>
                     section of this notice. The meetings will be open to the public.
                </P>
                <P>
                    The NAIAC is authorized by section 5104 of the National Artificial Intelligence Initiative Act of 2020 (Pub. L. 116-283), in accordance with the provisions of the Federal Advisory Committee Act, as amended (FACA), 5 U.S.C. 1001 
                    <E T="03">et seq.</E>
                     The Committee advises the President and the National Artificial Intelligence Initiative Office on matters related to the National Artificial Intelligence Initiative. Additional information on the NAIAC is available at 
                    <E T="03">ai.gov/naiac/.</E>
                </P>
                <P>
                    The primary purpose of these meetings is to have invited guests brief the full Committee on topics of interest related to the Committee's year three efforts. The briefings are from outside subject matter experts to the full Committee from areas such as industry, nonprofit organizations, the scientific 
                    <PRTPAGE P="52439"/>
                    community, the defense and law enforcement communities, and other appropriate organizations. Additional information, including the specific session names, times, and aligned dates, will be available on the agenda which will be posted online. Members of the public interested in reviewing the agenda in advance and viewing the sessions are encouraged to visit 
                    <E T="03">https://www.nist.gov/itl/national-artificial-intelligence-advisory-committee-naiac</E>
                     for session details and to register to watch virtually. The agenda items may change to accommodate NAIAC business. The final agenda will be posted on the NIST website at 
                    <E T="03">https://www.nist.gov/itl/national-artificial-intelligence-advisory-committee-naiac.</E>
                </P>
                <P>
                    <E T="03">Comments:</E>
                     Individuals and representatives of organizations who would like to offer comments and suggestions related to items on the Committee's agenda for these meetings are invited to submit comments in advance of the event. Please note that all comments submitted via email will be treated as public documents and will be made available for public inspection. All comments must be submitted via email with the subject line “July 9-11, 2024, NAIAC Public Meetings” to 
                    <E T="03">naiac@nist.gov</E>
                     by 5 p.m. Eastern Time, July 8, 2024. NIST will not accept comments accompanied by a request that part or all of the comment be treated confidentially because of its business proprietary nature or for any other reason. Therefore, do not submit confidential business information or otherwise sensitive, protected, or personal information, such as account numbers, Social Security numbers, or names of other individuals. Members of the public may also submit written comments to the NAIAC at any time.
                </P>
                <P>
                    <E T="03">Virtual Meeting Registration Instructions:</E>
                     The meetings will be broadcast via web conference. Requests for special accommodations may be made by emailing 
                    <E T="03">cheryl.gendron@nist.gov.</E>
                     Registration is required to view the web conference. Instructions on how to register will be made available at 
                    <E T="03">https://www.nist.gov/itl/national-artificial-intelligence-advisory-committee-naiac.</E>
                     Registration will remain open until the conclusion of the meetings.
                </P>
                <SIG>
                    <NAME>Alicia Chambers,</NAME>
                    <TITLE>NIST Executive Secretariat.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13783 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 3510-13-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF COMMERCE</AGENCY>
                <SUBAGY>National Oceanic and Atmospheric Administration</SUBAGY>
                <SUBJECT>Science Advisory Board</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>National Oceanic and Atmospheric Administration (NOAA), Department of Commerce (DOC).</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice of public meetings.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>This notice sets forth the schedule and proposed agenda for a meeting of the Science Advisory Board (SAB). The members will discuss issues outlined in the section on Matters to be considered.</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>The meeting is scheduled for July 31, 2024, from 9:45 a.m. to 4:45 p.m. Eastern Standard Time (EST) and on August 1, 2024, from 8:30 a.m. to 12:35 p.m. EST. These times and the agenda topics described below are subject to change.</P>
                    <P>
                        For the latest agenda please refer to the SAB website: 
                        <E T="03">http://sab.noaa.gov/SABMeetings/</E>
                        .
                    </P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        The meeting location is at the NOAA Great Lakes Environmental Research Laboratory at 4840 State Rd, Ann Arbor, MI 48108. The exact meeting location and a link for the webinar registration will be posted, when available, on the SAB website: 
                        <E T="03">https://sab.noaa.gov/current-meetings/</E>
                        .
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Casey Stewart, Executive Director, SSMC3, Room 11360, 1315 East-West Hwy., Silver Spring, MD 20910; Phone Number: 240-381-0833; Email: 
                        <E T="03">noaa.scienceadvisoryboard@noaa.gov</E>
                        ; or visit the SAB website at 
                        <E T="03">https://sab.noaa.gov/current-meetings/</E>
                        .
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>The NOAA Science Advisory Board (SAB) was established by a Decision Memorandum dated September 25, 1997, and is the only Federal Advisory Committee with responsibility to advise the Under Secretary of Commerce for Oceans and Atmosphere on strategies for research, education, and application of science to operations and information services. SAB activities and advice provide necessary input to ensure that National Oceanic and Atmospheric Administration (NOAA) science programs are of the highest quality and provide optimal support to resource management.</P>
                <P>
                    <E T="03">Status:</E>
                     The July 31-August 1, 2024, meeting will be open to public participation with a 15-minute public comment period at 4:30 p.m. EST on July 31, 2024. The SAB expects that public statements presented at its meetings will not be repetitive of previously submitted verbal or written statements. In general, each individual or group making a verbal presentation will be limited to a total time of three minutes. Written comments for the July 31 and August 1, 2024, meeting should be received by the SAB Executive Director's Office (
                    <E T="03">noaa.scienceadvisoryboard@noaa.gov</E>
                    ) by July 9, 2024, to provide sufficient time for SAB review. Written comments received by the SAB Executive Director after these dates will be distributed to the SAB but may not be reviewed prior to the meeting date.
                </P>
                <P>
                    <E T="03">Special Accommodations:</E>
                     These meetings are physically accessible to people with disabilities. Requests for special accommodations may be directed to the Executive Director no later than 12 p.m. on July 16, 2024.
                </P>
                <P>
                    <E T="03">Matters to be Considered:</E>
                     The meeting on July 31-August 1, 2024, will include the following topics: (1) the SAB Consent Calendar, (2) Review of Action Items from March and June 2024 SAB Meetings, (3) NOAA Update, (4) NOAA Science Update, (5) SAB Tsunami Science and Technology Advisory Panel (TSTAP) Statement on the National Tsunami Hazard Mitigation Program, (6) Cooperative Science Centers (CSC) and Building NOAA's Workforce, (7) Discussion (GLERL CSC Alumni; NOAA OHCS; Advisor on Youth Engagement, (8) Strategic Session on Great Lakes/transboundary/international, (9) Cooperative Institute (CI) for Meteorological Satellite Studies (CIMSS) Review Report, (10) CI for Climate, Ocean, and Ecosystem Review Report (CICOES), (11) CI for Marine, Earth and Atmospheric Systems (CIMEAS) Report, (12) CI for Marine and Atmospheric Studies (CIMAS) Review Report, (13) NOAA Response to SAB Ecosystem Science and Management Working Group (ESMWG) Rapidly Changing Marine Environment Report, (14) NOAA Response to and a Update on SAB Net Zero Emissions Fleet, and (15) Business Development Working Group Update.
                </P>
                <P>
                    Meeting materials, including work products, will also be available on the SAB website: 
                    <E T="03">https://sab.noaa.gov/current-meetings/current-meeting-documents/</E>
                    .
                </P>
                <SIG>
                    <NAME>David Holst,</NAME>
                    <TITLE>Chief Financial Officer/Administrative Officer, Office of Oceanic and Atmospheric Research, National Oceanic and Atmospheric Administration.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13765 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 3510-kd-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <PRTPAGE P="52440"/>
                <AGENCY TYPE="N">CONSUMER PRODUCT SAFETY COMMISSION</AGENCY>
                <SUBJECT>Sunshine Act Meetings</SUBJECT>
                <PREAMHD>
                    <HD SOURCE="HED">TIME AND DATE:</HD>
                    <P>Wednesday, June 26, 2024, at 10 a.m. ET.</P>
                </PREAMHD>
                <PREAMHD>
                    <HD SOURCE="HED">PLACE:</HD>
                    <P>Meeting will be held remotely and in person at 4330 East West Highway, Bethesda, Maryland, Room 420.</P>
                </PREAMHD>
                <PREAMHD>
                    <HD SOURCE="HED">STATUS:</HD>
                    <P>Commission Meeting—Closed to the Public.</P>
                </PREAMHD>
                <PREAMHD>
                    <HD SOURCE="HED">MATTERS TO BE CONSIDERED:</HD>
                    <P>Meeting Matter: Briefing Matter.</P>
                </PREAMHD>
                <PREAMHD>
                    <HD SOURCE="HED">CONTACT PERSON FOR MORE INFORMATION:</HD>
                    <P>Alberta E. Mills, Office of the Secretary, U.S. Consumer Product Safety Commission, 4330 East West Highway, Bethesda, MD 20814, 301-504-7479 (Office) or 240-863-8938 (Cell).</P>
                </PREAMHD>
                <SIG>
                    <DATED>Dated: June 18, 2024.</DATED>
                    <NAME>Elina Lingappa,</NAME>
                    <TITLE>Paralegal Specialist.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13847 Filed 6-20-24; 11:15 am]</FRDOC>
            <BILCOD>BILLING CODE 6355-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">CONSUMER PRODUCT SAFETY COMMISSION</AGENCY>
                <SUBJECT>Sunshine Act Meetings</SUBJECT>
                <PREAMHD>
                    <HD SOURCE="HED">TIME AND DATE: </HD>
                    <P>Wednesday, June 26, 2024, at 10:30 a.m. ET.</P>
                </PREAMHD>
                <PREAMHD>
                    <HD SOURCE="HED">PLACE: </HD>
                    <P>Meeting will be held remotely and in person at 4330 East West Highway, Bethesda, Maryland, Room 420.</P>
                </PREAMHD>
                <PREAMHD>
                    <HD SOURCE="HED">STATUS: </HD>
                    <P>Commission Meeting—Closed to the Public.</P>
                </PREAMHD>
                <PREAMHD>
                    <HD SOURCE="HED">MATTERS TO BE CONSIDERED:</HD>
                    <P>Meeting Matter: Briefing Matter.</P>
                </PREAMHD>
                <PREAMHD>
                    <HD SOURCE="HED">CONTACT PERSON FOR MORE INFORMATION: </HD>
                    <P>Alberta E. Mills, Office of the Secretary, U.S. Consumer Product Safety Commission, 4330 East West Highway, Bethesda, MD 20814, 301-504-7479 (Office) or 240-863-8938 (Cell).</P>
                </PREAMHD>
                <SIG>
                    <DATED>Dated: June 18, 2024.</DATED>
                    <NAME>Elina Lingappa,</NAME>
                    <TITLE>Paralegal Specialist.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13846 Filed 6-20-24; 11:15 am]</FRDOC>
            <BILCOD>BILLING CODE 6355-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="N">DENALI COMMISSION</AGENCY>
                <SUBJECT>Denali Commission Fiscal Year 2025 Draft Work Plan</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Denali Commission.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>
                        The Denali Commission (Commission) is an independent Federal agency based on an innovative federal-state partnership designed to provide critical utilities, infrastructure and support for economic development and training in Alaska by delivering federal services in the most cost-effective manner possible. The Commission is required to develop an annual work plan for future spending which will be published in the 
                        <E T="04">Federal Register</E>
                        , providing an opportunity for a 30-day period of public review and written comment. This 
                        <E T="04">Federal Register</E>
                         notice serves to announce the 30-day opportunity for public comment on the Denali Commission Draft Work Plan for Federal Fiscal Year 2025 (FY 2025).
                    </P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Comments and related material to be received by, July 26, 2024.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>Submit comments to the Denali Commission, Attention: Elinda Hetemi, 550 W 7th Avenue, Suite 1230, Anchorage, AK 99501.</P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Elinda Hetemi, Denali Commission, 550 W 7th Avenue, Suite 1230, Anchorage, AK 99501. Telephone:907-271-3415. Email: 
                        <E T="03">ehetemi@denali.gov.</E>
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P/>
                <P>
                    <E T="03">Background:</E>
                     The Denali Commission's mission is to partner with tribal, federal, state, and local governments and collaborate with all Alaskans to improve the effectiveness and efficiency of government services, to build and ensure the operation and maintenance of Alaska's basic infrastructure, and to develop a well-trained labor force employed in a diversified and sustainable economy.
                </P>
                <P>By creating the Commission, Congress mandated that all parties involved partner together to find new and innovative solutions to the unique infrastructure and economic development challenges in America's most remote communities. Pursuant to the Denali Commission Act, the Commission determines its own basic operating principles and funding criteria on an annual federal fiscal year (October 1 to September 30) basis. The Commission outlines these priorities and funding recommendations in an annual work plan. The FY 2025 Work Plan was developed in the following manner.</P>
                <P>• At a meeting of the Denali Commissioners the Commissioners voted to adopt the FY 2025 Workplan.</P>
                <P>• The work plan was published on Denali.gov for review by the public in advance of public testimony.</P>
                <P>• A public hearing was held to record public comments and recommendations on the preliminary draft work plan.</P>
                <P>• No public comments were received.</P>
                <P>
                    • The Federal Co-Chair prepared the draft work plan for publication in the 
                    <E T="04">Federal Register</E>
                     providing a 30-day period for public review and written comment. During this time, the draft work plan will also be disseminated to Commission program partners including, but not limited to, the Bureau of Indian Affairs (BIA), the Economic Development Administration (EDA), Department of Agriculture—Rural Utilities Service (USDA/RUS), and the State of Alaska.
                </P>
                <P>
                    • At the conclusion of the 
                    <E T="04">Federal Register</E>
                     Public comment period Commission staff will provide the Federal Co-Chair with a summary of public comments and recommendations, if any, on the draft work plan.
                </P>
                <P>• If no revisions are made to the draft, the Federal Co-Chair will provide notice of approval of the work plan to the Commissioners, and forwards the work plan to the Secretary of Commerce for approval; or, if there are revisions the Federal Co-Chair provides notice of modifications to the Commissioners for their consideration and approval, and upon receipt of approval from Commissioners, forwards the work plan to the Secretary of Commerce for approval.</P>
                <P>• The Secretary of Commerce approves the work plan.</P>
                <P>• The Federal Co-Chair then approves grants and contracts based upon the approved work plan.</P>
                <HD SOURCE="HD1">FY 2025 Appropriations Summary</HD>
                <P>
                    The Commission has historically received federal funding from several sources. The two primary sources at this time include the Energy &amp; Water Appropriation Bill (“base” or “discretionary” funds), Transportation Housing and Urban Development (THUD) and an annual allocation from the Trans-Alaska Pipeline Liability (TAPL) fund. The proposed FY 2025 Work Plan assumes the Commission will receive $15,000,000 of base funds, which is the amount referenced in the reauthorization of the Commission passed by Congress in 2016 (ref: Pub. L. 114-322), $18,000,000 from THUD, less administrative expenses, and a $2,917,000 TAPL allocation based on discussions with the Office of Management and Budget (OMB). Approximately $4,000,000 of the base funds will be used for administrative expenses and non-project program support. The total base funding shown in the Work Plan also includes an amount typically available from project closeouts and other de-obligations that occur in any given year. Approximately $117,000 of the TAPL funds will be utilized for administrative expenses and non-project program support, leaving 
                    <PRTPAGE P="52441"/>
                    $2,800,000 available for program activities. Absent any new specific direction or limitations provided by Congress these funding sources are governed by the following general principles, either by statute or by language in the Work Plan itself:
                </P>
                <P>• Funds from the Energy &amp; Water Appropriation are eligible for use in all programs.</P>
                <P>• TAPL funds can only be used for bulk fuel related projects and activities while THUD funds can only be used for Transportation.</P>
                <P>• Appropriated funds may be reduced due to Congressional action, rescissions by OMB, and other federal agency actions.</P>
                <P>• All investment amounts identified in the work plan, are “up to” amounts, and may be reassigned to other programs included in the current year work plan, if they are not fully expended in a program component area or a specific project.</P>
                <P>• Funds set aside for administrative expenses that subsequently become available, may be used for program activities included in the current year work plan.</P>
                <GPOTABLE COLS="2" OPTS="L2,i1" CDEF="s50,12">
                    <TTITLE>Denali Commission FY 2025 Funding Summary</TTITLE>
                    <BOXHD>
                        <CHED H="1">Source</CHED>
                        <CHED H="1">
                            Available for
                            <LI>program</LI>
                            <LI>activities</LI>
                        </CHED>
                    </BOXHD>
                    <ROW>
                        <ENT I="01">Energy and Water Funds</ENT>
                        <ENT>$13,000,000</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">TAPL Funds</ENT>
                        <ENT>2,800,000</ENT>
                    </ROW>
                    <ROW RUL="n,s">
                        <ENT I="01">THUD Funds</ENT>
                        <ENT>17,800,000</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Grand Total</ENT>
                        <ENT>33,600,000</ENT>
                    </ROW>
                    <TNOTE>
                        <E T="02">Notes:</E>
                    </TNOTE>
                    <TNOTE>
                        <SU>1</SU>
                         If the final appropriation is less than indicated the Federal Co-Chair shall reduce investments to balance the FY 2025 Work Plan.
                    </TNOTE>
                </GPOTABLE>
                <GPOTABLE COLS="5" OPTS="L2,nj,tp0,i1" CDEF="s50,12,12,12,12">
                    <TTITLE> </TTITLE>
                    <BOXHD>
                        <CHED H="1"> </CHED>
                        <CHED H="1">Base</CHED>
                        <CHED H="1">TAPL</CHED>
                        <CHED H="1">THUD</CHED>
                        <CHED H="1">Total</CHED>
                    </BOXHD>
                    <ROW>
                        <ENT I="22">
                            <E T="03">Energy Reliability and Security:</E>
                        </ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Diesel Power Plants and Interties</ENT>
                        <ENT>$3,700,000</ENT>
                        <ENT/>
                        <ENT/>
                        <ENT>$3,700,000</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Wind, Hydro, Biomass, Other Proven Renewables and Emerging Technologies</ENT>
                        <ENT>800,000</ENT>
                        <ENT/>
                        <ENT/>
                        <ENT>800,000</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Audits, TA, &amp; Community Energy Efficiency Improvements</ENT>
                        <ENT>400,000</ENT>
                        <ENT/>
                        <ENT/>
                        <ENT>400,000</ENT>
                    </ROW>
                    <ROW RUL="n,s">
                        <ENT I="03">RPSU Maintenance and Improvement Projects</ENT>
                        <ENT>1,000,000</ENT>
                        <ENT/>
                        <ENT/>
                        <ENT>1,000,000</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="05">Subtotal</ENT>
                        <ENT>5,900,000</ENT>
                        <ENT/>
                        <ENT/>
                        <ENT>5,900,000</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="22">
                            <E T="03">Bulk Fuel Safety and Security:</E>
                        </ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">New/Refurbished Facilities</ENT>
                        <ENT/>
                        <ENT>1,500,000</ENT>
                        <ENT/>
                        <ENT>1,500,000</ENT>
                    </ROW>
                    <ROW RUL="n,s">
                        <ENT I="03">Maintenance and Improvement Projects</ENT>
                        <ENT/>
                        <ENT>700,000</ENT>
                        <ENT/>
                        <ENT>700,000</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="05">Subtotal</ENT>
                        <ENT/>
                        <ENT>2,200,000</ENT>
                        <ENT/>
                        <ENT>2,200,000</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">
                            <E T="03">Village Infrastructure Protection</E>
                        </ENT>
                        <ENT>1,500,000</ENT>
                        <ENT/>
                        <ENT/>
                        <ENT>1,500,000</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="22">
                            <E T="03">Transportation:</E>
                        </ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Surface Transportation</ENT>
                        <ENT/>
                        <ENT/>
                        <ENT>13,300,000</ENT>
                        <ENT>13,300,000</ENT>
                    </ROW>
                    <ROW RUL="n,s">
                        <ENT I="03">Waterfront Improvements</ENT>
                        <ENT/>
                        <ENT/>
                        <ENT>4,500,000</ENT>
                        <ENT>4,500,000</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="05">Subtotal</ENT>
                        <ENT/>
                        <ENT/>
                        <ENT>17,800,000</ENT>
                        <ENT>17,800,000</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="22">
                            <E T="03">Sanitation:</E>
                        </ENT>
                    </ROW>
                    <ROW RUL="n,s">
                        <ENT I="03">Village Water, Wastewater and Solid Waste</ENT>
                        <ENT>1,500,000</ENT>
                        <ENT/>
                        <ENT/>
                        <ENT>1,500,000</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="05">Subtotal</ENT>
                        <ENT>1,500,000</ENT>
                        <ENT/>
                        <ENT/>
                        <ENT>1,500,000</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="22">
                            <E T="03">Community Facilities:</E>
                        </ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Housing</ENT>
                        <ENT>1,000,000</ENT>
                        <ENT/>
                        <ENT/>
                        <ENT>1,000,000</ENT>
                    </ROW>
                    <ROW RUL="n,s">
                        <ENT I="03">Health and Wellness</ENT>
                        <ENT>500,000</ENT>
                        <ENT/>
                        <ENT/>
                        <ENT>500,000</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="05">Subtotal</ENT>
                        <ENT>1,500,000</ENT>
                        <ENT/>
                        <ENT/>
                        <ENT>1,500,000</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">
                            <E T="03">Broadband</E>
                        </ENT>
                        <ENT>250,000</ENT>
                        <ENT/>
                        <ENT/>
                        <ENT>250,000</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="22">
                            <E T="03">Workforce Development:</E>
                        </ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Energy and Bulk Fuel</ENT>
                        <ENT>300,000</ENT>
                        <ENT>600,000</ENT>
                        <ENT/>
                        <ENT>900,000</ENT>
                    </ROW>
                    <ROW RUL="n,s">
                        <ENT I="03">Other</ENT>
                        <ENT>1,000,000</ENT>
                        <ENT/>
                        <ENT/>
                        <ENT>1,000,000</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="05">Subtotal</ENT>
                        <ENT>1,300,000</ENT>
                        <ENT>600,000</ENT>
                        <ENT/>
                        <ENT>1,900,000</ENT>
                    </ROW>
                    <ROW RUL="n,s">
                        <ENT I="01">
                            <E T="03">Flexible Funding</E>
                        </ENT>
                        <ENT>1,050,000</ENT>
                        <ENT/>
                        <ENT/>
                        <ENT>1,050,000</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="05">Totals</ENT>
                        <ENT>13,000,000</ENT>
                        <ENT>2,800,000</ENT>
                        <ENT>17,800,000</ENT>
                        <ENT>33,600,000</ENT>
                    </ROW>
                </GPOTABLE>
                <P>
                    <E T="03">Authority:</E>
                     Pub. L. 105-277 section 304(b)(1).
                </P>
                <SIG>
                    <NAME>Anne Stanislowski,</NAME>
                    <TITLE>Administrative Officer.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13735 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 3300-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="N">DEPARTMENT OF EDUCATION</AGENCY>
                <DEPDOC>[Docket No.: ED-2024-SCC-0082]</DEPDOC>
                <SUBJECT>Agency Information Collection Activities; Comment Request; Rural, Insular, and Native Achievement Programs Progress Update Protocol</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Office of Elementary and Secondary Education (OESE), Department of Education (ED).</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>In accordance with the Paperwork Reduction Act (PRA) of 1995, the Department is proposing a revision of a currently approved information collection request (ICR).</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Interested persons are invited to submit comments on or before August 23, 2024.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        To access and review all the documents related to the information collection listed in this notice, please use 
                        <E T="03">http://www.regulations.gov</E>
                         by searching the Docket ID number ED-2024-SCC-0082. Comments submitted in response to this notice should be submitted electronically through the 
                        <PRTPAGE P="52442"/>
                        Federal eRulemaking Portal at 
                        <E T="03">http://www.regulations.gov</E>
                         by selecting the Docket ID number or via postal mail, commercial delivery, or hand delivery. If the 
                        <E T="03">regulations.gov</E>
                         site is not available to the public for any reason, the Department will temporarily accept comments at 
                        <E T="03">ICDocketMgr@ed.gov.</E>
                         Please include the docket ID number and the title of the information collection request when requesting documents or submitting comments. Please note that comments submitted after the comment period will not be accepted. Written requests for information or comments submitted by postal mail or delivery should be addressed to the Manager of the Strategic Collections and Clearance Governance and Strategy Division, U.S. Department of Education, 400 Maryland Ave. SW, LBJ, Room 6W203, Washington, DC 20202-8240.
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>For specific questions related to collection activities, please contact Marcos Cerdeira, (202) 453-5819.</P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>The Department, in accordance with the Paperwork Reduction Act of 1995 (PRA) (44 U.S.C. 3506(c)(2)(A)), provides the general public and Federal agencies with an opportunity to comment on proposed, revised, and continuing collections of information. This helps the Department assess the impact of its information collection requirements and minimize the public's reporting burden. It also helps the public understand the Department's information collection requirements and provide the requested data in the desired format. The Department is soliciting comments on the proposed information collection request (ICR) that is described below. The Department is especially interested in public comment addressing the following issues: (1) is this collection necessary to the proper functions of the Department; (2) will this information be processed and used in a timely manner; (3) is the estimate of burden accurate; (4) how might the Department enhance the quality, utility, and clarity of the information to be collected; and (5) how might the Department minimize the burden of this collection on the respondents, including through the use of information technology. Please note that written comments received in response to this notice will be considered public records.</P>
                <P>
                    <E T="03">Title of Collection:</E>
                     Rural, Insular, and Native Achievement Programs Progress Update Protocol.
                </P>
                <P>
                    <E T="03">OMB Control Number:</E>
                     1810-0762.
                </P>
                <P>
                    <E T="03">Type of Review:</E>
                     Revision of a currently approved ICR.
                </P>
                <P>
                    <E T="03">Respondents/Affected Public:</E>
                     State, Local, and Tribal Governments.
                </P>
                <P>
                    <E T="03">Total Estimated Number of Annual Responses:</E>
                     58.
                </P>
                <P>
                    <E T="03">Total Estimated Number of Annual Burden Hours:</E>
                     58.
                </P>
                <P>
                    <E T="03">Abstract:</E>
                     This submission is a request for a revised information collection. The Rural, Insular, and Native Achievement Programs (RINAP) administers section 1121 of title I, part A of the ESEA; CARES Act Outlying Areas; title III of CRRSA Outlying Areas, sections 2005 and 11006(2-3) of the ARP; title V, part B of the ESEA (Rural Education Achievement Program), title VI, part B of the ESEA (Native Hawaiian Education); title VI, part C of the ESEA (Alaska Native Education); and the Supporting Americas School Infrastructure program. Periodic progress updates, phone, virtual, or in-person conversations during a fiscal year with authorized representatives and project directors help ensure grantees are making progress toward meeting program goals and objectives. The information shared with RINAP helps inform the selection and delivery of technical assistance to grantees and aligns structures, processes, and routines so RINAP can monitor the connection between grant administration and intended outcomes. Progress updates also allow RINAP to proactively engage with grantees to identify potential compliance issues ahead of more comprehensive monitoring, decreasing the need for enforcement action and minimizing burden for grantees.
                </P>
                <SIG>
                    <DATED>Dated: June 18, 2024.</DATED>
                    <NAME>Kun Mullan,</NAME>
                    <TITLE>PRA Coordinator, Strategic Collections and Clearance, Governance and Strategy Division, Office of Chief Data Officer, Office of Planning, Evaluation and Policy Development.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13746 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4000-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="N">DEPARTMENT OF ENERGY</AGENCY>
                <SUBJECT>Notice of Intent and Request for Information Regarding Computational Tools To Support Class VI Permitting</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Office of Fossil Energy and Carbon Management, Department of Energy.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice of intent (NOI); request for information (RFI).</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>The Office of Fossil Energy and Carbon Management (FECM), Department of Energy (DOE or Department), on behalf of the National Energy Technology Laboratory, is issuing this NOI to notify interested parties of its intent to develop and release a revised and updated version of the report “Rules and Tools Crosswalk: A Compendium of Computational Tools to Support Geologic Carbon Storage Environmentally Protective UIC Class VI Permitting.” The Department also seeks input from all stakeholders through this RFI regarding additional relevant computational tools (or updated information on already documented tools) that should be considered as the authors prepare the new release of the aforementioned report.</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Written comments and information are requested by July 24, 2024.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        Interested parties may submit comments electronically to 
                        <E T="03">nrap@netl.doe.gov</E>
                         and include “Computational Tools to Support Class VI Permitting” in the subject line of the email. Responses must be provided as attachments to an email. Only electronic responses will be accepted. The report is available at: 
                        <E T="03">https://www.netl.doe.gov/energy-analysis/details?id=af3aa712-dcea-4abd-b2a4-c52f2550ac74.</E>
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Questions may be addressed to Brian Strazisar, 
                        <E T="03">brian.strazisar@netl.doe.gov</E>
                         or (412) 386-9218.
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <HD SOURCE="HD1">I. Background</HD>
                <P>
                    In 2022, the U.S. Department of Energy's National Energy Technology Laboratory (NETL), in collaboration with representatives from the U.S. Environmental Protection Agency (U.S. EPA), Lawrence Berkeley National Laboratory, Lawrence Livermore National Laboratory, Los Alamos National Laboratory, Pacific Northwest National Laboratory, and four Regional Initiatives to Accelerate Carbon Capture, Utilization, and Storage (CCUS), released the report, “Rules and Tools Crosswalk: A Compendium of Computational Tools to Support Geologic Carbon Storage Environmentally Protective UIC Class VI Permitting,” available at 
                    <E T="03">https://www.netl.doe.gov/energy-analysis/details?id=af3aa712-dcea-4abd-b2a4-c52f2550ac74.</E>
                     This report was published on NETL's website and posted on the U.S. EPA's Underground Injection Control Program's website for Class VI (Geologic Sequestration) Permit Application and Permitting Tools, available at: 
                    <E T="03">https://www.epa.gov/uic/class-vi-geologic-sequestration-permit-application-and-permitting-tools.</E>
                     The report summarizes computational tools and methods that may be used to 
                    <PRTPAGE P="52443"/>
                    address specific requirements of the Underground Injection Control (UIC) Class VI (Geologic Sequestration of Carbon Dioxide) permit application process and is intended to serve as a resource for stakeholders. The report highlights available computational tools that may have relevance to elements of the permit application, including siting, construction, operation, testing, monitoring, and closure of Class VI wells, as codified in the U.S. Code of Federal Regulations (40 CFR 146.81 
                    <E T="03">et seq.</E>
                    ). The compilation of computational tools is intended to be an informational resource for practitioners seeking to understand or develop a Class VI permit application and is not intended to be exhaustive. Reference to any computational tool should not be seen as an endorsement of that tool by the report coauthors or their organizations. Similarly, a lack of reference to any tool should not be seen as a repudiation of that tool by the coauthors or their organizations.
                </P>
                <HD SOURCE="HD1">II. Notice of Intent</HD>
                <P>NETL intends to use feedback from this RFI, together with other gathered sources of information, to develop a revised and updated version of the report “Rules and Tools Crosswalk: A Compendium of Computational Tools to Support Geologic Carbon Storage Environmentally Protective UIC Class VI Permitting.” The revised report will be made publicly accessible as a DOE NETL web-based product and may also be made available by other co-authoring institutions.</P>
                <HD SOURCE="HD1">III. Questions for Request for Information</HD>
                <P>NETL and the U.S. EPA are seeking information from stakeholders on additional relevant computational tools (or updated information on already documented tools) that should be considered as the authors prepare a new release of this report. NETL specifically welcomes responses to the questions listed below. Responses received within 30 days of this notice will be considered for inclusion in the next release of this report; additional input will be accepted on an ongoing basis and considered for inclusion in any subsequent versions of the report.</P>
                <HD SOURCE="HD2">Specific Information Requested</HD>
                <HD SOURCE="HD3">Tool Name</HD>
                <P>1. What is the commercial or common name for the tool?</P>
                <HD SOURCE="HD3">Developer/Owner</HD>
                <P>2. What entity developed the tool and/or is responsible for its distribution?</P>
                <HD SOURCE="HD3">Tool Type</HD>
                <P>3. Please specify the type of tool that is being described (numerical reservoir simulator, stochastic model, etc.)</P>
                <HD SOURCE="HD3">Description</HD>
                <P>4. Provide a high-level description of the tool (please also include any relevant publicly available URLs).</P>
                <HD SOURCE="HD3">Tool Licensing and Access</HD>
                <P>5. How is the tool licensed?</P>
                <P>6. Where can it be downloaded or purchased?</P>
                <HD SOURCE="HD3">Model Input</HD>
                <P>7. What type of information is needed to run the model?</P>
                <HD SOURCE="HD3">Model Output</HD>
                <P>8. What type of information does the model produce?</P>
                <HD SOURCE="HD3">Risks Behavior Considered</HD>
                <P>
                    9. What kinds of risks or behaviors does the model simulate? (
                    <E T="03">e.g.,</E>
                     leakage risk, environmental risk, induced seismicity, etc.)
                </P>
                <HD SOURCE="HD3">Relevant Permitting Phase</HD>
                <P>
                    10. During which phases of a Class VI permit would the tool be used? (
                    <E T="03">e.g.,</E>
                     site screening, site characterization, injection, post-injection)
                </P>
                <HD SOURCE="HD3">Class VI Permit Element Addressed</HD>
                <P>
                    11. What specific aspects of a Class VI permit does the tool address? (
                    <E T="03">e.g.,</E>
                     Area of Review, Post Injection Site Care, Monitoring Plan, etc.)
                </P>
                <HD SOURCE="HD3">How the Tool Is Used</HD>
                <P>12. Please provide general comments on how the tool can be used in a Class VI permitting workflow.</P>
                <HD SOURCE="HD3">Last Updated</HD>
                <P>13. When was the tool last updated?</P>
                <HD SOURCE="HD3">Ongoing Development</HD>
                <P>14. Is the tool still under development?</P>
                <P>15. Does it have an active user community?</P>
                <P>16. Support for the tool still available?</P>
                <HD SOURCE="HD3">Ease of Use</HD>
                <P>17. Does the tool have a graphical user interface?</P>
                <P>18. Do users need computer programming skills to use the tool?</P>
                <P>19. What other skills may be needed to run the tool?</P>
                <HD SOURCE="HD3">Computational Speed</HD>
                <P>20. Is the model designed for computational efficiency?</P>
                <P>21. How long do simulations typically take to run?</P>
                <P>22. Are computational speeds limiting in any way?</P>
                <HD SOURCE="HD3">Tool Verification</HD>
                <P>23. Has the tool been verified for accuracy?</P>
                <P>24. If so, where can this documentation be found?</P>
                <HD SOURCE="HD3">Related References</HD>
                <P>25. Please provide a list of websites, manuals, and publications where additional information about the tool and its application can be found.</P>
                <HD SOURCE="HD1">IV. Response Guidelines</HD>
                <P>NOI/RFI responses shall include:</P>
                <P>1. NOI/RFI title and reference number;</P>
                <P>2. Name(s), phone number(s), and email address(es) for the principal point(s) of contact;</P>
                <P>3. Institution or organization affiliation and postal address; and</P>
                <P>4. Clear indication of the specific information you are providing.</P>
                <P>Responses including confidential business information will be handled per guidance in Section V.</P>
                <HD SOURCE="HD1">V. Confidential Business Information</HD>
                <P>Pursuant to 10 CFR 1004.11, any person submitting information that he or she believes to be confidential and exempt by law from public disclosure should submit via email two well-marked copies: One copy of the document marked “confidential” including all the information believed to be confidential, and one copy of the document marked “non-confidential” with the information believed to be confidential deleted. Submit these documents via email. DOE will make its own determination about the confidential status of the information and treat it according to its determination.</P>
                <HD SOURCE="HD1">Signing Authority</HD>
                <P>
                    This document of the Department of Energy was signed on June 17, 2024, by Bradford Crabtree, Assistant Secretary, Office of Fossil Energy and Carbon Management, pursuant to delegated authority from the Secretary of Energy. That document with the original signature and date is maintained by DOE. For administrative purposes only, and in compliance with requirements of the Office of the Federal Register, the undersigned DOE Federal Register Liaison Officer has been authorized to sign and submit the document in electronic format for publication, as an official document of the Department of Energy. This administrative process in no way alters the legal effect of this document upon publication in the 
                    <E T="04">Federal Register</E>
                    .
                </P>
                <SIG>
                    <PRTPAGE P="52444"/>
                    <DATED>Signed in Washington, DC, on June 18, 2024.</DATED>
                    <NAME>Treena V. Garrett,</NAME>
                    <TITLE>Federal Register Liaison Officer, U.S. Department of Energy.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13767 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 6450-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF ENERGY</AGENCY>
                <SUBAGY>Federal Energy Regulatory Commission</SUBAGY>
                <SUBJECT>Combined Notice of Filings</SUBJECT>
                <P>Take notice that the Commission has received the following Natural Gas Pipeline Rate and Refund Report filings:</P>
                <HD SOURCE="HD1">Filings Instituting Proceedings</HD>
                <P>
                    <E T="03">Docket Numbers:</E>
                     RP24-831-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     Rover Pipeline LLC.
                </P>
                <P>
                    <E T="03">Description:</E>
                     § 4(d) Rate Filing: Housekeeping Filing on 6-14-24 to be effective 7/14/2024.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/14/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240614-5051
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 6/26/24.
                </P>
                <P>Any person desiring to intervene, to protest, or to answer a complaint in any of the above proceedings must file in accordance with Rules 211, 214, or 206 of the Commission's Regulations (18 CFR 385.211, 385.214, or 385.206) on or before 5:00 p.m. Eastern time on the specified comment date. Protests may be considered, but intervention is necessary to become a party to the proceeding.</P>
                <P>Filings in Existing Proceedings</P>
                <GPOTABLE COLS="2" OPTS="L2,i1" CDEF="s50,r50">
                    <TTITLE> </TTITLE>
                    <BOXHD>
                        <CHED H="1">
                            <E T="03">Docket Numbers:</E>
                        </CHED>
                        <CHED H="1">RP24-164-000</CHED>
                    </BOXHD>
                    <ROW>
                        <ENT I="01">
                            <E T="03">Applicants:</E>
                        </ENT>
                        <ENT>Carolina Gas Transmission, LLC</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">
                            <E T="03">Description:</E>
                        </ENT>
                        <ENT>Report Filing: CGT—Rate Case 45-Day Update Filing to be effective N/A.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">
                            <E T="03">Filed Date:</E>
                        </ENT>
                        <ENT>6/14/24</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">
                            <E T="03">Accession Number:</E>
                        </ENT>
                        <ENT>20240614-5032</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Comment Date:</ENT>
                        <ENT>5 pm ET 6/26/24</ENT>
                    </ROW>
                </GPOTABLE>
                <P>Any person desiring to protest in any the above proceedings must file in accordance with Rule 211 of the Commission's Regulations (18 CFR 385.211) on or before 5:00 p.m. Eastern time on the specified comment date.</P>
                <P>
                    The filings are accessible in the Commission's eLibrary system (
                    <E T="03">https://elibrary.ferc.gov/idmws/search/fercgensearch.asp</E>
                    ) by querying the docket number.
                </P>
                <P>
                    eFiling is encouraged. More detailed information relating to filing requirements, interventions, protests, service, and qualifying facilities filings can be found at: 
                    <E T="03">http://www.ferc.gov/docs-filing/efiling/filing-req.pdf.</E>
                     For other information, call (866) 208-3676 (toll free). For TTY, call (202) 502-8659.
                </P>
                <P>
                    The Commission's Office of Public Participation (OPP) supports meaningful public engagement and participation in Commission proceedings. OPP can help members of the public, including landowners, environmental justice communities, Tribal members and others, access publicly available information and navigate Commission processes. For public inquiries and assistance with making filings such as interventions, comments, or requests for rehearing, the public is encouraged to contact OPP at (202) 502-6595 or 
                    <E T="03">OPP@ferc.gov.</E>
                </P>
                <SIG>
                    <DATED>Dated: June 14, 2024.</DATED>
                    <NAME>Debbie-Anne A. Reese,</NAME>
                    <TITLE>Acting Secretary.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13728 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 6717-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF ENERGY</AGENCY>
                <SUBAGY>Federal Energy Regulatory Commission</SUBAGY>
                <DEPDOC>[Docket No. ER24-2271-000]</DEPDOC>
                <SUBJECT>Aspen Road Solar 1, LLC; Supplemental Notice That Initial Market-Based Rate Filing Includes Request for Blanket Section 204 Authorization</SUBJECT>
                <P>This is a supplemental notice in the above-referenced proceeding of Aspen Road Solar 1, LLC's application for market-based rate authority, with an accompanying rate tariff, noting that such application includes a request for blanket authorization, under 18 CFR part 34, of future issuances of securities and assumptions of liability.</P>
                <P>Any person desiring to intervene or to protest should file with the Federal Energy Regulatory Commission, 888 First Street NE, Washington, DC 20426, in accordance with Rules 211 and 214 of the Commission's Rules of Practice and Procedure (18 CFR 385.211 and 385.214). Anyone filing a motion to intervene or protest must serve a copy of that document on the Applicant.</P>
                <P>Notice is hereby given that the deadline for filing protests with regard to the applicant's request for blanket authorization, under 18 CFR part 34, of future issuances of securities and assumptions of liability, is July 5, 2024.</P>
                <P>
                    The Commission encourages electronic submission of protests and interventions in lieu of paper, using the FERC Online links at 
                    <E T="03">http://www.ferc.gov.</E>
                     To facilitate electronic service, persons with internet access who will eFile a document and/or be listed as a contact for an intervenor must create and validate an eRegistration account using the eRegistration link. Select the eFiling link to log on and submit the intervention or protests.
                </P>
                <P>Persons unable to file electronically may mail similar pleadings to the Federal Energy Regulatory Commission, 888 First Street NE, Washington, DC 20426. Hand delivered submissions in docketed proceedings should be delivered to Health and Human Services, 12225 Wilkins Avenue, Rockville, Maryland 20852.</P>
                <P>
                    In addition to publishing the full text of this document in the 
                    <E T="04">Federal Register</E>
                    , the Commission provides all interested persons an opportunity to view and/or print the contents of this document via the internet through the Commission's Home Page (
                    <E T="03">http://www.ferc.gov</E>
                    ). From the Commission's Home Page on the internet, this information is available on eLibrary. The full text of this document is available on eLibrary in PDF and Microsoft Word format for viewing, printing, and/or downloading. To access this document in eLibrary, type the docket number excluding the last three digits of this document in the docket number field.
                </P>
                <P>
                    User assistance is available for eLibrary and the Commission's website during normal business hours from FERC Online Support at 202-502-6652 (toll free at 1-866-208-3676) or email at 
                    <E T="03">ferconlinesupport@ferc.gov,</E>
                     or the Public Reference Room at (202) 502-8371, TTY (202)502-8659. Email the Public Reference Room at 
                    <E T="03">public.referenceroom@ferc.gov.</E>
                </P>
                <P>
                    The Commission's Office of Public Participation (OPP) supports meaningful public engagement and participation in Commission proceedings. OPP can help members of the public, including landowners, environmental justice communities, Tribal members and others, access publicly available information and navigate Commission processes. For public inquiries and assistance with making filings such as interventions, comments, or requests for rehearing, the public is encouraged to contact OPP at (202) 502-6595 or 
                    <E T="03">OPP@ferc.gov.</E>
                </P>
                <SIG>
                    <DATED>Dated: June 14, 2024.</DATED>
                    <NAME>Debbie-Anne A. Reese,</NAME>
                    <TITLE>Acting Secretary.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13726 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 6717-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <PRTPAGE P="52445"/>
                <AGENCY TYPE="S">DEPARTMENT OF ENERGY</AGENCY>
                <SUBAGY>Federal Energy Regulatory Commission</SUBAGY>
                <DEPDOC>[Docket No. ER24-2276-000]</DEPDOC>
                <SUBJECT>Prairie Ronde Solar Farm, LLC; Supplemental Notice That Initial Market-Based Rate Filing Includes Request for Blanket Section 204 Authorization</SUBJECT>
                <P>This is a supplemental notice in the above-referenced proceeding of Prairie Ronde Solar Farm, LLC's application for market-based rate authority, with an accompanying rate tariff, noting that such application includes a request for blanket authorization, under 18 CFR part 34, of future issuances of securities and assumptions of liability.</P>
                <P>Any person desiring to intervene or to protest should file with the Federal Energy Regulatory Commission, 888 First Street NE, Washington, DC 20426, in accordance with Rules 211 and 214 of the Commission's Rules of Practice and Procedure (18 CFR 385.211 and 385.214). Anyone filing a motion to intervene or protest must serve a copy of that document on the Applicant.</P>
                <P>Notice is hereby given that the deadline for filing protests with regard to the applicant's request for blanket authorization, under 18 CFR part 34, of future issuances of securities and assumptions of liability, is July 5, 2024.</P>
                <P>
                    The Commission encourages electronic submission of protests and interventions in lieu of paper, using the FERC Online links at 
                    <E T="03">http://www.ferc.gov.</E>
                     To facilitate electronic service, persons with internet access who will eFile a document and/or be listed as a contact for an intervenor must create and validate an eRegistration account using the eRegistration link. Select the eFiling link to log on and submit the intervention or protests.
                </P>
                <P>Persons unable to file electronically may mail similar pleadings to the Federal Energy Regulatory Commission, 888 First Street NE, Washington, DC 20426. Hand delivered submissions in docketed proceedings should be delivered to Health and Human Services, 12225 Wilkins Avenue, Rockville, Maryland 20852.</P>
                <P>
                    In addition to publishing the full text of this document in the 
                    <E T="04">Federal Register</E>
                    , the Commission provides all interested persons an opportunity to view and/or print the contents of this document via the internet through the Commission's Home Page (
                    <E T="03">http://www.ferc.gov</E>
                    ) using the “eLibrary” link. Enter the docket number excluding the last three digits in the docket number field to access the document. At this time, the Commission has suspended access to the Commission's Public Reference Room, due to the proclamation declaring a National Emergency concerning the Novel Coronavirus Disease (COVID-19), issued by the President on March 13, 2020. For assistance, contact the Federal Energy Regulatory Commission at 
                    <E T="03">FERCOnlineSupport@ferc.gov</E>
                     or call toll-free, (886) 208-3676 or TYY, (202) 502-8659.
                </P>
                <P>
                    The Commission's Office of Public Participation (OPP) supports meaningful public engagement and participation in Commission proceedings. OPP can help members of the public, including landowners, environmental justice communities, Tribal members and others, access publicly available information and navigate Commission processes. For public inquiries and assistance with making filings such as interventions, comments, or requests for rehearing, the public is encouraged to contact OPP at (202)502-6595 or 
                    <E T="03">OPP@ferc.gov.</E>
                </P>
                <SIG>
                    <DATED>Dated: June 14, 2024.</DATED>
                    <NAME>Debbie-Anne A. Reese,</NAME>
                    <TITLE>Acting Secretary.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13723 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 6717-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF ENERGY</AGENCY>
                <SUBAGY>Federal Energy Regulatory Commission</SUBAGY>
                <SUBJECT>Combined Notice of Filings</SUBJECT>
                <P>Take notice that the Commission has received the following Natural Gas Pipeline Rate and Refund Report filings:</P>
                <HD SOURCE="HD1">Filings in Existing Proceedings</HD>
                <P>
                    <E T="03">Docket Numbers:</E>
                     RP24-164-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     Carolina Gas Transmission, LLC.
                </P>
                <P>
                    <E T="03">Description:</E>
                     Report Filing: CGT—Rate Case 45-Day Update Filing to be effective N/A.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/14/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240614-5032.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 6/26/24.
                </P>
                <P>Any person desiring to protest in any the above proceedings must file in accordance with Rule 211 of the Commission's Regulations (18 CFR 385.211) on or before 5:00 p.m. Eastern time on the specified comment date.</P>
                <P>
                    The filings are accessible in the Commission's eLibrary system (
                    <E T="03">https://elibrary.ferc.gov/idmws/search/fercgensearch.asp</E>
                    ) by querying the docket number.
                </P>
                <P>
                    eFiling is encouraged. More detailed information relating to filing requirements, interventions, protests, service, and qualifying facilities filings can be found at: 
                    <E T="03">http://www.ferc.gov/docs-filing/efiling/filing-req.pdf.</E>
                     For other information, call (866) 208-3676 (toll free). For TTY, call (202) 502-8659.
                </P>
                <P>The Commission's Office of Public Participation (OPP) supports meaningful public engagement and participation in Commission proceedings. OPP can help members of the public, including landowners, environmental justice communities, Tribal members and others, access publicly available information and navigate Commission processes.</P>
                <P>
                    For public inquiries and assistance with making filings such as interventions, comments, or requests for rehearing, the public is encouraged to contact OPP at (202) 502-6595 or 
                    <E T="03">OPP@ferc.gov.</E>
                </P>
                <SIG>
                    <DATED>Dated: June 17, 2024.</DATED>
                    <NAME>Debbie-Anne A. Reese,</NAME>
                    <TITLE>Acting Secretary.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13800 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 6717-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF ENERGY</AGENCY>
                <SUBAGY>Federal Energy Regulatory Commission</SUBAGY>
                <DEPDOC>[Docket No. ER24-2272-000]</DEPDOC>
                <SUBJECT>Egypt Road Solar, LLC; Supplemental Notice That Initial Market-Based Rate Filing Includes Request for Blanket Section 204 Authorization</SUBJECT>
                <P>This is a supplemental notice in the above-referenced proceeding of Egypt Road Solar, LLC's application for market-based rate authority, with an accompanying rate tariff, noting that such application includes a request for blanket authorization, under 18 CFR part 34, of future issuances of securities and assumptions of liability.</P>
                <P>Any person desiring to intervene or to protest should file with the Federal Energy Regulatory Commission, 888 First Street NE, Washington, DC 20426, in accordance with Rules 211 and 214 of the Commission's Rules of Practice and Procedure (18 CFR 385.211 and 385.214). Anyone filing a motion to intervene or protest must serve a copy of that document on the Applicant.</P>
                <P>Notice is hereby given that the deadline for filing protests with regard to the applicant's request for blanket authorization, under 18 CFR part 34, of future issuances of securities and assumptions of liability, is July 5, 2024.</P>
                <P>
                    The Commission encourages electronic submission of protests and interventions in lieu of paper, using the 
                    <PRTPAGE P="52446"/>
                    FERC Online links at 
                    <E T="03">http://www.ferc.gov.</E>
                     To facilitate electronic service, persons with internet access who will eFile a document and/or be listed as a contact for an intervenor must create and validate an eRegistration account using the eRegistration link. Select the eFiling link to log on and submit the intervention or protests.
                </P>
                <P>Persons unable to file electronically may mail similar pleadings to the Federal Energy Regulatory Commission, 888 First Street NE, Washington, DC 20426. Hand delivered submissions in docketed proceedings should be delivered to Health and Human Services, 12225 Wilkins Avenue, Rockville, Maryland 20852.</P>
                <P>
                    In addition to publishing the full text of this document in the 
                    <E T="04">Federal Register</E>
                    , the Commission provides all interested persons an opportunity to view and/or print the contents of this document via the internet through the Commission's Home Page (
                    <E T="03">http://www.ferc.gov</E>
                    ). From the Commission's Home Page on the internet, this information is available on eLibrary. The full text of this document is available on eLibrary in PDF and Microsoft Word format for viewing, printing, and/or downloading. To access this document in eLibrary, type the docket number excluding the last three digits of this document in the docket number field.
                </P>
                <P>
                    User assistance is available for eLibrary and the Commission's website during normal business hours from FERC Online Support at 202-502-6652 (toll free at 1-866-208-3676) or email at 
                    <E T="03">ferconlinesupport@ferc.gov,</E>
                     or the Public Reference Room at (202) 502-8371, TTY (202) 502-8659. Email the Public Reference Room at 
                    <E T="03">public.referenceroom@ferc.gov.</E>
                </P>
                <P>
                    The Commission's Office of Public Participation (OPP) supports meaningful public engagement and participation in Commission proceedings. OPP can help members of the public, including landowners, environmental justice communities, Tribal members and others, access publicly available information and navigate Commission processes. For public inquiries and assistance with making filings such as interventions, comments, or requests for rehearing, the public is encouraged to contact OPP at (202) 502-6595 or 
                    <E T="03">OPP@ferc.gov.</E>
                </P>
                <SIG>
                    <DATED>Dated: June 14, 2024.</DATED>
                    <NAME>Debbie-Anne A. Reese,</NAME>
                    <TITLE>Acting Secretary.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13725 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 6717-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF ENERGY</AGENCY>
                <SUBAGY>Federal Energy Regulatory Commission</SUBAGY>
                <DEPDOC>[Project Nos. 4293-006 and 8736-003]</DEPDOC>
                <SUBJECT>Christopher Anthony; Notice of Proposed Termination of Exemptions by Implied Surrender and Soliciting Comments, Motions To Intervene, and Protests</SUBJECT>
                <P>Take notice that the following hydroelectric proceeding has been initiated by the Commission and is available for public inspection:</P>
                <P>
                    a. 
                    <E T="03">Type of Proceeding:</E>
                     Proposed Termination of Exemptions by Implied Surrender.
                </P>
                <P>
                    b. 
                    <E T="03">Project No:</E>
                     4293-006 and 8736-003.
                </P>
                <P>
                    c. 
                    <E T="03">Date Initiated:</E>
                     June 14, 2024.
                </P>
                <P>
                    d. 
                    <E T="03">Applicant:</E>
                     Christopher Anthony.
                </P>
                <P>
                    e. 
                    <E T="03">Name of Projects:</E>
                     Waverly Avenue and Pioneer Dam.
                </P>
                <P>
                    f. 
                    <E T="03">Location:</E>
                     The projects are located on the Sebasticook River, Somerset County, Maine. The projects do not include Federal lands.
                </P>
                <P>
                    g. 
                    <E T="03">Filed Pursuant to:</E>
                     18 CFR 4.106.
                </P>
                <P>
                    h. 
                    <E T="03">Applicant Contact:</E>
                     Christopher Anthony, 46 Somerset Street, Pittsfield, ME 04996, (207) 487-5049.
                </P>
                <P>
                    i. 
                    <E T="03">FERC Contact:</E>
                     David Rudisail, (202) 502-6376, 
                    <E T="03">david.rudisail@ferc.gov</E>
                    .
                </P>
                <P>
                    j. 
                    <E T="03">Resource Agency Comments:</E>
                     Federal, State, local and Tribal agencies are invited to file comments on the described proceeding. If an agency does not file comments within the time specified for filing comments, it will be presumed to have no comments.
                </P>
                <P>
                    k. 
                    <E T="03">Deadline for filing comments, motions to intervene, and protests:</E>
                     July 22, 2024.
                </P>
                <P>
                    The Commission strongly encourages electronic filing. Please file comments, motions to intervene, and protests using the Commission's eFiling system at 
                    <E T="03">http://www.ferc.gov/docs-filing/efiling.asp.</E>
                     Commenters can submit brief comments up to 6,000 characters, without prior registration, using the eComment system at 
                    <E T="03">http://www.ferc.gov/docs-filing/ecomment.asp.</E>
                     For assistance, please contact FERC Online Support at 
                    <E T="03">FERCOnlineSupport@ferc.gov,</E>
                     (866) 208-3676 (toll free), or (202) 502-8659 (TTY). In lieu of electronic filing, you may submit a paper copy. Submissions sent via the U.S. Postal Service must be addressed to: Debbie-Anne A. Reese, Acting Secretary, Federal Energy Regulatory Commission, 888 First Street NE, Room 1A, Washington, DC 20426. Submissions sent via any other carrier must be addressed to: Debbie-Anne A. Reese, Acting Secretary, Federal Energy Regulatory Commission, 12225 Wilkins Avenue, Rockville, Maryland 20852. The first page of any filing should include the docket number P-4293-006. Comments emailed to Commission staff are not considered part of the Commission record.
                </P>
                <P>The Commission's Rules of Practice and Procedure require all intervenors filing documents with the Commission to serve a copy of that document on each person whose name appears on the official service list for the project. Further, if an intervenor files comments or documents with the Commission relating to the merits of an issue that may affect the responsibilities of a particular resource agency, they must also serve a copy of the document on that resource agency.</P>
                <P>
                    l. 
                    <E T="03">Description of Project Facilities:</E>
                     The Waverly Project works include: an 11-foot-high, 220 foot-long concrete encased timber crib dam; a 40-foot-long gate section at the west dam abutment; a 560 acre reservoir with a storage capacity of 560 acre-feet at elevation 213 mean sea level (msl); a forebay intake structure; a powerhouse containing turbine-generator units with a combined capacity of 700 kW; a 200-foot-long transmission line; and appurtenant facilities. The project has not generated power since 2017.
                </P>
                <P>The Pioneer Dam Project works include: an 8-foot-high, 170-foot-long concrete gravity dam, leased from the town of Pittsfield, with 2-foot-high flashboards and a crest elevation of 204 msl; a 400-foot-long wingwall; a 250-foot-long retaining wall; a 30-acre reservoir at elevation 202 msl; a 25-foot by 35-foot concrete forebay; an intake structure; a 26-foot by 26-foot powerhouse containing two turbine-generator units with a capacity of 150 kW each; a 130-foot-long transmission line; and appurtenant facilities. The project has not generated power since 2018.</P>
                <P>
                    m. 
                    <E T="03">Description of Proceeding:</E>
                     The exemptee is in violation of Standard Article 1 of the exemptions, which were granted on July 18, 1983, (24 FERC section 62,034) and June 3, 1985 (31 FERC section 62,280) for the Waverly and Pioneer Dam projects, respectively. The Commission's regulation 18 CFR 4.106 provides, among other things, that the Commission reserves the right to revoke an exemption if any term or condition of the exemption is violated.
                </P>
                <P>
                    In February 2020, November 2022, August 2023, and January of 2024, the Commission sent letters to the exemptee requiring them to file overdue reports, make necessary repairs, and restore operation of the projects or surrender the exemptions. The exemptee has not 
                    <PRTPAGE P="52447"/>
                    filed the overdue reports, made the repairs, or filed the surrender applications.
                </P>
                <P>
                    n. Location of the Order Granting Exemption for each project may be viewed on the Commission's website at 
                    <E T="03">http://www.ferc.gov</E>
                     using the “eLibrary” link. Enter the docket number (P-4293 or P-8736) excluding the last three digits in the docket number field to access the document. You may also register online at 
                    <E T="03">http://www.ferc.gov/docs-filing/esubscription.asp</E>
                     to be notified via email of new filings and issuances related to this or other pending projects. For assistance, call 1-866-208-3676 or email 
                    <E T="03">FERCOnlineSupport@ferc.gov,</E>
                     for TTY, call (202) 502-8659.
                </P>
                <P>o. Individuals desiring to be included on the Commission's mailing list should so indicate by writing to the Secretary of the Commission.</P>
                <P>
                    p. 
                    <E T="03">Comments, Protests, or Motions to Intervene:</E>
                     Anyone may submit comments, a protest, or a motion to intervene in accordance with the requirements of Rules of Practice and Procedure, 18 CFR 385.210, .211, .214, respectively. In determining the appropriate action to take, the Commission will consider all protests or other comments filed, but only those who file a motion to intervene in accordance with the Commission's Rules may become a party to the proceeding. Any comments, protests, or motions to intervene must be received on or before the specified comment date for the particular application.
                </P>
                <P>
                    q. 
                    <E T="03">Filing and Service of Documents:</E>
                     Any filing must (1) bear in all capital letters the title “COMMENTS”, “PROTEST”, or “MOTION TO INTERVENE” as applicable; (2) set forth in the heading the name of the applicant and the project number of the application to which the filing responds; (3) furnish the name, address, and telephone number of the person commenting, protesting or intervening; and (4) otherwise comply with the requirements of 18 CFR 385.2001 through 385.2005. All comments, motions to intervene, or protests must set forth their evidentiary basis. Any filing made by an intervenor must be accompanied by proof of service on all persons listed in the service list prepared by the Commission in this proceeding, in accordance with 18 CFR 385.2010.
                </P>
                <P>
                    r. The Commission's Office of Public Participation (OPP) supports meaningful public engagement and participation in Commission proceedings. OPP can help members of the public, including landowners, environmental justice communities, Tribal members and others, access publicly available information and navigate Commission processes. For public inquiries and assistance with making filings such as interventions, comments, or requests for rehearing, the public is encouraged to contact OPP at (202) 502-6595 or 
                    <E T="03">OPP@ferc.gov.</E>
                </P>
                <SIG>
                    <DATED>Dated: June 14, 2024.</DATED>
                    <NAME>Debbie-Anne A. Reese,</NAME>
                    <TITLE>Acting Secretary.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13717 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 6717-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF ENERGY</AGENCY>
                <SUBAGY>Federal Energy Regulatory Commission</SUBAGY>
                <DEPDOC>[Docket No. ER24-2273-000]</DEPDOC>
                <SUBJECT>Jones Farm Lane Solar, LLC; Supplemental Notice That Initial Market-Based Rate Filing Includes Request for Blanket Section 204 Authorization</SUBJECT>
                <P>This is a supplemental notice in the above-referenced proceeding of Jones Farm Lane Solar, LLC's application for market-based rate authority, with an accompanying rate tariff, noting that such application includes a request for blanket authorization, under 18 CFR part 34, of future issuances of securities and assumptions of liability.</P>
                <P>Any person desiring to intervene or to protest should file with the Federal Energy Regulatory Commission, 888 First Street NE, Washington, DC 20426, in accordance with Rules 211 and 214 of the Commission's Rules of Practice and Procedure (18 CFR 385.211 and 385.214). Anyone filing a motion to intervene or protest must serve a copy of that document on the Applicant.</P>
                <P>Notice is hereby given that the deadline for filing protests with regard to the applicant's request for blanket authorization, under 18 CFR part 34, of future issuances of securities and assumptions of liability, is July 5, 2024.</P>
                <P>
                    The Commission encourages electronic submission of protests and interventions in lieu of paper, using the FERC Online links at 
                    <E T="03">http://www.ferc.gov.</E>
                     To facilitate electronic service, persons with internet access who will eFile a document and/or be listed as a contact for an intervenor must create and validate an eRegistration account using the eRegistration link. Select the eFiling link to log on and submit the intervention or protests.
                </P>
                <P>Persons unable to file electronically may mail similar pleadings to the Federal Energy Regulatory Commission, 888 First Street NE, Washington, DC 20426. Hand delivered submissions in docketed proceedings should be delivered to Health and Human Services, 12225 Wilkins Avenue, Rockville, Maryland 20852.</P>
                <P>
                    In addition to publishing the full text of this document in the 
                    <E T="04">Federal Register</E>
                    , the Commission provides all interested persons an opportunity to view and/or print the contents of this document via the internet through the Commission's Home Page (
                    <E T="03">http://www.ferc.gov</E>
                    ). From the Commission's Home Page on the internet, this information is available on eLibrary. The full text of this document is available on eLibrary in PDF and Microsoft Word format for viewing, printing, and/or downloading. To access this document in eLibrary, type the docket number excluding the last three digits of this document in the docket number field.
                </P>
                <P>
                    User assistance is available for eLibrary and the Commission's website during normal business hours from FERC Online Support at 202-502-6652 (toll free at 1-866-208-3676) or email at 
                    <E T="03">ferconlinesupport@ferc.gov,</E>
                     or the Public Reference Room at (202) 502-8371, TTY (202) 502-8659. Email the Public Reference Room at 
                    <E T="03">public.referenceroom@ferc.gov.</E>
                </P>
                <P>
                    The Commission's Office of Public Participation (OPP) supports meaningful public engagement and participation in Commission proceedings. OPP can help members of the public, including landowners, environmental justice communities, Tribal members and others, access publicly available information and navigate Commission processes. For public inquiries and assistance with making filings such as interventions, comments, or requests for rehearing, the public is encouraged to contact OPP at (202) 502-6595 or 
                    <E T="03">OPP@ferc.gov.</E>
                </P>
                <SIG>
                    <DATED>Dated: June 14, 2024.</DATED>
                    <NAME>Debbie-Anne A. Reese,</NAME>
                    <TITLE>Acting Secretary.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13724 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 6717-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <PRTPAGE P="52448"/>
                <AGENCY TYPE="S">DEPARTMENT OF ENERGY</AGENCY>
                <SUBAGY>Federal Energy Regulatory Commission</SUBAGY>
                <DEPDOC>[Project No. 803-122]</DEPDOC>
                <SUBJECT>Pacific Gas and Electric Company; Notice of Application Accepted for Filing and Soliciting Comments, Motions To Intervene, and Protests</SUBJECT>
                <P>Take notice that the following hydroelectric application has been filed with the Commission and is available for public inspection:</P>
                <P>
                    a. 
                    <E T="03">Application Type:</E>
                     Application for Temporary Variance of Flow Requirements.
                </P>
                <P>
                    b. 
                    <E T="03">Project No:</E>
                     803-122.
                </P>
                <P>
                    c. 
                    <E T="03">Date Filed:</E>
                     June 13, 2024.
                </P>
                <P>
                    d. 
                    <E T="03">Applicant:</E>
                     Pacific Gas and Electric Company (licensee).
                </P>
                <P>
                    e. 
                    <E T="03">Name of Project:</E>
                     DeSabla-Centerville Project.
                </P>
                <P>
                    f. 
                    <E T="03">Location:</E>
                     The project is located on Butte Creek, West Branch Feather River, and their tributaries in Butte County, California. The project occupies Federal lands managed by the U.S. Forest Service and Bureau of Land Management.
                </P>
                <P>
                    g. 
                    <E T="03">Filed Pursuant to:</E>
                     Federal Power Act, 16 U.S.C. 791a-825r.
                </P>
                <P>
                    h. 
                    <E T="03">Applicant Contact:</E>
                     Ms. Megan Young, Senior License Coordinator, Pacific Gas and Electric Company, P.O. Box 28209, Oakland, CA 94604, Phone: (530) 335-5602.
                </P>
                <P>
                    i. 
                    <E T="03">FERC Contact:</E>
                     John Aedo, (415) 369-3335, 
                    <E T="03">john.aedo@ferc.gov</E>
                    .
                </P>
                <P>
                    j. 
                    <E T="03">Deadline for filing comments, motions to intervene, and protests:</E>
                     July 15, 2024.
                </P>
                <P>
                    The Commission strongly encourages electronic filing. Please file comments, motions to intervene, and protests using the Commission's eFiling system at 
                    <E T="03">http://www.ferc.gov/docs-filing/efiling.asp.</E>
                     Commenters can submit brief comments up to 6,000 characters, without prior registration, using the eComment system at 
                    <E T="03">http://www.ferc.gov/docs-filing/ecomment.asp.</E>
                     For assistance, please contact FERC Online Support at 
                    <E T="03">FERCOnlineSupport@ferc.gov,</E>
                     (866) 208-3676 (toll free), or (202) 502-8659 (TTY). In lieu of electronic filing, you may submit a paper copy. Submissions sent via the U.S. Postal Service must be addressed to: Debbie-Anne A. Reese, Acting Secretary, Federal Energy Regulatory Commission, 888 First Street NE, Room 1A, Washington, DC 20426. Submissions sent via any other carrier must be addressed to: Debbie-Anne A. Reese, Acting Secretary, Federal Energy Regulatory Commission, 12225 Wilkins Avenue, Rockville, Maryland 20852. The first page of any filing should include the docket number P-803-122. Comments emailed to Commission staff are not considered part of the Commission record.
                </P>
                <P>The Commission's Rules of Practice and Procedure require all intervenors filing documents with the Commission to serve a copy of that document on each person whose name appears on the official service list for the project. Further, if an intervenor files comments or documents with the Commission relating to the merits of an issue that may affect the responsibilities of a particular resource agency, they must also serve a copy of the document on that resource agency.</P>
                <P>
                    k. 
                    <E T="03">Description of Request:</E>
                     The licensee requests a temporary variance of the instantaneous minimum flow requirements in the West Branch Feather River below the Hendricks Head Dam and in Philbrook Creek below Philbrook Reservoir to be averaged over 48 hours. Specifically, the licensee requests that the instantaneous normal and dry year minimum flow requirements: (1) in the West Branch Feather River, of 15 or 7 cubic feet per second (cfs), respectively, be temporarily modified to between 15 and 7 over 48 hours; and (2) in Philbrook Creek, of 2 cfs (in both water year types), be temporarily modified to between 1 and 2 cfs over 48 hours. The licensee proposes to execute these changes as soon as the Commission grants approval until September 30, 2024. The licensee states that the temporary variance would maximize the delivery of flows released from Philbrook to Butte Creek by eliminating the need to release additional buffer flows to ensure the requisite instantaneous minimum instream flows are always met. The proposed variance would help preserve cold water storage in Philbrook Reservoir, increase flow to Butte Creek via the Hendricks Canal, and decrease water residence time in the DeSabla Forebay, thus providing additional water to Butte Creek during the hot summer months to minimize high temperature effects to Central Valley spring-run Chinook salmon, and to preserve water for release later in the summer months towards the end of their holding period when the situation is most critical. Decisions on when and how to implement variance flows, as well as any changes under the variance, will be done in consultation and proceed with concurrence of licensee staff, California Department of Fish and Wildlife, National Marine Fisheries Service, and the U.S. Fish and Wildlife Service.
                </P>
                <P>
                    l. 
                    <E T="03">Locations of the Application:</E>
                     This filing may be viewed on the Commission's website at 
                    <E T="03">http://www.ferc.gov</E>
                     using the “eLibrary” link. Enter the docket number excluding the last three digits in the docket number field to access the document. You may also register online at 
                    <E T="03">http://www.ferc.gov/docs-filing/esubscription.asp</E>
                     to be notified via email of new filings and issuances related to this or other pending projects. For assistance, call 1-866-208-3676 or email 
                    <E T="03">FERCOnlineSupport@ferc.gov,</E>
                     for TTY, call (202) 502-8659. Agencies may obtain copies of the application directly from the applicant.
                </P>
                <P>m. Individuals desiring to be included on the Commission's mailing list should so indicate by writing to the Secretary of the Commission.</P>
                <P>
                    n. 
                    <E T="03">Comments, Protests, or Motions to Intervene:</E>
                     Anyone may submit comments, a protest, or a motion to intervene in accordance with the requirements of Rules of Practice and Procedure, 18 CFR 385.210, .211, .214, respectively. In determining the appropriate action to take, the Commission will consider all protests or other comments filed, but only those who file a motion to intervene in accordance with the Commission's Rules may become a party to the proceeding. Any comments, protests, or motions to intervene must be received on or before the specified comment date for the particular application.
                </P>
                <P>
                    o. 
                    <E T="03">Filing and Service of Documents:</E>
                     Any filing must (1) bear in all capital letters the title “COMMENTS”, “PROTEST”, or “MOTION TO INTERVENE” as applicable; (2) set forth in the heading the name of the applicant and the project number of the application to which the filing responds; (3) furnish the name, address, and telephone number of the person commenting, protesting or intervening; and (4) otherwise comply with the requirements of 18 CFR 385.2001 through 385.2005. All comments, motions to intervene, or protests must set forth their evidentiary basis. Any filing made by an intervenor must be accompanied by proof of service on all persons listed in the service list prepared by the Commission in this proceeding, in accordance with 18 CFR 385.2010.
                </P>
                <P>
                    p. The Commission's Office of Public Participation (OPP) supports meaningful public engagement and participation in Commission proceedings. OPP can help members of the public, including landowners, environmental justice communities, Tribal members and others, access publicly available information and navigate Commission 
                    <PRTPAGE P="52449"/>
                    processes. For public inquiries and assistance with making filings such as interventions, comments, or requests for rehearing, the public is encouraged to contact OPP at (202) 502-6595 or 
                    <E T="03">OPP@ferc.gov.</E>
                </P>
                <SIG>
                    <DATED>Dated: June 14, 2024.</DATED>
                    <NAME>Debbie-Anne A. Reese,</NAME>
                    <TITLE>Acting Secretary.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13722 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 6717-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF ENERGY</AGENCY>
                <SUBAGY>Federal Energy Regulatory Commission</SUBAGY>
                <SUBJECT>Notice of Staff Attendance at North American Electric Reliability Corporation Reliability Assessment Subcommittee Meeting; Standard Drafting Team Meeting; and Industry Webinar</SUBJECT>
                <P>The Federal Energy Regulatory Commission hereby gives notice that members of the Commission and/or Commission staff may attend the following meetings:</P>
                <P>North American Electric Reliability Corporation: Project 2021-02 Modifications to VAR-002 Standard Drafting Team Meeting, WebEx, July 9, 2024 | 9:00 a.m.-11:00 a.m. Eastern.</P>
                <P>
                    Further information regarding this meeting and how to join remotely may be found at: 
                    <E T="03">https://www.nerc.com/pa/Stand/Lists/stand/DispForm.aspx?ID=2369.</E>
                </P>
                <P>North American Electric Reliability Corporation: Reliability Assessment Subcommittee Meeting:</P>
                <P>Southwest Power Pool Offices, 201 Worthen Drive, Little Rock, AR 72223.</P>
                <FP SOURCE="FP-1">July 9, 2024 | 8:30 a.m.-5:00 p.m. Central</FP>
                <FP SOURCE="FP-1">July 10, 2024 | 8:30 a.m.-5:00 p.m. Central</FP>
                <FP SOURCE="FP-1">July 11, 2024 | 8:30 a.m.-5:00 p.m. Central</FP>
                <P>
                    Further information regarding this meeting and how to join remotely may be found at: 
                    <E T="03">https://www.eventbrite.com/e/reliability-assessment-subcommittee-meeting-july-2024-registration-910659024657?aff=oddtdtcreator.</E>
                </P>
                <P>North American Electric Reliability Corporation: Industry Webinar: FERC Order No. 901 Milestone 3, WebEx, July 10, 2024 | 12:00 p.m.-1:00 p.m. Eastern.</P>
                <P>
                    Further information regarding this meeting and how to join remotely may be found at: 
                    <E T="03">https://www.nerc.com/pa/Stand/Lists/stand/DispForm.aspx?ID=2370.</E>
                </P>
                <P>The discussions at the meetings, which are open to the public, may address matters at issue in the following Commission proceedings:</P>
                <FP SOURCE="FP-1">Docket No. RR24-2-000 North American Electric Reliability Corporation</FP>
                <P>
                    For further information, please contact Leigh Anne Faugust (202) 502-6396 or 
                    <E T="03">leigh.faugust@ferc.gov.</E>
                </P>
                <SIG>
                    <DATED>Dated: June 17, 2024.</DATED>
                    <NAME>Debbie-Anne A. Reese,</NAME>
                    <TITLE>Acting Secretary.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13799 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 6717-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF ENERGY</AGENCY>
                <SUBAGY>Federal Energy Regulatory Commission</SUBAGY>
                <DEPDOC>[Docket No. ER24-1850-001]</DEPDOC>
                <SUBJECT>Atrisco BESS SF LLC; Supplemental Notice That Filing Includes Request for Blanket Section 204 Authorization</SUBJECT>
                <P>This is a supplemental notice that the above-referenced proceeding of Atrisco BESS SF LLC includes a request for blanket authorization, under 18 CFR part 34, of future issuances of securities and assumptions of liability.</P>
                <P>Any person desiring to intervene or to protest should file with the Federal Energy Regulatory Commission, 888 First Street, NE, Washington, DC 20426, in accordance with Rules 211 and 214 of the Commission's Rules of Practice and Procedure (18 CFR 385.211 and 385.214). Anyone filing a motion to intervene or protest must serve a copy of that document on the Applicant.</P>
                <P>Notice is hereby given that the deadline for filing protests with regard to the applicant's request for blanket authorization, under 18 CFR part 34, of future issuances of securities and assumptions of liability, is June 21, 2024.</P>
                <P>
                    The Commission encourages electronic submission of protests and interventions in lieu of paper, using the FERC Online links at 
                    <E T="03">http://www.ferc.gov.</E>
                     To facilitate electronic service, persons with internet access who will eFile a document and/or be listed as a contact for an intervenor must create and validate an eRegistration account using the eRegistration link. Select the eFiling link to log on and submit the intervention or protests.
                </P>
                <P>Persons unable to file electronically may mail similar pleadings to the Federal Energy Regulatory Commission, 888 First Street NE, Washington, DC 20426. Hand delivered submissions in docketed proceedings should be delivered to Health and Human Services, 12225 Wilkins Avenue, Rockville, Maryland 20852.</P>
                <P>
                    In addition to publishing the full text of this document in the 
                    <E T="04">Federal Register</E>
                    , the Commission provides all interested persons an opportunity to view and/or print the contents of this document via the internet through the Commission's Home Page (
                    <E T="03">http://www.ferc.gov</E>
                    ). From the Commission's Home Page on the internet, this information is available on eLibrary. The full text of this document is available on eLibrary in PDF and Microsoft Word format for viewing, printing, and/or downloading. To access this document in eLibrary, type the docket number excluding the last three digits of this document in the docket number field.
                </P>
                <P>
                    User assistance is available for eLibrary and the Commission's website during normal business hours from FERC Online Support at 202-502-6652 (toll free at 1-866-208-3676) or email at 
                    <E T="03">ferconlinesupport@ferc.gov,</E>
                     or the Public Reference Room at (202) 502-8371, TTY (202) 502-8659. Email the Public Reference Room at 
                    <E T="03">public.referenceroom@ferc.gov.</E>
                </P>
                <P>
                    The Commission's Office of Public Participation (OPP) supports meaningful public engagement and participation in Commission proceedings. OPP can help members of the public, including landowners, environmental justice communities, Tribal members and others, access publicly available information and navigate Commission processes. For public inquiries and assistance with making filings such as interventions, comments, or requests for rehearing, the public is encouraged to contact OPP at (202) 502-6595 or 
                    <E T="03">OPP@ferc.gov.</E>
                </P>
                <SIG>
                    <DATED>Dated: June 14, 2024.</DATED>
                    <NAME>Debbie-Anne A. Reese,</NAME>
                    <TITLE>Acting Secretary.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13727 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 6717-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF ENERGY</AGENCY>
                <SUBAGY>Federal Energy Regulatory Commission</SUBAGY>
                <DEPDOC>[Project No. 2544-052]</DEPDOC>
                <SUBJECT>Hydro Technology Systems, Inc.; Notice of Availability of Environmental Assessment</SUBJECT>
                <P>
                    In accordance with the National Environmental Policy Act of 1969 and the Federal Energy Regulatory Commission's (Commission) regulations, 18 CFR part 380, the Office of Energy Projects has reviewed the 
                    <PRTPAGE P="52450"/>
                    application for a new license to continue to operate and maintain the Meyers Falls Hydroelectric Project No. 2544 (project). The project is located on the Colville River in Stevenson County, Washington. Commission staff has prepared an Environmental Assessment (EA) for the project.
                </P>
                <P>The EA contains staff's analysis of the potential environmental impacts of the project and concludes that licensing the project, with appropriate environmental protective measures, would not constitute a major federal action that would significantly affect the quality of the human environment.</P>
                <P>
                    The Commission provides all interested persons with an opportunity to view and/or print the EA via the internet through the Commission's Home Page (
                    <E T="03">http://www.ferc.gov/</E>
                    ), using the “eLibrary” link. Enter the docket number, excluding the last three digits in the docket number field, to access the document. For assistance, contact FERC Online Support at 
                    <E T="03">FERCOnlineSupport@ferc.gov,</E>
                     or toll-free at (866) 208-3676, or for TTY, (202) 502-8659.
                </P>
                <P>
                    You may also register online at 
                    <E T="03">https://ferconline.ferc.gov/eSubscription.aspx</E>
                     to be notified via email of new filings and issuances related to this or other pending projects. For assistance, contact FERC Online Support.
                </P>
                <P>Any comments should be filed within 30 days from the date of this notice.</P>
                <P>
                    The Commission strongly encourages electronic filing. Please file comments using the Commission's eFiling system at 
                    <E T="03">https://ferconline.ferc.gov/FERCOnline.aspx</E>
                    . Commenters can submit brief comments up to 6,000 characters, without prior registration, using the eComment system at 
                    <E T="03">https://ferconline.ferc.gov/QuickComment.aspx</E>
                    . For assistance, please contact FERC Online Support. In lieu of electronic filing, you may submit a paper copy. Submissions sent via the U.S. Postal Service must be addressed to: Debbie-Anne A. Reese, Acting Secretary, Federal Energy Regulatory Commission, 888 First Street NE, Room 1A, Washington, DC 20426. Debbie-Anne A. Reese, Acting Secretary, Federal Energy Regulatory Commission, 12225 Wilkins Avenue, Rockville, Maryland 20852. The first page of any filing should include docket number P-2544-052.
                </P>
                <P>
                    The Commission's Office of Public Participation (OPP) supports meaningful public engagement and participation in Commission proceedings. OPP can help members of the public, including landowners, environmental justice communities, Tribal members and others, access publicly available information and navigate Commission processes. For public inquiries and assistance with making filings such as interventions, comments, or requests for rehearing, the public is encouraged to contact OPP at (202) 502-6595, or 
                    <E T="03">OPP@ferc.gov.</E>
                </P>
                <P>
                    Any questions regarding this notice may be directed to Maryam Zavareh at (202) 502-8474 or 
                    <E T="03">Maryam.Zavareh@ferc.gov.</E>
                </P>
                <SIG>
                    <DATED>Dated: June 14, 2024.</DATED>
                    <NAME>Debbie-Anne A. Reese,</NAME>
                    <TITLE>Acting Secretary.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13719 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 6717-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF ENERGY</AGENCY>
                <SUBAGY>Federal Energy Regulatory Commission</SUBAGY>
                <DEPDOC>[Project No. 2548-056]</DEPDOC>
                <SUBJECT>Northbrook Lyons Falls, LLC; Notice of Application Tendered for Filing With the Commission and Soliciting Additional Study Requests and Establishing Procedural Schedule for Relicensing and a Deadline for Submission of Final Amendments</SUBJECT>
                <P>Take notice that the following hydroelectric application has been filed with the Commission and is available for public inspection.</P>
                <P>
                    a. 
                    <E T="03">Type of Application:</E>
                     New Major License.
                </P>
                <P>
                    b. 
                    <E T="03">Project No.:</E>
                     2548-056.
                </P>
                <P>
                    c. 
                    <E T="03">Date Filed:</E>
                     May 31, 2024.
                </P>
                <P>
                    d. 
                    <E T="03">Applicant:</E>
                     Northbrook Lyons Falls, LLC (Northbrook).
                </P>
                <P>
                    e. 
                    <E T="03">Name of Project:</E>
                     Lyons Falls Hydroelectric Project (Lyons Falls Project or project).
                </P>
                <P>
                    f. 
                    <E T="03">Location:</E>
                     On the Black and Moose Rivers in Lewis County, New York.
                </P>
                <P>
                    g. 
                    <E T="03">Filed Pursuant to:</E>
                     Federal Power Act, 16 U.S.C. 791(a)-825(r).
                </P>
                <P>
                    h. 
                    <E T="03">Applicant Contact:</E>
                     Mr. Lewis Loon, General Manager, Operations and Maintenance—USA, Kruger Energy, 423 Brunswick Ave., Gardiner, ME 04345; telephone at (207) 203-3027; email at 
                    <E T="03">lewis.loon@kruger.com.</E>
                </P>
                <P>
                    i. 
                    <E T="03">FERC Contact:</E>
                     Kelly Wolcott, Project Coordinator, Great Lakes Branch, Division of Hydropower Licensing; telephone at (202) 502-6480; email at 
                    <E T="03">kelly.wolcott@ferc.gov.</E>
                </P>
                <P>
                    j. 
                    <E T="03">Cooperating Agencies:</E>
                     Federal, State, local, and Tribal agencies with jurisdiction and/or special expertise with respect to environmental issues that wish to cooperate in the preparation of the environmental document should follow the instructions for filing such requests described in item l below. Cooperating agencies should note the Commission's policy that agencies that cooperate in the preparation of the environmental document cannot also intervene. 
                    <E T="03">See</E>
                     94 FERC ¶ 61,076 (2001).
                </P>
                <P>k. Pursuant to section 4.32(b)(7) of 18 CFR of the Commission's regulations, if any resource agency, Indian Tribe, or person believes that an additional scientific study should be conducted in order to form an adequate factual basis for a complete analysis of the application on its merit, the resource agency, Indian Tribe, or person must file a request for a study with the Commission not later than 60 days from the date of filing of the application, and serve a copy of the request on the applicant.</P>
                <P>l. Deadline for filing additional study requests and requests for cooperating agency status: July 30, 2024.</P>
                <P>
                    The Commission strongly encourages electronic filing. Please file additional study requests and requests for cooperating agency status using the Commission's eFiling system at 
                    <E T="03">https://ferconline.ferc.gov/FERCOnline.aspx.</E>
                     For assistance, please contact FERC Online Support at 
                    <E T="03">FERCOnlineSupport@ferc.gov,</E>
                     (866) 208-3676 (toll free), or (202) 502-8659 (TTY). In lieu of electronic filing, you may submit a paper copy. Submissions sent via the U.S. Postal Service must be addressed to: Debbie-Anne A. Reese, Acting Secretary, Federal Energy Regulatory Commission, 888 First Street NE, Room 1A, Washington, DC 20426. Submissions sent via any other carrier must be addressed to: Debbie-Anne A. Reese, Acting Secretary, Federal Energy Regulatory Commission, 12225 Wilkins Avenue, Rockville, MD 20852. All filings must clearly identify the project name and docket number on the first page: Lyons Falls Hydroelectric Project (P-2548-056).
                </P>
                <P>m. The application is not ready for environmental analysis at this time.</P>
                <P>
                    n. 
                    <E T="03">Project Description:</E>
                     The project as currently licensed consists of the following three developments from upstream to downstream: the 1.05-megawatt (MW) Kosterville Development, the 2-MW Gouldtown Development, and the 11.2-MW Lyons Falls Development.
                </P>
                <HD SOURCE="HD1">Project Facilities</HD>
                <HD SOURCE="HD2">Kosterville Development</HD>
                <P>
                    The Kosterville Development consists of a concrete dam (Kosterville Dam) that includes: (1) a non-overflow section; (2) a 314-foot-long spillway with a crest elevation of 889.5 feet mean sea level 
                    <PRTPAGE P="52451"/>
                    (msl); (3) a non-overflow gated section with three 11-foot-long stoplog gates; and (4) an intake structure with three steel sluice gates and a trashrack with 2-inch clear bar spacing.
                </P>
                <P>The dam creates an impoundment that has a surface area of 3 acres at the spillway crest elevation of 889.5 feet msl. From the impoundment, water flows through the intake structure to a bay that includes two horizontal Francis turbines. The turbines are connected to a 0.55-MW generator and a 0.50-MW generator that are located in a 50-foot-wide, 50-foot-long steel and concrete powerhouse adjacent to the turbine bay. Water is discharged from the turbines to the Moose River.</P>
                <P>The minimum and maximum hydraulic capacities of the turbines are 150 and 540 cubic feet per second (cfs), respectively. The Kosterville Development's generators are connected to the regional electric grid by an approximately 0.25-mile-long, 2.3-kilovolt (kV) overhead generator lead line and a 2.2/24-kV step-up transformer.</P>
                <P>The Kosterville Development's project recreation facilities include a portage route on the north side of the impoundment that includes a take-out approximately 80 feet upstream of Kosterville Dam and a put-in approximately 100 feet downstream of the dam.</P>
                <HD SOURCE="HD2">Gouldtown Development</HD>
                <P>The Gouldtown Development consists of a concrete dam (Gouldtown Dam) that includes: (1) a 30-foot-long intake structure with a 10-foot-long, 10-foot-high gate and a 30-foot-long, 12-foot-high trashrack with 2-inch clear bar spacing; (2) a south dam section that includes: (a) a low-level outlet gate and a sluice gate; (b) an 84-foot-long gated section with eleven 5-foot-high steel gates; and (c) a 50.7-foot-long abutment; and (3) a north dam section that includes: (a) a non-overflow section with a low-level outlet gate and a sluice gate; (b) a 100-foot-long spillway with 3-foot-high flashboards that have a crest elevation of 855 feet msl; and (c) an abutment section. The dam abuts a 4-acre island in the Moose River, between the south and north sections of the dam.</P>
                <P>The dam creates an impoundment that has a surface area of 10 acres at the flashboard crest elevation of 855 feet msl. From the impoundment, water flows through the intake structure to a 105-foot-long, 10-foot-diameter steel penstock that conveys water to a bay that includes a horizontal Francis turbine and a surge pipe. The turbine is connected to a 2-MW generator that is located in a 48-foot-wide, 38-foot-long concrete powerhouse adjacent to the turbine bay. Water is discharged from the turbine to the Moose River.</P>
                <P>The Gouldtown Development creates the following bypassed reach segments: (1) an approximately 200-foot-long segment downstream of the south section of the dam; and (2) an approximately 1,000-foot-long segment downstream of the north section of the dam that discharges approximately 230 feet downstream of the powerhouse (north channel bypassed reach). Northbrook releases minimum flows to the north channel bypassed reach through a 1.25-foot-diameter pipe that is attached to the sluice gate of the north dam.</P>
                <P>The minimum and maximum hydraulic capacities of the turbines are 160 and 726 cfs, respectively.</P>
                <P>The Gouldtown Development's generator is connected to the regional electric grid by: (1) 2.3-kV generator lead lines; (2) a step-up transformer located in a substation; and (3) an approximately 1-mile-long, 23-kV overhead transmission line.</P>
                <P>The Gouldtown Development's project recreation facilities include: (1) a portage route on the north side of the impoundment that includes a take-out approximately 200 feet upstream of Gouldtown Dam and a put-in approximately 800 feet downstream of the dam; and (2) a parking area adjacent to the intersection of Kosterville and Shibley Roads.</P>
                <HD SOURCE="HD2">Lyons Falls Development</HD>
                <P>The Lyons Falls Development currently consists of a concrete dam (Lyons Falls Dam) that includes: (1) a west abutment; (2) an intake structure with three sluice gates equipped with an 89-foot-long trashrack with 2-inch clear bar spacing; (3) an approximately 73.3-foot-long non-overflow section with a low level outlet gate, a 3.8-foot-long, 6-foot-high sluice gate, and two 25-foot-long, 6-foot-high steel sluice gates; and (4) a 362-foot-long spillway with 2.2-foot-high flashboards that have a crest elevation of 806.5 feet msl.</P>
                <P>The dam creates an impoundment that has a surface area of 130 acres at the flashboard crest elevation of 806.5 feet msl. From the impoundment, water currently flows through the west sluice gate of the intake structure to a 250-foot-long, 6-foot-diameter penstock and a 250-foot-long, 12-foot-diameter penstock, and through the east sluice gate of the intake structure to a 125-foot-long, 8-foot-diameter penstock. The two 250-foot-long penstocks currently convey water to two 1.2-MW horizontal turbine-generator units, a 1.25 MW horizontal turbine-generator unit, and a 0.9 MW horizontal turbine-generator unit located in a 47-foot-long, 110-foot-wide brick and concrete powerhouse for a total installed capacity of 4.55 MW. The 125-foot-long penstock currently conveys water to a 1.04-MW vertical turbine-generator unit located in a 30-foot-long, 30-foot-wide powerhouse.</P>
                <P>Water is currently discharged from the turbines to the Black River. The Lyons Falls Development creates an approximately 300-foot-long bypassed reach.</P>
                <P>The minimum and maximum hydraulic capacities of the turbines are currently 410 and 1,170 cfs, respectively.</P>
                <P>The Lyons Falls Development's generators are currently connected to the regional electric grid by: (1) 2.3-kV generator lead lines; (2) two 2.3/23-kV step-up transformers; (3) two 23-kV overhead transmission lines; and (4) a 540-foot-long, 23-kV overhead transmission line.</P>
                <P>The Commission approved a license amendment on March 30, 2016 (2016 Order), to increase the installed capacity of the Lyons Falls Development from 5.61 MW to 11.2 MW by replacing the powerhouses and intake facilities with new facilities, including two new 5.6-MW turbine-generators. Northbrook has not commenced construction of the new facilities. Commission staff issued a letter on May 8, 2024, granting Northbrook's request for an extension of time to start and complete construction by September 30, 2025 and September 30, 2027, respectively. In the license application, Northbrook states that it is still proposing to construct the new intake and powerhouse facilities.</P>
                <P>The Lyons Falls Development's project recreation facilities include a portage route around the east side of the dam and a boat access site, picnic area, and parking area downstream of the dam.</P>
                <HD SOURCE="HD1">Project Operation</HD>
                <P>The current license requires the licensee to operate the project in a run-of-river mode. Northbrook maintains the surface elevation of the Lyons Falls, Gouldtown, and Kosterville Developments' impoundments at 806.5 feet, 855 feet, and 889.5 feet msl, respectively. The current license requires the licensee to release a minimum flow of 5 cfs or inflow, whichever is less, from the Gouldtown Development to the north channel bypassed reach. The current license also requires the implementation of a recreation plan filed on July 20, 1987, and revised on July 28, 1988.</P>
                <P>
                    The average annual energy production of the project (
                    <E T="03">i.e.,</E>
                     Lyons Falls, 
                    <PRTPAGE P="52452"/>
                    Gouldtown, and Kosterville Developments) from 2019 through 2023, was 33,601 megawatt-hours.
                </P>
                <P>The 2016 Order amended the license to include several additional conditions for the construction of the new intake and powerhouse facilities, including but not limited to: (1) preconstruction requirements, such as a stream flow and water level monitoring plan and invasive species management plan; and (2) conditions required by the New York Department of Environmental Conservation's water quality certification, such as: (a) restrictions on the timing of construction, impoundment drawdowns/dewatering activities, dredging, sediment disposal, placement of cofferdams, and erosion control measures during construction; and (b) run-of-river operation, water level fluctuation limits, minimum bypassed reach flows, seasonal installation of 1-inch trashrack overlays, a trashrack management plan, and downstream fish passage measures following construction.</P>
                <P>Northbrook proposes to revise the project boundary around the impoundments to follow the normal maximum impoundment elevations and add/remove land that is occupied by or adjacent to project facilities, which would result in a net reduction of land and water in the project boundary from 202 acres under the current license to 196 acres under the proposed relicensing.</P>
                <P>Northbrook proposes to continue operating the project in a run-of-river mode. Northbrook proposes to maintain the surface elevations of the impoundments within 6 inches of the flashboard crests or the spillway crests if flashboards are not in place. Northbrook also proposes to: (1) release a continuous minimum flow of 10 cfs or inflow, whichever is less, to the north channel bypassed reach of the Gouldtown Development; (2) install trashrack overlays with 1-inch clear bar spacing at each development from April 15 through October 15; (3) implement a stream flow and water level monitoring plan as required by the 2016 Order; (4) implement the Invasive Species Management Plan, Bat Management Plan, and Bald Eagle Management Plan filed as Appendices H, I, and J of Volume 1 of the license application, respectively; (5) release an aesthetic flow of 0.5 inch of spill over the dam/flashboard crest of each development from Memorial Day to Labor Day; (6) revise the Recreation Plan required under the current license; (7) construct a parking lot for up to 15 cars at the Kosterville Development; (8) develop a walking trail to the pool below the Gouldtown Development waterfall; (9) provide public access to the Kosterville Development from 8:00 a.m. to 7:00 p.m. on whitewater release days; (10) cease generation at the Kosterville and Gouldtown Developments and release all inflow from the spillways when the Moose River Project is releasing whitewater boating flows; and (11) install directional and safety signage at project recreation facilities.</P>
                <P>
                    o. In addition to publishing the full text of this notice in the 
                    <E T="04">Federal Register</E>
                    , the Commission provides all interested persons an opportunity to view and/or print the contents of this notice, as well as other documents in the proceeding (
                    <E T="03">e.g.,</E>
                     license application) via the internet through the Commission's Home Page (
                    <E T="03">http://www.ferc.gov</E>
                    ) using the “eLibrary” link. Enter the docket number excluding the last three digits in the docket number field to access the document (P-2548). For assistance, contact FERC at 
                    <E T="03">FERCOnlineSupport@ferc.gov,</E>
                     (866) 208-3676 (toll free), or (202) 502-8659 (TTY).
                </P>
                <P>
                    You may also register online at 
                    <E T="03">https://ferconline.ferc.gov/FERCOnline.aspx</E>
                     to be notified via email of new filings and issuances related to this or other pending projects. For assistance, contact FERC Online Support.
                </P>
                <P>
                    p. The Commission's Office of Public Participation (OPP) supports meaningful public engagement and participation in Commission proceedings. OPP can help members of the public, including landowners, environmental justice communities, Tribal members and others, access publicly available information and navigate Commission processes. For public inquiries and assistance with making filings such as interventions, comments, or requests for rehearing, the public is encouraged to contact OPP at (202) 502-6595 or 
                    <E T="03">OPP@ferc.gov.</E>
                </P>
                <P>
                    q. 
                    <E T="03">Procedural Schedule:</E>
                     The application will be processed according to the following preliminary schedule. Revisions to the schedule will be made as appropriate.
                </P>
                <FP SOURCE="FP-1">Issue Deficiency Letter and Request Additional Information—July 2024</FP>
                <FP SOURCE="FP-1">Issue Scoping Document 1 for comments—September 2024</FP>
                <FP SOURCE="FP-1">Request Additional Information (if necessary)—November 2024</FP>
                <FP SOURCE="FP-1">Issue Acceptance Letter—November 2024</FP>
                <FP SOURCE="FP-1">Issue Scoping Document 2 (if necessary)—November 2024</FP>
                <FP SOURCE="FP-1">Issue Notice of Ready for Environmental Analysis—November 2024</FP>
                <P>r. Final amendments to the application must be filed with the Commission no later than 30 days from the issuance date of the notice of ready for environmental analysis.</P>
                <SIG>
                    <DATED>Dated: June 14, 2024.</DATED>
                    <NAME>Debbie-Anne A. Reese,</NAME>
                    <TITLE>Acting Secretary.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13718 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 6717-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF ENERGY</AGENCY>
                <SUBAGY>Federal Energy Regulatory Commission</SUBAGY>
                <DEPDOC>[Project No. 1971-135]</DEPDOC>
                <SUBJECT>Idaho Power Company; Notice of Intent To Prepare an Environmental Assessment</SUBJECT>
                <P>On October 6 and 7, 2022, and supplemented October 21, 2022, March 17, 2023, April 10, 2023, and July 17, 2023, Idaho Power Company filed an application for a non-capacity amendment of its license for the Hells Canyon Project No. 1971. The project is located on the Snake River in Adams and Washington counties, Idaho, and in Baker, Wallowa, and Malheur counties, Oregon. Federal lands administered by the U.S. Forest Service and the Bureau of Land Management (Payette and Wallowa-Whitman National Forests and Hells Canyon National Recreational Area) are included within the project boundary.</P>
                <P>
                    The licensee proposes to perform maintenance work on the turbines and generators at the Oxbow Development of the project. The work would increase the authorized installed capacity of the project from 1,222,300 kilowatts (kW) to 1,252,065 kW. To facilitate the turbine and generator maintenance work, the licensee is also proposing to: (1) extend the existing erection deck to the east; and (2) provide an area for additional parking and a job trailer. The deck extension would be approximately 100 feet by 84 feet and would necessitate relocating the septic drain field for the Oxbow power plant and increasing the amount of security fencing. The total disturbance area to the east of the existing erection deck would be approximately 0.75 acre. The licensee planned to commence construction of the erection deck in 2023 and begin the maintenance work on the first unit in 2025. The licensee would take a single unit off-line periodically between September 2025 and September 2029. The licensee is not proposing any changes to project operations nor has the licensee proposed variances to license conditions to complete the work. None of the work for the turbine and 
                    <PRTPAGE P="52453"/>
                    generator maintenance would involve in-water work and the licensee would use best management practices for all construction work.
                </P>
                <P>
                    On April 10, 2023, the Commission issued a public notice for the proposed amendment. On April 28, May 1, May 5, May 9, May 10, and May 10, 2023, the State of Oregon by and through the Oregon Department of Environmental Quality, Oregon Department of Fish and Wildlife, Oregon Water Resources Department, National Marine Fisheries Service, the Confederated Tribes of the Umatilla Indian Reservation, and the State of Idaho,
                    <SU>1</SU>
                    <FTREF/>
                     respectively, filed notices of intervention. On May 11, 2023, the Columbia River Inter-Tribal Fish Commission and Upper Snake River Tribes Foundation, Inc. filed untimely motions to intervene, which were granted on March 7, 2024. On May 11, 2023, the U.S. Department of the Interior, Bureau of Indian Affairs filed comments. On October 24, 2023, the U.S. Fish and Wildlife Service filed a letter with the Commission concurring with Commission staff's determination that the proposed action may affect but is not likely to adversely affect bull trout or bull trout critical habitat.
                </P>
                <FTNT>
                    <P>
                        <SU>1</SU>
                         On behalf of the Idaho Department of Fish and Game, the Idaho Water Resources Board, and the Idaho Department of Environmental Quality.
                    </P>
                </FTNT>
                <P>
                    This notice identifies Commission staff's intention to prepare an environmental assessment (EA) for the project. The planned schedule for the completion of the EA is October 30, 2024.
                    <SU>2</SU>
                    <FTREF/>
                     Revisions to the schedule may be made as appropriate. The EA will be issued and made available for review by all interested parties. All comments filed on the EA will be reviewed by staff and considered in the Commission's final decision on the proceeding.
                </P>
                <FTNT>
                    <P>
                        <SU>2</SU>
                         42 U.S.C. 4336a(g)(1)(B) requires lead federal agencies to complete EAs within 1 year of the agency's decision to prepare an EA. This notice establishes the Commission's intent to prepare an EA for the project; therefore, the EA must be issued within 1 year of the issuance date of this notice.
                    </P>
                </FTNT>
                <P>
                    With this notice, the Commission is inviting federal, state, local, and Tribal agencies with jurisdiction and/or special expertise with respect to environmental issues affected by the proposal that wish to cooperate in the preparation of the environmental assessment to contact staff for further instructions. Cooperating agencies should note the Commission's policy that agencies that cooperate in the preparation of any environmental document cannot also intervene. 
                    <E T="03">See</E>
                     94 FERC ¶ 61,076 (2001).
                </P>
                <P>
                    The Commission's Office of Public Participation (OPP) supports meaningful public engagement and participation in Commission proceedings. OPP can help members of the public, including landowners, environmental justice communities, Tribal members, and others to access publicly available information and navigate Commission processes. For public inquiries and assistance with making filings such as interventions, comments, or requests for rehearing, the public is encouraged to contact OPP at (202) 502-6595 or 
                    <E T="03">OPP@ferc.gov.</E>
                </P>
                <P>
                    Any questions regarding this notice may be directed to Jeremy Jessup at 202-502-6779 or 
                    <E T="03">Jeremy.Jessup@ferc.gov.</E>
                </P>
                <SIG>
                    <DATED>Dated: June 14, 2024.</DATED>
                    <NAME>Debbie-Anne A. Reese,</NAME>
                    <TITLE>Acting Secretary.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13721 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 6717-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF ENERGY</AGENCY>
                <SUBAGY>Federal Energy Regulatory Commission</SUBAGY>
                <SUBJECT>Combined Notice of Filings #1</SUBJECT>
                <P>Take notice that the Commission received the following electric rate filings:</P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     ER24-227-004.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     RPC Power, LLC.
                </P>
                <P>
                    <E T="03">Description:</E>
                     Tariff Amendment: Response to Deficiency Letter—Ownership Clarification (ER24-227-) to be effective 6/15/2024.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/14/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240614-5155.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 7/5/24.
                </P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     ER24-2270-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     ISO New England Inc.
                </P>
                <P>
                    <E T="03">Description:</E>
                     § 205(d) Rate Filing: ISO-NE; Ministerial Filing to Conform Section I.2 of ISO New England Inc. Tariff to be effective 4/15/2024.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/13/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240613-5117.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 7/5/24.
                </P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     ER24-2271-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     Aspen Road Solar 1, LLC.
                </P>
                <P>
                    <E T="03">Description:</E>
                     Baseline eTariff Filing: Market-Based Rate Application to be effective 8/13/2024.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/13/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240613-5118.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 7/5/24.
                </P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     ER24-2272-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     Egypt Road Solar, LLC.
                </P>
                <P>
                    <E T="03">Description:</E>
                     Baseline eTariff Filing: Market-Based Rate Application to be effective 8/13/2024.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/13/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240613-5121.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 7/5/24.
                </P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     ER24-2273-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     Jones Farm Lane Solar, LLC.
                </P>
                <P>
                    <E T="03">Description:</E>
                     Baseline eTariff Filing: Market-Based Rate Application to be effective 8/13/2024.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/13/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240613-5124.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 7/5/24.
                </P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     ER24-2274-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     Entergy Mississippi, LLC.
                </P>
                <P>
                    <E T="03">Description:</E>
                     § 205(d) Rate Filing: Ragsdale Solar, LLC, LBA Agreement to be effective 6/17/2024.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/14/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240614-5002.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 7/5/24.
                </P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     ER24-2275-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     Midcontinent Independent System Operator, Inc.
                </P>
                <P>
                    <E T="03">Description:</E>
                     § 205(d) Rate Filing: 2024-06-14_SA 4124 Termination of NIPSCO-Malden Solar GIA (J1447) to be effective 5/27/2024.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/14/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240614-5046.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 7/5/24.
                </P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     ER24-2276-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     Prairie Ronde Solar Farm, LLC.
                </P>
                <P>
                    <E T="03">Description:</E>
                     Baseline eTariff Filing: Petition for Initial Market-Based Rate Authority w/Waivers &amp; Expedited Treatment to be effective 7/1/2024.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/14/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240614-5048.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 7/5/24.
                </P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     ER24-2277-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     Southwest Power Pool, Inc.
                </P>
                <P>
                    <E T="03">Description:</E>
                     § 205(d) Rate Filing: 2646R10 Kansas Municipal Energy Agency NITSA NOA to be effective 6/1/2024.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/14/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240614-5054.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 7/5/24.
                </P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     ER24-2278-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     New York Independent System Operator, Inc.
                </P>
                <P>
                    <E T="03">Description:</E>
                     § 205(d) Rate Filing: NYISO 205: LGIA LIPA Yaphank Energy Storage Project SA2847 (CEII) to be effective 5/31/2024.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/14/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240614-5056.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 7/5/24.
                </P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     ER24-2279-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     Bull Run Energy LLC.
                </P>
                <P>
                    <E T="03">Description:</E>
                     Bull Run Energy LLC Submits a Request for Prospective Tariff Waiver and Expedited Action.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/13/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240613-5158.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 7/5/24.
                </P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     ER24-2280-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     Pacific Gas and Electric Company.
                    <PRTPAGE P="52454"/>
                </P>
                <P>
                    <E T="03">Description:</E>
                     § 205(d) Rate Filing: CCSF Warnerville WPA (TO SA 284) to be effective 7/15/2024.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/14/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240614-5075.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 7/5/24.
                </P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     ER24-2281-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     PacifiCorp.
                </P>
                <P>
                    <E T="03">Description:</E>
                     Tariff Amendment: Notice of Termination of ESM Const Agmt Jim Bridger BAA Move to be effective 8/14/2024.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/14/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240614-5087.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 7/5/24.
                </P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     ER24-2282-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     Alabama Power Company, Georgia Power Company, Mississippi Power Company.
                </P>
                <P>
                    <E T="03">Description:</E>
                     Tariff Amendment: Alabama Power Company submits tariff filing per 35.15: Escatawpa Solar Energy (Prospero Solar I) LGIA Termination Filing to be effective 6/14/2024.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/14/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240614-5114.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 7/5/24.
                </P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     ER24-2283-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     Alabama Power Company, Georgia Power Company, Mississippi Power Company.
                </P>
                <P>
                    <E T="03">Description:</E>
                     Tariff Amendment: Alabama Power Company submits tariff filing per 35.15: Highland Timbers Solar Energy (Prospero Solar II) LGIA Termination Filing to be effective 6/14/2024.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/14/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240614-5115.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 7/5/24.
                </P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     ER24-2284-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     Mid-Atlantic Interstate Transmission, LLC, FirstEnergy Pennsylvania Electric Company, PJM Interconnection, L.L.C.
                </P>
                <P>
                    <E T="03">Description:</E>
                     § 205(d) Rate Filing: Mid-Atlantic Interstate Transmission, LLC submits tariff filing per 35.13(a)(2)(iii: MAIT and FE PA submits Amended Operating Maintenance Agreement, SA No. 3655 to be effective 8/14/2024.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/14/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240614-5116.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 7/5/24.
                </P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     ER24-2285-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     Nevada Power Company.
                </P>
                <P>
                    <E T="03">Description:</E>
                     § 205(d) Rate Filing: NPC Executed Non-Conforming LGIAs to be effective 2/2/2021.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/14/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240614-5120.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 7/5/24.
                </P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     ER24-2286-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     PJM Interconnection, L.L.C.
                </P>
                <P>
                    <E T="03">Description:</E>
                     § 205(d) Rate Filing: Amendment to ISA No. 5227, Queue No. AB2-158_AE1-154 to be effective 8/14/2024.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/14/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240614-5149.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 7/5/24.
                </P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     ER24-2287-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     Public Service Company of Colorado.
                </P>
                <P>
                    <E T="03">Description:</E>
                     § 205(d) Rate Filing: 2024-06-14 ABS-GI-2021-6-LGIA Amend-1-721 to be effective 8/14/2024.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/14/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240614-5151.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 7/5/24.
                </P>
                <P>
                    The filings are accessible in the Commission's eLibrary system (
                    <E T="03">https://elibrary.ferc.gov/idmws/search/fercgensearch.asp</E>
                    ) by querying the docket number.
                </P>
                <P>Any person desiring to intervene, to protest, or to answer a complaint in any of the above proceedings must file in accordance with Rules 211, 214, or 206 of the Commission's Regulations (18 CFR 385.211, 385.214, or 385.206) on or before 5:00 p.m. Eastern time on the specified comment date. Protests may be considered, but intervention is necessary to become a party to the proceeding.</P>
                <P>
                    eFiling is encouraged. More detailed information relating to filing requirements, interventions, protests, service, and qualifying facilities filings can be found at: 
                    <E T="03">http://www.ferc.gov/docs-filing/efiling/filing-req.pdf.</E>
                     For other information, call (866) 208-3676 (toll free). For TTY, call (202) 502-8659.
                </P>
                <P>
                    The Commission's Office of Public Participation (OPP) supports meaningful public engagement and participation in Commission proceedings. OPP can help members of the public, including landowners, environmental justice communities, Tribal members and others, access publicly available information and navigate Commission processes. For public inquiries and assistance with making filings such as interventions, comments, or requests for rehearing, the public is encouraged to contact OPP at (202) 502-6595 or 
                    <E T="03">OPP@ferc.gov.</E>
                </P>
                <SIG>
                    <DATED>Dated: June 14, 2024.</DATED>
                    <NAME>Debbie-Anne A. Reese,</NAME>
                    <TITLE>Acting Secretary.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13729 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 6717-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF ENERGY</AGENCY>
                <SUBAGY>Federal Energy Regulatory Commission</SUBAGY>
                <SUBJECT>Notice of Institution of Section 206 Proceeding and Refund Effective Date</SUBJECT>
                <GPOTABLE COLS="2" OPTS="L2,tp0,p7,7/8,i1" CDEF="s25,xs68">
                    <TTITLE> </TTITLE>
                    <BOXHD>
                        <CHED H="1"> </CHED>
                        <CHED H="1">Docket Nos.</CHED>
                    </BOXHD>
                    <ROW>
                        <ENT I="01">Midcontinent Independent System Operator, Inc</ENT>
                        <ENT>EL24-80-000.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">PJM Interconnection, L.L.C</ENT>
                        <ENT>EL24-81-000.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Southwest Power Pool, Inc</ENT>
                        <ENT>EL24-82-000.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">ISO New England, Inc</ENT>
                        <ENT>EL24-83-000.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="22"> </ENT>
                        <ENT>(not consolidated).</ENT>
                    </ROW>
                </GPOTABLE>
                <P>
                    On June 13, 2024, the Commission issued an order in Docket Nos. EL24-80-000 EL24-81-000, EL24-82-000, and EL24-83-000, pursuant to section 206 of the Federal Power Act (FPA), 16 U.S.C. 824e, instituting an investigation to determine whether the existing open access transmission tariffs of Midcontinent Independent System Operator, Inc., PJM Interconnection, L.L.C., Southwest Power Pool, Inc., and ISO New England, Inc. are unjust, unreasonable, unduly discriminatory or preferential. 
                    <E T="03">Midcontinent Indep. Sys. Operator, Inc.,</E>
                     187 FERC ¶ 61, 170 (2024).
                </P>
                <P>
                    The refund effective date in Docket Nos. EL24-80-000, EL24-81-000, EL24-82-000, and EL24-83-000, established pursuant to section 206(b) of the FPA, will be the date of publication of this notice in the 
                    <E T="04">Federal Register</E>
                    .
                </P>
                <P>Any interested person desiring to be heard in Docket Nos. EL24-80-000, EL24-81-000, EL24-82-000, and EL24-83-000 must file a notice of intervention or motion to intervene, as appropriate, with the Commission, in accordance with Rule 214 of the Commission's Rules of Practice and Procedure, 18 CFR 385.214 (2023), within 21 days of the date of issuance of the order.</P>
                <P>
                    In addition to publishing the full text of this document in the 
                    <E T="04">Federal Register</E>
                    <E T="03">,</E>
                     the Commission provides all interested persons an opportunity to view and/or print the contents of this document via the internet through the Commission's Home Page (
                    <E T="03">http://www.ferc.gov</E>
                    ) using the “eLibrary” link. The full text of this document is available on eLibrary in PDF and Microsoft Word format for viewing, printing, and/or downloading. To access this document in eLibrary, type the docket number excluding the last three digits of this document in the docket number field. User assistance is available for eLibrary and the Commission's website during normal business hours from FERC Online Support at 202-502-6652 (toll free at 1-866-208-3676) or email at 
                    <E T="03">ferconlinesupport@ferc.gov,</E>
                     or the 
                    <PRTPAGE P="52455"/>
                    Public Reference Room at (202) 502-8371, TTY (202) 502-8659. Email the Public Reference Room at 
                    <E T="03">public.referenceroom@ferc.gov.</E>
                </P>
                <P>
                    The Commission strongly encourages electronic filings of comments, protests and interventions in lieu of paper using the “eFile” link at 
                    <E T="03">http://www.ferc.gov.</E>
                     In lieu of electronic filing, you may submit a paper copy. Submissions sent via the U.S. Postal Service must be addressed to: Debbie-Anne A. Reese, Acting Secretary, Federal Energy Regulatory Commission, 888 First Street NE, Room 1A, Washington, DC 20426. Submissions sent via any other carrier must be addressed to: Debbie-Anne A. Reese, Acting Secretary, Federal Energy Regulatory Commission, 12225 Wilkins Avenue, Rockville, Maryland 20852.
                </P>
                <P>
                    The Commission's Office of Public Participation (OPP) supports meaningful public engagement and participation in Commission proceedings. OPP can help members of the public, including landowners, environmental justice communities, Tribal members and others, access publicly available information and navigate Commission processes. For public inquiries and assistance with making filings such as interventions, comments, or requests for rehearing, the public is encouraged to contact OPP at (202) 502-6595 or 
                    <E T="03">OPP@ferc.gov.</E>
                </P>
                <SIG>
                    <DATED>Dated: June 13, 2024.</DATED>
                    <NAME>Debbie-Anne A. Reese,</NAME>
                    <TITLE>Acting Secretary.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13743 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 6717-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF ENERGY</AGENCY>
                <SUBAGY>Federal Energy Regulatory Commission</SUBAGY>
                <SUBJECT>Combined Notice of Filings #1</SUBJECT>
                <P>Take notice that the Commission received the following electric corporate filings:</P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     EC24-88-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     SR Arlington II, LLC, SR Arlington II MT, LLC.
                </P>
                <P>
                    <E T="03">Description:</E>
                     Joint application for authorization under Section 203 of the Federal Power Act of SR Arlington II, LLC, et al.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/14/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240614-5227.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 7/5/24.
                </P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     EC24-89-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     Albemarle Beach Solar, LLC, NC Solar (Fund IV) Holdings II, LLC.
                </P>
                <P>
                    <E T="03">Description:</E>
                     Application for authorization under Section 203 of the Federal Power Act of Albemarle Beach Solar, LLC.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/14/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240614-5232.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 7/5/24.
                </P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     EC24-90-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     Robison Energy, LLC.
                </P>
                <P>
                    <E T="03">Description:</E>
                     Application for Authorization Under Section 203 of the Federal Power Act of Robison Energy LLC.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/17/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240617-5150.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 7/8/24.
                </P>
                <P>Take notice that the Commission received the following exempt wholesale generator filings:</P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     EG24-205-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     PP Jaguar BESS LLC.
                </P>
                <P>
                    <E T="03">Description:</E>
                     PP Jaguar BESS LLC submits Notice of Self-Certification of Exempt Wholesale Generator Status.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/17/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240617-5152.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 7/8/24.
                </P>
                <P>Take notice that the Commission received the following electric rate filings:</P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     ER24-1740-001.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     Southern California Edison Company.
                </P>
                <P>
                    <E T="03">Description:</E>
                     Report Filing: South Georgia Adjustment Deficiency Response to be effective N/A.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/17/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240617-5067.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 6/24/24.
                </P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     ER24-2288-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     PacifiCorp.
                </P>
                <P>
                    <E T="03">Description:</E>
                     § 205(d) Rate Filing: Tri-State_PacifiCorp NITSA Rev 13 to be effective 6/1/2024.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/14/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240614-5191.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 7/5/24.
                </P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     ER24-2289-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     PJM Interconnection, L.L.C.
                </P>
                <P>
                    <E T="03">Description:</E>
                     § 205(d) Rate Filing: Original WMPA SA No. 7259, Queue AG1-037 to be effective 5/20/2024.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/17/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240617-5054.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 7/8/24.
                </P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     ER24-2290-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     Arizona Public Service Company.
                </P>
                <P>
                    <E T="03">Description:</E>
                     § 205(d) Rate Filing: Service Agreement No. 192, ANPP Hassayampa Revisions to be effective 8/17/2024.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/17/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240617-5108.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 7/8/24.
                </P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     ER24-2291-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     Portland General Electric Company.
                </P>
                <P>
                    <E T="03">Description:</E>
                     Initial rate filing: PGE BPA MO&amp;amp;O Agreement Rate Schedule No. 303 to be effective 8/17/2024.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/17/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240617-5124.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 7/8/24.
                </P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     ER24-2292-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     Tri-State Generation and Transmission Association, Inc.
                </P>
                <P>
                    <E T="03">Description:</E>
                     § 205(d) Rate Filing: Initial Filing of Rate Schedule FERC No. 372 to be effective 5/16/2024.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/17/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240617-5131.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 7/8/24.
                </P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     ER24-2293-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     Citizens S-Line Transmission LLC.
                </P>
                <P>
                    <E T="03">Description:</E>
                     Petition for limited waiver of Citizens S-Line Transmission LLC.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/13/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240613-5163.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 7/5/24.
                </P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     ER24-2294-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     PJM Interconnection, L.L.C.
                </P>
                <P>
                    <E T="03">Description:</E>
                     § 205(d) Rate Filing: Original WMPA No. 7261, Queue AF1-239 to be effective 5/20/2024.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/17/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240617-5143.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 7/8/24.
                </P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     ER24-2295-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     Cavalry Energy Center, LLC.
                </P>
                <P>
                    <E T="03">Description:</E>
                     Tariff Amendment: Notice of Cancellation of Market-Based Rate Tariff to be effective 6/18/2024.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/17/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240617-5147.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 7/8/24.
                </P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     ER24-2296-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     Midcontinent Independent System Operator, Inc.
                </P>
                <P>
                    <E T="03">Description:</E>
                     § 205(d) Rate Filing: 2024-06-17_SA 4094 Termination of NIPSCO-Valpo Solar GIA (J1332) to be effective 6/6/2024.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/17/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240617-5164.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 7/8/24.
                </P>
                <P>
                    <E T="03">Docket Numbers:</E>
                     ER24-2297-000.
                </P>
                <P>
                    <E T="03">Applicants:</E>
                     Ross County Solar, LLC.
                </P>
                <P>
                    <E T="03">Description:</E>
                     Baseline eTariff Filing: Application for Market Based Rate to be effective 7/15/2024.
                </P>
                <P>
                    <E T="03">Filed Date:</E>
                     6/17/24.
                </P>
                <P>
                    <E T="03">Accession Number:</E>
                     20240617-5166.
                </P>
                <P>
                    <E T="03">Comment Date:</E>
                     5 p.m. ET 7/8/24.
                </P>
                <P>
                    The filings are accessible in the Commission's eLibrary system (
                    <E T="03">https://elibrary.ferc.gov/idmws/search/fercgensearch.asp</E>
                    ) by querying the docket number.
                </P>
                <P>
                    Any person desiring to intervene, to protest, or to answer a complaint in any 
                    <PRTPAGE P="52456"/>
                    of the above proceedings must file in accordance with Rules 211, 214, or 206 of the Commission's Regulations (18 CFR 385.211, 385.214, or 385.206) on or before 5:00 p.m. Eastern time on the specified comment date. Protests may be considered, but intervention is necessary to become a party to the proceeding.
                </P>
                <P>
                    eFiling is encouraged. More detailed information relating to filing requirements, interventions, protests, service, and qualifying facilities filings can be found at: 
                    <E T="03">http://www.ferc.gov/docs-filing/efiling/filing-req.pdf.</E>
                     For other information, call (866) 208-3676 (toll free). For TTY, call (202) 502-8659.
                </P>
                <P>
                    The Commission's Office of Public Participation (OPP) supports meaningful public engagement and participation in Commission proceedings. OPP can help members of the public, including landowners, environmental justice communities, Tribal members and others, access publicly available information and navigate Commission processes. For public inquiries and assistance with making filings such as interventions, comments, or requests for rehearing, the public is encouraged to contact OPP at (202) 502-6595 or 
                    <E T="03">OPP@ferc.gov.</E>
                </P>
                <SIG>
                    <DATED>Dated: June 17, 2024.</DATED>
                    <NAME>Debbie-Anne A. Reese,</NAME>
                    <TITLE>Acting Secretary.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13801 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 6717-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF ENERGY</AGENCY>
                <SUBAGY>Federal Energy Regulatory Commission</SUBAGY>
                <DEPDOC>[Project No. 2444-042]</DEPDOC>
                <SUBJECT>Northern States Power Company; Notice of Application Accepted for Filing, Soliciting Motions To Intervene and Protests, Ready for Environmental Analysis, and Soliciting Comments, Recommendations, Terms and Conditions, and Prescriptions</SUBJECT>
                <P>Take notice that the following hydroelectric application has been filed with the Commission and is available for public inspection.</P>
                <P>
                    a. 
                    <E T="03">Type of Application:</E>
                     Subsequent Minor License.
                </P>
                <P>
                    b. 
                    <E T="03">Project No.:</E>
                     2444-042.
                </P>
                <P>
                    c. 
                    <E T="03">Date Filed:</E>
                     July 21, 2023.
                </P>
                <P>
                    d. 
                    <E T="03">Applicant:</E>
                     Northern States Power Company (Northern States).
                </P>
                <P>
                    e. 
                    <E T="03">Name of Project:</E>
                     White River Hydroelectric Project (project).
                </P>
                <P>
                    f. 
                    <E T="03">Location:</E>
                     On the White River in Ashland and Bayfield Counties, Wisconsin.
                </P>
                <P>
                    g. 
                    <E T="03">Filed Pursuant to:</E>
                     Federal Power Act, 16 U.S.C. 791(a)-825(r).
                </P>
                <P>
                    h. 
                    <E T="03">Applicant Contact:</E>
                     Mr. Matthew Miller, Environmental Analyst, Northern States Power Company—Wisconsin, 1414 W Hamilton Avenue, P.O. Box 8, Eau Claire, WI 54702; telephone at (715) 737-1353; email at 
                    <E T="03">matthew.j.miller@xcelenergy.com.</E>
                </P>
                <P>
                    i. 
                    <E T="03">FERC Contact:</E>
                     Nicholas Ettema, Project Coordinator, Great Lakes Branch, Division of Hydropower Licensing; telephone at (312) 596-4447; email at 
                    <E T="03">nicholas.ettema@ferc.gov.</E>
                </P>
                <P>
                    j. 
                    <E T="03">Deadline for filing motions to intervene and protests, comments, recommendations, terms and conditions, and prescriptions:</E>
                     60 days from the issuance date of this notice; reply comments are due 105 days from the issuance date of this notice.
                </P>
                <P>
                    The Commission strongly encourages electronic filing. Please file motions to intervene and protests, comments, recommendations, terms and conditions, and prescriptions using the Commission's eFiling system at 
                    <E T="03">https://ferconline.ferc.gov/FERCOnline.aspx.</E>
                     Commenters can submit brief comments up to 6,000 characters, without prior registration, using the eComment system at 
                    <E T="03">https://ferconline.ferc.gov/QuickComment.aspx.</E>
                     For assistance, please contact FERC Online Support at 
                    <E T="03">FERCOnlineSupport@ferc.gov,</E>
                     (866) 208-3676 (toll free), or (202) 502-8659 (TTY). In lieu of electronic filing, you may submit a paper copy. Submissions sent via the U.S. Postal Service must be addressed to: Debbie-Anne A. Reese, Acting Secretary, Federal Energy Regulatory Commission, 888 First Street NE, Room 1A, Washington, DC 20426. Submissions sent via any other carrier must be addressed to: Debbie-Anne A. Reese, Acting Secretary, Federal Energy Regulatory Commission, 12225 Wilkins Avenue, Rockville, MD 20852. All filings must clearly identify the project name and docket number on the first page: White River Hydroelectric Project (P-2444-042).
                </P>
                <P>The Commission's Rules of Practice require all intervenors filing documents with the Commission to serve a copy of that document on each person on the official service list for the project. Further, if an intervenor files comments or documents with the Commission relating to the merits of an issue that may affect the responsibilities of a particular resource agency, they must also serve a copy of the document on that resource agency.</P>
                <P>k. This application has been accepted for filing and is now ready for environmental analysis.</P>
                <P>
                    l. 
                    <E T="03">Project Description:</E>
                     The project includes an approximately 782.3-foot-long earthen and concrete dam that includes: (1) a 400-foot-long, 37-foot-high north earthen embankment; (2) a 22-foot-long, 37-foot-high concrete intake structure equipped with an approximately 16-foot-long, 20-foot-high trashrack with 1.25-inch clear bar spacing, and an approximately 16-foot-long, 20-foot-high stoplog gate upstream of the trashrack; (3) an approximately 60.3-foot-long, 35-foot-high concrete gated spillway section that includes: (a) a 25-foot-long, 19-foot-high bottom Tainter gate and a 25-foot-long, 6-foot-high top Tainter gate; (b) a 4-foot-long pier; and (c) a 25-foot-long, 26.5-foot-high Tainter gate; and (4) a 300-foot-long, 37-foot-high south earthen embankment. The dam creates an impoundment that has a surface area of 39.9 acres at a normal elevation of 711.6 feet National Geodetic Vertical Datum of 1929 (NGVD 29).
                </P>
                <P>From the impoundment, water flows through the intake structure to a 7-foot-diameter, 1,345-foot-long concrete pipe that conveys water to a 16-foot-diameter, 62-foot-high steel surge tank and two 30-foot-long steel penstocks. The penstocks provide water to a 700-kilowatt (kW) horizontal Francis turbine-generator unit and a 500-kW horizontal Francis turbine-generator unit, for a total installed capacity of 1,200 kW. The turbine-generators are in a 69-foot-long, 39-foot-wide concrete and brick masonry powerhouse. Water is discharged from the powerhouse to a 120-foot-long, 40-foot-wide tailrace. The project creates an approximately 1,400-foot-long bypassed reach of the White River. A 4.5-foot-long, 1-foot-diameter steel pipe conveys flow from the intake structure to the bypassed reach immediately downstream of the dam.</P>
                <P>Project recreation facilities include: (1) a boat access site and canoe portage take-out site at the north embankment of the dam; (2) an approximately 2,260-foot-long canoe portage trail; (3) a canoe put-in site approximately 90 feet downstream of the powerhouse; and (4) a tailrace fishing area.</P>
                <P>Electricity generated at the project is transmitted to the electric grid via a 220-foot-long, 2.4-kilovolt (kV) transmission line and a 2.4/69-kV step-up transformer. The minimum and maximum hydraulic capacities of the powerhouse are 50 and 350 cfs, respectively. The average annual energy production of the project from 2017 through 2022, was 4,927 megawatt-hours.</P>
                <P>
                    The current license requires Northern States to: (1) operate in a run-of-river mode, such that outflow from the project approximates inflow and the impoundment is maintained at an 
                    <PRTPAGE P="52457"/>
                    elevation of 710.4 to 711.6 feet NGVD 29; (2) manage any non-emergency drawdown so the reservoir drawdown rate does not exceed 12 inches per 24 hours for the first 48 hours and 6 inches per 24 hours after that; (3) release a minimum flow of 16 cubic feet per second (cfs) or inflow, whichever is less, to the bypassed reach; and (4) implement an operation compliance monitoring plan, land management plan, fly ash/cinders monitoring plan, and purple loosestrife monitoring plan.
                </P>
                <P>Northern States does not propose to add any new project facilities. However, Northern States proposes to revise the project boundary around the impoundment to follow a contour elevation of 711.6 NGVD 29, which would result in a reduction in the total acreage of the project boundary upstream of the dam from 76.5 to 39.9 acres. Additionally, Northern States proposes the following changes to the project boundary: (1) remove approximately 38.8 acres of land north of the project's access road and approximately 12 acres of land northeast of the powerhouse; (2) add approximately 0.3 acre of land associated with the substation that includes the project's transformer; (3) add approximately 0.6 acre of land associated with the project's access road; (4) add approximately 1.3 acres of water in the White River downstream of the project; and (5) add approximately 0.3 acre of land east of the south earthen embankment.</P>
                <P>Northern States proposes to: (1) continue operating the project in a run-of-river mode and maintaining the surface elevation of the impoundment between 710.4 and 711.6 feet NGVD 29; (2) continue releasing a minimum flow of 16 cfs or inflow, whichever is less, to the bypassed reach at all times; (3) develop an operation compliance monitoring plan; (4) conduct shoreline erosion surveys every ten years; (5) develop an invasive species monitoring plan; (6) pass woody debris from the impoundment to the bypassed reach; (7) replace recreational signage; (8) maintain project recreation facilities; (9) protect bats by restricting building and tree maintenance; (10) protect wood turtles by restricting herbicide use; (11) avoid vegetation management and construction activities within 660 feet of bald eagle nests during the nesting season; and (12) develop a historic properties management plan to protect historic properties.</P>
                <P>
                    m. A copy of the application can be viewed on the Commission's website at 
                    <E T="03">http://www.ferc.gov</E>
                     using the “eLibrary” link. Enter the docket number excluding the last three digits in the docket number field to access the document (
                    <E T="03">i.e.,</E>
                     P-2444). For assistance, contact FERC Online Support.
                </P>
                <P>n. Anyone may submit comments, a protest, or a motion to intervene in accordance with the requirements of Rules of Practice and Procedure, 18 CFR 385.210, .211, and .214. In determining the appropriate action to take, the Commission will consider all protests or other comments filed, but only those who file a motion to intervene in accordance with the Commission's Rules may become a party to the proceeding. Any comments, protests, or motions to intervene must be received on or before the specified comment date for the particular application.</P>
                <P>All filings must (1) bear in all capital letters the title “PROTEST,” “MOTION TO INTERVENE,” “COMMENTS,” “REPLY COMMENTS,” “RECOMMENDATIONS,” “TERMS AND CONDITIONS,” or “PRESCRIPTIONS;” (2) set forth in the heading the name of the applicant and the project number of the application to which the filing responds; (3) furnish the name of the person submitting the filing; and (4) otherwise comply with the requirements of 18 CFR 385.2001 through 385.2005. All comments, recommendations, terms and conditions or prescriptions must set forth their evidentiary basis and otherwise comply with the requirements of 18 CFR 4.34(b). Agencies may obtain copies of the application directly from the applicant. A copy of any protest or motion to intervene must be served upon each representative of the applicant specified in the particular application. A copy of all other filings in reference to this application must be accompanied by proof of service on all persons listed on the service list prepared by the Commission in this proceeding, in accordance with 18 CFR 4.34(b) and 385.2010.</P>
                <P>
                    The Commission's Office of Public Participation (OPP) supports meaningful public engagement and participation in Commission proceedings. OPP can help members of the public, including landowners, environmental justice communities, Tribal members and others, access publicly available information and navigate Commission processes. For public inquiries and assistance with making filings such as interventions, comments, or requests for rehearing, the public is encouraged to contact OPP at (202) 502-6595 or 
                    <E T="03">OPP@ferc.gov.</E>
                </P>
                <P>
                    You may also register online at 
                    <E T="03">https://ferconline.ferc.gov/FERCOnline.aspx</E>
                     to be notified via email of new filings and issuances related to this or other pending projects. For assistance, contact FERC Online Support.
                </P>
                <P>
                    o. 
                    <E T="03">The applicant must file no later than 60 days following the date of issuance of this notice:</E>
                     (1) a copy of the water quality certification; (2) a copy of the request for certification, including proof of the date on which the certifying agency received the request; or (3) evidence of waiver of water quality certification.
                </P>
                <P>
                    p. 
                    <E T="03">Procedural Schedule:</E>
                     The application will be processed according to the following schedule. Revisions to the schedule will be made as appropriate.
                </P>
                <GPOTABLE COLS="2" OPTS="L2,tp0,p7,7/8,i1" CDEF="s25,xs60">
                    <TTITLE> </TTITLE>
                    <BOXHD>
                        <CHED H="1">Milestone </CHED>
                        <CHED H="1">Target date</CHED>
                    </BOXHD>
                    <ROW>
                        <ENT I="01">Filing of Comments, Recommendations,  Terms and Conditions, and Prescriptions</ENT>
                        <ENT>August 2024.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="21">Filing of Reply Comments </ENT>
                        <ENT>September 2024.</ENT>
                    </ROW>
                </GPOTABLE>
                <P>q. Final amendments to the application must be filed with the Commission no later than 30 days from the issuance date of this notice.</P>
                <SIG>
                    <DATED>Dated: June 14, 2024.</DATED>
                    <NAME>Debbie-Anne A. Reese,</NAME>
                    <TITLE>Acting Secretary.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13720 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 6717-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="N">ENVIRONMENTAL PROTECTION AGENCY</AGENCY>
                <DEPDOC>[EPA-HQ-OPP-2017-0750; FRL-11989-01-OCSPP]</DEPDOC>
                <SUBJECT>Pesticide Registration Review; Proposed Decisions for Several Pesticides; Notice of Availability</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Environmental Protection Agency (EPA).</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>This notice announces the availability of EPA's proposed interim registration review decisions (PIDs) for the following pesticides: Dicrotophos and dimethoate. EPA is opening a 60-day public comment period for these PIDs.</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Comments must be received on or before August 23, 2024.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>Submit your comments, identified by the docket identification (ID) number for the specific pesticide of interest provided in Table 1 of Unit I, by one of the following methods:</P>
                    <P>
                        • 
                        <E T="03">Federal eRulemaking Portal: https://www.regulations.gov.</E>
                         Follow the online instructions for submitting comments. Do not submit electronically any information you consider to be Confidential Business Information (CBI) 
                        <PRTPAGE P="52458"/>
                        or other information whose disclosure is restricted by statute.
                    </P>
                    <P>
                        • 
                        <E T="03">Mail: https://www.epa.gov/dockets/where-send-comments-epa-dockets.</E>
                         OPP Docket, Environmental Protection Agency Docket Center (EPA/DC), (28221T), 1200 Pennsylvania Ave. NW, Washington, DC 20460-0001.
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        <E T="03">For pesticide specific information, contact:</E>
                         The Chemical Review Manager for the pesticide of interest identified in Table 1 of Unit I.
                    </P>
                    <P>
                        <E T="03">For general information on the registration review program, contact:</E>
                         Melanie Biscoe, Pesticide Re-Evaluation Division (7508P), Office of Pesticide Programs, Environmental Protection Agency, 1200 Pennsylvania Ave. NW, Washington, DC 20460-0001; telephone number: 202-566-0701; email address: 
                        <E T="03">biscoe.melanie@epa.gov.</E>
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <HD SOURCE="HD1">I. Purpose of this Notice</HD>
                <P>Pursuant to 40 CFR 155.58(a), this notice announces the availability of EPA's proposed interim and proposed registration review decisions for the pesticides shown in Table 1 and opens a 60-day public comment period on the proposed interim and proposed registration review decisions.</P>
                <GPOTABLE COLS="3" OPTS="L2,i1" CDEF="s50,r50,r50">
                    <TTITLE>Table 1—Proposed Interim Registration Review Decisions</TTITLE>
                    <BOXHD>
                        <CHED H="1">Registration review case name and No.</CHED>
                        <CHED H="1">Docket ID No.</CHED>
                        <CHED H="1">Chemical review manager and contact information</CHED>
                    </BOXHD>
                    <ROW>
                        <ENT I="01">Dicrotophos, Case Number 0145</ENT>
                        <ENT>EPA-HQ-OPP-2008-0440</ENT>
                        <ENT>
                            Anitha Koyra, 
                            <E T="03">koyra.anitha@epa.gov</E>
                            , (202) 566-2214.
                        </ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Dimethoate, Case Number 0088</ENT>
                        <ENT>EPA-HQ-OPP-2009-0059</ENT>
                        <ENT>
                            Anna Senninger, 
                            <E T="03">senninger.anna@epa.gov</E>
                            , (202) 566-2216.
                        </ENT>
                    </ROW>
                </GPOTABLE>
                <HD SOURCE="HD1">II. Background</HD>
                <P>EPA is conducting its registration review of the chemicals listed in the Table 1 of Unit I pursuant to the Federal Insecticide, Fungicide, and Rodenticide Act (FIFRA) section 3(g) (7 U.S.C. 136a(g)) and the Procedural Regulations for Registration Review at 40 CFR part 155, subpart C. FIFRA section 3(g) provides, among other things, that pesticide registrations are to be reviewed every 15 years. Consistent with 40 CFR 155.57, in its final registration review decision, EPA will ultimately determine whether a pesticide continues to meet the registration standard in FIFRA section 3(c)(5) (7 U.S.C. 136a(c)(5)). As part of the registration review process, the Agency has completed a proposed interim or proposed decision for each of the pesticides listed in Table 1 of Unit I.</P>
                <P>The registration review docket for a pesticide includes documents related to the registration review case. Among other things, these documents describe EPA's rationales for conducting additional risk assessments for the registration review of the pesticides included in Table 1 of Unit I, as well as the Agency's subsequent risk findings and consideration of possible risk mitigation measures. The proposed interim and proposed registration review decisions are supported by the rationales included in those documents.</P>
                <P>Consistent with 40 CFR 155.58(a), EPA provides for at least a 60-day public comment period on proposed interim and proposed registration review decisions. This comment period is intended to provide an opportunity for public input and a mechanism for initiating any necessary amendments to the proposed decision.</P>
                <P>
                    For additional background on the registration review program, see: 
                    <E T="03">https://www.epa.gov/pesticide-reevaluation.</E>
                </P>
                <HD SOURCE="HD1">III. What action is the Agency taking?</HD>
                <P>This notice is directed to the public in general and may be of interest to a wide range of stakeholders including environmental, human health, farm worker, and agricultural advocates; the chemical industry; pesticide users; and members of the public interested in the sale, distribution, or use of pesticides. Since others also may be interested, the Agency has not attempted to describe all the specific entities that may be affected by this action. If you have any questions regarding the applicability of this action to a particular entity, consult the Chemical Review Manager for the pesticide of interest identified in Table 1 of Unit I. In submitting a comment to EPA, please consider the following:</P>
                <P>
                    1. 
                    <E T="03">Submitting CBI.</E>
                     Do not submit this information to EPA through regulations.gov or email. Clearly mark the part or all the information that you claim to be CBI. For CBI information on a disk or CD-ROM that you mail to EPA, mark the outside of the disk or CD-ROM as CBI and then identify electronically within the disk or CD-ROM the specific information that is claimed as CBI. In addition to one complete version of the comment that includes information claimed as CBI, a copy of the comment that does not contain the information claimed as CBI must be submitted for inclusion in the public docket. Information so marked will not be disclosed except in accordance with procedures set forth in 40 CFR part 2.
                </P>
                <P>
                    2. 
                    <E T="03">Tips for preparing your comments.</E>
                     When preparing and submitting your comments, see the commenting tips at: 
                    <E T="03">https://www.epa.gov/dockets/commenting-epa-dockets.</E>
                </P>
                <P>
                    3. 
                    <E T="03">Environmental justice.</E>
                     EPA seeks to achieve environmental justice, the fair treatment and meaningful involvement of any group, including minority and/or low-income populations, in the development, implementation, and enforcement of environmental laws, regulations, and policies. To help address potential environmental justice issues, the Agency seeks information on any groups or segments of the population who, as a result of their location, cultural practices, or other factors, may have atypical or disproportionately high and adverse human health impacts or environmental effects from exposure to the pesticides discussed in this document, compared to the general population.
                </P>
                <P>
                    All comments should be submitted using the methods in 
                    <E T="02">ADDRESSES</E>
                     and must be received by EPA on or before the closing date. These comments will become part of the docket for the pesticides included in Table 1 in Unit I. The Agency will consider all comments received by the closing date and may respond to comments in a “Response to Comments Memorandum” in the docket and/or in any subsequent interim or final registration review decision, as appropriate.
                </P>
                <P>
                    <E T="03">Authority:</E>
                     7 U.S.C. 136 
                    <E T="03">et seq.</E>
                </P>
                <SIG>
                    <DATED>Dated: June 18, 2024.</DATED>
                    <NAME>Jean Overstreet,</NAME>
                    <TITLE>Director, Pesticide Re-Evaluation Division, Office of Pesticide Programs.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13807 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 6560-50-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <PRTPAGE P="52459"/>
                <AGENCY TYPE="S">ENVIRONMENTAL PROTECTION AGENCY</AGENCY>
                <DEPDOC>[EPA-HQ-OPP-2022-0223; FRL-11967-01-OCSPP]</DEPDOC>
                <SUBJECT>Final Cancellation Order for Cancelling Certain Pesticide Registrations and Uses</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Environmental Protection Agency (EPA).</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>
                        The Environmental Protection Agency (EPA or “Agency”) hereby announces its final cancellation order for the cancellations and amendments to terminate uses voluntarily requested by the registrants and accepted by the Agency, of the products in Table 1 and Table 2 of Unit II., pursuant to the Federal Insecticide, Fungicide, and Rodenticide Act (FIFRA). This final cancellation order follows a June 9, 2023, 
                        <E T="04">Federal Register</E>
                         Notice of Receipt of Requests from the registrants in Table 3 of Unit II. to voluntarily cancel or amend these product registrations. In the June 9, 2023, notice, EPA indicated that it would issue a final cancellation order implementing the cancellations, unless the Agency received substantive comments within the comment period that would merit further review of these requests, or unless the registrants withdrew their requests. The Agency received five comments on the notice, which are summarized in Unit III.B. The registrants did not withdraw their requests for these voluntary cancellations and amendments. Accordingly, EPA hereby grants the requested cancellations and amendments to terminate uses as shown in this cancellation order. Any distribution, sale, or use of existing stocks of these products subject to this cancellation order is permitted only in accordance with the terms of this order.
                    </P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>The cancellations and amendments are effective June 24, 2024.</P>
                </DATES>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Patricia Biggio, Pesticide Re-Evaluation Division (7508M), Office of Pesticide Programs, Environmental Protection Agency, 1200 Pennsylvania Ave. NW, Washington, DC 20460-0001; telephone number: (202) 566-0700; email address: 
                        <E T="03">OPPChlorpyrifosInquiries@epa.gov.</E>
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <HD SOURCE="HD1">I. General Information</HD>
                <HD SOURCE="HD2">A. Does this action apply to me?</HD>
                <P>This action is directed to the public in general and may be of interest to a wide range of stakeholders including environmental, human health, and agricultural advocates; the chemical industry; pesticide users; and members of the public interested in the sale, distribution, or use of pesticides. Since others also may be interested, the Agency has not attempted to describe all the specific entities that may be affected by this action.</P>
                <HD SOURCE="HD2">B. How can I get copies of this document and other related information?</HD>
                <P>
                    The docket for this action, identified by docket identification (ID) number EPA-HQ-OPP-2022-0223, is available at 
                    <E T="03">https://www.regulations.gov</E>
                     or at the Office of Pesticide Programs Regulatory Public Docket (OPP Docket) in the Environmental Protection Agency Docket Center (EPA/DC), West William Jefferson Clinton Bldg., Rm. 3334, 1301 Constitution Ave. NW, Washington, DC 20460-0001. The Public Reading Room is open from 8:30 a.m. to 4:30 p.m., Monday through Friday, excluding legal holidays. The telephone number for the Public Reading Room is (202) 566-1744. Please review the additional information about the docket available at 
                    <E T="03">https://www.epa.gov/dockets.</E>
                </P>
                <HD SOURCE="HD1">II. What action is the Agency taking?</HD>
                <P>This document announces the cancellations and amendments through termination of certain uses, as requested by registrants, of products registered under FIFRA section 3 (7 U.S.C. 136a). These registrations are listed in sequence by registration number in Table 1 and Table 2 of this unit.</P>
                <GPOTABLE COLS="4" OPTS="L2,nj,i1" CDEF="s20,r50,r50,r100">
                    <TTITLE>Table 1—Chlorpyrifos Registrations With Specific Uses That Are Terminated</TTITLE>
                    <BOXHD>
                        <CHED H="1">Registration No.</CHED>
                        <CHED H="1">Product name</CHED>
                        <CHED H="1">Company</CHED>
                        <CHED H="1">Uses that are deleted</CHED>
                    </BOXHD>
                    <ROW>
                        <ENT I="01">93182-3</ENT>
                        <ENT>Chlorpyrifos Technical</ENT>
                        <ENT>Gharda Chemicals International, Inc</ENT>
                        <ENT>Alfalfa (except in AZ, CO, IA, ID, IL, KS, MI, MN, MO, MT, ND, NE, NM, NV, OK, OR, SD, TX, UT, WA, WI, WY), banana, blueberry, caneberry, cherimoya, citrus fruits (except in AL, FL, GA, NC, SC, TX), corn, cotton (except in AL, FL, GA, NC, SC, VA), cranberries, cucumber, date, feijoa, figs, grapes, kiwifruit, leek, legume vegetables (except soybean), mint, onions (dry bulb), pea, peanuts, pepper, pumpkin, sweet potatoes, sugarcane, sorghum, soybeans (except in AL, CO, FL, GA, IA, IL, IN, KS, KY, MN, MO, MT, NC, ND, NE, NM, OH, OK, PA, SC, SD, TN, TX, VA, WI, WV, WY), sunflowers, sugar beets (except in IA, ID, IL, MI, MN, ND, OR, WA, WI), strawberries (except in OR), tree fruit (apples [except in AL, DC, DE, GA, ID, IN, KY, MD, MI, NJ, NY, OH, OR, PA, TN, VA, VT, WA, WV], cherries [except tart cherries in MI], peaches [except in AL, DC, DE, FL, GA, MD, MI, NC, NJ, NY, OH, PA, SC, TX, VA, VT, WV] and nectarines), pears, plums/prunes, tree nuts (almonds, filberts, pecans and walnuts), vegetables (cauliflower, broccoli, Brussels sprouts, cabbage, collards, kale, kohlrabi, turnips, radishes, and rutabagas), and wheat (except spring wheat in CO, KS, MO, MT, ND, NE, SD, WY and winter wheat in CO, IA, KS, MN, MO, MT, ND, NE, OK, SD, TX, WY).</ENT>
                    </ROW>
                    <ROW>
                        <PRTPAGE P="52460"/>
                        <ENT I="01">93182-7</ENT>
                        <ENT>Pilot 4E Chlorpyrifos Agricultural Insecticide</ENT>
                        <ENT>Gharda Chemicals International, Inc</ENT>
                        <ENT>Alfalfa (except in AZ, CO, IA, ID, IL, KS, MI, MN, MO, MT, ND, NE, NM, NV, OK, OR, SD, TX, UT, WA, WI, WY), apple (except in AL, DC, DE, GA, ID, IN, KY, MD, MI, NJ, NY, OH, OR, PA, TN, VA, VT, WA, WV), asparagus, brassica (cole) leafy vegetables, broccoli, broccoli rabe, Brussels sprouts, cabbage, cauliflower, cavalo broccoli, Chinese broccoli, Chinese cabbage, collards, kale, kohlrabi, mizuna, mustard greens, mustard spinach, rape greens, radish, rutabaga, turnip, citrus fruits and citrus orchard floors (except in AL, FL, GA, NC, SC, TX), corn (field corn and sweet corn, including corn grown for seed), cotton (except in AL, FL, GA, NC, SC, VA), cranberries, figs, grape, legume vegetables (succulent or dried, adzuki bean, asparagus bean, bean, blackeyed pea, broad bean (dry and succulent), catjang, chickpea, Chinese longbean, cowpea, crowder pea, dwarf bean, edible pod pea, English pea, fava bean, field bean, field pea, garbanzo bean, garden pea, grain lupin, green pea, guar, hyacinth bean, jackbean, kidney bean, lablab bean, lentil, lima bean (dry and green), moth bean, mung bean, navy bean, pea, pigeon pea, pinto bean, rice bean, runner bean, snap bean, snow pea, southern pea, sugar snap pea, sweet lupin, tepary bean, urd bean, white lupin, white sweet lupin, yardlong bean), onions (dry bulb), peanut, pear, peppermint and spearmint, sorghum—grain sorghum (milo), soybean (except in AL, CO, FL, GA, IA, IL, IN, KS, KY, MN, MO, MT, NC, ND, NE, NM, OH, OK, PA, SC, SD, TN, TX, VA, WI, WV, WY), strawberry (except in OR), sugar beet (except in IA, ID, IL, MI, MN, ND, OR, WA, WI), sunflower, sweet potato, almond, walnut (dormant/delayed dormant sprays), tree fruits (except apple, peaches, and cherries) and almond, tree nuts (foliar sprays), tree nut orchard floors, wheat (except spring wheat in CO, KS, MO, MT, ND, NE, SD, WY and winter wheat in CO, IA, KS, MN, MO, MT, ND, NE, OK, SD, TX, WY), cherries (except tart cherries in MI), nectarine, plum, prune, peaches (except in AL, DC, DE, FL, GA, MD, MI, NC, NJ, NY, OH, PA, SC, TX, VA, VT, WV).</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">93182-8</ENT>
                        <ENT>Pilot 15G Chlorpyrifos Agricultural Insecticide</ENT>
                        <ENT>Gharda Chemicals International, Inc</ENT>
                        <ENT>Citrus and citrus orchard floors (except in AL, FL, GA, NC, SC, TX), Cole crops (Brassica) leafy vegetables: (Bok choy, broccoli, Brussels sprouts, cabbage, Chinese cabbage, cauliflower, collards, kale, kohlrabi, broccoli rabe, Chinese broccoli), onions (dry bulb), radishes, rutabagas, sweet potatoes, corn, alfalfa (except in AZ, CO, IA, ID, IL, KS, MI, MN, MO, MT, ND, NE, NM, NV, OK, OR, SD, TX, UT, WA, WI, WY), sorghum—grain sorghum (milo), soybeans (except in AL, CO, FL, GA, IA, IL, IN, KS, KY, MN, MO, MT, NC, ND, NE, NM, OH, OK, PA, SC, SD, TN, TX, VA, WI, WV, WY), peanuts, sugar beets (except in IA, ID, IL, MI, MN, ND, OR, WA, WI), turnips, and sunflowers.</ENT>
                    </ROW>
                </GPOTABLE>
                <GPOTABLE COLS="4" OPTS="L2,nj,i1" CDEF="s30,12C,r100,r25">
                    <TTITLE>Table 2—Chlorpyrifos Product Cancellations</TTITLE>
                    <BOXHD>
                        <CHED H="1">Registration No.</CHED>
                        <CHED H="1">
                            Company
                            <LI>No.</LI>
                        </CHED>
                        <CHED H="1">Product name</CHED>
                        <CHED H="1">
                            Active
                            <LI>ingredients</LI>
                        </CHED>
                    </BOXHD>
                    <ROW>
                        <ENT I="01">62719-72</ENT>
                        <ENT>62719</ENT>
                        <ENT>Dursban 50W in Water Soluble Packets</ENT>
                        <ENT>Chlorpyrifos.</ENT>
                    </ROW>
                </GPOTABLE>
                <GPOTABLE COLS="2" OPTS="L2,nj,i1" CDEF="s25,r150">
                    <TTITLE>Table 3—Registrants Requesting Voluntary Cancellation and/or Termination of Chlorpyrifos Uses</TTITLE>
                    <BOXHD>
                        <CHED H="1">EPA Company No.</CHED>
                        <CHED H="1">Company name and address</CHED>
                    </BOXHD>
                    <ROW>
                        <ENT I="01">62719</ENT>
                        <ENT>Corteva Agriscience, LLC, 9330 Zionsville Road, Indianapolis, IN 46268.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">93182</ENT>
                        <ENT>Gharda Chemicals International, Inc., 4032 Crockers Lake Blvd., Suite 818, Sarasota, FL 34238.</ENT>
                    </ROW>
                </GPOTABLE>
                <PRTPAGE P="52461"/>
                <HD SOURCE="HD1">III. Public Comments</HD>
                <HD SOURCE="HD2">A. Brief History</HD>
                <P>
                    EPA issued a rule in the 
                    <E T="04">Federal Register</E>
                     on August 30, 2021 (86 FR 48315) (FRL-5993-04-OCSPP) revoking chlorpyrifos tolerances on the grounds that they were not safe (the “Final Rule”). Pursuant to the procedures set forth in FFDCA section 408(g)(2), objections to, requests for evidentiary hearings on those objections, and/or requests for a stay of the Final Rule were filed on or before the close of the objections period on October 29, 2021. EPA issued an Order published in the 
                    <E T="04">Federal Register</E>
                     on February 28, 2022 (87 FR 11222) (FRL-5993-05-OCSPP), denying all objections to the Final Rule and requests for hearing on those objections, as well as requests for stay of the Final Rule (the “Denial Order”).
                </P>
                <P>
                    Since the objections process did not result in any changes to the Final Rule, chlorpyrifos tolerances expired on February 28, 2022, under the terms of the Final Rule. Once the tolerances expired, use of pesticide products containing chlorpyrifos on food or feed crops would result in adulterated food, which cannot be sold in interstate commerce. After EPA alerted registrants of chlorpyrifos products of the lack of tolerances and the options for their products, several registrants submitted requests to voluntarily cancel their registered chlorpyrifos products or amend their chlorpyrifos pesticide products to remove food uses. The registrants identified in Table 3 of Unit II, among others, submitted such requests. Notice of EPA's receipt of these requests was published for comment in the 
                    <E T="04">Federal Register</E>
                     on June 9, 2023 (88 FR 37875) (FRL-11017-01-OCSPP). The registrants did not waive the 180-day comment period for these voluntary requests, and, as a result, the comment period had a closing date of December 6, 2023.
                </P>
                <P>
                    The Final Rule was challenged by Gharda and multiple grower groups in the U.S. Court of Appeals for the Eighth Circuit. On November 2, 2023, the Eighth Circuit issued a decision vacating the Final Rule and remanding the matter to EPA for further proceedings. On December 28, 2023, the Eighth Circuit's opinion became effective; accordingly, all chlorpyrifos tolerances vacated by the Final Rule were reinstated. On February 5, 2024, EPA issued a 
                    <E T="04">Federal Register</E>
                     notice to amend the Code of Federal Regulations to reflect the court's reinstatement of those tolerances (89 FR 7625) (FRL-5993-06-OCSPP). At this time, all the chlorpyrifos tolerances in effect prior to the Final Rule have been reinstated and are currently in effect.
                </P>
                <P>After requests from Gharda and multiple grower groups to extend the public comment period due to the Eighth Circuit decision, on December 6, 2023, EPA extended the comment period for the requests at issue in this notice for an additional 42 days. EPA again extended the comment period on January 17, 2024, for an additional 30 days. Following these extensions, the comment period ended on February 16, 2024.</P>
                <HD SOURCE="HD2">B. Summary of Comments Received</HD>
                <P>During the extended public comment period, EPA received five public comments in response to the June 9, 2023, notice. The comments can be found in the docket for this action and are briefly summarized here.</P>
                <P>Two comments were submitted by a private citizen in support of banning chlorpyrifos, and one comment was submitted anonymously by a private citizen generally supporting the cancellation of the pesticide. These three comments were not specific to either of the registrant requests being finalized by this order. Two public comments were submitted by a representative for multiple grower groups, including Red River Valley Sugarbeet Growers Association, U.S. Beet Sugar Association, American Sugarbeet Growers Association, Southern Minnesota Beet Sugar Cooperative, American Crystal Sugar Company, Minn-Dak Farmers Cooperative, American Farm Bureau Federation, American Soybean Association, Iowa Soybean Association, Minnesota Soybean Growers Association, Missouri Soybean Association, Nebraska Soybean Association, South Dakota Soybean Association, North Dakota Soybean Growers Association, National Association of Wheat Growers, Cherry Marketing Institute, Florida Fruit and Vegetable Association, and Georgia Fruit and Vegetable Growers Association, and National Cotton Council of America (“grower groups”).</P>
                <P>
                    One of the comments submitted by the grower groups requested an extension of the comment period. The other comment from this group expressed support for EPA's plans (not at issue in this order) to revoke all chlorpyrifos tolerances other than those for the 11 crops referenced in the Agency's December 2020 
                    <E T="03">Chlorpyrifos Proposed Interim Decision</E>
                     (PID). The grower groups also expressed concern for ensuring that Gharda's products would be available for use in the 2024 growing season. The grower groups requested that their input be considered regarding label changes for those 11 crops. The grower groups also requested that no additional changes (
                    <E T="03">e.g.,</E>
                     application rate reductions) to the labels of chlorpyrifos products be made until after EPA completes its evaluation and rulemaking process to modify the tolerances, in order to reduce confusion and uncertainty for growers in the upcoming growing season.
                </P>
                <HD SOURCE="HD2">C. EPA Response to Comments</HD>
                <P>Regarding the comments submitted by the grower groups, the termination of food uses and cancellation of products included in the notice of June 9, 2023, were voluntarily requested by the registrants, which is permissible at any time pursuant to FIFRA section 6(f)(1). After the Eighth Circuit decision, the registrants affirmed their interest in moving forward with their pending cancellation requests; no requests were withdrawn. In this final cancellation order, EPA is fulfilling these requests from the registrants. The terms for sale, distribution, and use of the existing stocks of the products identified in Tables 1 and 2 of this order are included in Section VI of this cancellation order. Since the tolerances for chlorpyrifos are in place, use of chlorpyrifos products on crops consistent with label directions will not result in adulterated food.</P>
                <P>In response to the grower group's comment requesting an opportunity to provide input to the label revisions and requesting that no other label changes be approved until after EPA completes its evaluation and rulemaking process to modify the tolerances, these comments are relevant to a label amendment process that is outside the scope of this cancellation order. Nevertheless, as a matter of transparency, EPA notes that it is currently working with the registrants to remove all food uses from the labels of chlorpyrifos products, except for the 11 food uses discussed in the 2020 Proposed Interim Registration Review Decision (PID) for chlorpyrifos. As discussed in the supporting documents, those 11 remaining uses need to be limited to certain geographic areas, application rates, and numbers of applications based on the 2020 Updated Drinking Water Assessment, the 2020 Human Health Risk Assessment, and the 2020 PID.</P>
                <HD SOURCE="HD1">IV. The Cancellation Order</HD>
                <P>
                    Pursuant to FIFRA section 6(f) (7 U.S.C. 136d(f)(1)), EPA hereby approves the requested amendments to terminate uses and cancellation of the registration identified in Table 1 and Table 2 of Unit II., respectively. Accordingly, the Agency hereby orders that the uses 
                    <PRTPAGE P="52462"/>
                    identified for the products listed in Table 1 of Unit II. are terminated and the product registration identified in Table 2 of Unit II. is cancelled.
                </P>
                <P>The cancellations and amendments addressed in this Order are effective June 24, 2024. Any distribution, sale, or use of existing stocks of the products identified in Tables 1 and 2 of Unit II in a manner inconsistent with any of the provisions for disposition of existing stocks set forth in Unit VI will be a violation of FIFRA.</P>
                <HD SOURCE="HD1">V. What is the Agency's authority for taking these actions?</HD>
                <P>
                    FIFRA section 6(f)(1) (7 U.S.C. 136d(f)(1)) provides that a registrant of a pesticide product may at any time request that any of its pesticide registrations be cancelled or amended to terminate one or more registered uses. FIFRA further provides that, before acting on the request, EPA must publish a notice of receipt of any such request in the 
                    <E T="04">Federal Register</E>
                    .
                </P>
                <P>FIFRA section 6(f)(1)(B) (7 U.S.C. 136d(f)(1)(B)) requires that before acting on a request for voluntary cancellation, EPA must provide a 30-day public comment period on the request for voluntary cancellation or use termination. In addition, FIFRA section 6(f)(1)(C) (7 U.S.C. 136d(f)(1)(C)) requires that EPA provide a 180-day comment period on a request for voluntary cancellation or termination of any minor agricultural use before granting the request, unless:</P>
                <P>1. The registrant requests a waiver of the comment period, or</P>
                <P>2. The EPA Administrator determines that continued use of the pesticide would pose an unreasonable adverse effect on the environment.</P>
                <P>Because no such requests or determinations were made, EPA provided a 180-day comment period with additional time extensions. Comments were submitted to which EPA has responded above.</P>
                <HD SOURCE="HD1">VI. Provisions for Disposition of Existing Stocks</HD>
                <HD SOURCE="HD2">A. Products Listed in Table 1 of Unit II</HD>
                <P>Existing stocks for the products identified in this document are those stocks of registered pesticide products that are currently in the United States and that were packaged, labeled, and released for shipment prior to the effective date of the cancellation action. EPA has determined that the following existing stocks provisions are not inconsistent with the purposes of FIFRA given the limited amount of existing stocks and the limited time allowed for use of the existing stocks outlined below:</P>
                <P>• Sale and distribution of existing stocks of Chlorpyrifos Technical (EPA Reg. No. 93182-3) is permitted until June 30, 2024.</P>
                <P>• Sale and distribution of existing stocks of Pilot 4E Chlorpyrifos Agricultural Insecticide (EPA Reg. No. 93182-7) and Pilot 15G Chlorpyrifos Agricultural Insecticide (EPA Reg. No. 93182-8) is permitted until April 30, 2025.</P>
                <P>• Use of existing stocks of Pilot 4E Chlorpyrifos Agricultural Insecticide (EPA Reg. No. 93182-7) and Pilot 15G Chlorpyrifos Agricultural Insecticide (EPA Reg. No. 93182-8) on food, food processing sites, and food manufacturing sites must be consistent with the product labeling. Such use is permitted until June 30, 2025.</P>
                <P>• Use of existing stocks of Pilot 4E Chlorpyrifos Agricultural Insecticide (EPA Reg. No. 93182-7) and Pilot 15G Chlorpyrifos Agricultural Insecticide (EPA Reg. No. 93182-8) for non-food purposes is permitted until existing stocks are exhausted, as long as such use is in accordance with the labeling.</P>
                <P>After these dates, all respective sale, distribution, and use of existing stocks is prohibited, except for sale and distribution for export consistent with FIFRA section 17 (7 U.S.C. 136o) and for proper disposal.</P>
                <HD SOURCE="HD2">B. Product Listed in Table 2 of Unit II</HD>
                <P>The product listed in Table 2 of Unit II bears labeling only for non-food use. Therefore, EPA is allowing sale and distribution of existing stocks of that product for one year after publication of the cancellation order. Thereafter, sale and distribution of existing stocks of the product will be prohibited, except for export consistent with FIFRA section 17 (7 U.S.C. 136o), or for proper disposal in accordance with state regulations.</P>
                <P>Use of existing stocks is permitted until such stocks are exhausted, provided that use is consistent with the terms of the previously approved labeling on, or that accompanied, the cancelled products.</P>
                <P>
                    <E T="03">Authority:</E>
                     7 U.S.C. 136 
                    <E T="03">et seq.</E>
                </P>
                <SIG>
                    <DATED>Dated: June 17, 2024.</DATED>
                    <NAME>Jean Overstreet,</NAME>
                    <TITLE>Director, Pesticide Re-Evaluation Division, Office of Pesticide Programs.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13779 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 6560-50-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">ENVIRONMENTAL PROTECTION AGENCY</AGENCY>
                <DEPDOC>[EPA-HQ-OPP-2017-0751; FRL-11990-01-OCSPP]</DEPDOC>
                <SUBJECT>Pesticide Registration Review; Decisions for Several Pesticides; Notice of Availability</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Environmental Protection Agency (EPA).</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>This notice announces the availability of EPA's interim registration review decisions for the following chemicals: Aluminium phosphide, magnesium phosphide, phosphine, tetrachlorvinphos and triadimefon.</P>
                </SUM>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P/>
                    <P>
                        <E T="03">For pesticide specific information, contact:</E>
                         The Chemical Review Manager for the pesticide of interest identified in Table 1 of Unit I.
                    </P>
                    <P>
                        <E T="03">For general information on the registration review program, contact:</E>
                         Melanie Biscoe, Pesticide Re-Evaluation Division (7508P), Office of Pesticide Programs, Environmental Protection Agency, 1200 Pennsylvania Ave. NW, Washington, DC 20460-0001; telephone number: (202) 566-0701; email address: 
                        <E T="03">biscoe.melanie@epa.gov.</E>
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P/>
                <HD SOURCE="HD1">I. Purpose of This Notice</HD>
                <P>Pursuant to 40 CFR 155.58(c), this notice announces the availability of EPA's interim or final registration review decisions for the pesticides shown in Table 1. The interim and final registration review decisions are supported by rationales included in the docket established for each chemical.</P>
                <GPOTABLE COLS="3" OPTS="L2,nj,i1" CDEF="s100,24,r100">
                    <TTITLE>Table 1—Interim Registration Review Decisions Being Issued</TTITLE>
                    <BOXHD>
                        <CHED H="1">Registration review case name and No.</CHED>
                        <CHED H="1">Docket ID No.</CHED>
                        <CHED H="1">Chemical review manager and contact information</CHED>
                    </BOXHD>
                    <ROW>
                        <ENT I="01">Aluminum Phosphide, Case Number 0025</ENT>
                        <ENT>EPA-HQ-OPP-2013-0081</ENT>
                        <ENT>
                            Jonathan Williams, 
                            <E T="03">williams.jonathanr@epa.gov</E>
                            , (202) 566-2240.
                        </ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Magnesium Phosphide, Case Number 0645</ENT>
                        <ENT>EPA-HQ-OPP-2013-0081</ENT>
                        <ENT>
                            Jonathan Williams, 
                            <E T="03">williams.jonathanr@epa.gov</E>
                            , (202) 566-2240.
                        </ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Phosphine, Case Number 7608</ENT>
                        <ENT>EPA-HQ-OPP-2013-0081</ENT>
                        <ENT>
                            Jonathan Williams, 
                            <E T="03">williams.jonathanr@epa.gov</E>
                            , (202) 566-2240.
                        </ENT>
                    </ROW>
                    <ROW>
                        <PRTPAGE P="52463"/>
                        <ENT I="01">Tetrachlorvinphos, Case Number 0321</ENT>
                        <ENT>EPA-HQ-OPP-2008-0316</ENT>
                        <ENT>
                            Patricia Biggio, 
                            <E T="03">biggio.patricia@epa.gov</E>
                            , (202) 566-1938.
                        </ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Triadimefon, Case Number 2700</ENT>
                        <ENT>EPA-HQ-OPP-2016-0114</ENT>
                        <ENT>
                            Matthew Khan, 
                            <E T="03">khan.matthew@epa.gov</E>
                            , (202) 566-2212.
                        </ENT>
                    </ROW>
                </GPOTABLE>
                <HD SOURCE="HD1">II. Background</HD>
                <P>EPA is conducting its registration review of the chemicals listed in Table 1 of Unit I pursuant to the Federal Insecticide, Fungicide, and Rodenticide Act (FIFRA) section 3(g) (7 U.S.C. 136a(g)) and the Procedural Regulations for Registration Review at 40 CFR part 155, subpart C. FIFRA section 3(g) provides, among other things, that pesticide registrations are to be reviewed every 15 years. Consistent with 40 CFR 155.57, in its final registration review decision, EPA will ultimately determine whether a pesticide continues to meet the registration standard in FIFRA section 3(c)(5) (7 U.S.C. 136a(c)(5)). As part of the registration review process, the Agency has completed interim or final registration review decisions for the pesticides in Table 1 of Unit I.</P>
                <P>Prior to completing the interim registration review decisions in Table 1 of Unit I, EPA posted proposed interim registration review decisions for these chemicals and invited the public to submit any comments or new information, consistent with 40 CFR 155.58(a). EPA considered and responded to any comments or information received during these public comment periods in the respective interim registration review decisions.</P>
                <P>
                    For additional background on the registration review program, see: 
                    <E T="03">https://www.epa.gov/pesticide-reevaluation.</E>
                </P>
                <P>
                    <E T="03">Authority:</E>
                     7 U.S.C. 136 
                    <E T="03">et seq.</E>
                </P>
                <SIG>
                    <DATED>Dated: June 18, 2024.</DATED>
                    <NAME>Jean Overstreet,</NAME>
                    <TITLE>Director, Pesticide Re-Evaluation Division, Office of Pesticide Programs.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13808 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 6560-50-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">ENVIRONMENTAL PROTECTION AGENCY</AGENCY>
                <DEPDOC>[FRL-12029-01-OA]</DEPDOC>
                <SUBJECT>Request for Nominations for the Science Advisory Board BenSPLASH Review Panel</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Environmental Protection Agency (EPA).</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>The Environmental Protection Agency (EPA) Science Advisory Board (SAB) Staff Office requests public nominations of scientific experts to form a Panel to review the Benefits Spatial Platform for Aggregating Socioeconomics and H2O Quality (BenSPLASH). BenSPLASH serves as one component in an integrated assessment model designed to quantify the economic benefits of changes in water quality. The Panel will evaluate the underlying valuation approaches and endpoints, benefits transfer applications and methodology, and default assumptions within BenSPLASH.</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Nominations should be submitted by July 15, 2024 per the instructions below.</P>
                </DATES>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Any member of the public wishing further information regarding this Notice and Request for Nominations may contact Dr. Shaunta Hill-Hammond, Designated Federal Officer (DFO), EPA Science Advisory Board Staff Office by telephone/voice mail (202) 564-3343, or email at 
                        <E T="03">hill-hammond.shaunta@epa.gov</E>
                        . General information concerning the EPA SAB can be found at the EPA SAB website at 
                        <E T="03">https://sab.epa.gov</E>
                        .
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>The SAB (42 U.S.C. 4365) is a chartered Federal Advisory Committee that provides independent scientific and technical peer review, advice, and recommendations to the EPA Administrator on the technical basis for EPA actions. As a Federal Advisory Committee, the SAB conducts business in accordance with the Federal Advisory Committee Act (FACA) (5 U.S. Code 10) and related regulations. The SAB Staff Office is forming an expert panel, the BenSPLASH Review Panel, under the auspices of the Chartered SAB. The BenSPLASH Review Panel will provide advice through the SAB. The SAB and the BenSPLASH Review Panel will comply with the provisions of FACA and all appropriate SAB Staff Office procedural policies.</P>
                <P>
                    EPA regularly estimates the benefits of surface water quality improvements associated with Clean Water Act regulations. EPA has developed BenSPLASH, as one component in an integrated assessment model designed to quantify the economic benefits of changes in water quality (Corona, et al. 2020).
                    <SU>1</SU>
                    <FTREF/>
                     BenSPLASH can map water quality parameters to a water quality index (WQI). The main valuation approach can then estimate willingness to pay for changes in the WQI from a meta-analysis of surface water quality stated preference studies. The BenSPLASH Review Panel will conduct a review of the underlying valuation approaches and endpoints, benefits transfer applications and methodology, and default assumptions within BenSPLASH.
                </P>
                <FTNT>
                    <P>
                        <SU>1</SU>
                         Corona, J.; Doley, T.; Griffiths, C.; Massey, M.; Moore, C.; Muela, S.; Rashleigh, B.; Wheeler, W.; Whitlock, S.D.; and Hewitt, J. 2020. “An Integrated Assessment Model for Valuing Water Quality Changes in the United States,” 
                        <E T="03">Land Economics</E>
                         96 (4): 478-492.
                    </P>
                </FTNT>
                <P>
                    <E T="03">Request for Nominations:</E>
                     The SAB Staff Office is seeking nominations of nationally and internationally recognized scientists with demonstrated expertise in the following disciplines: 
                    <E T="03">Aquatic Ecology, including aquatic environmental assessment, hydrology, and nutrient pollution; Computer Science including geographic information systems, programming (C# and R), and user interfaces; Environmental Economics, including benefits transfer, distributional impacts and environmental justice, national and subnational regional level analyses, meta-analysis, nonmarket valuation, and water quality benefits; Human Health Assessment, including risk assessment for waterborne pollutants and pathogens; Human Health Valuation specific to water quality and pollution impacts; Integrated Assessment Modeling; and Uncertainty Analysis</E>
                    .
                </P>
                <P>
                    <E T="03">Process and Deadline for Submitting Nominations:</E>
                     Any interested person or organization may nominate qualified individuals in the areas of expertise described above for possible service on the SAB Panel. Individuals may self-nominate. Nominations should be submitted in electronic format (preferred) using the online nomination form on the SAB website at 
                    <E T="03">https://sab.epa.gov</E>
                     (see the “Public Input on Membership” list under “Committees, 
                    <PRTPAGE P="52464"/>
                    Panels, and Membership” following the instructions for “Nominating Experts to Advisory Panels and Ad Hoc Committees Being Formed,” provided on the SAB website (see the “Nomination of Experts” link under “Current Activities” at 
                    <E T="03">https://sab.epa.gov</E>
                    ). To be considered, nominations should include the information requested below. EPA values and welcomes diversity. All qualified candidates are encouraged to apply regardless of sex, race, disability, or ethnicity. Nominations should be submitted in time to arrive no later than July 15, 2024.
                </P>
                <P>
                    The following information should be provided on the nomination form: contact information for the person making the nomination; contact information for the nominee; and the disciplinary and specific areas of expertise of the nominee. Nominees will be contacted by the SAB Staff Office and will be asked to provide a recent curriculum vitae and a narrative biographical summary that includes current position, educational background; research activities; sources of research funding for the last two years; and recent service on other national advisory committees or national professional organizations. Persons having questions about the nomination procedures, or who are unable to submit nominations through the SAB website, should contact the DFO at the contact information noted above. The names and biosketches of qualified nominees identified by respondents to this 
                    <E T="04">Federal Register</E>
                     Notice, and additional experts identified by the SAB Staff Office, will be posted in a List of Candidates for the Panel on the SAB website at 
                    <E T="03">https://sab.epa.gov</E>
                    . Public comments on the List of Candidates will be accepted for 21 days. The public will be requested to provide relevant information or other documentation on nominees that the SAB Staff Office should consider in evaluating candidates.
                </P>
                <P>For the EPA SAB Staff Office, a balanced review panel includes candidates who possess the necessary domains of knowledge, the relevant scientific perspectives (which, among other factors, can be influenced by work history and affiliation), and the collective breadth of experience to adequately address the charge. In forming the expert panel, the SAB Staff Office will consider public comments on the Lists of Candidates, information provided by the candidates themselves, and background information independently gathered by the SAB Staff Office. Selection criteria to be used for panel membership include: (a) scientific and/or technical expertise, knowledge, and experience (primary factors); (b) availability and willingness to serve; (c) absence of financial conflicts of interest; (d) absence of an appearance of a loss of impartiality; (e) skills working in committees, subcommittees, and advisory panels; and (f) for the panel as a whole, diversity of expertise and scientific points of view.</P>
                <P>
                    Candidates may be asked to submit the “Confidential Financial Disclosure Form for Special Government Employees Serving on Federal Advisory Committees at the U.S. Environmental Protection Agency” (EPA Form 3110-48). This confidential form is required for Special Government Employees (SGEs) and allows EPA to determine whether there is a statutory conflict between a person's public responsibilities (which includes membership on an EPA federal advisory committee) and private interests and activities, or the appearance of a loss of impartiality, as defined by federal regulation. The form may be viewed and downloaded through the “Ethics Requirements for Advisors” link on the SAB website at 
                    <E T="03">https://sab.epa.gov</E>
                    . This form should not be submitted as part of a nomination.
                </P>
                <SIG>
                    <NAME>V Khanna Johnston,</NAME>
                    <TITLE>Deputy Director, Science Advisory Board Staff Office.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13694 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 6560-50-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="N">FEDERAL COMMUNICATIONS COMMISSION</AGENCY>
                <DEPDOC>[FR ID 226690]</DEPDOC>
                <SUBJECT>Radio Broadcasting Services; AM or FM Proposals To Change the Community of License</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Federal Communications Commission.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice.</P>
                </ACT>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>The agency must receive comments on or before August 23, 2024.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>Federal Communications Commission, 45 L Street NE, Washington, DC 20554.</P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Rolanda F. Smith, 202-418-2054, 
                        <E T="03">Rolanda-Faye.Smith@fcc.gov.</E>
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>
                    The Media Bureau shall provide notice in the 
                    <E T="04">Federal Register</E>
                     that an application to modify an AM or FM station's community of license has been filed. See 71 FR 76208, 76211 (published December 20, 2006). The following applicants filed AM or FM proposals to change the community of license: UM ENTERPRISE, LLC, WTOF(AM), FAC. ID NO. 24653, FROM: BAY MINETTE, AL, TO: SPANISH FORT, AL, FILE NO. 0000243353; DIVINE MERCY RADIO, INC, WPJL(AM), FAC. ID NO. 73884, FROM: RALEIGH, NC, TO: KNIGHTDALE, NC, FILE NO. 0000246144; CHRISTINA BENAVIDES, KAMZ(FM), FAC. ID NO. 77643, FROM: TAHOKA, TX, TO: WOLFFORTH, TX, FILE NO. 0000243225; CEDAR COVE BROADCASTING, INC., KJAR(FM), FAC. ID NO. 768664, FROM: LARAMIE, WY, TO: ELK MOUNTAIN, WY, FILE NO. 0000245023; NOEMY RODRIGUEZ, KZJJ(FM), FAC. ID NO. 203618, FROM: MESA, WA, TO: WEST RICHLAND, WA, FILE NO. 0000244739; AND RADIO LICENSE HOLDING CBC, LLC, WRBO(FM), FAC. ID NO. 7075, FROM: COMO, MS, TO: GERMANTOWN, TN, FILE NO. 0000244037. The full text of these applications is available electronically via Licensing and Management System (LMS), 
                    <E T="03">https://apps2int.fcc.gov/dataentry/public/tv/publicAppSearch.html.</E>
                </P>
                <SIG>
                    <FP>Federal Communications Commission.</FP>
                    <NAME>Nazifa Sawez,</NAME>
                    <TITLE>Assistant Chief, Audio Division, Media Bureau.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13626 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 6712-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">FEDERAL COMMUNICATIONS COMMISSION</AGENCY>
                <DEPDOC>[OMB 3060-0806; FR ID 227133]</DEPDOC>
                <SUBJECT>Information Collection Being Reviewed by the Federal Communications Commission</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Federal Communications Commission.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice and request for comments.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>
                        As part of its continuing effort to reduce paperwork burdens, and as required by the Paperwork Reduction Act (PRA) of 1995, the Federal Communications Commission (FCC or the Commission) invites the general public and other Federal agencies to take this opportunity to comment on the following information collection. Comments are requested concerning: whether the proposed collection of information is necessary for the proper performance of the functions of the Commission, including whether the information shall have practical utility; the accuracy of the Commission's burden estimate; ways to enhance the quality, utility, and clarity of the 
                        <PRTPAGE P="52465"/>
                        information collected; ways to minimize the burden of the collection of information on the respondents, including the use of automated collection techniques or other forms of information technology; and ways to further reduce the information collection burden on small business concerns with fewer than 25 employees.
                    </P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Written PRA comments should be submitted on or before August 20, 2024. If you anticipate that you will be submitting comments, but find it difficult to do so within the period of time allowed by this notice, you should advise the contact listed below as soon as possible.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        Direct all PRA comments to Nicole Ongele, FCC, via email 
                        <E T="03">PRA@fcc.gov</E>
                         and to 
                        <E T="03">nicole.ongele@fcc.gov.</E>
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>For additional information about the information collection, contact Nicole Ongele, (202) 418-2991.</P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>The FCC may not conduct or sponsor a collection of information unless it displays a currently valid control number. No person shall be subject to any penalty for failing to comply with a collection of information subject to the PRA that does not display a valid Office of Management and Budget (OMB) control number.</P>
                <P>
                    <E T="03">OMB Control Number:</E>
                     3060-0806.
                </P>
                <P>
                    <E T="03">Title:</E>
                     Universal Service-Schools and Libraries Universal Service Program, FCC Forms 470 and 471.
                </P>
                <P>
                    <E T="03">Form Number:</E>
                     FCC Forms 470 and 471.
                </P>
                <P>
                    <E T="03">Type of Review:</E>
                     Extension of a currently approved collection.
                </P>
                <P>
                    <E T="03">Respondents:</E>
                     State, local or tribal government institutions, and other not-for-profit institutions.
                </P>
                <P>
                    <E T="03">Number of Respondents and Responses:</E>
                     25,000 respondents; 83,560 responses.
                </P>
                <P>
                    <E T="03">Estimated Time per Response:</E>
                     4 hours for FCC Form 470 (3 hours for response; 1 hour for recordkeeping); 4 hours for FCC Form 471 (4 hours for response; 1 hour for recordkeeping).
                </P>
                <P>
                    <E T="03">Frequency of Response:</E>
                     On occasion and annual reporting requirements, and recordkeeping requirement.
                </P>
                <P>
                    <E T="03">Obligation to Respond:</E>
                     Required to obtain or retain benefits. Statutory authority for this information collection is contained in sections 1, 4(i), 4(j), 201-205, 214, 254, and 403 of the Communications Act of 1934, as amended, 47 U.S.C. 151-154, 201-205, 218-220, 254, 303(r), 403 and 405.
                </P>
                <P>
                    <E T="03">Total Annual Burden:</E>
                     236,890 hours.
                </P>
                <P>
                    <E T="03">Total Annual Cost:</E>
                     No Cost.
                </P>
                <P>
                    <E T="03">Needs and Uses:</E>
                     The Commission seeks approval to extend the existing collection 3060-0806 (FCC Forms 470 and 471). The Commission is reporting an adjustment to the number of respondents, responses, and the total burden hours within this submission based on FY 2023 data received from USAC. Collection of the information on FCC Forms 470 and 471 is necessary so that the Commission and USAC have sufficient information to determine if entities are eligible for funding pursuant to the schools and libraries support mechanism, to determine if entities are complying with the Commission's rules, and to prevent waste, fraud, and abuse. In addition, the information is necessary for the Commission to evaluate the extent to which the E-rate program is meeting the statutory objectives specified in section 254(h) of the 1996 Act, and the Commission's performance goals established in the 
                    <E T="03">E-rate Modernization Order</E>
                     and
                    <E T="03"> Second E-rate Modernization Order.</E>
                </P>
                <SIG>
                    <FP>Federal Communications Commission.</FP>
                    <NAME>Katura Jackson,</NAME>
                    <TITLE>Federal Register Liaison Officer.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13714 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 6712-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="N">FEDERAL DEPOSIT INSURANCE CORPORATION</AGENCY>
                <SUBJECT>Sunshine Act Meetings</SUBJECT>
                <PREAMHD>
                    <HD SOURCE="HED">TIME AND DATE: </HD>
                    <P>10:00 a.m. on June 20, 2024.</P>
                </PREAMHD>
                <PREAMHD>
                    <HD SOURCE="HED">PLACE: </HD>
                    <P>
                        This Board meeting will be open to public observation only by webcast. Visit 
                        <E T="03">https://www.fdic.gov/news/board-matters/video.html</E>
                         for a link to the webcast. FDIC Board Members and staff will participate from FDIC Headquarters, 550 17th Street NW, Washington, DC.
                    </P>
                    <P>
                        Observers requiring auxiliary aids (
                        <E T="03">e.g.,</E>
                         sign language interpretation) for this meeting should email 
                        <E T="03">DisabilityProgram@fdic.gov</E>
                         to make necessary arrangements.
                    </P>
                </PREAMHD>
                <PREAMHD>
                    <HD SOURCE="HED">STATUS: </HD>
                    <P>Open to public observation via webcast.</P>
                </PREAMHD>
                <PREAMHD>
                    <HD SOURCE="HED">MATTERS TO BE CONSIDERED: </HD>
                    <P>The Federal Deposit Insurance Corporation's Board of Directors will meet to consider the following matters:</P>
                    <P>
                        <E T="03">Discussion Agenda:</E>
                    </P>
                    <P>
                        <E T="03">Memorandum and resolution re:</E>
                         Final Rule to Revise 12 CFR 360.10 and Associated Delegations of Authority.
                    </P>
                    <P>
                        <E T="03">Memorandum and resolution re:</E>
                         Board Briefings on Certain Merger and Deposit Insurance Applications Outstanding for More Than 270 Days.
                    </P>
                    <P>
                        <E T="03">Summary Agenda:</E>
                         No substantive discussion of the following items is anticipated. The Board will resolve these matters with a single vote unless a member of the Board of Directors requests that an item be moved to the discussion agenda.
                    </P>
                    <P>
                        <E T="03">Memorandum and resolution re:</E>
                         Proposed Amendments to Bank Secrecy Act Compliance Rule (12 CFR part 326).
                    </P>
                    <P>
                        <E T="03">Memorandum and resolution re:</E>
                         Final Rule: Quality Control Standards for Automated Valuation Models.
                    </P>
                    <P>
                        <E T="03">Memorandum and resolution re:</E>
                         Review of FDIC Regulations in Accordance with the Economic Growth and Regulatory Paperwork Reduction Act (EGRPRA).
                    </P>
                    <P>Disposition of Minutes of a Board of Directors' Meeting Previously Distributed.</P>
                    <P>Summary reports, status reports, and reports of actions taken pursuant to authority delegated by the Board of Directors.</P>
                </PREAMHD>
                <PREAMHD>
                    <HD SOURCE="HED">CONTACT PERSON FOR MORE INFORMATION: </HD>
                    <P>Direct requests for further information concerning the meeting to Debra A. Decker, Executive Secretary of the Corporation, at 202-898-8748.</P>
                    <P>
                        <E T="03">Authority:</E>
                         5 U.S.C. 552b.
                    </P>
                </PREAMHD>
                <SIG>
                    <DATED>Dated at Washington, DC, on June 18, 2024.</DATED>
                    <FP>Federal Deposit Insurance Corporation.</FP>
                    <NAME>James P. Sheesley,</NAME>
                    <TITLE>Assistant Executive Secretary.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13848 Filed 6-20-24; 11:15 am]</FRDOC>
            <BILCOD>BILLING CODE 6714-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="N">FEDERAL ELECTION COMMISSION</AGENCY>
                <SUBJECT>Sunshine Act Meetings</SUBJECT>
                <PREAMHD>
                    <HD SOURCE="HED">TIME AND DATE: </HD>
                    <P>Thursday, June 27, 2024, 10:00 a.m.</P>
                </PREAMHD>
                <PREAMHD>
                    <HD SOURCE="HED">PLACE: </HD>
                    <P>Hybrid meeting: 1050 First Street NE Washington, DC (12th floor) and virtual.</P>
                </PREAMHD>
                <NOTE>
                    <HD SOURCE="HED">Note: </HD>
                    <P>If you would like to virtually access the meeting, see the instructions below.</P>
                </NOTE>
                <PREAMHD>
                    <HD SOURCE="HED">STATUS: </HD>
                    <P>
                        This meeting will be open to the public. To access the meeting virtually, go to the commission's website 
                        <E T="03">www.fec.gov</E>
                         and click on the banner to be taken to the meeting page.
                    </P>
                </PREAMHD>
                <PREAMHD>
                    <HD SOURCE="HED">MATTERS TO BE CONSIDERED:</HD>
                    <P/>
                </PREAMHD>
                <FP SOURCE="FP-1">Mike Pence and Mike Pence for President—Final Determination of Date of Ineligibility (LRA 1194)</FP>
                <FP SOURCE="FP-1">Management and Administrative Matters</FP>
                <PREAMHD>
                    <HD SOURCE="HED">CONTACT PERSON FOR MORE INFORMATION:</HD>
                    <P>Judith Ingram, Press Officer, Telephone: (202) 694-1220.</P>
                    <P>
                        Individuals who plan to attend in person and who require special assistance, such as sign language interpretation or other reasonable accommodations, should contact Laura 
                        <PRTPAGE P="52466"/>
                        E. Sinram, Secretary and Clerk, at (202) 694-1040 or 
                        <E T="03">secretary@fec.gov,</E>
                         at least 72 hours prior to the meeting date.
                    </P>
                </PREAMHD>
                <EXTRACT>
                    <FP>(Authority: Government in the Sunshine Act, 5 U.S.C. 552b)</FP>
                </EXTRACT>
                <SIG>
                    <NAME>Laura E. Sinram,</NAME>
                    <TITLE>Secretary and Clerk of the Commission.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13881 Filed 6-20-24; 11:15 am]</FRDOC>
            <BILCOD>BILLING CODE 6715-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="N">FEDERAL FINANCIAL INSTITUTIONS EXAMINATION COUNCIL</AGENCY>
                <DEPDOC>[Docket No. AS24-14]</DEPDOC>
                <SUBJECT>Appraisal Subcommittee; Notice of Meeting</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Appraisal Subcommittee of the Federal Financial Institutions Examination Council.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice of special closed meeting.</P>
                </ACT>
                <P>
                    <E T="03">Description:</E>
                     In accordance with section 1104(b) of title XI of the Financial Institutions Reform, Recovery, and Enforcement Act of 1989, as amended, notice is hereby given that the Appraisal Subcommittee (ASC) met for a Special Closed Meeting on this date.
                </P>
                <P>
                    <E T="03">Location:</E>
                     CFPB Headquarters, 1700 G Street NW, Washington, DC 20552.
                </P>
                <P>
                    <E T="03">Date:</E>
                     May 20, 2024.
                </P>
                <P>
                    <E T="03">Time:</E>
                     9:55 a.m. ET.
                </P>
                <HD SOURCE="HD1">Action and Discussion Item</HD>
                <HD SOURCE="HD2">Personnel Matter</HD>
                <P>The ASC convened a Special Closed Meeting to discuss a personnel matter pursuant to section 1104(b) of title XI (12 U.S.C. 3333(b)). No action was taken by the ASC.</P>
                <SIG>
                    <NAME>James R. Park,</NAME>
                    <TITLE>Executive Director.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13761 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 6700-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="N">FEDERAL RESERVE SYSTEM</AGENCY>
                <SUBJECT>Formations of, Acquisitions by, and Mergers of Bank Holding Companies</SUBJECT>
                <P>
                    The companies listed in this notice have applied to the Board for approval, pursuant to the Bank Holding Company Act of 1956 (12 U.S.C. 1841 
                    <E T="03">et seq.</E>
                    ) (BHC Act), Regulation Y (12 CFR part 225), and all other applicable statutes and regulations to become a bank holding company and/or to acquire the assets or the ownership of, control of, or the power to vote shares of a bank or bank holding company and all of the banks and nonbanking companies owned by the bank holding company, including the companies listed below.
                </P>
                <P>
                    The public portions of the applications listed below, as well as other related filings required by the Board, if any, are available for immediate inspection at the Federal Reserve Bank(s) indicated below and at the offices of the Board of Governors. This information may also be obtained on an expedited basis, upon request, by contacting the appropriate Federal Reserve Bank and from the Board's Freedom of Information Office at 
                    <E T="03">https://www.federalreserve.gov/foia/request.htm.</E>
                     Interested persons may express their views in writing on the standards enumerated in the BHC Act (12 U.S.C. 1842(c)).
                </P>
                <P>Comments received are subject to public disclosure. In general, comments received will be made available without change and will not be modified to remove personal or business information including confidential, contact, or other identifying information. Comments should not include any information such as confidential information that would not be appropriate for public disclosure.</P>
                <P>Comments regarding each of these applications must be received at the Reserve Bank indicated or the offices of the Board of Governors, Ann E. Misback, Secretary of the Board, 20th Street and Constitution Avenue NW, Washington, DC 20551-0001, not later than July 24, 2024.</P>
                <P>
                    <E T="03">A. Federal Reserve Bank of Kansas City</E>
                     (Jeffrey Imgarten, Assistant Vice President) 1 Memorial Drive, Kansas City, Missouri 64198-0001. Comments can also be sent electronically to 
                    <E T="03">KCApplicationComments@kc.frb.org:</E>
                </P>
                <P>
                    1. 
                    <E T="03">UMB Financial Corporation, Kansas City, Missouri;</E>
                     through its subsidiary, Blue Sky Merger Sub, Inc., Kansas City, Missouri, to merge with Heartland Financial USA, Inc., Denver, Colorado, and thereby indirectly acquire HTLF Bank, Denver, Colorado.
                </P>
                <SIG>
                    <P>Board of Governors of the Federal Reserve System.</P>
                    <NAME>Michele Taylor Fennell,</NAME>
                    <TITLE>Deputy Associate Secretary of the Board.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13804 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="N">DEPARTMENT OF DEFENSE</AGENCY>
                <AGENCY TYPE="O">GENERAL SERVICES ADMINISTRATION</AGENCY>
                <AGENCY TYPE="O">NATIONAL AERONAUTICS AND SPACE ADMINISTRATION</AGENCY>
                <DEPDOC>[OMB Control No. 9000-0154; Docket No. 2024-0053; Sequence No. 10]</DEPDOC>
                <SUBJECT>Submission for OMB Review; Construction Wage Rate Requirements—Price Adjustment (Actual Method)</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Department of Defense (DOD), General Services Administration (GSA), and National Aeronautics and Space Administration (NASA).</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>Under the provisions of the Paperwork Reduction Act, the Regulatory Secretariat Division has submitted to the Office of Management and Budget (OMB) a request to review and approve an extension of a previously approved information collection requirement regarding construction wage rate requirements—price adjustment (Actual Method).</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Submit comments on or before July 24, 2024.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        Written comments and recommendations for this information collection should be sent within 30 days of publication of this notice to 
                        <E T="03">www.reginfo.gov/public/do/PRAMain.</E>
                         Find this particular information collection by selecting “Currently under Review—Open for Public Comments” or by using the search function.
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Zenaida Delgado, Procurement Analyst, at telephone 202-969-7207, or 
                        <E T="03">zenaida.delgado@gsa.gov.</E>
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <HD SOURCE="HD1">A. OMB Control Number, Title, and Any Associated Form(s)</HD>
                <P>9000-0154, Construction Wage Rate Requirements—Price Adjustment (Actual Method).</P>
                <HD SOURCE="HD1">B. Need and Uses</HD>
                <P>This clearance covers the information that contractors must submit to comply with the following Federal Acquisition Regulation (FAR) requirement:</P>
                <P>
                    <E T="03">FAR 52.222-32, Construction Wage Rate Requirements-Price Adjustment (Actual Method).</E>
                     This clause requires contractors to submit at the exercise of each option to extend the term of the contract, a statement of the amount claimed for incorporation of the most current Department of Labor wage determination, and any relevant 
                    <PRTPAGE P="52467"/>
                    supporting data, including payroll records, that the contracting officer may reasonably require.
                </P>
                <P>Contracting officers use the information to establish the contract's construction requirements price adjustment to reflect the contractor's actual increase or decrease in wages and fringe benefits.</P>
                <HD SOURCE="HD1">C. Annual Burden</HD>
                <P>
                    <E T="03">Respondents:</E>
                     405.
                </P>
                <P>
                    <E T="03">Total Annual Responses:</E>
                     405.
                </P>
                <P>
                    <E T="03">Total Burden Hours:</E>
                     16,200.
                </P>
                <HD SOURCE="HD1">D. Public Comment</HD>
                <P>
                    A 60-day notice was published in the 
                    <E T="04">Federal Register</E>
                     at 89 FR 26149, on April 15, 2024. No comments were received.
                </P>
                <P>
                    <E T="03">Obtaining Copies:</E>
                     Requesters may obtain a copy of the information collection documents from the GSA Regulatory Secretariat Division by calling 202-501-4755 or emailing 
                    <E T="03">GSARegSec@gsa.gov.</E>
                     Please cite OMB Control No. 9000-0154, Construction Wage Rate Requirements—Price Adjustment (Actual Method).
                </P>
                <SIG>
                    <NAME>Janet Fry,</NAME>
                    <TITLE>Director, Federal Acquisition Policy Division, Office of Governmentwide Acquisition Policy, Office of Acquisition Policy, Office of Governmentwide Policy.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13771 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 6820-EP-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">GENERAL SERVICES ADMINISTRATION</AGENCY>
                <DEPDOC>[Notice-IEB-2024-07; Docket No. 2024-0002; Sequence No. 28]</DEPDOC>
                <SUBJECT>Privacy Act of 1974; System of Records</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>General Services Administration (GSA).</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Rescindment of a system of records notice.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>Pursuant to the provisions of the Privacy Act of 1974, notice is given that the General Services Administration (GSA) proposes to rescind a System of Records Notice, GSA/GOVT-8, Excluded Parties List System. This system of records contains information entered by Federal agencies that identifies individuals excluded from Federal Government procurement and nonprocurement programs and the applicable authority for the exclusion.</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>This system of records stopped being maintained in 2013.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        Comments may be submitted to the Federal eRulemaking Portal, 
                        <E T="03">http://www.regulations.gov.</E>
                         Submit comments by searching for GSA/GOVT-8.
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Call or email Richard Speidel, Chief Privacy Officer at (202) 969-5830 and 
                        <E T="03">gsa.privacyact@gsa.gov.</E>
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>GSA proposes to rescind a System of Records Notification, GSA/GOVT-8. For procedural background, GSA initially published this SORN in 2006 with two numbers, “GSA/GOVT-8” and “GSA/GOV-8.” The text of the original SORN (71 FR 70515) clearly intends the number to be GSA/GOVT-8 while a typo in a header introduces the incorrect GSA/GOV-8. GSA filed a “cancellation” of a separate system of records in 2007 (72 FR 9337) that identified GSA/GOVT-8 as the number of the present SORN. An update in 2008 (73 FR 22374) continues the error in the header, identifying the SORN as GSA/GOV-8. In 2013, an attempt was made to “cancel” the SORN (78 FR 22880) that also identified the SORN as GSA/GOV-8. The present action is intended to clarify GSA's intent around the now-former system of records operating under GSA/GOVT-8 and/or GSA/GOV-8.</P>
                <P>This Notice is being rescinded due to the records of GSA/GOVT-8 being integrated into the wider System for Award Management SORN, GSA/GOVT-9 beginning in 2012. Both systems of records were maintained until 2013, when all of the GSA/GOVT-8 records were fully integrated into GSA/GOVT-9.</P>
                <PRIACT>
                    <HD SOURCE="HD2">SYSTEM NAME AND NUMBER:</HD>
                    <P>Excluded Parties List System, GSA/GOVT-8.</P>
                    <HD SOURCE="HD2">HISTORY:</HD>
                    <P>This system was previously published under two numbers, GSA/GOVT-8 and GSA/GOV-8. The initial publication was on December 5, 2006 (71 FR 70515), a revised version was published on April 25, 2008 (73 FR 22374), and a “cancellation” was published on April 17, 2013 (78 FR 22880).</P>
                </PRIACT>
                <SIG>
                    <NAME>Richard Speidel,</NAME>
                    <TITLE>Chief Privacy Officer, Office of Enterprise Data &amp; Privacy Management, General Services Administration.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13749 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 6820-AB-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="N">DEPARTMENT OF HEALTH AND HUMAN SERVICES</AGENCY>
                <SUBAGY>Centers for Medicare &amp; Medicaid Services</SUBAGY>
                <SUBJECT>Performance Review Board Membership</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Centers for Medicare &amp; Medicaid Services.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice of Performance Review Board membership.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>The U.S. Code of Federal Regulations requires each agency to establish, in accordance with regulations prescribed by the Office of Personnel Management, one or more Senior Executive Service (SES) Performance Review Boards (PRBs).</P>
                </SUM>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Lei Lonni Giroux, 410-786-4175 or 
                        <E T="03">leilonni.giroux@cms.hhs.gov.</E>
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>The PRB shall review and evaluate the initial summary rating of a senior executive's performance, the executive's response, and the higher-level official's comments on the initial summary rating. In addition, the PRB will review and recommend executive performance bonuses and pay increases.</P>
                <P>
                    5 U.S.C. 4314(c)(4) requires the appointment of board members to be published in the 
                    <E T="04">Federal Register</E>
                    . The following persons comprise a standing roster to serve as members of the SES PRB for the Centers for Medicare &amp; Medicaid Services:
                </P>
                <FP SOURCE="FP-1">Jonathan Blum, Principal Deputy Administrator and Chief Operating Officer (serves as the Chair)</FP>
                <FP SOURCE="FP-1">Stephanie Bovell, Acting Director, Office of Human Capital (serves as co-chair)</FP>
                <FP SOURCE="FP-1">John Czajkowski, Deputy Chief Operating Officer</FP>
                <FP SOURCE="FP-1">Elizabeth Fowler, Deputy Administrator and Director, Center of Medicare and Medicaid Innovation</FP>
                <FP SOURCE="FP-1">Timothy Engelhardt, Director, Federal Coordinated Health Care Office</FP>
                <FP SOURCE="FP-1">George Hoffman, Deputy Director, Office Information Technology and Deputy Chief Information Officer</FP>
                <FP SOURCE="FP-1">Kathleen Cantwell, Office of Strategic Operations and Regulatory Affairs</FP>
                <FP SOURCE="FP-1">Jean Moody-Williams, Deputy Director, Center for Clinical Standards and Quality</FP>
                <FP SOURCE="FP-1">Ing-Jey Cheng, Director, Chronic Care Policy Group, Center for Medicare</FP>
                <FP SOURCE="FP-1">Boulanger, Jennifer, Deputy Director Office of Legislation</FP>
                <P>
                    The Deputy Administrator and Chief Operating Officer of the Centers for Medicare &amp; Medicaid Services (CMS), Jonathan Blum, having reviewed and 
                    <PRTPAGE P="52468"/>
                    approved this document, authorizes Vanessa Garcia, who is the Federal Register Liaison, to electronically sign this document for purposes of publication in the 
                    <E T="04">Federal Register</E>
                    .
                </P>
                <SIG>
                    <NAME>Vanessa Garcia,</NAME>
                    <TITLE>Federal Register Liaison, Centers for Medicare &amp; Medicaid Services.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13696 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4120-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF HEALTH AND HUMAN SERVICES</AGENCY>
                <SUBAGY>Food and Drug Administration</SUBAGY>
                <DEPDOC>[Docket No. FDA-2024-P-2272]</DEPDOC>
                <SUBJECT>Determination That INVEGA (Paliperidone) Extended-Release Tablet, 1.5 Milligrams, Was Not Withdrawn From Sale for Reasons of Safety or Effectiveness</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Food and Drug Administration, HHS.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>The Food and Drug Administration (FDA, Agency, or we) has determined that INVEGA (paliperidone) extended-release tablet, 1.5 milligrams (mg), was not withdrawn from sale for reasons of safety or effectiveness. This determination means that FDA will not begin procedures to withdraw approval of abbreviated new drug applications (ANDAs) that refer to this drug product, and it will allow FDA to continue to approve ANDAs that refer to the product as long as they meet relevant legal and regulatory requirements.</P>
                </SUM>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Stacy Kane, Center for Drug Evaluation and Research, Food and Drug Administration, 10903 New Hampshire Ave., Bldg. 51, Rm. 6236, Silver Spring, MD 20993-0002, 301-796-8363, 
                        <E T="03">Stacy.Kane@fda.hhs.gov.</E>
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>Section 505(j) of the Federal Food, Drug, and Cosmetic Act (FD&amp;C Act) (21 U.S.C. 355(j)) allows the submission of an ANDA to market a generic version of a previously approved drug product. To obtain approval, the ANDA applicant must show, among other things, that the generic drug product: (1) has the same active ingredient(s), dosage form, route of administration, strength, conditions of use, and (with certain exceptions) labeling as the listed drug, which is a version of the drug that was previously approved, and (2) is bioequivalent to the listed drug. ANDA applicants do not have to repeat the extensive clinical testing otherwise necessary to gain approval of a new drug application (NDA).</P>
                <P>Section 505(j)(7) of the FD&amp;C Act requires FDA to publish a list of all approved drugs. FDA publishes this list as part of the “Approved Drug Products With Therapeutic Equivalence Evaluations,” which is known generally as the “Orange Book.” Under FDA regulations, drugs are removed from the list if the Agency withdraws or suspends approval of the drug's NDA or ANDA for reasons of safety or effectiveness or if FDA determines that the listed drug was withdrawn from sale for reasons of safety or effectiveness (21 CFR 314.162).</P>
                <P>A person may petition the Agency to determine, or the Agency may determine on its own initiative, whether a listed drug was withdrawn from sale for reasons of safety or effectiveness. This determination may be made at any time after the drug has been withdrawn from sale, but must be made prior to approving an ANDA that refers to the listed drug (§ 314.161 (21 CFR 314.161)). FDA may not approve an ANDA that does not refer to a listed drug.</P>
                <P>INVEGA (paliperidone) extended-release tablet, 1.5 mg, is the subject of NDA 021999, held by Janssen Pharmaceuticals, Inc. NDA 021999 was initially approved on December 19, 2006, for the INVEGA paliperidone extended-release 3 mg, 6 mg, 9 mg, and 12 mg dose tablets, and the supplement for the INVEGA paliperidone extended-release 1.5 mg dose tablet was approved on August 26, 2008. INVEGA is indicated for the treatment of schizophrenia and schizoaffective disorder.</P>
                <P>In a letter dated February 9, 2023, Janssen Pharmaceuticals, Inc., notified FDA that INVEGA (paliperidone) extended-release tablet, 1.5 mg, was being discontinued, and FDA moved the drug product to the “Discontinued Drug Product List” section of the Orange Book.</P>
                <P>Aurobindo Pharma USA, Inc., submitted a citizen petition dated May 7, 2024 (Docket No. FDA-2024-P-2272), under 21 CFR 10.30, requesting that the Agency determine whether INVEGA (paliperidone) extended-release tablet, 1.5 mg, was withdrawn from sale for reasons of safety or effectiveness.</P>
                <P>After considering the citizen petition and reviewing Agency records and based on the information we have at this time, FDA has determined under § 314.161 that INVEGA (paliperidone) extended-release tablet, 1.5 mg, was not withdrawn for reasons of safety or effectiveness. The petitioner has identified no data or other information suggesting that INVEGA (paliperidone) extended-release tablet, 1.5 mg, was withdrawn for reasons of safety or effectiveness. We have carefully reviewed our files for records concerning the withdrawal of INVEGA (paliperidone) extended-release tablet, 1.5 mg, from sale. We have also independently evaluated relevant literature and data for possible postmarketing adverse events. We have found no information that would indicate that this drug product was withdrawn from sale for reasons of safety or effectiveness.</P>
                <P>Accordingly, the Agency will continue to list INVEGA (paliperidone) extended-release tablet, 1.5 mg, in the “Discontinued Drug Product List” section of the Orange Book. The “Discontinued Drug Product List” delineates, among other items, drug products that have been discontinued from marketing for reasons other than safety or effectiveness. FDA will not begin procedures to withdraw approval of approved ANDAs that refer to this drug product. Additional ANDAs for this drug product may also be approved by the Agency as long as they meet all other legal and regulatory requirements for the approval of ANDAs. If FDA determines that labeling for this drug product should be revised to meet current standards, the Agency will advise ANDA applicants to submit such labeling.</P>
                <SIG>
                    <DATED>Dated: June 18, 2024.</DATED>
                    <NAME>Lauren K. Roth,</NAME>
                    <TITLE>Associate Commissioner for Policy.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13803 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4164-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF HEALTH AND HUMAN SERVICES</AGENCY>
                <SUBAGY>Food and Drug Administration</SUBAGY>
                <DEPDOC>[Docket No. FDA-2024-D-1668]</DEPDOC>
                <SUBJECT>Chemistry, Manufacturing, and Controls in Support of Recombinant Protein Products for Veterinary Medicinal Use; Draft Guidance for Industry; Availability</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Food and Drug Administration, HHS.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice of availability.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>
                        The Food and Drug Administration (FDA or Agency) is announcing the availability of a draft guidance for industry (GFI) #288 entitled “Chemistry, Manufacturing, and Controls in Support of Recombinant Protein Products for Veterinary Medicinal Use.” This draft guidance 
                        <PRTPAGE P="52469"/>
                        describes the FDA Center for Veterinary Medicine's (CVM) recommendations for the information that should be included in Chemistry, Manufacturing, and Controls (CMC) submissions to New Animal Drug Applications (NADAs), Conditional New Animal Drug Applications (CNADAs), Investigational New Animal Drug (INAD) files, and Veterinary Master Files (VMFs) specific to recombinant protein-based intermediates, drug substances, and drug products. Recombinant proteins are produced with recombinant deoxyribonucleic acid (DNA) technology. The production of recombinant proteins has unique characteristics; therefore, the recommended information related to manufacture, characterization, and stability may differ from other FDA guidances specific to synthetic chemical substances.
                    </P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Submit either electronic or written comments on the draft guidance by August 23, 2024 to ensure that the Agency considers your comment on this draft guidance before it begins work on the final version of the guidance.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>You may submit comments on any guidance at any time as follows:</P>
                </ADD>
                <HD SOURCE="HD2">Electronic Submissions</HD>
                <P>Submit electronic comments in the following way:</P>
                <P>
                    • 
                    <E T="03">Federal eRulemaking Portal: https://www.regulations.gov.</E>
                     Follow the instructions for submitting comments. Comments submitted electronically, including attachments, to 
                    <E T="03">https://www.regulations.gov</E>
                     will be posted to the docket unchanged. Because your comment will be made public, you are solely responsible for ensuring that your comment does not include any confidential information that you or a third party may not wish to be posted, such as medical information, your or anyone else's Social Security number, or confidential business information, such as a manufacturing process. Please note that if you include your name, contact information, or other information that identifies you in the body of your comments, that information will be posted on 
                    <E T="03">https://www.regulations.gov.</E>
                </P>
                <P>• If you want to submit a comment with confidential information that you do not wish to be made available to the public, submit the comment as a written/paper submission and in the manner detailed (see “Written/Paper Submissions” and “Instructions”).</P>
                <HD SOURCE="HD2">Written/Paper Submissions</HD>
                <P>Submit written/paper submissions as follows:</P>
                <P>
                    • 
                    <E T="03">Mail/Hand delivery/Courier (for written/paper submissions):</E>
                     Dockets Management Staff (HFA-305), Food and Drug Administration, 5630 Fishers Lane, Rm. 1061, Rockville, MD 20852.
                </P>
                <P>• For written/paper comments submitted to the Dockets Management Staff, FDA will post your comment, as well as any attachments, except for information submitted, marked and identified, as confidential, if submitted as detailed in “Instructions.”</P>
                <P>
                    <E T="03">Instructions:</E>
                     All submissions received must include the Docket No. FDA-2024-D-1668 for “Chemistry, Manufacturing, and Controls in Support of Recombinant Protein Products for Veterinary Medicinal Use.” Received comments will be placed in the docket and, except for those submitted as “Confidential Submissions,” publicly viewable at 
                    <E T="03">https://www.regulations.gov</E>
                     or at the Dockets Management Staff between 9 a.m. and 4 p.m., Monday through Friday, 240-402-7500.
                </P>
                <P>
                    • Confidential Submissions—To submit a comment with confidential information that you do not wish to be made publicly available, submit your comments only as a written/paper submission. You should submit two copies total. One copy will include the information you claim to be confidential with a heading or cover note that states “THIS DOCUMENT CONTAINS CONFIDENTIAL INFORMATION.” The Agency will review this copy, including the claimed confidential information, in its consideration of comments. The second copy, which will have the claimed confidential information redacted/blacked out, will be available for public viewing and posted on 
                    <E T="03">https://www.regulations.gov.</E>
                     Submit both copies to the Dockets Management Staff. If you do not wish your name and contact information to be made publicly available, you can provide this information on the cover sheet and not in the body of your comments and you must identify this information as “confidential.” Any information marked as “confidential” will not be disclosed except in accordance with 21 CFR 10.20 and other applicable disclosure law. For more information about FDA's posting of comments to public dockets, see 80 FR 56469, September 18, 2015, or access the information at: 
                    <E T="03">https://www.govinfo.gov/content/pkg/FR-2015-09-18/pdf/2015-23389.pdf.</E>
                </P>
                <P>
                    <E T="03">Docket:</E>
                     For access to the docket to read background documents or the electronic and written/paper comments received, go to 
                    <E T="03">https://www.regulations.gov</E>
                     and insert the docket number, found in brackets in the heading of this document, into the “Search” box and follow the prompts and/or go to the Dockets Management Staff, 5630 Fishers Lane, Rm. 1061, Rockville, MD 20852, 240-402-7500.
                </P>
                <P>You may submit comments on any guidance at any time (see 21 CFR 10.115(g)(5)).</P>
                <P>
                    Submit written requests for single copies of the guidance to the Policy and Regulations Staff (HFV-6), Center for Veterinary Medicine, Food and Drug Administration, 7500 Standish Pl., Rockville, MD 20855. Send one self-addressed adhesive label to assist that office in processing your requests. See the 
                    <E T="02">SUPPLEMENTARY INFORMATION</E>
                     section for electronic access to the draft guidance document.
                </P>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Lijuan He, Center for Veterinary Medicine (HFV-144), Food and Drug Administration, 7500 Standish Pl., Rockville, MD 20855, 301-796-5122, 
                        <E T="03">Lijuan.He@fda.hhs.gov.</E>
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P/>
                <HD SOURCE="HD1">I. Background</HD>
                <P>FDA is announcing the availability of a draft guidance for industry #288 entitled “Chemistry, Manufacturing, and Controls in Support of Recombinant Protein Products for Veterinary Medicinal Use.” Recombinant proteins are produced with recombinant DNA technology. Recombinant protein-based animal drug products regulated by FDA are subject to the same statutory and regulatory requirements as other new animal drugs, including current good manufacturing practices and labeling requirements.</P>
                <P>The production of recombinant proteins has unique characteristics. Therefore, the recommended information related to their manufacture, characterization, and stability may differ from other FDA guidances that address animal drugs that are synthetic chemical substances. This guidance focuses on recombinant proteins, including monoclonal antibodies (mAbs), bispecific antibodies, and fusion proteins, produced in mammalian cells. Other FDA guidances address, in part, recombinant protein drug substances for human drug products; however, they do not address recommended information specific to animal drug products. This draft guidance recommends the information that should be submitted for recombinant protein-based intermediates, drug substances, and drug products for NADAs, CNADAs, INAD files, and VMFs.</P>
                <P>
                    This level 1 draft guidance is being issued consistent with FDA's good guidance practices regulation (21 CFR 10.115). The draft guidance, when finalized, will represent the current 
                    <PRTPAGE P="52470"/>
                    thinking of FDA on “Chemistry, Manufacturing, and Controls in Support of Recombinant Protein Products for Veterinary Medicinal Use.” It does not establish any rights for any person and is not binding on FDA or the public. You can use an alternative approach if it satisfies the requirements of the applicable statutes and regulations.
                </P>
                <HD SOURCE="HD1">II. Paperwork Reduction Act of 1995</HD>
                <P>While this guidance contains no collection of information, it does refer to previously approved FDA collections of information. The previously approved collections of information are subject to review by the Office of Management and Budget (OMB) under the Paperwork Reduction Act of 1995 (PRA) (44 U.S.C. 3501-3521). The collections of information in 21 CFR part 514 have been approved under OMB control number 0910-0032 and the collections of information in 21 CFR part 511 have been approved under OMB control number 0910-0117.</P>
                <HD SOURCE="HD1">III. Electronic Access</HD>
                <P>
                    Persons with access to the internet may obtain the draft guidance at 
                    <E T="03">https://www.fda.gov/animal-veterinary/guidance-regulations/guidance-industry, https://www.fda.gov/regulatory-information/search-fda-guidance-documents,</E>
                     or 
                    <E T="03">https://www.regulations.gov.</E>
                </P>
                <SIG>
                    <DATED>Dated: June 18, 2024.</DATED>
                    <NAME>Lauren K. Roth,</NAME>
                    <TITLE>Associate Commissioner for Policy.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13778 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4164-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF HEALTH AND HUMAN SERVICES</AGENCY>
                <SUBAGY>Food and Drug Administration</SUBAGY>
                <DEPDOC>[Docket No. FDA-2024-D-1202]</DEPDOC>
                <SUBJECT>Chemistry, Manufacturing, and Controls Considerations for Type A Medicated Articles; Draft Guidance for Industry; Availability</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Food and Drug Administration, HHS.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice of availability.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>The Food and Drug Administration (FDA or Agency) is announcing the availability of a draft guidance for industry (GFI) #292 entitled “Chemistry, Manufacturing, and Controls Considerations for Type A Medicated Articles.” This draft guidance provides recommendations to sponsors submitting chemistry, manufacturing, and controls (CMC) information for Type A medicated articles. Type A medicated articles contain new animal drugs and provide for administration of these drugs in animal feed.</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Submit either electronic or written comments on the draft guidance by August 23, 2024 to ensure that the Agency considers your comment on this draft guidance before it begins work on the final version of the guidance.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>You may submit comments on any guidance at any time as follows:</P>
                </ADD>
                <HD SOURCE="HD2">Electronic Submissions</HD>
                <P>Submit electronic comments in the following way:</P>
                <P>
                    • 
                    <E T="03">Federal eRulemaking Portal: https://www.regulations.gov.</E>
                     Follow the instructions for submitting comments. Comments submitted electronically, including attachments, to 
                    <E T="03">https://www.regulations.gov</E>
                     will be posted to the docket unchanged. Because your comment will be made public, you are solely responsible for ensuring that your comment does not include any confidential information that you or a third party may not wish to be posted, such as medical information, your or anyone else's Social Security number, or confidential business information, such as a manufacturing process. Please note that if you include your name, contact information, or other information that identifies you in the body of your comments, that information will be posted on 
                    <E T="03">https://www.regulations.gov.</E>
                </P>
                <P>• If you want to submit a comment with confidential information that you do not wish to be made available to the public, submit the comment as a written/paper submission and in the manner detailed (see “Written/Paper Submissions” and “Instructions”).</P>
                <HD SOURCE="HD2">Written/Paper Submissions</HD>
                <P>Submit written/paper submissions as follows:</P>
                <P>
                    • 
                    <E T="03">Mail/Hand delivery/Courier (for written/paper submissions):</E>
                     Dockets Management Staff (HFA-305), Food and Drug Administration, 5630 Fishers Lane, Rm. 1061, Rockville, MD 20852.
                </P>
                <P>• For written/paper comments submitted to the Dockets Management Staff, FDA will post your comment, as well as any attachments, except for information submitted, marked and identified, as confidential, if submitted as detailed in “Instructions.”</P>
                <P>
                    <E T="03">Instructions:</E>
                     All submissions received must include the Docket No. FDA-2024-D-1202 for “Chemistry, Manufacturing, and Controls Considerations for Type A Medicated Articles.” Received comments will be placed in the docket and, except for those submitted as “Confidential Submissions,” publicly viewable at 
                    <E T="03">https://www.regulations.gov</E>
                     or at the Dockets Management Staff between 9 a.m. and 4 p.m., Monday through Friday, 240-402-7500.
                </P>
                <P>
                    • Confidential Submissions—To submit a comment with confidential information that you do not wish to be made publicly available, submit your comments only as a written/paper submission. You should submit two copies total. One copy will include the information you claim to be confidential with a heading or cover note that states “THIS DOCUMENT CONTAINS CONFIDENTIAL INFORMATION.” The Agency will review this copy, including the claimed confidential information, in its consideration of comments. The second copy, which will have the claimed confidential information redacted/blacked out, will be available for public viewing and posted on 
                    <E T="03">https://www.regulations.gov.</E>
                     Submit both copies to the Dockets Management Staff. If you do not wish your name and contact information to be made publicly available, you can provide this information on the cover sheet and not in the body of your comments and you must identify this information as “confidential.” Any information marked as “confidential” will not be disclosed except in accordance with 21 CFR 10.20 and other applicable disclosure law. For more information about FDA's posting of comments to public dockets, see 80 FR 56469, September 18, 2015, or access the information at: 
                    <E T="03">https://www.govinfo.gov/content/pkg/FR-2015-09-18/pdf/2015-23389.pdf.</E>
                </P>
                <P>
                    <E T="03">Docket:</E>
                     For access to the docket to read background documents or the electronic and written/paper comments received, go to 
                    <E T="03">https://www.regulations.gov</E>
                     and insert the docket number, found in brackets in the heading of this document, into the “Search” box and follow the prompts and/or go to the Dockets Management Staff, 5630 Fishers Lane, Rm. 1061, Rockville, MD 20852, 240-402-7500.
                </P>
                <P>You may submit comments on any guidance at any time (see 21 CFR 10.115(g)(5)).</P>
                <P>
                    Submit written requests for single copies of the guidance to the Policy and Regulations Staff (HFV-6), Center for Veterinary Medicine, Food and Drug Administration, 7500 Standish Pl., Rockville, MD 20855. Send one self-addressed adhesive label to assist that office in processing your requests. See the 
                    <E T="02">SUPPLEMENTARY INFORMATION</E>
                     section for electronic access to the draft guidance document.
                </P>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Heather Longstaff, Center for Veterinary 
                        <PRTPAGE P="52471"/>
                        Medicine (HFV-147), Food and Drug Administration, 7500 Standish Place, Rockville MD 20855, 240-402-0651, 
                        <E T="03">Heather.Longstaff@fda.hhs</E>
                        .
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P/>
                <HD SOURCE="HD1">I. Background</HD>
                <P>The FDA is announcing the availability of a draft GFI #292 entitled “Chemistry, Manufacturing, and Controls Considerations for Type A Medicated Articles.” This draft guidance provides recommendations to sponsors submitting CMC information for Type A medicated articles. Type A medicated articles contain new animal drugs and provide for administration of these drugs in animal feed. Type A medicated articles are intended solely for use in the manufacture of another Type A medicated article or in the manufacture of a Type B or Type C medicated feed. Because Type A medicated articles are not directly administered to the animal, there are some issues specific to Type A medicated articles that do not apply to other new animal drug dosage forms. These unique considerations are highlighted in this guidance under the relevant Common Technical Document—Quality section headings.</P>
                <P>This level 1 draft guidance is being issued consistent with FDA's good guidance practices regulation (21 CFR 10.115). The draft guidance, when finalized, will represent the current thinking of FDA on “Chemistry, Manufacturing, and Controls Considerations for Type A Medicated Articles.” It does not establish any rights for any person and is not binding on FDA or the public. You can use an alternative approach if it satisfies the requirements of the applicable statutes and regulations.</P>
                <HD SOURCE="HD1">II. Paperwork Reduction Act of 1995</HD>
                <P>While this guidance contains no collection of information, it does refer to previously approved FDA collections of information. The previously approved collections of information are subject to review by the Office of Management and Budget (OMB) under the Paperwork Reduction Act of 1995 (PRA) (44 U.S.C. 3501-3521). The collections of information in 21 CFR part 514 have been approved under OMB control numbers 0910-0032; the collections of information in 21 CFR 511.1 have been approved under OMB control number 0910-0117; and the collections of information in sections 512(b) and 512(n) of the Federal Food, Drug, and Cosmetic Act (21 U.S.C. 360b(b) and 360b(n)) have been approved under OMB control number 0910-0669.</P>
                <HD SOURCE="HD1">III. Electronic Access</HD>
                <P>
                    Persons with access to the internet may obtain the draft guidance at https://www.fda.gov/animal-veterinary/guidance-regulations/guidance-industry, https://www.fda.gov/regulatory-information/search-fda-guidance-documents, or 
                    <E T="03">https://www.regulations.gov.</E>
                </P>
                <SIG>
                    <DATED>Dated: June 18, 2024.</DATED>
                    <NAME>Lauren K. Roth,</NAME>
                    <TITLE>Associate Commissioner for Policy.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13796 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4164-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF HEALTH AND HUMAN SERVICES</AGENCY>
                <SUBAGY>Food and Drug Administration</SUBAGY>
                <DEPDOC>[Docket No. FDA-2024-N-2561]</DEPDOC>
                <SUBJECT>Best Practices for Meeting Management; Public Workshop; Request for Comments</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Food and Drug Administration, HHS.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice of public workshop; request for comments.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>The Food and Drug Administration (FDA, the Agency, or we) is announcing the following public workshop entitled “Best Practices for Meeting Management.” This workshop is being conducted to fulfill a commitment to hold a public meeting to discuss best practices for meeting management in the seventh authorization of the Prescription Drug User Fee Act (PDUFA VII). The purpose of the public workshop is to discuss issues related to submission of meeting requests, efficient time management, finalizing meeting agenda, development and submission of meeting background packages, and lessons learned from the Coronavirus Disease 2019 (COVID-19) pandemic including the use of virtual meeting platforms. The public workshop will also discuss and share experience and metrics related to specific PDUFA meeting activities associated with the Center for Biologics Evaluation and Research (CBER) and Center for Drug Evaluation and Research (CDER) meetings in fiscal years (FYs) 2021 through 2023. This will include Type D and Initial Targeted Engagement for Regulatory Advice on CBER/CDER Products (INTERACT) meetings, which began with PDUFA VII in FY 2023. Learnings from the public meeting could inform FDA's internal process improvement efforts and, as appropriate, be reflected in an update to the “Best Practices for Communication Between IND [Investigational New Drug Application] Sponsors and FDA During Drug Development” guidance.</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>
                        The public workshop will be held in person and virtually on July 22, 2024, from 9 a.m. to 2 p.m., Eastern Time. Either electronic or written comments on this public workshop must be submitted by August 22, 2024. See the 
                        <E T="02">SUPPLEMENTARY INFORMATION</E>
                         section for registration date and information.
                    </P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        The public workshop will be held in person at the FDA White Oak Campus, 10903 New Hampshire Ave., Bldg. 31 Conference Center, the Great Room, Silver Spring, MD 20993-0002 and virtually using the Zoom platform. Entrance for the public workshop participants (non-FDA employees) is through Building 1 where routine security check procedures will be performed. For parking and security information, please refer to 
                        <E T="03">https://www.fda.gov/about-fda/visitor-information.</E>
                    </P>
                    <P>
                        You may submit comments as follows. Please note that late, untimely filed comments will not be considered. The 
                        <E T="03">https://www.regulations.gov</E>
                         electronic filing system will accept comments until 11:59 p.m. Eastern Time at the end of August 22, 2024. Comments received by mail/hand delivery/courier (for written/paper submissions) will be considered timely if they are received on or before that date.
                    </P>
                </ADD>
                <HD SOURCE="HD2">Electronic Submissions</HD>
                <P>Submit electronic comments in the following way:</P>
                <P>
                    • 
                    <E T="03">Federal eRulemaking Portal: https://www.regulations.gov.</E>
                     Follow the instructions for submitting comments. Comments submitted electronically, including attachments, to 
                    <E T="03">https://www.regulations.gov</E>
                     will be posted to the docket unchanged. Because your comment will be made public, you are solely responsible for ensuring that your comment does not include any confidential information that you or a third party may not wish to be posted, such as medical information, your or anyone else's Social Security number, or confidential business information, such as a manufacturing process. Please note that if you include your name, contact information, or other information that identifies you in the body of your comments, that information will be posted on 
                    <E T="03">https://www.regulations.gov.</E>
                </P>
                <P>
                    • If you want to submit a comment with confidential information that you do not wish to be made available to the public, submit the comment as a written/paper submission and in the 
                    <PRTPAGE P="52472"/>
                    manner detailed (see “Written/Paper Submissions” and “Instructions”).
                </P>
                <HD SOURCE="HD2">Written/Paper Submissions</HD>
                <P>Submit written/paper submissions as follows:</P>
                <P>
                    • 
                    <E T="03">Mail/Hand Delivery/Courier (for written/paper submissions):</E>
                     Dockets Management Staff (HFA-305), Food and Drug Administration, 5630 Fishers Lane, Rm. 1061, Rockville, MD 20852.
                </P>
                <P>• For written/paper comments submitted to the Dockets Management Staff, FDA will post your comment, as well as any attachments, except for information submitted, marked and identified, as confidential, if submitted as detailed in “Instructions.”</P>
                <P>
                    <E T="03">Instructions:</E>
                     All submissions received must include the Docket No. FDA-2024-N-2561 for “Best Practices for Meeting Management; Public Workshop; Request for Comments.” Received comments, those filed in a timely manner (see 
                    <E T="02">ADDRESSES</E>
                    ), will be placed in the docket and, except for those submitted as “Confidential Submissions,” publicly viewable at 
                    <E T="03">https://www.regulations.gov</E>
                     or at the Dockets Management Staff between 9 a.m. and 4 p.m., Monday through Friday, 240-402-7500.
                </P>
                <P>
                    • Confidential Submissions—To submit a comment with confidential information that you do not wish to be made publicly available, submit your comments only as a written/paper submission. You should submit two copies total. One copy will include the information you claim to be confidential with a heading or cover note that states “THIS DOCUMENT CONTAINS CONFIDENTIAL INFORMATION.” The Agency will review this copy, including the claimed confidential information, in its consideration of comments. The second copy, which will have the claimed confidential information redacted/blacked out, will be available for public viewing and posted on 
                    <E T="03">https://www.regulations.gov.</E>
                     Submit both copies to the Dockets Management Staff. If you do not wish your name and contact information to be made publicly available, you can provide this information on the cover sheet and not in the body of your comments and you must identify this information as “confidential.” Any information marked as “confidential” will not be disclosed except in accordance with 21 CFR 10.20 and other applicable disclosure law. For more information about FDA's posting of comments to public dockets, see 80 FR 56469, September 18, 2015, or access the information at: 
                    <E T="03">https://www.govinfo.gov/content/pkg/FR-2015-09-18/pdf/2015-23389.pdf.</E>
                </P>
                <P>
                    <E T="03">Docket:</E>
                     For access to the docket to read background documents or the electronic and written/paper comments received, go to 
                    <E T="03">https://www.regulations.gov</E>
                     and insert the docket number, found in brackets in the heading of this document, into the “Search” box and follow the prompts and/or go to the Dockets Management Staff, 5630 Fishers Lane, Rm. 1061, Rockville, MD 20852, 240-402-7500.
                </P>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Danielle Villata, Center for Drug Evaluation and Research, Food and Drug Administration, 301-796-3800, 
                        <E T="03">Danielle.Villata@fda.hhs.gov</E>
                         or Sonday Kelly, Center for Biologics Evaluation and Research Food and Drug Administration, 10903 New Hampshire Ave., Silver Spring, MD 20993, 240-402-8410, 
                        <E T="03">Sonday.Kelly@fda.hhs.gov.</E>
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <HD SOURCE="HD1">I. Background</HD>
                <P>Timely and effective interactive communications with sponsors during drug development is a core Agency activity to help achieve the Agency's mission to facilitate the conduct of efficient and effective drug development programs, which can enhance public health by making new, safe, and effective drugs available to the American public. Through PDUFA, FDA has established numerous meeting opportunities with sponsors such as Type A, B, and C meetings in addition to communications that take place during the review of certain marketing applications such as mid-cycle telecons and late-cycle meetings. PDUFA VII added two new meeting types, the INTERACT and Type D meetings.</P>
                <P>
                    Due to the significant volume of FDA and sponsor interactions over the years, the addition of multiple new meeting/communication types, and format changes to interactions (
                    <E T="03">e.g.,</E>
                     extended use of virtual meetings) due to the COVID-19 pandemic, updating FDA's and Industry's standards for meeting management best practices has become more important.
                </P>
                <P>
                    Best practices for meeting management are the responsibility of Industry and FDA and efforts from both are needed to continue advancement and improvement of these communications. To that end, FDA hired a contractor to gather and analyze FDA meeting metrics and feedback for discussion at a public workshop to identify best practices for effective FDA-sponsor meeting management. This public workshop is intended to fulfill a commitment FDA agreed to under the FDA User Fee Reauthorization Act of 2022, in accordance with the PDUFA Reauthorization Performance Goals and Procedures Fiscal Years 2023 Through 2027 letter (PDUFA VII letter), which is available at 
                    <E T="03">https://www.fda.gov/media/151712/download.</E>
                     Specifically, section I.K.1 of the PDUFA VII letter outlines efforts to enhance communication between FDA and sponsors during drug development, and the Agency's intent to hold a public workshop to discuss best practices for meeting management by July 30, 2024.
                </P>
                <HD SOURCE="HD1">II. Public Workshop Topics for Discussion</HD>
                <P>The public workshop will facilitate discussion on issues related to submission of meeting requests, efficient time management, finalizing meeting agenda, development and submission of meeting background packages to enable effective communication and lessons learned from the COVID-19 pandemic including virtual meeting platforms. Based on an analysis of meeting management practices prepared by the contractor, this public workshop will provide a forum to discuss and share experiences related to specific PDUFA meeting activities associated with CBER and CDER meetings in FYs 2021 through 2023. This will include Type D and INTERACT meetings, which began with PDUFA VII in FY 2023. FDA will discuss the number of meeting requests granted and denied for INTERACT meetings and provide a summary of rationales for denied meeting requests. Reported metrics will include the number of requests granted and denied for in-person pre-IND, Type C, Type D, and INTERACT meetings.</P>
                <P>
                    Workshop updates, agenda, and background materials (if any) will be made available at 
                    <E T="03">https://www.fda.gov/drugs/news-events-human-drugs/public-workshop-best-practices-meeting-management-under-pdufa-vii-07222024</E>
                     prior to the workshop.
                </P>
                <HD SOURCE="HD1">III. Participating in the Public Workshop</HD>
                <P>
                    <E T="03">Registration:</E>
                     To register for this hybrid public workshop, please visit the following website: 
                    <E T="03">https://fda.zoomgov.com/webinar/register/WN_2im_5zChQ8WvhX_kfS3CdQ.</E>
                     Please provide complete contact information for each attendee, including attendance format (in-person or virtual), name, title, affiliation, and email. You will be asked to indicate in your registration if you plan to attend in person or via the Zoom webinar.
                </P>
                <P>
                    Registration for in-person attendance will close on July 8, 2024, 11:59 p.m. Eastern Time. Registration for the webinar will remain open until the day 
                    <PRTPAGE P="52473"/>
                    of the workshop. Registration is free and in-person attendance is based on space availability, with priority given to early registrants. Early registration is recommended because seating is limited; therefore, FDA may limit the number of participants from each organization. Registrants will receive confirmation when they have been accepted. Onsite registration on the day of the workshop will be based on space availability.
                </P>
                <P>
                    If you need special accommodations due to a disability, please contact Danielle Villata (see 
                    <E T="02">FOR FURTHER INFORMATION CONTACT</E>
                    ) no later than July 8, 2024, 11:59 p.m. Eastern Time.
                </P>
                <P>
                    <E T="03">Requests for Oral Presentations:</E>
                     During online registration you may indicate if you wish to present during a public comment session. You must register online to present comments during the public workshop. All requests to make oral presentations must be received by the close of registration on July 8, 2024, 11:59 p.m. Eastern Time. We will do our best to accommodate requests to make public comments. Individuals and organizations with common interests are urged to consolidate or coordinate their presentations, and request time for a joint presentation, or submit requests for designated representatives to participate in the focused sessions. Following the close of registration, we will determine the amount of time allotted to each presenter and the approximate time each oral presentation is to begin, and will select and notify participants by July 15, 2024. If selected for presentation, any presentation materials must be emailed to Danielle Villata (see 
                    <E T="02">FOR FURTHER INFORMATION CONTACT</E>
                    ) no later than July 18, 2024, 11:59 p.m. Eastern Time. No commercial or promotional material will be permitted to be presented or distributed at the public workshop.
                </P>
                <P>
                    <E T="03">Streaming of the Public Workshop:</E>
                     This public workshop will also be available via Zoom webinar to registered attendees. To view the Zoom webinar of this public workshop, please register at 
                    <E T="03">https://fda.zoomgov.com/webinar/register/WN_2im_5zChQ8WvhX_kfS3CdQ.</E>
                     For more information about Zoom, please visit 
                    <E T="03">https://support.zoom.us/hc/en-us/articles/206175806-Frequently-asked-questions.</E>
                </P>
                <P>
                    <E T="03">Transcripts:</E>
                     Please be advised that as soon as a transcript of the public workshop is available, it will be accessible at 
                    <E T="03">https://www.regulations.gov.</E>
                     It may also be viewed at the Dockets Management Staff (see 
                    <E T="02">ADDRESSES</E>
                    ).
                </P>
                <SIG>
                    <DATED>Dated: June 18, 2024.</DATED>
                    <NAME>Lauren K. Roth,</NAME>
                    <TITLE>Associate Commissioner for Policy.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13776 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4164-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF HEALTH AND HUMAN SERVICES</AGENCY>
                <SUBAGY>Food and Drug Administration</SUBAGY>
                <DEPDOC>[Docket No. FDA-2004-N-0451]</DEPDOC>
                <SUBJECT>Food and Drug Administration Modernization Act of 1997: Modifications to the List of Recognized Standards, Recognition List Number: 062</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Food and Drug Administration, HHS.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>The Food and Drug Administration (FDA or Agency) is announcing a publication containing modifications the Agency is making to the list of standards FDA recognizes for use in premarket reviews (FDA Recognized Consensus Standards). This publication, entitled “Modifications to the List of Recognized Standards, Recognition List Number: 062” (Recognition List Number: 062), will assist manufacturers who elect to declare conformity with consensus standards to meet certain requirements for medical devices.</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Submit either electronic or written comments on the notice at any time. These modifications to the list of recognized standards are applicable June 24, 2024.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>You may submit comments on the current list of FDA Recognized Consensus Standards at any time as follows:</P>
                </ADD>
                <HD SOURCE="HD2">Electronic Submissions</HD>
                <P>Submit electronic comments in the following way:</P>
                <P>
                    • 
                    <E T="03">Federal eRulemaking Portal:</E>
                      
                    <E T="03">https://www.regulations.gov.</E>
                     Follow the instructions for submitting comments. Comments submitted electronically, including attachments, to 
                    <E T="03">https://www.regulations.gov</E>
                     will be posted to the docket unchanged. Because your comment will be made public, you are solely responsible for ensuring that your comment does not include any confidential information that you or a third party may not wish to be posted, such as medical information, your or anyone else's Social Security number, or confidential business information, such as a manufacturing process. Please note that if you include your name, contact information, or other information that identifies you in the body of your comments, that information will be posted on 
                    <E T="03">https://www.regulations.gov.</E>
                </P>
                <P>• If you want to submit a comment with confidential information that you do not wish to be made available to the public, submit the comment as a written/paper submission and in the manner detailed (see “Written/Paper Submissions” and “Instructions”).</P>
                <HD SOURCE="HD2">Written/Paper Submissions</HD>
                <P>Submit written/paper submissions as follows:</P>
                <P>• Mail/Hand Delivery/Courier (for written/paper submissions): Dockets Management Staff (HFA-305), Food and Drug Administration, 5630 Fishers Lane, Rm. 1061, Rockville, MD 20852.</P>
                <P>• For written/paper comments submitted to the Dockets Management Staff, FDA will post your comment, as well as any attachments, except for information submitted, marked and identified, as confidential, if submitted as detailed in “Instructions.”</P>
                <P>
                    <E T="03">Instructions:</E>
                     All submissions received must include the Docket No. FDA-2004-N-0451 for “Food and Drug Administration Modernization Act of 1997: Modifications to the List of Recognized Standards, Recognition List Number: 062.” Received comments will be placed in the docket and, except for those submitted as “Confidential Submissions,” publicly viewable at 
                    <E T="03">https://www.regulations.gov</E>
                     or at the Dockets Management Staff between 9 a.m. and 4 p.m., Monday through Friday, 240-402-7500. FDA will consider any comments received in determining whether to amend the current listing of modifications to the list of recognized standards, Recognition List Number: 062.
                </P>
                <P>
                    • Confidential Submissions—To submit a comment with confidential information that you do not wish to be made publicly available, submit your comments only as a written/paper submission. You should submit two copies total. One copy will include the information you claim to be confidential with a heading or cover note that states “THIS DOCUMENT CONTAINS CONFIDENTIAL INFORMATION.” The Agency will review this copy, including the claimed confidential information, in its consideration of comments. The second copy, which will have the claimed confidential information redacted/blacked out, will be available for public viewing and posted on 
                    <E T="03">https://www.regulations.gov.</E>
                     Submit both copies to the Dockets Management Staff. If you do not wish your name and contact information to be made publicly available, you can provide this information on the cover sheet and not 
                    <PRTPAGE P="52474"/>
                    in the body of your comments and you must identify this information as “confidential.” Any information marked as “confidential” will not be disclosed except in accordance with 21 CFR 10.20 and other applicable disclosure law. For more information about FDA's posting of comments to public dockets, see 80 FR 56469, September 18, 2015, or access the information at: 
                    <E T="03">https://www.govinfo.gov/content/pkg/FR-2015-09-18/pdf/2015-23389.pdf.</E>
                </P>
                <P>
                    <E T="03">Docket:</E>
                     For access to the docket to read background documents or the electronic and written/paper comments received, go to 
                    <E T="03">https://www.regulations.gov</E>
                     and insert the docket number, found in brackets in the heading of this document, into the “Search” box and follow the prompts and/or go to the Dockets Management Staff, 5630 Fishers Lane, Rm. 1061, Rockville, MD 20852, 240-402-7500.
                </P>
                <P>
                    An electronic copy of Recognition List Number: 062 is available on the internet at 
                    <E T="03">https://www.fda.gov/MedicalDevices/DeviceRegulationandGuidance/Standards/ucm123792.htm.</E>
                     See section IV for electronic access to the searchable database for the current list of FDA-recognized consensus standards, including Recognition List Number: 062 modifications and other standards-related information. Submit written requests for a single hard copy of the document entitled “Modifications to the List of Recognized Standards, Recognition List Number: 062” to Terry Woods, Center for Devices and Radiological Health, Food and Drug Administration, 10903 New Hampshire Ave., Bldg. 66, Silver Spring, MD 20993, 301-796-2503. Send one self-addressed adhesive label to assist that office in processing your request or fax your request to 301-847-8144.
                </P>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Terry Woods, Center for Devices and Radiological Health, Food and Drug Administration, 10903 New Hampshire Ave., Bldg. 66, Silver Spring, MD 20993, 301-796-2503, 
                        <E T="03">CDRHStandardsStaff@fda.hhs.gov.</E>
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <HD SOURCE="HD1">I. Background</HD>
                <P>Section 204 of the Food and Drug Administration Modernization Act of 1997 (Pub. L. 105-115) amended section 514 of the Federal Food, Drug, and Cosmetic Act (FD&amp;C Act) (21 U.S.C. 360d). Amended section 514 of the FD&amp;C Act allows FDA to recognize consensus standards developed by international and national organizations for use in satisfying portions of device premarket review submissions or other requirements.</P>
                <P>
                    In the 
                    <E T="04">Federal Register</E>
                     of September 14, 2018 (83 FR 46738), FDA announced the availability of a guidance entitled “Appropriate Use of Voluntary Consensus Standards in Premarket Submissions for Medical Devices.” The guidance describes how FDA has implemented its standards recognition program and is available at 
                    <E T="03">https://www.fda.gov/regulatory-information/search-fda-guidance-documents/appropriate-use-voluntary-consensus-standards-premarket-submissions-medical-devices.</E>
                     Modifications to the initial list of recognized standards, as published in the 
                    <E T="04">Federal Register</E>
                    , can be accessed at 
                    <E T="03">https://www.fda.gov/medical-devices/standards-and-conformity-assessment-program/federal-register-documents.</E>
                </P>
                <P>
                    These notices describe the addition, withdrawal, and revision of certain standards recognized by FDA. The Agency maintains on its website HTML and PDF versions of the list of FDA Recognized Consensus Standards, available at 
                    <E T="03">https://www.fda.gov/medical-devices/standards-and-conformity-assessment-program/federal-register-documents.</E>
                     Additional information on the Agency's Division of Standards and Conformity Assessment is available at 
                    <E T="03">https://www.fda.gov/medical-devices/device-advice-comprehensive-regulatory-assistance/standards-and-conformity-assessment-program.</E>
                </P>
                <HD SOURCE="HD1">II. Modifications to the List of Recognized Standards, Recognition List Number: 062</HD>
                <P>FDA is announcing the addition, withdrawal, correction, and revision of certain consensus standards the Agency is recognizing for use in premarket submissions and other requirements for devices. FDA is incorporating these modifications to the list of FDA Recognized Consensus Standards in the Agency's searchable database. FDA is using the term “Recognition List Number: 062” to identify the current modifications.</P>
                <P>In table 1, FDA describes the following modifications: (1) the withdrawal of standards and their replacement by others, if applicable; (2) the correction of errors made by FDA in listing previously recognized standards; and (3) the changes to the supplementary information sheets of recognized standards that describe revisions to the applicability of the standards.</P>
                <P>In section III, FDA lists modifications the Agency is making that involve new entries and consensus standards added as modifications to the list of recognized standards under Recognition List Number: 062.</P>
                <GPOTABLE COLS="4" OPTS="L2,nj,i1" CDEF="xs45,11,r100,r50">
                    <TTITLE>Table 1—Modifications to the List of Recognized Standards</TTITLE>
                    <BOXHD>
                        <CHED H="1">
                            Old
                            <LI>recognition</LI>
                            <LI>No.</LI>
                        </CHED>
                        <CHED H="1">
                            Replacement
                            <LI>recognition</LI>
                            <LI>No.</LI>
                        </CHED>
                        <CHED H="1">
                            Title of standard 
                            <SU>1</SU>
                        </CHED>
                        <CHED H="1">Change</CHED>
                    </BOXHD>
                    <ROW EXPSTB="03" RUL="s">
                        <ENT I="21">
                            <E T="02">A. Anesthesiology</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00">
                        <ENT I="01">1-81</ENT>
                        <ENT>1-167</ENT>
                        <ENT>CGA V-5:2019 Standard for Diameter Index Safety System (Noninterchangeable Low Pressure Connections for Medical Gas Applications)</ENT>
                        <ENT>Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">1-97</ENT>
                        <ENT>1-168</ENT>
                        <ENT>CGA V-7.1:2021 Standard Method of Determining Cylinder Valve Outlet Connections for Medical Gases</ENT>
                        <ENT>Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">1-100</ENT>
                        <ENT>1-169</ENT>
                        <ENT>CGA V-1:2021 Standard for Compressed Gas Cylinder Valve Outlet and Inlet Connections</ENT>
                        <ENT>Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">1-101</ENT>
                        <ENT>1-170</ENT>
                        <ENT>CGA C-9:2019 Standard Color Marking of Compressed Gas Containers for Medical Use</ENT>
                        <ENT>Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">1-103</ENT>
                        <ENT>1-171</ENT>
                        <ENT>ISO 5367 Sixth edition 2023-07 Anaesthetic and respiratory equipment—Breathing sets and connectors</ENT>
                        <ENT>Extent of recognition. Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">1-126</ENT>
                        <ENT>1-172</ENT>
                        <ENT>ISO 11712 Second edition 2023-11 Anaesthetic and respiratory equipment—Supralaryngeal airways and connectors</ENT>
                        <ENT>Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">1-134</ENT>
                        <ENT>1-173</ENT>
                        <ENT>ISO 18562-1 Second edition 2024-03 Biocompatibility evaluation of breathing gas pathways in healthcare applications—Part 1: Evaluation and testing within a risk management process</ENT>
                        <ENT>Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW>
                        <PRTPAGE P="52475"/>
                        <ENT I="01">1-135</ENT>
                        <ENT>1-174</ENT>
                        <ENT>ISO 18562-2 Second edition 2024-03 Biocompatibility evaluation of breathing gas pathways in healthcare applications—Part 2: Tests for emissions of particulate matter</ENT>
                        <ENT>Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">1-136</ENT>
                        <ENT>1-175</ENT>
                        <ENT>ISO 18562-3 Second edition 2024-03 Biocompatibility evaluation of breathing gas pathways in healthcare applications—Part 3: Tests for emissions of volatile organic substances</ENT>
                        <ENT>Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">1-137</ENT>
                        <ENT>1-176</ENT>
                        <ENT>ISO 18562-4 Second edition 2024-03 Biocompatibility evaluation of breathing gas pathways in healthcare applications—Part 4: Tests for leachables in condensate</ENT>
                        <ENT>Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="01">1-138</ENT>
                        <ENT>1-177</ENT>
                        <ENT>ISO 80601-2-74 Second edition 2021-07 Medical electrical equipment—Part 2-74: Particular requirements for basic safety and essential performance of respiratory humidifying equipment</ENT>
                        <ENT>Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW EXPSTB="03" RUL="s">
                        <ENT I="21">
                            <E T="02">B. Biocompatibility</E>
                        </ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="21">No new entries at this time.</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="21">
                            <E T="02">C. Cardiovascular</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00" RUL="s">
                        <ENT I="01">3-163</ENT>
                        <ENT>3-191</ENT>
                        <ENT>ISO 18242 First edition 2016-09-01 [Including AMD1:2023] Cardiovascular implants and extracorporeal systems—Centrifugal blood pumps [Including AMENDMENT 1 (2023)]</ENT>
                        <ENT>Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW EXPSTB="03" RUL="s">
                        <ENT I="21">
                            <E T="02">D. Dental/Ear, Nose, and Throat (ENT)</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00" RUL="s">
                        <ENT I="01">4-215</ENT>
                        <ENT>4-325</ENT>
                        <ENT>ANSI/ADA Standard No. 96-2020 Dental Water-based Cements</ENT>
                        <ENT>Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW EXPSTB="03" RUL="s">
                        <ENT I="21">
                            <E T="02">E. General I (Quality Systems/Risk Management) (QS/RM)</E>
                        </ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="21">No new entries at this time.</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="21">
                            <E T="02">F. General II (Electrical Safety/Electromagnetic Compatibility) (ES/EMC)</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00" RUL="s">
                        <ENT I="01">19-19</ENT>
                        <ENT>19-50</ENT>
                        <ENT>IEC TS 60601-4-2 Edition 1.0 2024-03 Medical electrical equipment—Part 4-2: Guidance and interpretation—Electromagnetic immunity: performance of medical electrical equipment and medical electrical systems</ENT>
                        <ENT>Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW EXPSTB="03" RUL="s">
                        <ENT I="21">
                            <E T="02">G. General Hospital/General Plastic Surgery (GH/GPS)</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00">
                        <ENT I="01">6-295</ENT>
                        <ENT/>
                        <ENT>ANSI AAMI BF7:2012 Blood transfusion microfilters</ENT>
                        <ENT>Withdrawn.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">6-322</ENT>
                        <ENT>6-498</ENT>
                        <ENT>ISO 10555-4 Third edition 2023-11 Intravascular catheters—Sterile and single-use catheters—Part 4: Balloon dilatation catheters</ENT>
                        <ENT>Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="01">6-408</ENT>
                        <ENT>6-499</ENT>
                        <ENT>ISO 10555-1 Third edition 2023-11 Intravascular catheters—Sterile and single-use catheters—Part 1: General requirements</ENT>
                        <ENT>Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW EXPSTB="03" RUL="s">
                        <ENT I="21">
                            <E T="02">H. In Vitro Diagnostics (IVD)</E>
                        </ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="21">No new entries at this time.</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="21">
                            <E T="02">I. Materials</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00">
                        <ENT I="01">8-159</ENT>
                        <ENT>8-611</ENT>
                        <ENT>ISO 9584 Second edition 2023-10 Implants for surgery—Nondestructive testing—Radiographic examination of cast metallic surgical implants</ENT>
                        <ENT>Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">8-527</ENT>
                        <ENT>8-612</ENT>
                        <ENT>ASTM F899-23 Standard Specification for Wrought Stainless Steels for Surgical Instruments</ENT>
                        <ENT>Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">8-580</ENT>
                        <ENT/>
                        <ENT>IEC 63145-20-10 Edition 1.0 2019-08 Eyewear display—Part 20-10: Fundamental measurement methods—Optical properties</ENT>
                        <ENT>Transferred. See 12-357.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">8-581</ENT>
                        <ENT/>
                        <ENT>IEC 63145-20-20 Edition 1.0 2019-09 Eyewear display—Part 20-20: Fundamental measurement methods—Image quality</ENT>
                        <ENT>Transferred. See 12-358.</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="01">8-582</ENT>
                        <ENT/>
                        <ENT>IEC 63145-22-10 Edition 1.0 2020-01 Eyewear display—Part 22-10: Specific measurement methods for AR type—Optical properties</ENT>
                        <ENT>Transferred. See 12-359.</ENT>
                    </ROW>
                    <ROW EXPSTB="03" RUL="s">
                        <PRTPAGE P="52476"/>
                        <ENT I="21">
                            <E T="02">J. Nanotechnology</E>
                        </ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="21">No new entries at this time.</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="21">
                            <E T="02">K. Neurology</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00" RUL="s">
                        <ENT I="01">17-13</ENT>
                        <ENT>17-18</ENT>
                        <ENT>IEEE Std 2010-2023 Recommended Practice for Electroencephalography (EEG) Neurofeedback Systems</ENT>
                        <ENT>Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW EXPSTB="03" RUL="s">
                        <ENT I="21">
                            <E T="02">L. Obstetrics-Gynecology/Gastroenterology/Urology (OB-Gyn/G/Urology)</E>
                        </ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="21">No new entries at this time.</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="21">
                            <E T="02">M. Ophthalmic</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00">
                        <ENT I="01">10-56</ENT>
                        <ENT/>
                        <ENT>ANSI Z80.12-2007 (R2022) American National Standard for Ophthalmics—Multifocal Intraocular Lenses</ENT>
                        <ENT>Withdrawn with transition. See 10-135.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">10-70</ENT>
                        <ENT>10-134</ENT>
                        <ENT>ISO 10943 Fourth edition 2023-01—ophthalmic instruments—Indirect ophthalmoscopes</ENT>
                        <ENT>Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">10-125</ENT>
                        <ENT>10-135</ENT>
                        <ENT>ISO 11979-7 Fifth edition 2024-01 Ophthalmic implants—Intraocular lenses—Part 7: Clinical investigations of intraocular lenses that are implanted in the eye in order to correct aphakia</ENT>
                        <ENT>Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="01">10-126</ENT>
                        <ENT>10-136</ENT>
                        <ENT>IEC 80601-2-58 Edition 3.0 2024-03 Medical electrical equipment—Part 2-58: Particular requirements for basic safety and essential performance of lens removal devices and vitrectomy devices for ophthalmic surgery</ENT>
                        <ENT>Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW EXPSTB="03" RUL="s">
                        <ENT I="21">
                            <E T="02">N. Orthopedic</E>
                        </ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="21">No new entries at this time.</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="21">
                            <E T="02">O. Physical Medicine</E>
                        </ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="21">No new entries at this time.</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="21">
                            <E T="02">P. Radiology</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00">
                        <ENT I="01">12-232</ENT>
                        <ENT>12-354</ENT>
                        <ENT>NEMA MS 4-2023 Acoustic Noise Measurement Procedure for Magnetic Resonance Equipment</ENT>
                        <ENT>Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">12-242</ENT>
                        <ENT>12-355</ENT>
                        <ENT>IEC 60601-2-57 Edition 2.0 2023-07 Medical Electrical Equipment—Part 2-57: Particular requirements for the basic safety and essential performance of non-laser light source equipment intended for therapeutic, diagnostic, monitoring, cosmetic and aesthetic use</ENT>
                        <ENT>Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="01">12-268</ENT>
                        <ENT>12-356</ENT>
                        <ENT>IEC 60601-2-22 Edition 4.0 2019-11 Medical electrical equipment—Part 2-22: Particular requirements for basic safety and essential performance of surgical, cosmetic, therapeutic and diagnostic laser equipment</ENT>
                        <ENT>Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW EXPSTB="03" RUL="s">
                        <ENT I="21">
                            <E T="02">Q. Software/Informatics</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00">
                        <ENT I="01">13-52</ENT>
                        <ENT>13-132</ENT>
                        <ENT>ISO/IEEE 11073-10408 Second edition 2022-12 Health informatics—Point-of-care medical device communication—Part 10408: Device specialization—Thermometer</ENT>
                        <ENT>Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">13-53</ENT>
                        <ENT>13-133</ENT>
                        <ENT>ISO/IEEE 11073-10415 Second edition 2022-12 Health informatics—Point-of-care medical device communication—Part 10415: Device specialization- Weighing scale</ENT>
                        <ENT>Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">13-54</ENT>
                        <ENT>13-134</ENT>
                        <ENT>ISO/IEEE 11073-10404 Second edition 2022-12 Health informatics—Personal health device communication—Part 10404: Device specialization—Pulse oximeter</ENT>
                        <ENT>Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">13-57</ENT>
                        <ENT>13-135</ENT>
                        <ENT>ISO/IEEE 11073-10407 Second edition 2022-12 Health informatics—Personal health device communication—Part 10407: Device Specialization—Blood pressure monitor</ENT>
                        <ENT>Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">13-113</ENT>
                        <ENT>13-136</ENT>
                        <ENT>ISO/IEEE 11073-20601 Third Edition 2022-12 Health informatics—Personal health device communication—Part 20601: Application profile—Optimized exchange protocol</ENT>
                        <ENT>Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="01">13-114</ENT>
                        <ENT>13-137</ENT>
                        <ENT>IEEE Std 11073-10101b-2023 Health informatics—Point-of-care medical device communication—Part 10101: Nomenclature</ENT>
                        <ENT>Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW EXPSTB="03" RUL="s">
                        <ENT I="21">
                            <E T="02">R. Sterility</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00">
                        <ENT I="01">14-242</ENT>
                        <ENT>14-598</ENT>
                        <ENT>ISO 14644-3 Second edition 2020-06 Cleanrooms and associated controlled environments—Part 3: Test methods</ENT>
                        <ENT>Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW>
                        <PRTPAGE P="52477"/>
                        <ENT I="01">14-243</ENT>
                        <ENT/>
                        <ENT>ISO 14644-6 First edition 2007-07 Cleanrooms and associated controlled environments—Part 6: Vocabulary</ENT>
                        <ENT>Withdrawn.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">14-277</ENT>
                        <ENT/>
                        <ENT>ISO TS 17665-2 First edition 2009-01 Sterilization of health care products—Moist heat—Part 2: Guidance on the application of ISO 17665-1</ENT>
                        <ENT>Withdrawn with transition. See 14-601.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">14-333</ENT>
                        <ENT/>
                        <ENT>ISO 17665-1 First edition 2006-08 Sterilization of health care products—Moist heat—Part 1: Requirements for the development, validation and routine control of a sterilization process for medical devices</ENT>
                        <ENT>Withdrawn with transition. See 14-601.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">14-389</ENT>
                        <ENT>14-599</ENT>
                        <ENT>ISO 14644-9 Second edition Cleanrooms and associated controlled environments—Part 9: Assessment of surface cleanliness for particle concentration</ENT>
                        <ENT>Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="01">14-484</ENT>
                        <ENT>14-600</ENT>
                        <ENT>ASTM F1929-23 Standard Test Method for Detecting Seal Leaks in Porous Medical Packaging by Dye Penetration</ENT>
                        <ENT>Withdrawn and replaced with newer version.</ENT>
                    </ROW>
                    <ROW EXPSTB="03" RUL="s">
                        <ENT I="21">
                            <E T="02">S. Tissue Engineering</E>
                        </ENT>
                    </ROW>
                    <ROW>
                        <ENT I="21">No new entries at this time.</ENT>
                    </ROW>
                    <TNOTE>
                        <SU>1</SU>
                         All standard titles in this table conform to the style requirements of the respective organizations.
                    </TNOTE>
                </GPOTABLE>
                <HD SOURCE="HD1">III. Listing of New Entries</HD>
                <P>In table 2, FDA provides the listing of new entries and consensus standards added as modifications to the list of recognized standards under Recognition List Number: 062. These entries are of standards not previously recognized by FDA.</P>
                <GPOTABLE COLS="3" OPTS="L2,nj,i1" CDEF="xs60,r100,r50">
                    <TTITLE>Table 2—New Entries to the List of Recognized Standards</TTITLE>
                    <BOXHD>
                        <CHED H="1">Recognition No.</CHED>
                        <CHED H="1">
                            Title of standard 
                            <SU>1</SU>
                        </CHED>
                        <CHED H="1">Reference No. and date</CHED>
                    </BOXHD>
                    <ROW EXPSTB="02" RUL="s">
                        <ENT I="21">
                            <E T="02">A. Anesthesiology</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00">
                        <ENT I="01">1-178</ENT>
                        <ENT>Anaesthetic and respiratory equipment—Peak expiratory flow meters for the assessment of pulmonary function in spontaneously breathing humans</ENT>
                        <ENT>ISO 23747 Second edition 2015-08.</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="01">1-179</ENT>
                        <ENT>Anaesthetic and respiratory equipment—Spirometers intended for the measurement of time forced expired volumes in humans [Including: Technical Corrigendum 1 (2009)]</ENT>
                        <ENT>ISO 26782 First edition 2009-07.</ENT>
                    </ROW>
                    <ROW EXPSTB="02" RUL="s">
                        <ENT I="21">
                            <E T="02">B. Biocompatibility</E>
                        </ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="21">No new entries at this time.</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="21">
                            <E T="02">C. Cardiovascular</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00" RUL="s">
                        <ENT I="01">3-192</ENT>
                        <ENT>Cardiovascular implants—Transcatheter cardiac occluders</ENT>
                        <ENT>ISO 22679 First edition 2021-11.</ENT>
                    </ROW>
                    <ROW EXPSTB="02" RUL="s">
                        <ENT I="21">
                            <E T="02">D. Dental/ENT</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00">
                        <ENT I="01">4-326</ENT>
                        <ENT>Dentistry—Graphical symbols for dental equipment [Including AMENDMENT 1 (2018)]</ENT>
                        <ENT>ISO 9687 Second edition 2015-02.</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="01">4-327</ENT>
                        <ENT>Dentistry—Graphical symbols for dental instruments</ENT>
                        <ENT>ISO 21531 First edition 2009-02.</ENT>
                    </ROW>
                    <ROW EXPSTB="02" RUL="s">
                        <ENT I="21">
                            <E T="02">E. General I (QS/RM)</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00" RUL="s">
                        <ENT I="01">5-142</ENT>
                        <ENT>Packaging—Distribution packaging—Graphical symbols for handling and storage of packages</ENT>
                        <ENT>ISO 780 Fifth edition 2015-12-01.</ENT>
                    </ROW>
                    <ROW EXPSTB="02" RUL="s">
                        <ENT I="21">
                            <E T="02">F. General II (ES/EMC)</E>
                        </ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="21">No new entries at this time.</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="21">
                            <E T="02">G. GH/GPS</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00">
                        <ENT I="01">6-500</ENT>
                        <ENT>Ultrasonics—Non-focusing short pressure pulse sources including ballistic pressure pulse sources—Characteristics of fields</ENT>
                        <ENT>IEC 63045 Edition 1.0 2020-05.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">6-501</ENT>
                        <ENT>Plastic containers for intravenous injections</ENT>
                        <ENT>ISO 15747 Third edition 2018-09.</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="01">6-502</ENT>
                        <ENT>Injection systems for self-administration by paediatric patients—Requirements and guidelines for design</ENT>
                        <ENT>ISO 23217 First edition 2024-02.</ENT>
                    </ROW>
                    <ROW EXPSTB="02" RUL="s">
                        <PRTPAGE P="52478"/>
                        <ENT I="21">
                            <E T="02">H. IVD</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00" RUL="s">
                        <ENT I="01">7-321</ENT>
                        <ENT>Molecular Methods for Genotyping and Strain Typing of Infectious Organisms</ENT>
                        <ENT>CLSI MM24 1st Edition.</ENT>
                    </ROW>
                    <ROW EXPSTB="02" RUL="s">
                        <ENT I="21">
                            <E T="02">I. Materials</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00">
                        <ENT I="01">8-613</ENT>
                        <ENT>Standard Specification for Wrought Seamless and Welded and Drawn Cobalt Alloy Small Diameter Tubing for Surgical Implants</ENT>
                        <ENT>ASTM F2527-24.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">8-614</ENT>
                        <ENT>Standard Guide for Powder Reuse Schema in Powder Bed Fusion Processes for Medical Applications for Additive Manufacturing Feedstock Materials</ENT>
                        <ENT>ASTM F3456-22.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">8-615</ENT>
                        <ENT>Additive manufacturing of metals—Qualification principles—Part 1: General qualification of operators</ENT>
                        <ENT>ISO/ASTM 52926-1 First edition 2023-11.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">8-616</ENT>
                        <ENT>Additive manufacturing of metals—Qualification principles—Part 2: Qualification of operators for PBF-LB</ENT>
                        <ENT>ISO/ASTM 52926-2 First edition 2023-11.</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="01">8-617</ENT>
                        <ENT>Additive manufacturing of metals—Qualification principles—Part 3: Qualification of operators for PBF-EB</ENT>
                        <ENT>ISO/ASTM 52926-3 First edition 2023-11.</ENT>
                    </ROW>
                    <ROW EXPSTB="02" RUL="s">
                        <ENT I="21">
                            <E T="02">J. Nanotechnology</E>
                        </ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="21">No new entries at this time.</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="21">
                            <E T="02">K. Neurology</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00" RUL="s">
                        <ENT I="01">17-19</ENT>
                        <ENT>Medical electrical equipment—Part 2-85: Particular requirements for the basic safety and essential performance of cerebral tissue oximeter equipment</ENT>
                        <ENT>ISO 80601-2-85 Edition 1.0 2021-03.</ENT>
                    </ROW>
                    <ROW EXPSTB="02" RUL="s">
                        <ENT I="21">
                            <E T="02">L. OB-Gyn/G/Urology</E>
                        </ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="21">No new entries at this time.</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="21">
                            <E T="02">M. Ophthalmic</E>
                        </ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="21">No new entries at this time.</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="21">
                            <E T="02">N. Orthopedic</E>
                        </ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="21">No new entries at this time.</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="21">
                            <E T="02">O. Physical Medicine</E>
                        </ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="21">No new entries at this time.</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="21">
                            <E T="02">P. Radiology</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00">
                        <ENT I="01">12-357</ENT>
                        <ENT>Eyewear display—Part 20-10: Fundamental measurement methods—Optical properties</ENT>
                        <ENT>IEC 63145-20-10 Edition 1.0 2019-08.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">12-358</ENT>
                        <ENT>Eyewear display—Part 20-20: Fundamental measurement methods—Image quality</ENT>
                        <ENT>IEC 63145-20-20 Edition 1.0 2019-09.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">12-359</ENT>
                        <ENT>Eyewear display—Part 22-10: Specific measurement methods for AR type—Optical properties</ENT>
                        <ENT>IEC 63145-22-10 Edition 1.0 2020-01.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">12-360</ENT>
                        <ENT>Eyewear display—Part 10: Specifications</ENT>
                        <ENT>IEC 63145-10 Edition 1.0 2023-09.</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="01">12-361</ENT>
                        <ENT>Information Display Measurements Standard</ENT>
                        <ENT>ICDM IDMS Version 1.2 May 2023.</ENT>
                    </ROW>
                    <ROW EXPSTB="02" RUL="s">
                        <ENT I="21">
                            <E T="02">Q. Software/Informatics</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00">
                        <ENT I="01">13-138</ENT>
                        <ENT>Health Informatics—Device Interoperability Part 10700: Point-of-Care Medical Device Communication—Standard for Base Requirements for Participants in a Service-Oriented Device Connectivity (SDC) System</ENT>
                        <ENT>IEEE Std 11073-10700-2022.</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="01">13-139</ENT>
                        <ENT>Health informatics—Device interoperability—Part 10206: Personal health device communication—Abstract Content Information Model</ENT>
                        <ENT>IEEE Std 11073-10206-2022.</ENT>
                    </ROW>
                    <ROW EXPSTB="02" RUL="s">
                        <ENT I="21">
                            <E T="02">R. Sterility</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00">
                        <ENT I="01">14-601</ENT>
                        <ENT>Sterilization of health care products—Moist heat—Requirements for the development, validation and routine control of a sterilization process for medical devices</ENT>
                        <ENT>ISO 17665 First edition 2024-03.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">14-602</ENT>
                        <ENT>Designing, testing, and labeling medical devices intended for processing by health care facilities: A guide for device manufacturers</ENT>
                        <ENT>AAMI TIR12:2020/(R)2023.</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="01">14-603</ENT>
                        <ENT>Product adoption and process equivalence for ethylene oxide sterilization</ENT>
                        <ENT>AAMI TIR28:2016/(R)2020.</ENT>
                    </ROW>
                    <ROW EXPSTB="02" RUL="s">
                        <PRTPAGE P="52479"/>
                        <ENT I="21">
                            <E T="02">S. Tissue Engineering</E>
                        </ENT>
                    </ROW>
                    <ROW>
                        <ENT I="21">No new entries at this time.</ENT>
                    </ROW>
                    <TNOTE>
                        <SU>1</SU>
                         All standard titles in this table conform to the style requirements of the respective organizations.
                    </TNOTE>
                </GPOTABLE>
                <HD SOURCE="HD1">IV. List of Recognized Standards</HD>
                <P>
                    FDA maintains the current list of FDA Recognized Consensus Standards in a searchable database that may be accessed at 
                    <E T="03">https://www.accessdata.fda.gov/scripts/cdrh/cfdocs/cfStandards/search.cfm.</E>
                     Such standards are those that FDA has recognized by notice published in the 
                    <E T="04">Federal Register</E>
                     or that FDA has decided to recognize but for which recognition is pending (because a periodic notice has not yet appeared in the 
                    <E T="04">Federal Register</E>
                    ). FDA will announce additional modifications and revisions to the list of recognized consensus standards, as needed, in the 
                    <E T="04">Federal Register</E>
                     once a year, or more often if necessary.
                </P>
                <HD SOURCE="HD1">V. Recommendation of Standards for Recognition by FDA</HD>
                <P>
                    Any person may recommend consensus standards as candidates for recognition under section 514 of the FD&amp;C Act by submitting such recommendations, with reasons for the recommendation, to 
                    <E T="03">CDRHStandardsStaff@fda.hhs.gov.</E>
                     To be considered, such recommendations should contain, at a minimum, the information available at 
                    <E T="03">https://www.fda.gov/medical-devices/device-advice-comprehensive-regulatory-assistance/standards-and-conformity-assessment-program#process.</E>
                </P>
                <SIG>
                    <DATED>Dated: June 18, 2024.</DATED>
                    <NAME>Lauren K. Roth,</NAME>
                    <TITLE>Associate Commissioner for Policy.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13777 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4164-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF HEALTH AND HUMAN SERVICES</AGENCY>
                <SUBAGY>Health Resources and Services Administration</SUBAGY>
                <SUBJECT>Agency Information Collection Activities: Submission to OMB for Review and Approval; Public Comment Request; Applications for and Monitoring of New, One-Time Funding Programs Administered by the Health Resources and Services Administration</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Health Resources and Services Administration (HRSA), Department of Health and Human Services.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>In compliance with the Paperwork Reduction Act of 1995, HRSA submitted an Information Collection Request (ICR) to the Office of Management and Budget (OMB) for review and approval. Comments submitted during the first public review of this ICR will be provided to OMB. OMB will accept further comments from the public during the review and approval period. OMB may act on HRSA's ICR only after the 30-day comment period for this notice has closed.</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Comments on this ICR should be received no later than July 24, 2024.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        Written comments and recommendations for the proposed information collection should be sent within 30 days of publication of this notice to 
                        <E T="03">www.reginfo.gov/public/do/PRAMain.</E>
                         Find this particular information collection by selecting “Currently under Review—Open for Public Comments” or by using the search function.
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        To request a copy of the clearance requests submitted to OMB for review, email Joella Roland, the HRSA Information Collection Clearance Officer, at 
                        <E T="03">paperwork@hrsa.gov</E>
                         or call (301) 443-3983.
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P/>
                <P>
                    <E T="03">Information Collection Request Title:</E>
                     Applications for and Monitoring of New, One-Time Funding Programs Administered by the Health Resources and Services Administration (HRSA)—OMB Control No. 0906-xxxx-New
                </P>
                <P>
                    <E T="03">Abstract:</E>
                     HRSA is seeking approval for a generic umbrella clearance to collect applications for awards for HRSA-funded programs that provide one-time funding, including pilot programs. Should any of these pilot programs become permanent, HRSA will seek OMB clearance for these programs using a mechanism outside of this generic umbrella clearance. OMB guidance allows for the use of generic packages in cases where there may be a need for a data collection, but the agency “cannot determine the details of the specific individual collections until a later time.” 
                    <SU>1</SU>
                    <FTREF/>
                     HRSA will only use this collection for HRSA-funded programs that provide one-time funding, including pilot programs. HRSA would only request OMB approval for collections under this generic umbrella collection if the collection is low-burden, uncontroversial, and is a one-time application.
                </P>
                <FTNT>
                    <P>
                        <SU>1</SU>
                         Memorandum for the Heads of Executive Departments and Agencies and Independent Regulatory Agencies (July 2016), “Flexibilities under the Paperwork Reduction Act for Compliance with Information Collection Requirements.” Pages 4-5.
                    </P>
                </FTNT>
                <P>
                    Furthermore, if Congress appropriates additional funding for such a program or HRSA plans to use the information from the applications for policy decisions not related to funding awards, HRSA will prepare a standard information collection request for that program, which will include the required 60- and 30-day 
                    <E T="04">Federal Register</E>
                     notices.
                </P>
                <P>
                    A 60-day notice published in the 
                    <E T="04">Federal Register</E>
                     on March 22, 2024, vol. 89, No. 57; pp. 20484-85. There were no public comments.
                </P>
                <P>
                    <E T="03">Need and Proposed Use of the Information:</E>
                     HRSA seeks to use an umbrella generic clearance for HRSA-funded programs that provide one-time funding, including pilot programs, so that funding can be awarded expeditiously. Expeditious awarding of funding is helpful not only for administrative ease, but also for cases in which a pilot program or a program receiving one-time funding has a statutory deadline for completion. Approval of this proposed generic 
                    <PRTPAGE P="52480"/>
                    umbrella collection would enable HRSA to collect information from individual and site applicants and enable HRSA to make selection determinations for one-time awards in a timely manner.
                </P>
                <P>Information collections under this umbrella generic collection would be applications for funding (solely providing applicants with an opportunity to demonstrate their capabilities in accordance with HRSA's statement of work or selection criteria and other related information) and forms required for monitoring funding recipients. Following the award, the awardee may also be required to provide progress reports or additional documents.</P>
                <P>
                    <E T="03">Likely Respondents:</E>
                     Each fast-track ICR under this generic umbrella ICR will specify the manner that respondents will be enlisted. Respondents will vary by the specific program and are determined by each program's eligibility, to include but are not limited to the following: health providers and other paraprofessionals, health facilities, accredited health professions schools or programs, state and local governments, and other eligible entities.
                </P>
                <P>Respondents will be recruited by means of information listed on HRSA's website, or advertisements in public venues. The privacy of any potential or actual respondents will be preserved to the extent requested by participants and as permitted by law.</P>
                <P>Once applicants are selected and awards are made, these awardees will be respondents for monitoring collections such as progress reports.</P>
                <P>
                    <E T="03">Burden Statement:</E>
                     Burden in this context means the time expended by persons to generate, maintain, retain, disclose, or provide the information requested. This includes the time needed to review instructions; to develop, acquire, install, and utilize technology and systems for the purpose of collecting, validating, and verifying information, processing and maintaining information, and disclosing and providing information; to train personnel and to be able to respond to a collection of information; to search data sources; to complete and review the collection of information; and to transmit or otherwise disclose the information.
                </P>
                <P>HRSA intends to use this generic umbrella ICR for applications with a low burden and monitoring awardees. To estimate the burden for this collection, HRSA estimated how much time it would take for a respondent to complete a two-page application with typical fields used in current collections that may fall under this generic umbrella ICR. HRSA then calculated the average burden estimate from these ICRs for the purpose of the estimate for this ICR. To estimate the burden for monitoring funding recipients, HRSA estimated how much time it would take for funding recipients to complete the average two-page form used for program monitoring. The total burden hours over a 3-year period estimated for this ICR are summarized in the table below.</P>
                <GPOTABLE COLS="6" OPTS="L2,i1" CDEF="s50,12,12,12,12,12">
                    <TTITLE>Total Estimated Burden Hours Over 3 Years</TTITLE>
                    <BOXHD>
                        <CHED H="1">Instrument name</CHED>
                        <CHED H="1">
                            Estimated
                            <LI>number of</LI>
                            <LI>respondents</LI>
                        </CHED>
                        <CHED H="1">
                            Average
                            <LI>number of</LI>
                            <LI>responses per</LI>
                            <LI>respondent</LI>
                        </CHED>
                        <CHED H="1">
                            Estimated
                            <LI>total</LI>
                            <LI>responses</LI>
                        </CHED>
                        <CHED H="1">
                            Average
                            <LI>burden per</LI>
                            <LI>response</LI>
                            <LI>(in hours)</LI>
                        </CHED>
                        <CHED H="1">
                            Total burden
                            <LI>hours</LI>
                        </CHED>
                    </BOXHD>
                    <ROW>
                        <ENT I="01">Program Applications</ENT>
                        <ENT>5,000</ENT>
                        <ENT>1.5</ENT>
                        <ENT>7,500</ENT>
                        <ENT>1.75</ENT>
                        <ENT>13,125</ENT>
                    </ROW>
                    <ROW RUL="n,s">
                        <ENT I="01">Program Monitoring</ENT>
                        <ENT>2,500</ENT>
                        <ENT>1.0</ENT>
                        <ENT>2,500</ENT>
                        <ENT>2.00</ENT>
                        <ENT>5,000</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Total</ENT>
                        <ENT>7,500</ENT>
                        <ENT/>
                        <ENT>10,000</ENT>
                        <ENT/>
                        <ENT>18,125</ENT>
                    </ROW>
                </GPOTABLE>
                <SIG>
                    <NAME>Maria G. Button,</NAME>
                    <TITLE>Director, Executive Secretariat.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13713 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4165-15-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF HEALTH AND HUMAN SERVICES</AGENCY>
                <SUBAGY>National Institutes of Health</SUBAGY>
                <SUBJECT>National Institute on Drug Abuse; Notice of Closed Meetings</SUBJECT>
                <P>Pursuant to section 1009 of the Federal Advisory Committee Act, as amended, notice is hereby given of the following meetings.</P>
                <P>The meetings will be closed to the public in accordance with the provisions set forth in sections 552b(c)(4) and 552b(c)(6), Title 5 U.S.C., as amended. The grant applications and/or contract proposals and the discussions could disclose confidential trade secrets or commercial property such as patentable material, and personal information concerning individuals associated with the grant applications and/or contract proposals, the disclosure of which would constitute a clearly unwarranted invasion of personal privacy.</P>
                <EXTRACT>
                    <P>
                        <E T="03">Name of Committee:</E>
                         National Institute on Drug Abuse Special Emphasis Panel; GMP Synthesis of Bulk Drug Testing.
                    </P>
                    <P>
                        <E T="03">Date:</E>
                         July 18, 2024.
                    </P>
                    <P>
                        <E T="03">Time:</E>
                         2:00 p.m. to 4:00 p.m.
                    </P>
                    <P>
                        <E T="03">Agenda:</E>
                         To review and evaluate contract proposals.
                    </P>
                    <P>
                        <E T="03">Place:</E>
                         National Institute of Health, National Institute on Drug Abuse, 301 North Stonestreet Avenue, Bethesda, MD 20892 (Virtual Meeting).
                    </P>
                    <P>
                        <E T="03">Contact Person:</E>
                         Meysam Yazdankhah, Ph.D., Scientific Review Officer, Scientific Review Branch, National Institute on Drug Abuse, NIH, 301 North Stonestreet Avenue, MSC 6021, Bethesda, MD 20892, (301) 402-6965 
                        <E T="03">meysam.yazdankhah@nih.gov.</E>
                    </P>
                    <P>
                        <E T="03">Name of Committee:</E>
                         National Institute on Drug Abuse Special Emphasis Panel; NIDA-L Conflict SEP.
                    </P>
                    <P>
                        <E T="03">Date:</E>
                         July 23, 2024.
                    </P>
                    <P>
                        <E T="03">Time:</E>
                         2:00 p.m. to 3:30 p.m.
                    </P>
                    <P>
                        <E T="03">Agenda:</E>
                         To review and evaluate grant applications.
                    </P>
                    <P>
                        <E T="03">Place:</E>
                         National Institute of Health, National Institute on Drug Abuse, 301 North Stonestreet Avenue, Bethesda, MD 20892 (Virtual Meeting).
                    </P>
                    <P>
                        <E T="03">Contact Person:</E>
                         Sudhirkumar U. Yanpallewar, M.D., Scientific Review Officer, Scientific Review Branch, National Institute on Drug Abuse, NIH, 301 North Stonestreet Avenue, MSC 6021, Bethesda, MD 20892, (301) 443-4577, 
                        <E T="03">sudhirkumar.yanpallewar@nih.gov.</E>
                    </P>
                    <FP>(Catalogue of Federal Domestic Assistance Program Nos. 93.277, Drug Abuse Scientist Development Award for Clinicians, Scientist Development Awards, and Research Scientist Awards; 93.278, Drug Abuse National Research Service Awards for Research Training; 93.279, Drug Abuse and Addiction Research Programs, National Institutes of Health, HHS)</FP>
                </EXTRACT>
                <SIG>
                    <DATED>Dated: June 17, 2024.</DATED>
                    <NAME>Lauren A. Fleck, </NAME>
                    <TITLE>Program Analyst, Office of Federal Advisory Committee Policy.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13709 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4140-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <PRTPAGE P="52481"/>
                <AGENCY TYPE="S">DEPARTMENT OF HEALTH AND HUMAN SERVICES</AGENCY>
                <SUBAGY>National Institutes of Health</SUBAGY>
                <SUBJECT>National Institute on Alcohol Abuse and Alcoholism; Notice of Closed Meeting</SUBJECT>
                <P>Pursuant to section 1009 of the Federal Advisory Committee Act, as amended, notice is hereby given of the following meeting.</P>
                <P>The meeting will be closed to the public in accordance with the provisions set forth in sections 552b(c)(4) and 552b(c)(6), Title 5 U.S.C., as amended. The grant applications and the discussions could disclose confidential trade secrets or commercial property such as patentable material, and personal information concerning individuals associated with the grant applications, the disclosure of which would constitute a clearly unwarranted invasion of personal privacy.</P>
                <EXTRACT>
                    <P>
                        <E T="03">Name of Committee:</E>
                         National Institute on Alcohol Abuse and Alcoholism Special Emphasis Panel; NIAAA Member Conflict Reviews.
                    </P>
                    <P>
                        <E T="03">Date:</E>
                         July 17, 2024.
                    </P>
                    <P>
                        <E T="03">Time:</E>
                         1:00 p.m. to 3:30 p.m.
                    </P>
                    <P>
                        <E T="03">Agenda:</E>
                         To review and evaluate grant applications.
                    </P>
                    <P>
                        <E T="03">Place:</E>
                         National Institute of Health, National Institute on Alcohol Abuse and Alcoholism, 6700B Rockledge Drive, Bethesda, MD 20892 (Virtual Meeting).
                    </P>
                    <P>
                        <E T="03">Contact Person:</E>
                         Beata Buzas, Ph.D., Scientific Review Officer, Extramural Project Review Branch, Office of Extramural Activities, National Institute on Alcohol Abuse and Alcoholism, 6700B Rockledge Drive, Room 2116, MSC 6902, Bethesda, MD 20892, (301) 443-0800, 
                        <E T="03">bbuzas@mail.nih.gov.</E>
                    </P>
                    <FP>(Catalogue of Federal Domestic Assistance Program Nos. 93.273, Alcohol Research Programs, National Institutes of Health, HHS)</FP>
                </EXTRACT>
                <SIG>
                    <DATED>Dated: June 17, 2024.</DATED>
                    <NAME>David W. Freeman,</NAME>
                    <TITLE>Supervisory Program Analyst, Office of Federal Advisory Committee Policy.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13732 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4140-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF HEALTH AND HUMAN SERVICES</AGENCY>
                <SUBAGY>National Institutes of Health</SUBAGY>
                <SUBJECT>National Cancer Institute; Notice of Meeting</SUBJECT>
                <P>Pursuant to section 1009 of the Federal Advisory Committee Act, as amended, notice is hereby given of a meeting of the Frederick National Laboratory Advisory Committee to the National Cancer Institute.</P>
                <P>
                    The meeting will be held virtually and is open to the public. Individuals who plan to view the virtual meeting and need special assistance or other reasonable accommodations to view the meeting, should notify the Contact Person listed below in advance of the meeting. The meeting can be accessed from the NIH Videocast at the following link: 
                    <E T="03">https://videocast.nih.gov/.</E>
                </P>
                <EXTRACT>
                    <P>
                        <E T="03">Name of Committee:</E>
                         Frederick National Laboratory Advisory Committee to the National Cancer Institute.
                    </P>
                    <P>
                        <E T="03">Date:</E>
                         July 10, 2024.
                    </P>
                    <P>
                        <E T="03">Time:</E>
                         9:30 a.m. to 4:00 p.m.
                    </P>
                    <P>
                        <E T="03">Agenda:</E>
                         Ongoing and new activities at the Frederick National Laboratory for Cancer Research.
                    </P>
                    <P>
                        <E T="03">Place:</E>
                         National Cancer Institute Shady Grove, 9609 Medical Center Drive, Rockville, MD 20850 (Virtual Meeting).
                    </P>
                    <P>
                        <E T="03">Contact Person:</E>
                         Christopher D. Kane, Ph.D., Health Science Administrator and Program Officer, Office of Scientific Operations, Frederick Office of Scientific Operations, National Cancer Institute, NIH, 1050 Boyles Street, Building 427, Room 4 Frederick, MD 21702, 
                        <E T="03">christopher.kane@nih.gov.</E>
                    </P>
                    <P>Any interested person may file written comments with the committee by forwarding the statement to the Contact Person listed on this notice. The statement should include the name, address, telephone number and when applicable, the business or professional affiliation of the interested person.</P>
                    <P>
                        Information is also available on the Institute's/Center's home page: FNLAC: 
                        <E T="03">https://deainfo.nci.nih.gov/advisory/fac/fac.htm,</E>
                         where an agenda and any additional information for the meeting will be posted when available.
                    </P>
                    <FP>(Catalogue of Federal Domestic Assistance Program Nos. 93.392, Cancer Construction; 93.393, Cancer Cause and Prevention Research; 93.394, Cancer Detection and Diagnosis Research; 93.395, Cancer Treatment Research; 93.396, Cancer Biology Research; 93.397, Cancer Centers Support; 93.398, Cancer Research Manpower; 93.399, Cancer Control, National Institutes of Health, HHS)</FP>
                </EXTRACT>
                <SIG>
                    <DATED>Dated: June 17, 2024. </DATED>
                    <NAME>David W. Freeman, </NAME>
                    <TITLE>Supervisory Program Analyst, Office of Federal Advisory Committee Policy.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13731 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4140-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF HEALTH AND HUMAN SERVICES</AGENCY>
                <SUBAGY>National Institutes of Health</SUBAGY>
                <SUBJECT>Submission for OMB Review; 30-Day Comment Request; Data and Specimen Hub (DASH) (Eunice Kennedy Shriver National Institute of Child Health and Human Development)</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>National Institutes of Health, HHS.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>In compliance with the Paperwork Reduction Act of 1995, the National Institutes of Health (NIH) has submitted to the Office of Management and Budget (OMB) a request for review and approval of the information collection listed below.</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Comments regarding this information collection are best assured of having their full effect if received within 30 days of the date of this publication.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        Written comments and recommendations for the proposed information collection should be sent within 30 days of publication of this notice to 
                        <E T="03">www.reginfo.gov/public/do/PRAMain.</E>
                         Find this particular information collection by selecting “Currently under 30-day Review—Open for Public Comments” or by using the search function.
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        To request more information on the proposed project or to obtain a copy of the data collection plans and instruments, contact: Rebecca F. Rosen, Ph.D., Director of the Office of Data Science and Sharing, 
                        <E T="03">Eunice Kennedy Shriver</E>
                         National Institute of Child Health and Human Development (NICHD), National Institutes of Health, 6710B Rockledge Drive, Bethesda, MD 20817, call non-toll-free number 301-827-4602, or email your request, including your address to: 
                        <E T="03">NICHD.DASH@mail.nih.gov.</E>
                         Formal requests for additional plans and instruments must be requested in writing.
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>
                    This proposed information collection was previously published in the 
                    <E T="04">Federal Register</E>
                     on March 14, 2024, page 18650-18652, (Vol. 89 FR 18650-18652) and allowed 60 days for public comment. No public comments were received. The purpose of this notice is to allow an additional 30 days for public comment.
                </P>
                <P>
                    The 
                    <E T="03">Eunice Kennedy Shriver</E>
                     National Institute of Child Health and Human Development (NICHD), National Institutes of Health, may not conduct or sponsor, and the respondent is not required to respond to, an information collection that has been extended, revised, or implemented on or after October 1, 1995, unless it displays a currently valid OMB control number.
                </P>
                <P>
                    In compliance with section 3507(a)(1)(D) of the Paperwork Reduction Act of 1995, the National Institutes of Health (NIH) has submitted to the Office of Management and Budget (OMB) a request for review and approval of the information collection listed below.
                    <PRTPAGE P="52482"/>
                </P>
                <P>
                    <E T="03">Proposed Collection:</E>
                     Data and Specimen Hub (DASH)-0925-0744 expiration date 06/30/2024, REVISION, 
                    <E T="03">Eunice Kennedy Shriver</E>
                     National Institute of Child Health and Human Development (NICHD), National Institutes of Health (NIH).
                </P>
                <P>
                    <E T="03">Need and Use of Information Collection:</E>
                     This is a request to revise the previously approved submission (OMB number: 0925-0744) to add the collection of additional information from Users who wish to extend their data access beyond the standard three-year period, remove a Biospecimen Annual Report form that is no longer in use, extend the information collection in Institutional Certifications to cover both data and biospecimen submissions, and implement minor revisions on previously approved forms, including additional field options and language revisions that do not impact the nature of information being collected or its associated burden.
                </P>
                <P>DASH has been established by NICHD as a data sharing mechanism for biomedical research investigators. It serves as a centralized resource for investigators to share and access de-identified study data from studies funded by NICHD. DASH also serves as a portal for requesting biospecimens from select DASH studies.</P>
                <P>NICHD also supports other public archives, data collections, and resources, such as Data Sharing for Demographic Research (DSDR), NICHD/DIPHR Biospecimen Repository Access and Data Sharing (BRADS), the Down Syndrome Registry (DS-Connect), Zebrafish Information Network (ZFIN), etc. In addition to these NICHD-funded public archives, many collaborative studies funded through NICHD are dispersed across other NIH designated archives, including the National Heart, Lung, and Blood Institute (NHLBI) Biologic Specimen and Data Repository Information Coordinating Center (BioLINCC), and other NIH-wide repositories, such as the Database of Genotypes and Phenotypes (dbGaP).</P>
                <P>In an effort to link these data resources and increase the visibility of NICHD-funded studies and data collections, DASH enables Users to catalog studies and data collections stored in other external archives to facilitate their discovery through DASH. Users submitting studies or external resources for cataloging in DASH will provide descriptive information about the study required to populate the Study Overview Page in DASH. This cataloging process closely mirrors the existing study data submission process in DASH; however, no study documentation or data will be uploaded to DASH. Requesters will be directed to the external archive via a URL link to obtain access to the data stored in the external archives and resources.</P>
                <P>
                    The potential for public benefit to be achieved through sharing study data and/or biospecimen inventories through DASH for secondary analysis is significant. Additionally, the ability to centralize information regarding where to find, and how to access, studies, and data collections funded by NICHD stored across various public archives (
                    <E T="03">i.e.,</E>
                     cataloged studies and data collections) further helps to promote information discovery and reuse of data. NICHD DASH supports NICHD's mission to lead research and training to understand human development, improve reproductive health, enhance the lives of children and adolescents, and optimize abilities for all. Study data and biospecimen sharing and reuse will promote testing of new hypotheses from data and biospecimens already collected, facilitate trans-disciplinary collaboration, accelerate scientific findings, and enable NICHD to maximize the return on its investments in research.
                </P>
                <P>Anyone can access NICHD DASH to browse and view descriptive information about the studies and data collections without creating an account. Users who wish to submit studies or request data (stored in DASH) and/or biospecimens (stored in NICHD contracted Biorepository) must register for an account. Users who wish to submit a study catalog and/or external resource catalog must also register for an account.</P>
                <P>Information will be collected from those wishing to create an account, sufficient to identify them as unique Users. Those submitting or requesting data and/or biospecimens will be required to provide additional supporting information to ensure proper use and security of NICHD DASH study data and biospecimens. For data and/or biospecimen requests, information is collected both for initial data and/or biospecimen access and then throughout the request duration to maintain access. This includes research objectives and analysis plans, research teams, and institution information, as well as significant findings details for annual progress reports or extension justification for data request renewals. The information collected throughout these processes is limited to the essential data required to ensure the management of Users in NICHD DASH is efficient and the sharing of data and biospecimens among investigators is effective and aligns with DASH data sharing policies. The primary uses of the information collected from Uses by NICHD will be to:</P>
                <P>• Communicate with the Users regarding data submission, study catalog submission, external resource catalog submission, data requests, and biospecimen requests;</P>
                <P>• Monitor data submissions, study catalog submission, external resource catalog submission, data requests, and biospecimen requests;</P>
                <P>• Notify interested Users of updates to data and biospecimens available through NICHD DASH; and</P>
                <P>• Help NICHD understand the use of NICHD DASH study data and biospecimens by the research community.</P>
                <P>All the data collected from use of NICHD DASH are for the purposes of internal administrative management of NICHD DASH, with the exception of the Recipient's approved use of DASH data and/or biospecimens, Recipient name and institution, and significant findings reporting in the Data Request Annual Use Report, which may be shared on the DASH website or in publications describing the performance and value of the DASH system for the broader scientific community.</P>
                <P>OMB approval is requested for 3 years. There are no costs to respondents other than their time. The total estimated annualized burden hours are 433.</P>
                <GPOTABLE COLS="5" OPTS="L2,i1" CDEF="s75,12,12,12,12">
                    <TTITLE>Estimated Annualized Burden Hours</TTITLE>
                    <BOXHD>
                        <CHED H="1">Annual burden hours estimate</CHED>
                        <CHED H="2">Form name</CHED>
                        <CHED H="2">
                            Number of
                            <LI>respondents</LI>
                        </CHED>
                        <CHED H="2">
                            Number of
                            <LI>responses per</LI>
                            <LI>respondent</LI>
                        </CHED>
                        <CHED H="2">
                            Average
                            <LI>burden per</LI>
                            <LI>response</LI>
                            <LI>(in hours)</LI>
                        </CHED>
                        <CHED H="2">
                            Total annual
                            <LI>burden hour</LI>
                        </CHED>
                    </BOXHD>
                    <ROW>
                        <ENT I="01">User Registration</ENT>
                        <ENT>900</ENT>
                        <ENT>1</ENT>
                        <ENT>5/60</ENT>
                        <ENT>75</ENT>
                    </ROW>
                    <ROW>
                        <PRTPAGE P="52483"/>
                        <ENT I="01">Data and Biospecimen Catalog Submission</ENT>
                        <ENT>36</ENT>
                        <ENT>1</ENT>
                        <ENT>2</ENT>
                        <ENT>72</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Institutional Certification Template</ENT>
                        <ENT>36</ENT>
                        <ENT>1</ENT>
                        <ENT>5/60</ENT>
                        <ENT>3</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Data Request</ENT>
                        <ENT>150</ENT>
                        <ENT>1</ENT>
                        <ENT>1</ENT>
                        <ENT>150</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Biospecimen Request</ENT>
                        <ENT>4</ENT>
                        <ENT>1</ENT>
                        <ENT>1</ENT>
                        <ENT>4</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Data Request Annual Progress Report</ENT>
                        <ENT>240</ENT>
                        <ENT>1</ENT>
                        <ENT>30/60</ENT>
                        <ENT>120</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Study Catalog Submission</ENT>
                        <ENT>2</ENT>
                        <ENT>1</ENT>
                        <ENT>30/60</ENT>
                        <ENT>1</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">External Resource Catalog Submission</ENT>
                        <ENT>4</ENT>
                        <ENT>1</ENT>
                        <ENT>15/60</ENT>
                        <ENT>1</ENT>
                    </ROW>
                    <ROW RUL="n,s">
                        <ENT I="01">Data Request Renewal</ENT>
                        <ENT>42</ENT>
                        <ENT>1</ENT>
                        <ENT>10/60</ENT>
                        <ENT>7</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Total</ENT>
                        <ENT>1,414</ENT>
                        <ENT>1,414</ENT>
                        <ENT/>
                        <ENT>433</ENT>
                    </ROW>
                </GPOTABLE>
                <SIG>
                    <DATED>Dated: June 17, 2024.</DATED>
                    <NAME>Jennifer M. Guimond,</NAME>
                    <TITLE>Project Clearance Liaison, Eunice Kennedy Shriver National Institute of Child Health and Human Development, National Institutes of Health.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13715 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4140-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF HEALTH AND HUMAN SERVICES</AGENCY>
                <SUBAGY>Substance Abuse and Mental Health Services Administration</SUBAGY>
                <SUBJECT>Agency Information Collection Activities: Proposed Collection; Comment Request</SUBJECT>
                <P>In compliance with Section 3506(c)(2)(A) of the Paperwork Reduction Act of 1995 concerning opportunity for public comment on proposed collections of information, the Substance Abuse and Mental Health Services Administration (SAMHSA) will publish periodic summaries of proposed projects. To request more information on the proposed project or to obtain a copy of the information collection plans, call the SAMHSA Reports Clearance Officer at (240) 276-0166.</P>
                <P>Comments are invited on: (a) whether the proposed collections of information are necessary for the proper performance of the functions of the agency, including whether the information shall have practical utility; (b) the accuracy of the agency's estimate of the burden of the proposed collection of information; (c) ways to enhance the quality, utility, and clarity of the information to be collected; and (d) ways to minimize the burden of the collection of information on respondents, including through the use of automated collection techniques or other forms of information technology.</P>
                <HD SOURCE="HD1">Project: State Opioid Response (SOR)/Tribal Opioid Response (TOR) Program Instrument (OMB No. 0930-0384)—Revision</HD>
                <P>SAMHSA is requesting approval to modify its existing SOR/TOR Program Instrument by (1) broadening language from `naloxone' to `naloxone and other opioid overdose reversal medications' due to the availability of new FDA-approved non-naloxone overdose reversal medications; (2) broadening language from `fentanyl test strips' to `drug checking technologies as directed by SAMHSA' due to the availability of new drug checking technology, including test strips for other emerging substances; (3) reducing the number of questions from 12 to 10 by combining four questions with similar themes into two questions for clarity; (4) removing question 12 because it is comprised of more than one question with several different ideas, making it unsuited for this instrument; and (5) adding one question at the request of Office of National Drug Control Policy (ONDCP)to collect information on Congressionally mandated and programmatic activities and comply with reporting requirements. The program-level information is collected quarterly and entered and stored in SAMHSA's Performance Accountability and Reporting System, which is a real-time, performance management system that captures information on SAMHSA funded substance use and substance use disorder prevention, harm reduction, treatment, and recovery support services, and mental health services delivered in the United States. Continued approval of this information collection will allow SAMHSA to continue to meet Government Performance and Results Modernization Act (GPRA) of 2010 reporting requirements that quantify the effects and accomplishments of its discretionary grant programs.</P>
                <P>The SOR/TOR programs are authorized under the Consolidated Appropriations Act, 2023, Division H, Title II [Pub. L. 117-328], and section 1003 of the 21st Century Cures Act [Pub. L. 114-255] (42 U.S.C. 290ee-3a), as amended. SOR/TOR programs aim to address the opioid crisis by increasing access to FDA-approved medications for the treatment of opioid use disorder (MOUD), and support the continuum of prevention, harm reduction, treatment, and recovery support services for opioid use disorder (OUD) and other concurrent substance use disorders. The SOR program also supports the continuum of care for stimulant misuse and use disorders, including for cocaine and methamphetamine.</P>
                <P>SAMHSA is proposing to revise the SOR/TOR Program Instrument data collection instrument (OMB No. 0930-0384), to collect information on Congressionally mandated and programmatic activities and comply with reporting requirements.</P>
                <P>
                    SAMHSA developed the SOR/TOR Program Instrument to collect minimum data on naloxone purchase and distribution, but the SOR/TOR programs are unique in that they have prevention, education, and harm reduction requirements. SOR/TOR grantees are required to engage in the following prevention and education activities: (1) train peers, first responders, and other key community sectors on recognition of opioid overdose and appropriate use of the opioid overdose antidote naloxone; (2) develop evidence-based community prevention efforts such as strategic messaging on the consequences of opioid and stimulant misuse; (3) implement school-based prevention programs and outreach; and (4) purchase and distribute opioid overdose antidote reversal naloxone based on the 
                    <PRTPAGE P="52484"/>
                    naloxone distribution and saturation plan, and train on its use. The revised tool will continue to allow SAMHSA to collect data on the required education and prevention activities, and better assess grantee performance on these activities. The revisions will continue to assist SAMHSA in providing comprehensive data on the full range of required activities to inform Congressionally mandated reports for the SOR program.
                </P>
                <P>In order to address these issues, SAMHSA is proposing to (1) broaden language from `naloxone' to `naloxone and other opioid overdose reversal medications' due to the availability of new FDA-approved non-naloxone overdose reversal medications; (2) broaden language from `fentanyl test strips' to `drug checking technologies as directed by SAMHSA' due to the availability of new drug checking technology, including test strips for other emerging substances; (3) reduce the number of questions from 12 to 10 by combining four questions with similar themes into two questions for clarity; (4) remove question 12 because it is comprised of more than one question with several different ideas, making it unsuited for this instrument; and (5) add one question at the request of ONDCP to collect information on Congressionally mandated and programmatic activities and comply with reporting requirements.</P>
                <P>A summary of the proposed changes includes:</P>
                <P>• Broadening the language to include new medications and technologies that will provide SAMHSA data on the following:</P>
                <P>○ Purchase and distribution of naloxone and other opioid overdose reversal medications; and</P>
                <P>○ Purchase and distribution of drug checking technologies as directed by SAMHSA.</P>
                <P>• The revised tool will provide SAMHSA with clarification on individuals recognizing an opioid overdose and appropriate use of naloxone and other opioid overdose reversal medication by collapsing two questions with a similar theme.</P>
                <P>• The revised tool will provide SAMHSA with clarification on individuals educated on the consequences of opioid and/or stimulant misuse by collapsing two questions with a similar theme.</P>
                <P>• One question will be added to provide data on the following:</P>
                <P>○ Types of entities that distribute naloxone and other opioid overdose reversal medications.</P>
                <P>The Center for Substance Abuse Treatment (CSAT) anticipates that the time required to collect and report the program-level information is approximately 18 minutes per response. Since the submission of the previous OMB package, there has been an increase in the number of respondents. The estimated burden associated with the program-level instrument includes an adjustment to reflect the current number of grantees.</P>
                <GPOTABLE COLS="8" OPTS="L2,i1" CDEF="s25,12,12,12,12,12,12,12">
                    <TTITLE>Table 1—Estimate of Annualized Hour Burden for SOR/TOR Grantees</TTITLE>
                    <BOXHD>
                        <CHED H="1">SAMHSA data collection</CHED>
                        <CHED H="1">
                            Number of 
                            <LI>respondents</LI>
                        </CHED>
                        <CHED H="1">
                            Responses per 
                            <LI>respondent</LI>
                        </CHED>
                        <CHED H="1">
                            Total 
                            <LI>number of </LI>
                            <LI>responses</LI>
                        </CHED>
                        <CHED H="1">
                            Burden 
                            <LI>hours per </LI>
                            <LI>response</LI>
                        </CHED>
                        <CHED H="1">
                            Total 
                            <LI>burden </LI>
                            <LI>hours</LI>
                        </CHED>
                        <CHED H="1">
                            Hourly 
                            <LI>
                                wage 
                                <SU>1</SU>
                            </LI>
                        </CHED>
                        <CHED H="1">
                            Total 
                            <LI>wage </LI>
                            <LI>cost</LI>
                        </CHED>
                    </BOXHD>
                    <ROW RUL="n,s">
                        <ENT I="01">Grantee-Level Instrument</ENT>
                        <ENT>189</ENT>
                        <ENT>4</ENT>
                        <ENT>756</ENT>
                        <ENT>.30</ENT>
                        <ENT>226.80</ENT>
                        <ENT>$28.89</ENT>
                        <ENT>$6,552.25</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">CSAT Total</ENT>
                        <ENT>189</ENT>
                        <ENT>4</ENT>
                        <ENT>756</ENT>
                        <ENT>.30</ENT>
                        <ENT>226.80</ENT>
                        <ENT>28.89</ENT>
                        <ENT>6,552.25</ENT>
                    </ROW>
                    <TNOTE>
                        <SU>1</SU>
                         The hourly wage estimate is $28.89 based on the Occupational Employment and Wages, Mean Hourly Wage Rate for 21-1018 Substance Abuse, Behavioral Disorder, and Mental Health Counselors = $28.89/hr. as of May 2023 (
                        <E T="03">https://www.bls.gov/oes/current/oes211018.htm</E>
                        . Accessed on April 17, 2024.)
                    </TNOTE>
                </GPOTABLE>
                <P>
                    Send comments to the SAMHSA Reports Clearance Officer, 5600 Fishers Lane, Room 15E45, Rockville, Maryland 20857, 
                    <E T="03">OR</E>
                     email a copy to 
                    <E T="03">samhsapra@samhsa.hhs.gov</E>
                    . Written comments should be received by August 23, 2024.
                </P>
                <SIG>
                    <NAME>Alicia Broadus,</NAME>
                    <TITLE>Public Health Advisor.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13766 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4162-20-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="N">DEPARTMENT OF HOMELAND SECURITY</AGENCY>
                <SUBAGY>Federal Emergency Management Agency</SUBAGY>
                <DEPDOC>[Docket ID FEMA-2024-0002; Internal Agency Docket No. FEMA-B-2443]</DEPDOC>
                <SUBJECT>Proposed Flood Hazard Determinations</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Federal Emergency Management Agency, Department of Homeland Security.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>Comments are requested on proposed flood hazard determinations, which may include additions or modifications of any Base Flood Elevation (BFE), base flood depth, Special Flood Hazard Area (SFHA) boundary or zone designation, or regulatory floodway on the Flood Insurance Rate Maps (FIRMs), and where applicable, in the supporting Flood Insurance Study (FIS) reports for the communities listed in the table below. The purpose of this notice is to seek general information and comment regarding the preliminary FIRM, and where applicable, the FIS report that the Federal Emergency Management Agency (FEMA) has provided to the affected communities. The FIRM and FIS report are the basis of the floodplain management measures that the community is required either to adopt or to show evidence of having in effect in order to qualify or remain qualified for participation in the National Flood Insurance Program (NFIP).</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Comments are to be submitted on or before September 23, 2024.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        The Preliminary FIRM, and where applicable, the FIS report for each community are available for inspection at both the online location 
                        <E T="03">https://hazards.fema.gov/femaportal/prelimdownload</E>
                         and the respective Community Map Repository address listed in the tables below. Additionally, the current effective FIRM and FIS report for each community are accessible online through the FEMA Map Service Center at 
                        <E T="03">https://msc.fema.gov</E>
                         for comparison.
                    </P>
                    <P>
                        You may submit comments, identified by Docket No. FEMA-B-2443, to Rick Sacbibit, Chief, Engineering Services Branch, Federal Insurance and Mitigation Administration, FEMA, 400 C Street SW, Washington, DC 20472, (202) 646-7659, or (email) 
                        <E T="03">patrick.sacbibit@fema.dhs.gov.</E>
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Rick Sacbibit, Chief, Engineering Services 
                        <PRTPAGE P="52485"/>
                        Branch, Federal Insurance and Mitigation Administration, FEMA, 400 C Street SW, Washington, DC 20472, (202) 646-7659, or (email) 
                        <E T="03">patrick.sacbibit@fema.dhs.gov;</E>
                         or visit the FEMA Mapping and Insurance eXchange (FMIX) online at 
                        <E T="03">https://www.floodmaps.fema.gov/fhm/fmx_main.html.</E>
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>FEMA proposes to make flood hazard determinations for each community listed below, in accordance with section 110 of the Flood Disaster Protection Act of 1973, 42 U.S.C. 4104, and 44 CFR 67.4(a).</P>
                <P>These proposed flood hazard determinations, together with the floodplain management criteria required by 44 CFR 60.3, are the minimum that are required. They should not be construed to mean that the community must change any existing ordinances that are more stringent in their floodplain management requirements. The community may at any time enact stricter requirements of its own or pursuant to policies established by other Federal, State, or regional entities. These flood hazard determinations are used to meet the floodplain management requirements of the NFIP.</P>
                <P>The communities affected by the flood hazard determinations are provided in the tables below. Any request for reconsideration of the revised flood hazard information shown on the Preliminary FIRM and FIS report that satisfies the data requirements outlined in 44 CFR 67.6(b) is considered an appeal. Comments unrelated to the flood hazard determinations also will be considered before the FIRM and FIS report become effective.</P>
                <P>
                    Use of a Scientific Resolution Panel (SRP) is available to communities in support of the appeal resolution process. SRPs are independent panels of experts in hydrology, hydraulics, and other pertinent sciences established to review conflicting scientific and technical data and provide recommendations for resolution. Use of the SRP only may be exercised after FEMA and local communities have been engaged in a collaborative consultation process for at least 60 days without a mutually acceptable resolution of an appeal. Additional information regarding the SRP process can be found online at 
                    <E T="03">https://www.floodsrp.org/pdfs/srp_overview.pdf.</E>
                </P>
                <P>
                    The watersheds and/or communities affected are listed in the tables below. The Preliminary FIRM, and where applicable, FIS report for each community are available for inspection at both the online location 
                    <E T="03">https://hazards.fema.gov/femaportal/prelimdownload</E>
                     and the respective Community Map Repository address listed in the tables. For communities with multiple ongoing Preliminary studies, the studies can be identified by the unique project number and Preliminary FIRM date listed in the tables. Additionally, the current effective FIRM and FIS report for each community are accessible online through the FEMA Map Service Center at 
                    <E T="03">https://msc.fema.gov</E>
                     for comparison.
                </P>
                <EXTRACT>
                    <FP>(Catalog of Federal Domestic Assistance No. 97.022, “Flood Insurance.”)</FP>
                </EXTRACT>
                <SIG>
                    <NAME>Nicholas A. Shufro,</NAME>
                    <TITLE>Assistant Administrator (Acting) for Risk Management, Federal Emergency Management Agency, Department of Homeland Security.</TITLE>
                </SIG>
                <GPOTABLE COLS="2" OPTS="L2,nj,tp0,i1" CDEF="s100,r100">
                    <TTITLE> </TTITLE>
                    <BOXHD>
                        <CHED H="1">Community</CHED>
                        <CHED H="1">Community map repository address</CHED>
                    </BOXHD>
                    <ROW EXPSTB="01">
                        <ENT I="21">
                            <E T="02">Thayer County, Nebraska and Incorporated Areas</E>
                        </ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="21">
                            <E T="02">Project: 23-07-0006S Preliminary Date: January 30, 2024</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00">
                        <ENT I="01">City of Deshler</ENT>
                        <ENT>City Office, 305 East Bryson Avenue, Deshler, NE 68340.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">City of Hebron</ENT>
                        <ENT>City Hall, 216 Lincoln Avenue, Hebron, NE 68370.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Unincorporated Areas of Thayer County</ENT>
                        <ENT>Thayer County Planning and Zoning Office, 225 North 4th Street, Hebron, NE 68370.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Village of Alexandria</ENT>
                        <ENT>Tucker Memorial Library, 313 Harbine Street, Alexandria, NE 68303.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Village of Belvidere</ENT>
                        <ENT>Fire Hall, 402 C Street, Belvidere, NE 68315.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Village of Bruning</ENT>
                        <ENT>Village Clerk's Office, 141 East Main Street, Bruning, NE 68322.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Village of Byron</ENT>
                        <ENT>Village Office, 225 Kansas Avenue, Byron, NE 68325.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Village of Carleton</ENT>
                        <ENT>Village Hall, 550 D Street, Carleton, NE 68326.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Village of Chester</ENT>
                        <ENT>Village Hall, 621 Thayer Avenue, Chester, NE 68327.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Village of Davenport</ENT>
                        <ENT>Village Office, 108 North Oak Avenue, Davenport, NE 68335.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Village of Gilead</ENT>
                        <ENT>Village Hall, 310 Main Street, Gilead, NE 68362.</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Village of Hubbell</ENT>
                        <ENT>Village Office, 307 Indiana Street, Hubbell, NE 68375.</ENT>
                    </ROW>
                </GPOTABLE>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13775 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 9110-12-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF HOMELAND SECURITY</AGENCY>
                <SUBAGY>Federal Emergency Management Agency</SUBAGY>
                <DEPDOC>[Docket ID FEMA-2024-0002]</DEPDOC>
                <SUBJECT>Final Flood Hazard Determinations</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Federal Emergency Management Agency, Department of Homeland Security.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>Flood hazard determinations, which may include additions or modifications of Base Flood Elevations (BFEs), base flood depths, Special Flood Hazard Area (SFHA) boundaries or zone designations, or regulatory floodways on the Flood Insurance Rate Maps (FIRMs) and where applicable, in the supporting Flood Insurance Study (FIS) reports have been made final for the communities listed in the table below.</P>
                    <P>The FIRM and FIS report are the basis of the floodplain management measures that a community is required either to adopt or to show evidence of having in effect in order to qualify or remain qualified for participation in the Federal Emergency Management Agency's (FEMA's) National Flood Insurance Program (NFIP).</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>The date of October 10, 2024 has been established for the FIRM and, where applicable, the supporting FIS report showing the new or modified flood hazard information for each community.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        The FIRM, and if applicable, the FIS report containing the final flood hazard information for each community is available for inspection at the respective Community Map Repository address listed in the tables below and will be available online through the FEMA Map Service Center at 
                        <E T="03">https://msc.fema.gov</E>
                         by the date indicated above.
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Rick Sacbibit, Chief, Engineering Services 
                        <PRTPAGE P="52486"/>
                        Branch, Federal Insurance and Mitigation Administration, FEMA, 400 C Street SW, Washington, DC 20472, (202) 646-7659, or (email) 
                        <E T="03">patrick.sacbibit@fema.dhs.gov;</E>
                         or visit the FEMA Mapping and Insurance eXchange (FMIX) online at 
                        <E T="03">https://www.floodmaps.fema.gov/fhm/fmx_main.html.</E>
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>The Federal Emergency Management Agency (FEMA) makes the final determinations listed below for the new or modified flood hazard information for each community listed. Notification of these changes has been published in newspapers of local circulation and 90 days have elapsed since that publication. The Deputy Associate Administrator for Insurance and Mitigation has resolved any appeals resulting from this notification.</P>
                <P>This final notice is issued in accordance with section 110 of the Flood Disaster Protection Act of 1973, 42 U.S.C. 4104, and 44 CFR part 67. FEMA has developed criteria for floodplain management in floodprone areas in accordance with 44 CFR part 60.</P>
                <P>
                    Interested lessees and owners of real property are encouraged to review the new or revised FIRM and FIS report available at the address cited below for each community or online through the FEMA Map Service Center at 
                    <E T="03">https://msc.fema.gov.</E>
                </P>
                <P>The flood hazard determinations are made final in the watersheds and/or communities listed in the table below.</P>
                <EXTRACT>
                    <FP>(Catalog of Federal Domestic Assistance No. 97.022, “Flood Insurance.”)</FP>
                </EXTRACT>
                <SIG>
                    <NAME>Nicholas A. Shufro,</NAME>
                    <TITLE>Assistant Administrator (Acting) for Risk Management, Federal Emergency Management Agency, Department of Homeland Security.</TITLE>
                </SIG>
                <GPOTABLE COLS="2" OPTS="L2,nj,tp0,i1" CDEF="s100,r100">
                    <TTITLE> </TTITLE>
                    <BOXHD>
                        <CHED H="1">Community</CHED>
                        <CHED H="1">Community map repository address</CHED>
                    </BOXHD>
                    <ROW EXPSTB="01">
                        <ENT I="21">
                            <E T="02">Lake County, California and Incorporated Areas</E>
                        </ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="21">
                            <E T="02">Docket No.: FEMA-B-2351</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00" RUL="s">
                        <ENT I="01">Unincorporated Areas of Lake County</ENT>
                        <ENT>Lake County Department of Public Works, 255 North Forbes Street, Room 309, Lakeport, CA 95453.</ENT>
                    </ROW>
                    <ROW EXPSTB="01">
                        <ENT I="21">
                            <E T="02">Franklin County, Florida and Incorporated Areas</E>
                        </ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="21">
                            <E T="02">Docket No.: FEMA-B-2344</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00">
                        <ENT I="01">City of Apalachicola</ENT>
                        <ENT>Planning and Community Development Department, 192 Coach Wagoner Boulevard, Apalachicola, FL 32320.</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="01">Unincorporated Areas of Franklin County</ENT>
                        <ENT>Franklin County Emergency Management Department, 28 Airport Road, Apalachicola, FL 32320.</ENT>
                    </ROW>
                    <ROW EXPSTB="01">
                        <ENT I="21">
                            <E T="02">Goochland County, Virginia (All Jurisdictions)</E>
                        </ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="21">
                            <E T="02">Docket No.: FEMA-B-2300</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00">
                        <ENT I="01">Unincorporated Areas of Goochland County</ENT>
                        <ENT>Goochland County Administration Building, 1800 Sandy Hook Road, Goochland, VA 23063.</ENT>
                    </ROW>
                </GPOTABLE>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13774 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 9110-12-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF HOMELAND SECURITY</AGENCY>
                <SUBAGY>Federal Emergency Management Agency</SUBAGY>
                <DEPDOC>[Docket ID FEMA-2024-0002; Internal Agency Docket No. FEMA-B-2445]</DEPDOC>
                <SUBJECT>Changes in Flood Hazard Determinations</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Federal Emergency Management Agency, Department of Homeland Security.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>This notice lists communities where the addition or modification of Base Flood Elevations (BFEs), base flood depths, Special Flood Hazard Area (SFHA) boundaries or zone designations, or the regulatory floodway (hereinafter referred to as flood hazard determinations), as shown on the Flood Insurance Rate Maps (FIRMs), and where applicable, in the supporting Flood Insurance Study (FIS) reports, prepared by the Federal Emergency Management Agency (FEMA) for each community, is appropriate because of new scientific or technical data. The FIRM, and where applicable, portions of the FIS report, have been revised to reflect these flood hazard determinations through issuance of a Letter of Map Revision (LOMR), in accordance with Federal Regulations. The currently effective community number is shown in the table below and must be used for all new policies and renewals.</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>These flood hazard determinations will be finalized on the dates listed in the table below and revise the FIRM panels and FIS report in effect prior to this determination for the listed communities.</P>
                    <P>From the date of the second publication of notification of these changes in a newspaper of local circulation, any person has 90 days in which to request through the community that the Deputy Associate Administrator for Insurance and Mitigation reconsider the changes. The flood hazard determination information may be changed during the 90-day period.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        The affected communities are listed in the table below. Revised flood hazard information for each community is available for inspection at both the online location and the respective community map repository address listed in the table below. Additionally, the current effective FIRM and FIS report for each community are accessible online through the FEMA Map Service Center at 
                        <E T="03">https://msc.fema.gov</E>
                         for comparison.
                    </P>
                    <P>Submit comments and/or appeals to the Chief Executive Officer of the community as listed in the table below.</P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Rick Sacbibit, Chief, Engineering Services Branch, Federal Insurance and Mitigation Administration, FEMA, 400 C Street SW, Washington, DC 20472, (202) 646-7659, or (email) 
                        <E T="03">patrick.sacbibit@fema.dhs.gov;</E>
                         or visit the FEMA Mapping and Insurance eXchange (FMIX) online at 
                        <E T="03">https://www.floodmaps.fema.gov/fhm/fmx_main.html.</E>
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <PRTPAGE P="52487"/>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>The specific flood hazard determinations are not described for each community in this notice. However, the online location and local community map repository address where the flood hazard determination information is available for inspection is provided.</P>
                <P>Any request for reconsideration of flood hazard determinations must be submitted to the Chief Executive Officer of the community as listed in the table below.</P>
                <P>
                    The modifications are made pursuant to section 201 of the Flood Disaster Protection Act of 1973, 42 U.S.C. 4105, and are in accordance with the National Flood Insurance Act of 1968, 42 U.S.C. 4001 
                    <E T="03">et seq.,</E>
                     and with 44 CFR part 65.
                </P>
                <P>The FIRM and FIS report are the basis of the floodplain management measures that the community is required either to adopt or to show evidence of having in effect in order to qualify or remain qualified for participation in the National Flood Insurance Program (NFIP).</P>
                <P>These flood hazard determinations, together with the floodplain management criteria required by 44 CFR 60.3, are the minimum that are required. They should not be construed to mean that the community must change any existing ordinances that are more stringent in their floodplain management requirements. The community may at any time enact stricter requirements of its own or pursuant to policies established by other Federal, State, or regional entities. The flood hazard determinations are in accordance with 44 CFR 65.4.</P>
                <P>
                    The affected communities are listed in the following table. Flood hazard determination information for each community is available for inspection at both the online location and the respective community map repository address listed in the table below. Additionally, the current effective FIRM and FIS report for each community are accessible online through the FEMA Map Service Center at 
                    <E T="03">https://msc.fema.gov</E>
                     for comparison.
                </P>
                <EXTRACT>
                    <FP>(Catalog of Federal Domestic Assistance No. 97.022, “Flood Insurance.”)</FP>
                </EXTRACT>
                <SIG>
                    <NAME>Nicholas A. Shufro,</NAME>
                    <TITLE>Assistant Administrator (Acting) for Risk Management, Federal Emergency Management Agency, Department of Homeland Security.</TITLE>
                </SIG>
                <GPOTABLE COLS="7" OPTS="L2,nj,tp0,p7,7/8,i1" CDEF="s50,xl50,xl75,xl75,xl90,xs54,10">
                    <TTITLE> </TTITLE>
                    <BOXHD>
                        <CHED H="1">State and county</CHED>
                        <CHED H="1">Location and case No.</CHED>
                        <CHED H="1">Chief executive officer of community</CHED>
                        <CHED H="1">
                            Community map
                            <LI>repository</LI>
                        </CHED>
                        <CHED H="1">Online location of letter of map revision</CHED>
                        <CHED H="1">
                            Date of
                            <LI>modification</LI>
                        </CHED>
                        <CHED H="1">
                            Community
                            <LI>No.</LI>
                        </CHED>
                    </BOXHD>
                    <ROW>
                        <ENT I="22">Alabama:</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Madison</ENT>
                        <ENT>City of Madison (23-04-3026P).</ENT>
                        <ENT>The Honorable Paul Finley, Mayor, City of Madison, 100 Hughes Road, Madison, AL 35758.</ENT>
                        <ENT>City Hall, 100 Hughes Road, Madison, AL 35758.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 26, 2024</ENT>
                        <ENT>010308</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Mobile</ENT>
                        <ENT>City of Mobile (24-04-1639P).</ENT>
                        <ENT>The Honorable William Stimpson, Mayor, City of Mobile, P.O. Box 1827, Mobile, AL 36633.</ENT>
                        <ENT>City Clerk's Office, 205 Government Street, Mobile, AL 36602.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Oct. 3, 2024</ENT>
                        <ENT>015007</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Arkansas: Pulaski</ENT>
                        <ENT>Unincorporated areas of Pulaski County (23-06-2073P).</ENT>
                        <ENT>The Honorable Barry Hyde, Pulaski County Judge, 201 South Broadway Street, Suite 400, Little Rock, AR 72201.</ENT>
                        <ENT>Pulaski County Planning and Development Department, 3200 Brown Street, Little Rock, AR 72204.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 23, 2024</ENT>
                        <ENT>050179</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="22">Florida:</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Indian River</ENT>
                        <ENT>Unincorporated areas of Indian River County (24-04-0897P).</ENT>
                        <ENT>Susan Adams, Chair, Indian River County Board of Commissioners, 1801 27th Street, Vero Beach, FL 32960.</ENT>
                        <ENT>Indian River County Administration Building, 1801 27th Street, Vero Beach, FL 32960.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 25, 2024</ENT>
                        <ENT>120119</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Lake</ENT>
                        <ENT>City of Groveland (23-04-5489P).</ENT>
                        <ENT>The Honorable Evelyn Wilson, Mayor, City of Groveland, 243 South Lake Avenue, Groveland, FL 34736.</ENT>
                        <ENT>City Hall, 243 South Lake Avenue, Groveland, FL 34736.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Oct. 9, 2024</ENT>
                        <ENT>120135</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Lake</ENT>
                        <ENT>Unincorporated areas of Lake County (23-04-5489P).</ENT>
                        <ENT>Jennifer Barker, Lake County Manager, 315 West Main Street, Tavares, FL 32778.</ENT>
                        <ENT>Lake County Public Works Department, 323 North Sinclair Avenue, Tavares, FL 32778.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Oct. 9, 2024</ENT>
                        <ENT>120135</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Lee</ENT>
                        <ENT>City of Bonita Springs (24-04-1255P).</ENT>
                        <ENT>The Honorable Rick Steinmeyer, Mayor, City of Bonita Springs, 9101 Bonita Beach Road, Bonita Springs, FL 34135.</ENT>
                        <ENT>Community Development Department, 9220 Bonita Beach Road, Suite 111, Bonita Springs, FL 34135.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 23, 2024</ENT>
                        <ENT>120680</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Lee</ENT>
                        <ENT>Unincorporated areas of Lee County (24-04-1255P).</ENT>
                        <ENT>David Harner, Lee County Manager, 2115 2nd Street, Fort Myers, FL 33901.</ENT>
                        <ENT>Lee County Building Department, 1500 Monroe Street, Fort Myers, FL 33901.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 23, 2024</ENT>
                        <ENT>125124</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Manatee</ENT>
                        <ENT>Unincorporated areas of Manatee County (24-04-0371P).</ENT>
                        <ENT>Charlie Bishop, Manatee County Administrator, 1112 Manatee Avenue West, Bradenton, FL 34205.</ENT>
                        <ENT>Manatee County Administration Building, 1112 Manatee Avenue West, Bradenton, FL 34205.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 9, 2024</ENT>
                        <ENT>120153</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Manatee</ENT>
                        <ENT>Unincorporated areas of Manatee County (24-04-1367P).</ENT>
                        <ENT>Charlie Bishop, Manatee County Administrator, 1112 Manatee Avenue West, Bradenton, FL 34205.</ENT>
                        <ENT>Manatee County Administration Building, 1112 Manatee Avenue West, Bradenton, FL 34205.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 30, 2024</ENT>
                        <ENT>120153</ENT>
                    </ROW>
                    <ROW>
                        <PRTPAGE P="52488"/>
                        <ENT I="03">Palm Beach</ENT>
                        <ENT>Town of Loxahatchee Groves (23-04-4820P).</ENT>
                        <ENT>Francine Ramaglia, Manager, Town of Loxahatchee Groves, 155 F Road, Loxahatchee Groves, FL 33411.</ENT>
                        <ENT>Town Hall, 155 F Road, Loxahatchee Groves, FL 33411.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 12, 2024</ENT>
                        <ENT>120309</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Palm Beach</ENT>
                        <ENT>Unincorporated areas of Palm Beach County (23-04-4820P).</ENT>
                        <ENT>Verdenia C. Baker, Palm Beach County Administrator, 301 North Olive Avenue, Suite 1101, West Palm Beach, FL 33401.</ENT>
                        <ENT>Palm Beach County Building Division, 2300 North Jog Road, Vista Center, 1st Floor, 1E-17, West Palm Beach, FL 33411.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 12, 2024</ENT>
                        <ENT>120192</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Palm Beach</ENT>
                        <ENT>Village of Royal Palm Beach (23-04-4820P).</ENT>
                        <ENT>The Honorable Fred Pinto, Mayor, Village of Royal Palm Beach, 1050 Royal Palm Beach Boulevard, Royal Palm Beach, FL 33411.</ENT>
                        <ENT>Village Hall, 1050 Royal Palm Beach Boulevard, Royal Palm Beach, FL 33411.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 12, 2024</ENT>
                        <ENT>120225</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="22">Kentucky:</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Hardin</ENT>
                        <ENT>City of Elizabethtown (24-04-0372P).</ENT>
                        <ENT>The Honorable Jeff Gregory, Mayor, City of Elizabethtown, 200 West Dixie Avenue, Elizabethtown, KY 42702.</ENT>
                        <ENT>City Hall, 200 West Dixie Avenue, Elizabethtown, KY 42702.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 23, 2024</ENT>
                        <ENT>210095</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Jefferson</ENT>
                        <ENT>Metropolitan Government of Louisville and Jefferson County (23-04-5492P).</ENT>
                        <ENT>The Honorable Craig Greenberg, Mayor, Metropolitan Government of Louisville and Jefferson County, 527 West Jefferson Street, Louisville, KY 40202.</ENT>
                        <ENT>Louisville/Jefferson County Metropolitan Sewer District, 700 West Liberty Street, Louisville, KY 40203.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 23, 2024</ENT>
                        <ENT>210120</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="22">Louisiana:</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">East Feliciana</ENT>
                        <ENT>Unincorporated areas of East Feliciana Parish County (24-06-0746P).</ENT>
                        <ENT>Louis Kent, President, East Feliciana Parish Police Jury, P.O. Box 427, Clinton, LA 70722.</ENT>
                        <ENT>East Feliciana Parish Police Jury and Assessor, 12064 Marston Street, Clinton, LA 70722.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 19, 2024</ENT>
                        <ENT>220364</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">West Feliciana</ENT>
                        <ENT>Unincorporated areas of West Feliciana Parish County (24-06-0746P).</ENT>
                        <ENT>Kenneth Havard, President, West Feliciana Parish, P.O. Box 1921, St. Francisville, LA 70775.</ENT>
                        <ENT>West Feliciana Parish Government, 5934 Commerce Street, St. Francisville, LA 70775.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 19, 2024</ENT>
                        <ENT>220245</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="22">North Carolina:</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Brunswick</ENT>
                        <ENT>Town of Leland (23-04-2026P).</ENT>
                        <ENT>The Honorable Brenda Bozeman, Mayor, Town of Leland, 102 Town Hall Drive, Leland, NC 28451.</ENT>
                        <ENT>Planning and Zoning Department, 102 Town Hall Drive, Leland, NC 28451.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Aug. 2, 2024</ENT>
                        <ENT>370471</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Brunswick</ENT>
                        <ENT>Unincorporated areas of Brunswick County (23-04-2026P).</ENT>
                        <ENT>Randy Thompson, Chair, Brunswick County, Board of Commissioners, P.O. Box 249, Bolivia, NC 28422.</ENT>
                        <ENT>Brunswick County Planning Department, 75 Courthouse Drive, Bolivia, NC 28422.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Aug. 2, 2024</ENT>
                        <ENT>370295</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Buncombe</ENT>
                        <ENT>City of Asheville (22-04-5732P).</ENT>
                        <ENT>The Honorable Esther E. Manheimer, Mayor, City of Asheville, P.O. Box 7148, Asheville, NC 28802.</ENT>
                        <ENT>Asheville Stormwater Services and Utility Department, 161 South Charlotte Street, Asheville, NC 28801.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Aug. 26, 2024</ENT>
                        <ENT>370032</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Buncombe</ENT>
                        <ENT>Town of Woodfin (22-04-5732P).</ENT>
                        <ENT>The Honorable Jerry M. Vehaun, Mayor, Town of Woodfin 90 Elk Mountain Road Woodfin, NC 28804.</ENT>
                        <ENT>Planning and Zoning Department, 90 Elk Mountain Road Woodfin, NC 28804.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Aug. 26, 2024</ENT>
                        <ENT>370380</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Buncombe</ENT>
                        <ENT>Unincorporated areas of Buncombe County (22-04-5732P).</ENT>
                        <ENT>Brownie Newman, Chair, Buncombe County Board of Commissioners 200 College Street, Suite 300, Asheville, NC 28801.</ENT>
                        <ENT>Buncombe County Planning and Development Department, 46 Valley Street, Asheville, NC 28801.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Aug. 26, 2024</ENT>
                        <ENT>370031</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Buncombe</ENT>
                        <ENT>Unincorporated areas of Buncombe County (23-04-3408P).</ENT>
                        <ENT>Brownie Newman, Chair, Buncombe County Board of Commissioners 200 College Street, Suite 300, Asheville, NC 28801.</ENT>
                        <ENT>Buncombe County Planning and Development Department, 46 Valley Street, Asheville, NC 28801.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Aug. 9, 2024</ENT>
                        <ENT>370031</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Cabarrus</ENT>
                        <ENT>Town of Harrisburg (22-04-2503P).</ENT>
                        <ENT>The Honorable Jennifer Teague, Mayor, Town of Harrisburg, P.O. Box 100, Harrisburg, NC 28075.</ENT>
                        <ENT>Town Hall, 4100 Main Street, Suite 101, Harrisburg, NC 28075.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 19, 2024</ENT>
                        <ENT>370038</ENT>
                    </ROW>
                    <ROW>
                        <PRTPAGE P="52489"/>
                        <ENT I="03">Cabarrus</ENT>
                        <ENT>Unincorporated areas of Cabarrus County (22-04-2503P).</ENT>
                        <ENT>Stephen M. Morris, Chair, Cabarrus County Board of Commissioners, P.O. Box 100, Harrisburg, NC 28075.</ENT>
                        <ENT>Cabarrus County Planning Services Department, 65 Church Street Southeast, Concord, NC 28025.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 19, 2024</ENT>
                        <ENT>370036</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Durham</ENT>
                        <ENT>Unincorporated areas of Durham County (23-04-5200P).</ENT>
                        <ENT>Nida Allam, Chair, Durham County Board of Commissioners, 200 East Main Street, Durham, NC 27701.</ENT>
                        <ENT>Durham City-County Planning Department, 101 City Hall Plaza, Durham, NC 27701.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 3, 2024</ENT>
                        <ENT>370085</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Gaston</ENT>
                        <ENT>City of Cherryville (23-04-4491P).</ENT>
                        <ENT>The Honorable H.L. Beam, Mayor, City of Cherryville, 116 South Mountain Street, Cherryville, NC 28021.</ENT>
                        <ENT>Planning and Zoning Department, 116 South Mountain Street, Cherryville, NC 28021.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Aug. 5, 2024</ENT>
                        <ENT>370455</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Guilford</ENT>
                        <ENT>City of Greensboro (23-04-3912P).</ENT>
                        <ENT>The Honorable Nancy Vaughan, Mayor, City of Greensboro, P.O. Box 3136, Greensboro, NC 27402.</ENT>
                        <ENT>Stormwater Planning Division, 2602 South Elm, Eugene Street, Greensboro, NC 27402.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 19, 2024</ENT>
                        <ENT>375351</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Wilkes</ENT>
                        <ENT>Town of Wilkesboro (23-04-2093P).</ENT>
                        <ENT>The Honorable Dale L. Isom, Mayor, Town of Wilkesboro, P.O. Box 1056, Wilkesboro, NC 28697.</ENT>
                        <ENT>Town Hall, 203 West Main Street, 2nd Floor, Wilkesboro, NC 28697.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Aug. 16, 2024</ENT>
                        <ENT>370259</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Tennessee: Williamson</ENT>
                        <ENT>City of Spring Hill (23-04-5418P).</ENT>
                        <ENT>The Honorable Jim Hagaman, Mayor, City of Spring Hill, 199 Town Center Parkway, Spring Hill, TN 37174.</ENT>
                        <ENT>Engineering Department, 8060 Station Hill Drive, Spring Hill, TN 37174.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 13, 2024</ENT>
                        <ENT>470278</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="22">Texas:</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Atascosa</ENT>
                        <ENT>City of Lytle (24-06-0507P).</ENT>
                        <ENT>The Honorable Ruben Gonzalez, Mayor, City of Lytle, P.O. Box 743, Lytle, TX 78052.</ENT>
                        <ENT>City Hall, 14916 Main Street, Lytle, TX 78052.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 12, 2024</ENT>
                        <ENT>480692</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Collin</ENT>
                        <ENT>City of Celina (23-06-2687P).</ENT>
                        <ENT>The Honorable Ryan Tubbs, Mayor, City of Celina, 142 North Ohio Street, Celina, TX 75009.</ENT>
                        <ENT>City Hall, 142 North Ohio Street, Celina, TX 75009.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 3, 2024</ENT>
                        <ENT>480133</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Collin</ENT>
                        <ENT>City of Frisco (24-06-0214P).</ENT>
                        <ENT>The Honorable Jeff Cheney, Mayor, City of Frisco, 6101 Frisco Square Boulevard, Frisco, TX 75034.</ENT>
                        <ENT>Engineering Development Department, 6101 Frisco Square Boulevard, Frisco, TX 75034.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 30, 2024</ENT>
                        <ENT>480134</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Collin</ENT>
                        <ENT>City of McKinney (24-06-0193P).</ENT>
                        <ENT>The Honorable George Fuller, Mayor, City of McKinney, 222 North Tennessee Street, McKinney, TX 75069.</ENT>
                        <ENT>City Hall, 222 North Tennessee Street, McKinney, TX 75069.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 30, 2024</ENT>
                        <ENT>480135</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Collin</ENT>
                        <ENT>City of McKinney (24-06-0214P).</ENT>
                        <ENT>The Honorable George Fuller, Mayor, City of McKinney, 222 North Tennessee Street, McKinney, TX 75069.</ENT>
                        <ENT>City Hall, 222 North Tennessee Street, McKinney, TX 75069.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 30, 2024</ENT>
                        <ENT>480135</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Collin</ENT>
                        <ENT>City of Melissa (24-06-0193P).</ENT>
                        <ENT>The Honorable Jay Northcut, Mayor, City of Melissa, 3411 Barker Avenue, Melissa, TX 75454.</ENT>
                        <ENT>City Hall, 3411 Barker Avenue, Melissa, TX 75454.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 30, 2024</ENT>
                        <ENT>481626</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Collin</ENT>
                        <ENT>Unincorporated areas of Collin County (23-06-2687P).</ENT>
                        <ENT>The Honorable Chris Hill, Collin County Judge, 2300 Bloomdale Road, McKinney, TX 75071.</ENT>
                        <ENT>Collin County Juvenile Justice Alternative Education Program Building, 4690 Community Avenue, McKinney, TX 75071.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 3, 2024</ENT>
                        <ENT>480130</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Collin</ENT>
                        <ENT>Unincorporated areas of Collin County (24-06-0193P).</ENT>
                        <ENT>The Honorable Chris Hill, Collin County Judge, 2300 Bloomdale Road, Suite 4192, McKinney, TX 75071.</ENT>
                        <ENT>Collin County Juvenile Justice Alternative Education Program Building, 4690 Community Avenue, McKinney, TX 75071.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 30, 2024</ENT>
                        <ENT>480130</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Dallas</ENT>
                        <ENT>City of Wilmer (24-06-0159P).</ENT>
                        <ENT>The Honorable Sheila Petta, Mayor, City of Wilmer, 128 North Dallas Avenue, Wilmer, TX 75172.</ENT>
                        <ENT>City Hall, 128 North Dallas Avenue, Wilmer, TX 75172.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 30, 2024</ENT>
                        <ENT>480190</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Dallas</ENT>
                        <ENT>Unincorporated areas of Dallas County (24-06-0159P).</ENT>
                        <ENT>The Honorable Clay Lewis Jenkins, Dallas County Judge, 500 Elm Street, Suite 7000, Dallas, TX 75202.</ENT>
                        <ENT>Dallas County Records Building, 500 Elm Street, Suite 5300, Dallas, TX 75202.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 30, 2024</ENT>
                        <ENT>480165</ENT>
                    </ROW>
                    <ROW>
                        <PRTPAGE P="52490"/>
                        <ENT I="03">Guadalupe</ENT>
                        <ENT>Unincorporated areas of Guadalupe County (23-06-2723P).</ENT>
                        <ENT>The Honorable Kyle Kutscher, Guadalupe County Judge, 101 East Court Street, Seguin, TX 78155.</ENT>
                        <ENT>Guadalupe County Environmental Health Department, 310 Interstate Highway 10 West, Seguin, TX 78155.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 23, 2024</ENT>
                        <ENT>480266</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Johnson</ENT>
                        <ENT>Unincorporated areas of Johnson County (23-06-1788P).</ENT>
                        <ENT>The Honorable Christopher Boedeker, Johnson County Judge, 2 North Main Street, Cleburne, TX 76033.</ENT>
                        <ENT>Johnson County Public Works Department, 2 North Mill Street, Suite 305, Cleburne, TX 76033.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 30, 2024</ENT>
                        <ENT>480879</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Medina</ENT>
                        <ENT>City of Castroville (23-06-2481P).</ENT>
                        <ENT>The Honorable Darrin Schroeder, Mayor, City of Castroville, 1209 Fiorella Street, Castroville, TX 78009.</ENT>
                        <ENT>Municipal Court, 1209 Fiorella Street, Castroville, TX 78009.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 20, 2024</ENT>
                        <ENT>480932</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Medina</ENT>
                        <ENT>Unincorporated areas of Medina County (23-06-2481P).</ENT>
                        <ENT>The Honorable Keith Lutz, Medina County Judge, 1300 Avenue M, Room 250, Hondo, TX 78861.</ENT>
                        <ENT>Medina County Courthouse, 1100 16th Street, Hondo, TX 78861.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 20, 2024</ENT>
                        <ENT>480472</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="03">Tarrant</ENT>
                        <ENT>City of Fort Worth (23-06-2685P).</ENT>
                        <ENT>The Honorable Mattie Parker, Mayor, City of Fort Worth, 200 Texas Street, Fort Worth, TX 76102.</ENT>
                        <ENT>City Hall, 200 Texas Street, Fort Worth, TX 76102.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Sep. 30, 2024</ENT>
                        <ENT>480596</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Vermont: Windham</ENT>
                        <ENT>Town of Brattleboro (23-01-0632P).</ENT>
                        <ENT>John R. Potter, Manager, Town of Brattleboro, 230 Main Street, Suite 208, Brattleboro, VT 05301.</ENT>
                        <ENT>Planning Services Department, 230 Main Street, Suite 202, Brattleboro, VT 05301.</ENT>
                        <ENT>
                            <E T="03">https://msc.fema.gov/portal/advanceSearch.</E>
                        </ENT>
                        <ENT>Oct. 3, 2024</ENT>
                        <ENT>500126</ENT>
                    </ROW>
                </GPOTABLE>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13773 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 9110-12-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF HOMELAND SECURITY</AGENCY>
                <DEPDOC>[Docket No. CISA-2024-0018]</DEPDOC>
                <SUBJECT>Agency Information Collection Activities: Title of Collection: CISA Industry Engagement Registration &amp; Account in ServiceNow; Collection Instrument: CISA Industry Engagement Registration &amp; Account Form</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Cybersecurity and Infrastructure Security Agency (CISA), Department of Homeland Security (DHS).</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>60-Day notice of information collection; request for comments; new information collection (request for a new OMB Control Number 1670-NEW).</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>The Office of the Chief Acquisition Executive (OCAE) within Cybersecurity and Infrastructure Security Agency (CISA) submits the following information for a new Information Collection Request (ICR) to the Office of Management and Budget (OMB) for review and clearance.</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Comments are encouraged and will be accepted until August 23, 2024.</P>
                    <P>Submissions received after the deadline for receiving comments may not be considered.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        You may submit comments, identified by docket number Docket # CISA-2024-0018, by following the instructions below for submitting comment via the Federal eRulemaking Portal at 
                        <E T="03">http://www.regulations.gov.</E>
                    </P>
                    <P>
                        <E T="03">Instructions:</E>
                         All comments received must include the agency name and docket number Docket # CISA-2024-0018. All comments received will be posted without change to 
                        <E T="03">http://www.regulations.gov,</E>
                         including any personal information provided.
                    </P>
                    <P>
                        <E T="03">Docket:</E>
                         For access to the docket to read background documents or comments received, go to 
                        <E T="03">http://www.regulations.gov.</E>
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Anne Schons, 202-531-1882, 
                        <E T="03">anne.schons@cisa.dhs.gov.</E>
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>CISA's Office of the Chief Acquisition Executive (OCAE) seeks to automate the collection of information of vendors wishing to engage with CISA through a new industry engagement registration and account creation process in ServiceNow.</P>
                <P>
                    CISA's authority for the collection of this information exists in Federal Acquisition Regulation (FAR) part 15.201 (48 CFR 15.201), 
                    <E T="03">Exchanges with industry before receipt of proposals.</E>
                </P>
                <P>By vendors registering in the system and creating an account, the CISA Industry Engagement Program will then facilitate equitable, efficient, and effective interactions between those vendors possessing innovative capabilities to advance CISA's mission and internal CISA stakeholders. Additionally, the information collected allows the CISA Industry Engagement team to maintain an internal database of vendor capabilities, serving as a vital reference for CISA to identify potential partners and solutions that align with its operational needs and objectives.</P>
                <P>The Office of Management and Budget is particularly interested in comments which:</P>
                <P>1. Evaluate whether the proposed collection of information is necessary for the proper performance of the functions of the agency, including whether the information will have practical utility;</P>
                <P>2. Evaluate the accuracy of the agency's estimate of the burden of the proposed collection of information, including the validity of the methodology and assumptions used;</P>
                <P>3. Enhance the quality, utility, and clarity of the information to be collected; and</P>
                <P>
                    4. Minimize the burden of the collection of information on those who are to respond, including through the use of appropriate automated, electronic, mechanical, or other technological collection techniques or other forms of information technology, 
                    <E T="03">e.g.,</E>
                     permitting electronic submissions of responses.
                </P>
                <HD SOURCE="HD1">Analysis</HD>
                <P>
                    <E T="03">Agency:</E>
                     Cybersecurity and Infrastructure Security Agency (CISA), Department of Homeland Security (DHS).
                </P>
                <P>
                    <E T="03">Title:</E>
                     CISA Industry Capability Questionnaire. 
                    <PRTPAGE P="52491"/>
                </P>
                <P>
                    <E T="03">OMB Number:</E>
                     1670-NEW. 
                </P>
                <P>
                    <E T="03">Frequency:</E>
                     Annually. 
                </P>
                <P>
                    <E T="03">Affected Public:</E>
                     Private sector businesses. 
                </P>
                <P>
                    <E T="03">Number of Respondents:</E>
                     Estimated 420 responses per year. 
                </P>
                <P>
                    <E T="03">Estimated Time per Respondent:</E>
                     30 minutes. 
                </P>
                <P>
                    <E T="03">Total Burden Hours:</E>
                     210 hours. 
                </P>
                <P>
                    <E T="03">Annualized Cost:</E>
                     $8,883.
                </P>
                <P>
                    <E T="03">Annualized Cost to Government:</E>
                     $10,040.
                </P>
                <SIG>
                    <NAME>Robert J. Costello, </NAME>
                    <TITLE>Chief Information Officer,  Department of Homeland Security,  Cybersecurity and Infrastructure Security Agency.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13772 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 9111-LF-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="N">DEPARTMENT OF THE INTERIOR</AGENCY>
                <SUBAGY>Fish and Wildlife Service</SUBAGY>
                <DEPDOC>[Docket No. FWS-R4-ES-2024-0086; FXES11140400000-245-FF04EF4000]</DEPDOC>
                <SUBJECT>Receipt of Incidental Take Permit Application and Proposed Habitat Conservation Plan for the Sand Skink; Orange County, FL; Categorical Exclusion</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Fish and Wildlife Service, Interior.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice of availability; request for comments.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>We, the Fish and Wildlife Service (Service), announce receipt of an application from Columnar Partnership Holding I, LLC (Withers Elementary School) (applicant) for an incidental take permit (ITP) under the Endangered Species Act. The applicant requests the ITP to take the federally listed sand skink incidental to the construction of an elementary school in Orange County, Florida. We request public comment on the application, which includes the applicant's proposed habitat conservation plan (HCP), and on the Service's preliminary determination that the proposed permitting action may be eligible for a categorical exclusion pursuant to the Council on Environmental Quality's National Environmental Policy Act (NEPA) regulations, the Department of the Interior's (DOI) NEPA regulations, and the DOI Departmental Manual. To make this preliminary determination, we prepared a draft environmental action statement and low-effect screening form, both of which are also available for public review. We invite comment from the public and local, State, Tribal, and Federal agencies.</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>We must receive your written comments on or before July 24, 2024.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P/>
                    <P>
                        <E T="03">Obtaining Documents:</E>
                         The documents this notice announces, as well as any comments and other materials that we receive, will be available for public inspection online in Docket No. FWS-R4-ES-2024-0086 at 
                        <E T="03">https://www.regulations.gov</E>
                        .
                    </P>
                    <P>
                        <E T="03">Submitting Comments:</E>
                         If you wish to submit comments on any of the documents, you may do so in writing by one of the following methods:
                    </P>
                    <P>
                        • 
                        <E T="03">Online: https://www.regulations.gov</E>
                        . Follow the instructions for submitting comments on Docket No. FWS-R4-ES-2024-0086.
                    </P>
                    <P>
                        • 
                        <E T="03">U.S. mail:</E>
                         Public Comments Processing, Attn: Docket No. FWS-R4-ES-2024-0086; U.S. Fish and Wildlife Service, MS: PRB/3W, 5275 Leesburg Pike, Falls Church, VA 22041-3803.
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Erin Gawera, by U.S. mail (see 
                        <E T="02">ADDRESSES</E>
                        ), by telephone at 904-404-2464, or via email at 
                        <E T="03">erin_gawera@fws.gov</E>
                        . Individuals in the United States who are deaf, deafblind, hard of hearing, or have a speech disability may dial 711 (TTY, TDD, or TeleBraille) to access telecommunications relay services. Individuals outside the United States should use the relay services offered within their country to make international calls to the point-of-contact in the United States.
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>
                    We, the Fish and Wildlife Service (Service), announce receipt of an application from Columnar Partnership Holding I, LLC (Withers Elementary School) (applicant) for an incidental take permit (ITP) under the Endangered Species Act of 1973, as amended (ESA; 16 U.S.C. 1531 
                    <E T="03">et seq.</E>
                    ). The applicant requests the ITP to take the sand skink (
                    <E T="03">Neoseps reynoldsi</E>
                    ) (skink), listed as threatened under the ESA, incidental to the construction and operation of an elementary school in Orange County, Florida. We request public comment on the application, which includes the applicant's habitat conservation plan (HCP), and on the Service's preliminary determination that this proposed ITP qualifies as low effect, and may qualify for a categorical exclusion pursuant to the Council on Environmental Quality's National Environmental Policy Act (NEPA) regulations (40 CFR 1501.4), the Department of the Interior's (DOI) NEPA regulations (43 CFR 46), and the DOI's Departmental Manual (516 DM 8.5(C)(2)). To make this preliminary determination, we prepared a draft environmental action statement and low-effect screening form, both of which are also available for public review.
                </P>
                <HD SOURCE="HD1">Proposed Project</HD>
                <P>The applicant requests a 5-year ITP to take skinks via the conversion of approximately 0.7 acres (ac) of occupied nesting, foraging, and sheltering skink habitat incidental to the construction and operation of an elementary school on 15.00 ac on Parcel #29-24-27-7805-19-002 in Section 29, Township 24 South, Range 27 East, Orange County, Florida. The applicant proposes to mitigate for take of the skinks by purchasing credits equivalent to 1.40 ac of skink-occupied habitat within the Lake Wales Ridge Conservation Bank or another Service-approved conservation bank. The Service would require the applicant to purchase the credits prior to engaging in any phase of the project.</P>
                <HD SOURCE="HD1">Our Preliminary Determination</HD>
                <P>
                    The Service has made a preliminary determination that the applicant's proposed project—including the construction of the buildings and associated infrastructure (
                    <E T="03">e.g.,</E>
                     electric, water, and sewer lines)—would individually and cumulatively have a minor effect on the skinks and the human environment. Therefore, we have preliminarily determined that the proposed ESA section 10(a)(1)(B) permit would be a low-effect ITP that individually or cumulatively would have a minor effect on the sand skink and may qualify for application of a categorical exclusion pursuant to the Council on Environmental Quality's NEPA regulations, DOI's NEPA regulations, and the DOI Departmental Manual. A low-effect incidental take permit is one that would result in (1) minor or nonsignificant effects on species covered in the HCP; (2) nonsignificant effects on the human environment; and (3) impacts that, when added together with the impacts of other past, present, and reasonably foreseeable actions, would not result in significant cumulative effects to the human environment.
                </P>
                <HD SOURCE="HD1">Next Steps</HD>
                <P>
                    The Service will evaluate the application and the comments to determine whether to issue the requested permit. We will also conduct an intra-Service consultation pursuant to section 7 of the ESA to evaluate the effects of the proposed take. After considering the preceding and other matters, we will determine whether the permit issuance criteria of section 10(a)(1)(B) of the ESA have been met. If met, the Service will issue ITP number PER6167047 to Columnar Partnership Holding I, LLC (Withers Elementary School).
                    <PRTPAGE P="52492"/>
                </P>
                <HD SOURCE="HD1">Public Availability of Comments</HD>
                <P>
                    Before including your address, phone number, email address, or other personal identifying information in your comment, be aware that your entire comment, including your personal identifying information, may be made available to the public. If you submit a comment at 
                    <E T="03">https://www.regulations.gov,</E>
                     your entire comment, including any personal identifying information, will be posted on the website. If you submit a hardcopy comment that includes personal identifying information, such as your address, phone number, or email address, you may request at the top of your document that we withhold this information from public review. However, we cannot guarantee that we will be able to do so. Moreover, all submissions from organizations or businesses, and from individuals identifying themselves as representatives or officials of organizations or businesses, will be made available for public disclosure in their entirety.
                </P>
                <HD SOURCE="HD1">Authority</HD>
                <P>
                    The Service provides this notice under section 10(c) of the Endangered Species Act (16 U.S.C. 1531 
                    <E T="03">et seq.</E>
                    ) and its implementing regulations (50 CFR 17.32) and the National Environmental Policy Act (42 U.S.C. 4321 
                    <E T="03">et seq.</E>
                    ) and its implementing regulations (40 CFR part 1500-1508 and 43 CFR part 46).
                </P>
                <SIG>
                    <NAME>Robert L. Carey,</NAME>
                    <TITLE>Manager, Division of Environmental Review, Florida Ecological Services Field Office.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13754 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4333-15-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF THE INTERIOR</AGENCY>
                <SUBAGY>Fish and Wildlife Service</SUBAGY>
                <DEPDOC>[Docket No. FWS-R4-ES-2024-0087; FXES11140400000-245-FF04EF4000]</DEPDOC>
                <SUBJECT>Receipt of Incidental Take Permit Application and Proposed Habitat Conservation Plan for the Sand Skink and Blue-Tailed Mole Skink; Polk County, FL; Categorical Exclusion</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Fish and Wildlife Service, Interior.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice of availability; request for comment.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>We, the Fish and Wildlife Service (Service), announce receipt of an application from SAR Industries, LLC (applicant) for an incidental take permit (ITP) under the Endangered Species Act. The applicant requests the ITP to take the federally listed sand skink and bluetail mole skink (skinks) incidental to the construction of a commercial industrial development in Polk County, Florida. We request public comment on the application, which includes the applicant's proposed habitat conservation plan (HCP), and on the Service's preliminary determination that the proposed permitting action may be eligible for a categorical exclusion pursuant to the Council on Environmental Quality's National Environmental Policy Act (NEPA) regulations, the Department of the Interior's (DOI) NEPA regulations, and the DOI Departmental Manual. To make this preliminary determination, we prepared a draft environmental action statement and low-effect screening form, both of which are also available for public review. We invite comment from the public and local, State, Tribal, and Federal agencies.</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>We must receive your written comments on or before July 24, 2024.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P/>
                    <P>
                        <E T="03">Obtaining Documents:</E>
                         The documents this notice announces, as well as any comments and other materials that we receive, will be available for public inspection online in Docket No. FWS-R4-ES-2024-0087 at 
                        <E T="03">https://www.regulations.gov.</E>
                    </P>
                    <P>
                        <E T="03">Submitting Comments:</E>
                         If you wish to submit comments on any of the documents, you may do so in writing by one of the following methods:
                    </P>
                    <P>
                        • 
                        <E T="03">Online: https://www.regulations.gov.</E>
                         Follow the instructions for submitting comments on Docket No. FWS-R4-ES-2024-0087.
                    </P>
                    <P>
                        • 
                        <E T="03">U.S. mail:</E>
                         Public Comments Processing, Attn: Docket No. FWS-R4-ES-2024-0087; U.S. Fish and Wildlife Service, MS: PRB/3W, 5275 Leesburg Pike, Falls Church, VA 22041-3803.
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Erin Gawera, by U.S. mail (see 
                        <E T="02">ADDRESSES</E>
                        ), by telephone at 904-404-2464, or via email at 
                        <E T="03">erin_gawera@fws.gov.</E>
                         Individuals in the United States who are deaf, deafblind, hard of hearing, or have a speech disability may dial 711 (TTY, TDD, or TeleBraille) to access telecommunications relay services. Individuals outside the United States should use the relay services offered within their country to make international calls to the point-of-contact in the United States.
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>
                    We, the Fish and Wildlife Service (Service), announce receipt of an application from SAR Industries, LLC (applicant) for an incidental take permit (ITP) under the Endangered Species Act of 1973, as amended (ESA; 16 U.S.C. 1531 
                    <E T="03">et seq.</E>
                    ). The applicant requests the ITP to take the sand skink (
                    <E T="03">Neoseps reynoldsi</E>
                    ) and bluetail mole skink (
                    <E T="03">Eumeces egregius lividus</E>
                    ) (skinks), both listed as threatened under the ESA, incidental to the construction and operation of a commercial industrial development in Polk County, Florida. We request public comment on the application, which includes the applicant's habitat conservation plan (HCP), and on the Service's preliminary determination that this proposed ITP qualifies as low effect, and may qualify for a categorical exclusion pursuant to the Council on Environmental Quality's National Environmental Policy Act (NEPA) regulations (40 CFR 1501.4), the Department of the Interior's (DOI) NEPA regulations (43 CFR 46), and the DOI's Departmental Manual (516 DM 8.5(C)(2)). To make this preliminary determination, we prepared a draft environmental action statement and low-effect screening form, both of which are also available for public review.
                </P>
                <HD SOURCE="HD1">Proposed Project</HD>
                <P>The applicant requests a 10-year ITP to take skinks via the conversion of approximately 1.63 acres (ac) of occupied nesting, foraging, and sheltering skink habitat incidental to the construction and operation of a commercial industrial development on 91.51 ac on Parcel 27-26-14-000000-022010 in Section 14, Township 26 S, Range 27 E, Polk County, Florida. The applicant proposes to mitigate for take of the skinks by purchasing credits equivalent to 3.26 ac of skink-occupied habitat within the Lake Wales Ridge Conservation Bank or another Service-approved conservation bank. The Service would require the applicant to purchase the credits prior to engaging in any phase of the project.</P>
                <HD SOURCE="HD1">Our Preliminary Determination</HD>
                <P>
                    The Service has made a preliminary determination that the applicant's proposed project—including the construction of the buildings and associated infrastructure (
                    <E T="03">e.g.,</E>
                     electric, water, and sewer lines)—would individually and cumulatively have a minor effect on the skinks and the human environment. Therefore, we have preliminarily determined that the proposed ESA section 10(a)(1)(B) permit would be a low-effect ITP that individually or cumulatively would have a minor effect on the skinks and may qualify for application of a categorical exclusion pursuant to the Council on Environmental Quality's NEPA regulations, DOI's NEPA regulations, and the DOI Departmental Manual. A low-effect incidental take 
                    <PRTPAGE P="52493"/>
                    permit is one that would result in (1) minor or nonsignificant effects on species covered in the HCP; (2) nonsignificant effects on the human environment; and (3) impacts that, when added together with the impacts of other past, present, and reasonably foreseeable actions, would not result in significant cumulative effects to the human environment.
                </P>
                <HD SOURCE="HD1">Next Steps</HD>
                <P>The Service will evaluate the application and the comments to determine whether to issue the requested permit. We will also conduct an intra-Service consultation pursuant to section 7 of the ESA to evaluate the effects of the proposed take. After considering the preceding and other matters, we will determine whether the permit issuance criteria of section 10(a)(1)(B) of the ESA have been met. If met, the Service will issue ITP number PER6735592 to SAR Industries, LLC.</P>
                <HD SOURCE="HD1">Public Availability of Comments</HD>
                <P>
                    Before including your address, phone number, email address, or other personal identifying information in your comment, be aware that your entire comment, including your personal identifying information, may be made available to the public. If you submit a comment at 
                    <E T="03">https://www.regulations.gov,</E>
                     your entire comment, including any personal identifying information, will be posted on the website. If you submit a hardcopy comment that includes personal identifying information, such as your address, phone number, or email address, you may request at the top of your document that we withhold this information from public review. However, we cannot guarantee that we will be able to do so. Moreover, all submissions from organizations or businesses, and from individuals identifying themselves as representatives or officials of organizations or businesses, will be made available for public disclosure in their entirety.
                </P>
                <HD SOURCE="HD1">Authority</HD>
                <P>
                    The Service provides this notice under section 10(c) of the Endangered Species Act (16 U.S.C. 1531 
                    <E T="03">et seq.</E>
                    ) and its implementing regulations (50 CFR 17.32) and the National Environmental Policy Act (42 U.S.C. 4321 
                    <E T="03">et seq.</E>
                    ) and its implementing regulations (40 CFR 1500-1508 and 43 CFR 46).
                </P>
                <SIG>
                    <NAME>Robert L. Carey,</NAME>
                    <TITLE>Manager, Division of Environmental Review, Florida Ecological Services Field Office.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13750 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4333-15-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF THE INTERIOR</AGENCY>
                <SUBAGY>Fish and Wildlife Service</SUBAGY>
                <DEPDOC>[Docket No. FWS-R4-ES-2024-0085; FXES11140400000-245-FF04EF4000]</DEPDOC>
                <SUBJECT>Receipt of Incidental Take Permit Application and Proposed Habitat Conservation Plan for the Sand Skink; Polk County, FL; Categorical Exclusion</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Fish and Wildlife Service, Interior.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice of availability; request for comments.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>We, the Fish and Wildlife Service (Service), announce receipt of an application from Vivek Investment Corporation (Watersong Phase III) (applicant) for an incidental take permit (ITP) under the Endangered Species Act. The applicant requests the ITP to take the federally listed sand skink and bluetail mole skink (skinks) incidental to the construction of a residential development in Polk County, Florida. We request public comment on the application, which includes the applicant's proposed habitat conservation plan (HCP), and on the Service's preliminary determination that the proposed permitting action may be eligible for a categorical exclusion pursuant to the Council on Environmental Quality's National Environmental Policy Act (NEPA) regulations, the Department of the Interior's (DOI) NEPA regulations, and the DOI Departmental Manual. To make this preliminary determination, we prepared a draft environmental action statement and low-effect screening form, both of which are also available for public review. We invite comment from the public and local, State, Tribal, and Federal agencies.</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>We must receive your written comments on or before July 24, 2024.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P/>
                    <P>
                        <E T="03">Obtaining Documents:</E>
                         The documents this notice announces, as well as any comments and other materials that we receive, will be available for public inspection online in Docket No. FWS-R4-ES-2024-0085 at 
                        <E T="03">https://www.regulations.gov.</E>
                    </P>
                    <P>
                        <E T="03">Submitting Comments:</E>
                         If you wish to submit comments on any of the documents, you may do so in writing by one of the following methods:
                    </P>
                    <P>
                        • 
                        <E T="03">Online: https://www.regulations.gov.</E>
                         Follow the instructions for submitting comments on Docket No. FWS-R4-ES-2024-0085.
                    </P>
                    <P>
                        • 
                        <E T="03">U.S. mail:</E>
                         Public Comments Processing, Attn: Docket No. FWS-R4-ES-2024-0085; U.S. Fish and Wildlife Service, MS: PRB/3W, 5275 Leesburg Pike, Falls Church, VA 22041-3803.
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Erin Gawera, by U.S. mail (see 
                        <E T="02">ADDRESSES</E>
                        ), by telephone at 904-404-2464, or via email at 
                        <E T="03">erin_gawera@fws.gov.</E>
                         Individuals in the United States who are deaf, deafblind, hard of hearing, or have a speech disability may dial 711 (TTY, TDD, or TeleBraille) to access telecommunications relay services. Individuals outside the United States should use the relay services offered within their country to make international calls to the point-of-contact in the United States.
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>
                    We, the Fish and Wildlife Service (Service), announce receipt of an application from Vivek Investment Corporation (Watersong Phase III) (applicant) for an incidental take permit (ITP) under the Endangered Species Act of 1973, as amended (ESA; 16 U.S.C. 1531 
                    <E T="03">et seq.</E>
                    ). The applicant requests the ITP to take the federally listed sand skink (
                    <E T="03">Neoseps reynoldsi</E>
                    ) and bluetail mole skink (
                    <E T="03">Eumeces egregius lividus</E>
                    ) (skinks), both of which are listed as threatened under the ESA, incidental to the construction and operation of a residential development in Polk County, Florida. We request public comment on the application, which includes the applicant's habitat conservation plan (HCP), and on the Service's preliminary determination that this proposed ITP qualifies as low effect, and may qualify for a categorical exclusion pursuant to the Council on Environmental Quality's National Environmental Policy Act (NEPA) regulations (40 CFR 1501.4), the Department of the Interior's (DOI) NEPA regulations (43 CFR 46), and the DOI's Departmental Manual (516 DM 8.5(C)(2)). To make this preliminary determination, we prepared a draft environmental action statement and low-effect screening form, both of which are also available for public review.
                </P>
                <HD SOURCE="HD1">Proposed Project</HD>
                <P>
                    The applicant requests a 10-year ITP to take skinks via the conversion of approximately 1.82 acres (ac) of occupied nesting, foraging, and sheltering skink habitat incidental to the construction and operation of a residential development on 102.99 ac on 
                    <PRTPAGE P="52494"/>
                    Parcel 27-26-24-706192-002760 in Section 24, Township 26 S, Range 27 E, Polk County, Florida. The applicant proposes to mitigate for take of the skinks by purchasing credits equivalent to 3.62 ac of skink-occupied habitat within the Lake Wales Ridge Conservation Bank or another Service-approved conservation bank. The Service would require the applicant to purchase the credits prior to engaging in any phase of the project.
                </P>
                <HD SOURCE="HD1">Our Preliminary Determination</HD>
                <P>
                    The Service has made a preliminary determination that the applicant's project—including the construction of the buildings and associated infrastructure (
                    <E T="03">e.g.,</E>
                     electric, water, and sewer lines)—would individually and cumulatively have a minor effect on the skinks and the environment. Therefore, we have preliminarily determined that the proposed ESA section 10(a)(1)(B) permit would be a low-effect ITP that individually or cumulatively would have a minor effect on the skinks and may qualify for application of a categorical exclusion pursuant to the Council on Environmental Quality's NEPA regulations, DOI's NEPA regulations, and the DOI Departmental Manual. A low-effect incidental take permit is one that would result in (1) minor or nonsignificant effects on species covered in the HCP; (2) nonsignificant effects on the human environment; and (3) impacts that, when added together with the impacts of other past, present, and reasonably foreseeable actions, would not result in significant cumulative effects to the human environment.
                </P>
                <HD SOURCE="HD1">Next Steps</HD>
                <P>The Service will evaluate the application and the comments to determine whether to issue the requested permit. We will also conduct an intra-Service consultation pursuant to section 7 of the ESA to evaluate the effects of the proposed take. After considering the preceding and other matters, we will determine whether the permit issuance criteria of section 10(a)(1)(B) of the ESA have been met. If met, the Service will issue ITP number PER6735377 to Vivek Investment Corporation (Watersong Phase III).</P>
                <HD SOURCE="HD1">Public Availability of Comments</HD>
                <P>
                    Before including your address, phone number, email address, or other personal identifying information in your comment, be aware that your entire comment, including your personal identifying information, may be made available to the public. If you submit a comment at 
                    <E T="03">https://www.regulations.gov,</E>
                     your entire comment, including any personal identifying information, will be posted on the website. If you submit a hardcopy comment that includes personal identifying information, such as your address, phone number, or email address, you may request at the top of your document that we withhold this information from public review. However, we cannot guarantee that we will be able to do so. Moreover, all submissions from organizations or businesses, and from individuals identifying themselves as representatives or officials of organizations or businesses, will be made available for public disclosure in their entirety.
                </P>
                <HD SOURCE="HD1">Authority</HD>
                <P>
                    The Service provides this notice under section 10(c) of the Endangered Species Act (16 U.S.C. 1531 
                    <E T="03">et seq.</E>
                    ) and its implementing regulations (50 CFR 17.32) and the National Environmental Policy Act (42 U.S.C. 4321 
                    <E T="03">et seq.</E>
                    ) and its implementing regulations (40 CFR parts 1500-1508 and 43 CFR part 46).
                </P>
                <SIG>
                    <NAME>Robert L. Carey,</NAME>
                    <TITLE>Manager, Division of Environmental Review, Florida Ecological Services Field Office.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13753 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4333-15-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF THE INTERIOR</AGENCY>
                <SUBAGY>Fish and Wildlife Service</SUBAGY>
                <DEPDOC>[Docket No. FWS-R4-ES-2024-0091; FXES11140400000-245-FF04EF4000]</DEPDOC>
                <SUBJECT>Receipt of Incidental Take Permit Application and Proposed Habitat Conservation Plan for the Sand Skink and Blue-Tailed Mole-Skink; Polk County, FL; Categorical Exclusion</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Fish and Wildlife Service, Interior.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice of availability; request for comment.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>
                        We, the Fish and Wildlife Service (Service), announce receipt of an application from Advanced Drainage Systems, Inc. (applicant) for an incidental take permit (ITP) under the Endangered Species Act. The applicant requests the ITP to take the federally listed sand skink (
                        <E T="03">Plestiodon reynoldsi</E>
                        ) and blue-tailed mole skink (
                        <E T="03">Eumeces egregius lividus</E>
                        ) incidental to the construction of an industrial facility in Polk County, Florida. We request public comment on the application, which includes the applicant's proposed habitat conservation plan (HCP), and on the Service's preliminary determination that the proposed permitting action may be eligible for a categorical exclusion pursuant to the Council on Environmental Quality's National Environmental Policy Act (NEPA) regulations, the Department of the Interior's (DOI) NEPA regulations, and the DOI Departmental Manual. To make this preliminary determination, we prepared a draft environmental action statement and low-effect screening form, both of which are also available for public review. We invite comment from the public and local, State, Tribal, and Federal agencies.
                    </P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>We must receive your written comments on or before July 24, 2024.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P/>
                    <P>
                        <E T="03">Obtaining Documents:</E>
                         The documents this notice announces, as well as any comments and other materials that we receive, will be available for public inspection online in Docket No. FWS-R4-ES-2024-0091 at 
                        <E T="03">https://www.regulations.gov.</E>
                    </P>
                    <P>
                        <E T="03">Submitting Comments:</E>
                         If you wish to submit comments on any of the documents, you may do so in writing by one of the following methods:
                    </P>
                    <P>
                        • 
                        <E T="03">Online: https://www.regulations.gov.</E>
                         Follow the instructions for submitting comments on Docket No. FWS-R4-ES-2024-0091.
                    </P>
                    <P>
                        • 
                        <E T="03">U.S. mail:</E>
                         Public Comments Processing, Attn: Docket No. FWS-R4-ES-2024-0091; U.S. Fish and Wildlife Service, MS: PRB/3W, 5275 Leesburg Pike, Falls Church, VA 22041-3803.
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Al Begazo, by U.S. mail (see 
                        <E T="02">ADDRESSES</E>
                        ), by telephone at 772-226-8134, or via email at 
                        <E T="03">alfredo_begazo@fws.gov.</E>
                         Individuals in the United States who are deaf, deafblind, hard of hearing, or have a speech disability may dial 711 (TTY, TDD, or TeleBraille) to access telecommunications relay services. Individuals outside the United States should use the relay services offered within their country to make international calls to the point-of-contact in the United States.
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>
                    We, the Fish and Wildlife Service (Service), announce receipt of an application from Advanced Drainage Systems, Inc. (applicant) for an incidental take permit (ITP) under the Endangered Species Act of 1973, as amended (ESA; 16 U.S.C. 1531 
                    <E T="03">et seq.</E>
                    ). The applicant requests the ITP to take the sand skink (
                    <E T="03">Plestiodon reynoldsi</E>
                    ) and blue-tailed mole skink (
                    <E T="03">Eumeces egregius lividus</E>
                    ) (skinks), federally listed as threatened under the ESA, incidental to the construction and operation of an industrial facility in Polk County, Florida. We request public comment on the application, which 
                    <PRTPAGE P="52495"/>
                    includes the applicant's habitat conservation plan (HCP), and on the Service's preliminary determination that this proposed ITP qualifies as low effect, and may qualify for a categorical exclusion pursuant to the Council on Environmental Quality's National Environmental Policy Act (NEPA) regulations (40 CFR 1501.4), the Department of the Interior's (DOI) NEPA regulations (43 CFR 46), and the DOI's Departmental Manual (516 DM 8.5(C)(2)). To make this preliminary determination, we prepared a draft environmental action statement and low-effect screening form, both of which are also available for public review.
                </P>
                <HD SOURCE="HD1">Proposed Project</HD>
                <P>The applicant requests a 5-year ITP to take skinks via the conversion of approximately 2 acres (ac) of occupied nesting, foraging, and sheltering skink habitat incidental to the construction and operation of an industrial facility on 2 ac on Polk County Parcels 28-30-18-000000-034040 and 28-30-18-000000-034050 in Section 18, Township 30 South, and Range 28 East, Polk County, Florida. The applicant proposes to mitigate for take of skinks through the purchase 4 ac of conservation credits (in accordance with the Service's 2:1 mitigation ratio guidelines) from a Service-authorized conservation bank prior to engaging in any phase of the project.</P>
                <HD SOURCE="HD1">Our Preliminary Determination</HD>
                <P>
                    The Service has made a preliminary determination that the applicant's proposed project, including the construction of the buildings and associated infrastructure (
                    <E T="03">e.g.,</E>
                     electric, water, and sewer lines), would individually and cumulatively have a minor effect on the skinks and the human environment. Therefore, we have preliminarily determined that the proposed ESA section 10(a)(1)(B) permit would be a low-effect ITP that individually or cumulatively would have a minor effect on the skinks and may qualify for application of a categorical exclusion pursuant to the Council on Environmental Quality's NEPA regulations, DOI's NEPA regulations, and the DOI Departmental Manual. A low-effect ITP is one that would result in (1) minor or nonsignificant effects on species covered in the HCP; (2) nonsignificant effects on the human environment; and (3) impacts that, when added together with the impacts of other past, present, and reasonably foreseeable actions, would not result in significant cumulative effects to the human environment.
                </P>
                <HD SOURCE="HD1">Next Steps</HD>
                <P>The Service will evaluate the application and the comments to determine whether to issue the requested ITP. We will also conduct an intra-Service consultation pursuant to section 7 of the ESA to evaluate the effects of the proposed take. After considering the preceding and other matters, we will determine whether the permit issuance criteria of section 10(a)(1)(B) of the ESA have been met. If met, the Service will issue ITP number PER10681278 to Advanced Drainage Systems, Inc.</P>
                <HD SOURCE="HD1">Public Availability of Comments</HD>
                <P>
                    Before including your address, phone number, email address, or other personal identifying information in your comment, be aware that your entire comment, including your personal identifying information, may be made available to the public. If you submit a comment at 
                    <E T="03">https://www.regulations.gov,</E>
                     your entire comment, including any personal identifying information, will be posted on the website. If you submit a hardcopy comment that includes personal identifying information, such as your address, phone number, or email address, you may request at the top of your document that we withhold this information from public review. However, we cannot guarantee that we will be able to do so. Moreover, all submissions from organizations or businesses, and from individuals identifying themselves as representatives or officials of organizations or businesses, will be made available for public disclosure in their entirety.
                </P>
                <HD SOURCE="HD1">Authority</HD>
                <P>
                    The Service provides this notice under section 10(c) of the Endangered Species Act (16 U.S.C. 1531 
                    <E T="03">et seq.</E>
                    ) and its implementing regulations (50 CFR 17.32) and the National Environmental Policy Act (42 U.S.C. 4321 
                    <E T="03">et seq.</E>
                    ) and its implementing regulations (40 CFR 1500-1508 and 43 CFR 46).
                </P>
                <SIG>
                    <NAME>Robert L. Carey,</NAME>
                    <TITLE>Manager, Division of Environmental Review, Florida Ecological Services Field Office.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13751 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4333-15-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF THE INTERIOR</AGENCY>
                <SUBAGY>Fish and Wildlife Service</SUBAGY>
                <DEPDOC>[Docket No. FWS-R4-ES-2024-0084; FXES11140400000-245-FF04EF4000]</DEPDOC>
                <SUBJECT>Receipt of Incidental Take Permit Application and Proposed Habitat Conservation Plan for the Scrub-Jay; Volusia County, FL; Categorical Exclusion</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Fish and Wildlife Service, Interior.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice of availability; request for comment.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>
                        We, the Fish and Wildlife Service (Service), announce receipt of an application from Edward Rose and Sons (Eloah Estates) (applicant) for an incidental take permit (ITP) under the Endangered Species Act. The applicant requests the ITP to take the federally listed scrub-jay (
                        <E T="03">Aphelocoma coerulescens</E>
                        ) incidental to the construction of a multi-family apartment complex in Volusia County, Florida. We request public comment on the application, which includes the applicant's proposed habitat conservation plan (HCP), and on the Service's preliminary determination that the proposed permitting action may be eligible for a categorical exclusion pursuant to the Council on Environmental Quality's National Environmental Policy Act (NEPA) regulations, the Department of the Interior's (DOI) NEPA regulations, and the DOI Departmental Manual. To make this preliminary determination, we prepared a draft environmental action statement and low-effect screening form, both of which are also available for public review. We invite comment from the public and local, State, Tribal, and Federal agencies.
                    </P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>We must receive your written comments on or before July 24, 2024.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P/>
                    <P>
                        <E T="03">Obtaining Documents:</E>
                         The documents this notice announces, as well as any comments and other materials that we receive, will be available for public inspection online in Docket No. FWS-R4-ES-2024-0084 at 
                        <E T="03">https://www.regulations.gov.</E>
                    </P>
                    <P>
                        <E T="03">Submitting Comments:</E>
                         If you wish to submit comments on any of the documents, you may do so in writing by one of the following methods:
                    </P>
                    <P>
                        • 
                        <E T="03">Online: https://www.regulations.gov.</E>
                         Follow the instructions for submitting comments on Docket No. FWS-R4-ES-2024-0084.
                    </P>
                    <P>
                        • 
                        <E T="03">U.S. mail:</E>
                         Public Comments Processing, Attn: Docket No. FWS-R4-ES-2024-0084; U.S. Fish and Wildlife 
                        <PRTPAGE P="52496"/>
                        Service, MS: PRB/3W, 5275 Leesburg Pike, Falls Church, VA 22041-3803.
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Erin Gawera, by U.S. mail (see 
                        <E T="02">ADDRESSES</E>
                        ), by telephone at 904-404-2464, or via email at 
                        <E T="03">erin_gawera@fws.gov.</E>
                         Individuals in the United States who are deaf, deafblind, hard of hearing, or have a speech disability may dial 711 (TTY, TDD, or TeleBraille) to access telecommunications relay services. Individuals outside the United States should use the relay services offered within their country to make international calls to the point-of-contact in the United States.
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>
                    We, the Fish and Wildlife Service (Service), announce receipt of an application from Edward Rose and Sons (Eloah Estates) (applicant) for an incidental take permit (ITP) under the Endangered Species Act of 1973, as amended (ESA; 16 U.S.C. 1531 
                    <E T="03">et seq.</E>
                    ). The applicant requests the ITP to take the scrub-jay (
                    <E T="03">Aphelocoma coerulescens</E>
                    ), federally listed as threatened under the ESA, incidental to the construction and operation of a multi-family apartment complex in Volusia County, Florida. We request public comment on the application, which includes the applicant's habitat conservation plan (HCP), and on the Service's preliminary determination that this proposed ITP qualifies as low effect, and may qualify for a categorical exclusion pursuant to the Council on Environmental Quality's National Environmental Policy Act (NEPA) regulations (40 CFR 1501.4), the Department of the Interior's (DOI) NEPA regulations (43 CFR 46), and the DOI's Departmental Manual (516 DM 8.5(C)(2)). To make this preliminary determination, we prepared a draft environmental action statement and low-effect screening form, both of which are also available for public review.
                </P>
                <HD SOURCE="HD1">Proposed Project</HD>
                <P>The applicant requests a 5-year ITP to take scrub-jays via the conversion of approximately 7.25 acres (ac) of occupied nesting, foraging, and sheltering scrub-jay habitat incidental to the construction and operation of a multi-family apartment complex on 46.61 ac on Volusia County Parcels 810800000035 and 810400000360 in Section 4 and 8, Township 18 South, Range 31 East, Volusia County. The applicant proposes to mitigate for take of the scrub-jays through the contribution of $222,241.50 to the Florida Scrub-jay Conservation Fund administered by The Nature Conservancy prior to any clearing activities. The Service would require the applicant to make this contribution prior to engaging in any phase of the project.</P>
                <HD SOURCE="HD1">Our Preliminary Determination</HD>
                <P>
                    The Service has made a preliminary determination that the applicant's proposed project—including the construction of the buildings and associated infrastructure (
                    <E T="03">e.g.,</E>
                     electric, water, and sewer lines)—would individually and cumulatively have a minor effect on the scrub-jay and the human environment. Therefore, we have preliminarily determined that the proposed ESA section 10(a)(1)(B) permit would be a low-effect ITP that individually or cumulatively would have a minor effect on the scrub-jay and may qualify for application of a categorical exclusion pursuant to the Council on Environmental Quality's NEPA regulations, DOI's NEPA regulations, and the DOI Departmental Manual. A low-effect ITP is one that would result in (1) minor or nonsignificant effects on species covered in the HCP; (2) nonsignificant effects on the human environment; and (3) impacts that, when added together with the impacts of other past, present, and reasonably foreseeable actions, would not result in significant cumulative effects to the human environment.
                </P>
                <HD SOURCE="HD1">Next Steps</HD>
                <P>The Service will evaluate the application and the comments to determine whether to issue the requested ITP. We will also conduct an intra-Service consultation pursuant to section 7 of the ESA to evaluate the effects of the proposed take. After considering the preceding and other matters, we will determine whether the permit issuance criteria of section 10(a)(1)(B) of the ESA have been met. If met, the Service will issue ITP number PER5847545 to Edward Rose and Sons (Eloah Estates).</P>
                <HD SOURCE="HD1">Public Availability of Comments</HD>
                <P>
                    Before including your address, phone number, email address, or other personal identifying information in your comment, be aware that your entire comment, including your personal identifying information, may be made available to the public. If you submit a comment at 
                    <E T="03">https://www.regulations.gov,</E>
                     your entire comment, including any personal identifying information, will be posted on the website. If you submit a hardcopy comment that includes personal identifying information, such as your address, phone number, or email address, you may request at the top of your document that we withhold this information from public review. However, we cannot guarantee that we will be able to do so. Moreover, all submissions from organizations or businesses, and from individuals identifying themselves as representatives or officials of organizations or businesses, will be made available for public disclosure in their entirety.
                </P>
                <HD SOURCE="HD1">Authority</HD>
                <P>
                    The Service provides this notice under section 10(c) of the Endangered Species Act (16 U.S.C. 1531 
                    <E T="03">et seq.</E>
                    ) and its implementing regulations (50 CFR 17.32) and the National Environmental Policy Act (42 U.S.C. 4321 
                    <E T="03">et seq.</E>
                    ) and its implementing regulations (40 CFR 1500-1508 and 43 CFR 46).
                </P>
                <SIG>
                    <NAME>Robert L. Carey,</NAME>
                    <TITLE>Manager, Division of Environmental Review, Florida Ecological Services Field Office.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13752 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4333-15-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF THE INTERIOR</AGENCY>
                <SUBAGY>Geological Survey</SUBAGY>
                <DEPDOC>[GX24EG32DW20300; OMB Control Number 1028-0111]</DEPDOC>
                <SUBJECT>Agency Information Collection Activities; Submission to the Office of Management and Budget for Review and Approval; The National Map Corps (TNMCorps)—Volunteered Geographic Information Project</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Geological Survey, Department of the Interior.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice of information collection; request for comment.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>In accordance with the Paperwork Reduction Act (PRA) of 1995, the U.S. Geological Survey (USGS) is proposing to renew an information collection.</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Interested persons are invited to submit comments on or before July 24, 2024.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        Written comments and recommendations for the proposed information collection should be sent within 30 days of publication of this notice to 
                        <E T="03">www.reginfo.gov/public/do/PRAMain.</E>
                         Find this particular information collection by selecting “Currently under Review—Open for Public Comments” or by using the search function. Please provide a copy of your comments by mail to U.S. Geological Survey, Information Collections Officer, 12201 Sunrise Valley Drive MS 159, Reston, VA 20192; 
                        <PRTPAGE P="52497"/>
                        or by email to 
                        <E T="03">gs-info_collections@usgs.gov.</E>
                         Please reference OMB Control Number 1028-0111 in the subject line of your comments.
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        To request additional information about this Information Collection Request (ICR), contact Erin Korris by email at 
                        <E T="03">ekorris@usgs.gov,</E>
                         or by telephone at 303-202-4503. Individuals in the United States who are deaf, deafblind, hard of hearing, or have a speech disability may dial 711 (TTY, TDD, or TeleBraille) to access telecommunications relay services. Individuals outside the United States should use the relay services offered within their country to make international calls to the point-of-contact in the United States. You may also view the ICR at 
                        <E T="03">http://www.reginfo.gov/public/do/PRAMain.</E>
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>
                    In accordance with the PRA (44 U.S.C. 3501 
                    <E T="03">et seq.</E>
                    ) and 5 CFR 1320.8(d)(1), we provide the general public and other Federal agencies with an opportunity to comment on new, proposed, revised, and continuing collections of information. This helps us assess the impact of our information collection requirements and minimize the public's reporting burden. It also helps the public understand our information collection requirements and provide the requested data in the desired format.
                </P>
                <P>
                    A 
                    <E T="04">Federal Register</E>
                     notice with a 60-day public comment period soliciting comments on this collection of information was published on April 18, 2024, (89 FR 27780). No comments were received.
                </P>
                <P>As part of our continuing effort to reduce paperwork and respondent burdens, we are again soliciting comments from the public and other Federal agencies on the proposed ICR that is described below. We are especially interested in public comment addressing the following:</P>
                <P>(1) Whether or not the collection of information is necessary for the proper performance of the functions of the agency, including whether or not the information will have practical utility;</P>
                <P>(2) The accuracy of our estimate of the burden for this collection of information, including the validity of the methodology and assumptions used;</P>
                <P>(3) Ways to enhance the quality, utility, and clarity of the information to be collected; and</P>
                <P>
                    (4) How the agency might minimize the burden of the collection of information on those who are to respond, including through the use of appropriate automated, electronic, mechanical, or other technological collection techniques or other forms of information technology, 
                    <E T="03">e.g.,</E>
                     permitting electronic submission of response.
                </P>
                <P>Comments that you submit in response to this notice are a matter of public record. Before including your address, phone number, email address, or other personally identifiable information (PII) in your comment, you should be aware that your entire comment—including your PII—may be made publicly available at any time. While you can ask us in your comment to withhold your PII from public review, we cannot guarantee that we will be able to do so.</P>
                <P>
                    <E T="03">Abstract:</E>
                     The mission of the USGS National Geospatial Program (NGP) is to organize, maintain, publish, and disseminate the geospatial baseline of the Nation's topography, natural landscape, and built environment through The National Map (TNMap), a set of basic geospatial information provided as a variety of products and services.
                </P>
                <P>Through Office of Management and Budget Circular A-16, the Federal Government assigns leadership responsibilities for themes of geospatial data among Federal agencies. Based in part on this assignment, and because of the unique ability of the NGP to provide national coverage of topographic data, the primary focus of the NGP is to provide national leadership in The National Map themes of hydrography and elevation. The role of the other six layers of The National Map is generally to provide contextual or reference information to its cartographic products and services. The objective of the NGP for these layers is to maintain current coverage by obtaining the data from other organizations and suppliers with a minimum investment of resources.</P>
                <P>TNMCorps is the name of the NGP project that encourages citizen participation in volunteer map data collection activities. TNMCorps uses crowdsourcing to produce volunteered geographic information (VGI) by georeferencing structure points and sharing this information with others on map-based internet platforms. People participating in the crowdsourcing are considered part of TNMCorps. </P>
                <P>In general, the National Structures Dataset (NSD) has been populated with the best available national data. This data has been exposed for initial improvement by TNMCorps volunteers via the online Map Editor (the instrument). In addition, the data goes through a tiered-editing process, which includes peer review and advanced editors. At each stage the data is passed through an automatic “magic filter” to look for data issues before being submitted into the NSD. In addition, data goes through sampling for quality assurance procedures.</P>
                <P>TNMCorps seeks to enable collaborations with other federal agencies, as well and private and public entities. Data within the NSD is available at no cost to the USGS and the public via The National Map and US Topo.</P>
                <P>Data quality studies in 2012, 2014, and 2018 showed that the volunteers' actions were accurate and exceeded USGS quality standards. Volunteer-collected data showed an improvement in both location and attribute accuracy for existing data points. Completeness, or the extent to which all appropriate features were identified and recorded, was also improved.</P>
                <P>
                    <E T="03">Title of Collection:</E>
                     The National Map Corps—Volunteered Geographic Information Project.
                </P>
                <P>
                    <E T="03">OMB Control Number:</E>
                     1028-0111.
                </P>
                <P>
                    <E T="03">Form Number:</E>
                     None.
                </P>
                <P>
                    <E T="03">Type of Review:</E>
                     Extension of a currently approved collection.
                </P>
                <P>
                    <E T="03">Respondents/Affected Public:</E>
                     general public.
                </P>
                <P>
                    <E T="03">Total Estimated Number of Annual Respondents:</E>
                     1,000.
                </P>
                <P>
                    <E T="03">Total Estimated Number of Annual Responses:</E>
                     100,000.
                </P>
                <P>
                    <E T="03">Estimated Completion Time per Response:</E>
                     100,000 responses × 12 minutes on average to use the instrument = 20,000 hours. 1,000 respondents × 60 minutes on average to use the training video = 1,000 hours.
                </P>
                <P>
                    <E T="03">Total Estimated Number of Annual Burden Hours:</E>
                     21,000.
                </P>
                <P>
                    <E T="03">Respondent's Obligation:</E>
                     Voluntary.
                </P>
                <P>
                    <E T="03">Frequency of Collection:</E>
                     Varies by volunteer; volunteers are not obligated to collect any specific amount of data.
                </P>
                <P>
                    <E T="03">Total Estimated Annual Nonhour Burden Cost:</E>
                     There are no “no-hour cost” burdens associated with this ICR.
                </P>
                <P>An agency may not conduct or sponsor, nor is a person required to respond to a collection of information unless it displays a currently valid OMB control number.</P>
                <P>
                    The authority for this PRA (44 U.S.C. 3501 
                    <E T="03">et seq.</E>
                    ).
                </P>
                <SIG>
                    <NAME>Leslie D. Hansmann,</NAME>
                    <TITLE>Supervisory Cartographer, Core Science Systems, USGS.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13815 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4338-11-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <PRTPAGE P="52498"/>
                <AGENCY TYPE="S">DEPARTMENT OF THE INTERIOR</AGENCY>
                <SUBAGY>Geological Survey</SUBAGY>
                <DEPDOC>[GX24EG00COM0001; OMB Control Number 1028-0127]</DEPDOC>
                <SUBJECT>Agency Information Collection Activities; Markup Application</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>U.S. Geological Survey (USGS), Department of the Interior.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice of Information Collection; request for comment.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>In accordance with the Paperwork Reduction Act (PRA) of 1995, the U.S. Geological Survey (USGS) is proposing to renew an information collection with revisions.</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Interested persons are invited to submit comments on or before July 24, 2024.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        Send your comments on this information collection request (ICR) by mail to US Geological Survey, Information Collections Officer, 12201 Sunrise Valley Drive MS 159, Reston, VA 20192; or by email to 
                        <E T="03">gs-info_collections@usgs.gov.</E>
                         Please reference OMB Control Number 1028-0127 in the subject line of your comments.
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        To request additional information about this ICR, contact Gregory Cocks by email at 
                        <E T="03">gjcocks@usgs.gov,</E>
                         or by telephone at 303-202-4146.
                    </P>
                    <P>Individuals in the United States who are deaf, deafblind, hard of hearing, or have a speech disability may dial 711 (TTY, TDD, or TeleBraille) to access telecommunications relay services. Individuals outside the United States should use the relay services offered within their country to make international calls to the point-of-contact in the United States.</P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>
                    In accordance with the PRA of 1995 (44 U.S.C. 3501 
                    <E T="03">et seq.</E>
                    ) and 5 CFR 1320.8(d)(1), we provide the general public and other Federal agencies with an opportunity to comment on new, proposed, revised, and continuing collections of information. This helps us assess the impact of our information collection requirements and minimize the public's reporting burden. It also helps the public understand our information collection requirements and provide the requested data in the desired format.
                </P>
                <P>
                    A 
                    <E T="04">Federal Register</E>
                     notice with a 60-day public comment period soliciting comments on this collection of information was published on April 11, 2024, (89 FR 25646). No comments were received.
                </P>
                <P>As part of our continuing effort to reduce paperwork and respondent burdens, we are again soliciting comments from the public and other Federal agencies on the proposed ICR that is described below. We are especially interested in public comment addressing the following:</P>
                <P>(1) Whether or not the collection of information is necessary for the proper performance of the functions of the agency, including whether or not the information will have practical utility;</P>
                <P>(2) The accuracy of our estimate of the burden for this collection of information, including the validity of the methodology and assumptions used;</P>
                <P>(3) Ways to enhance the quality, utility, and clarity of the information to be collected; and</P>
                <P>
                    (4) How the agency might minimize the burden of the collection of information on those who are to respond, including through the use of appropriate automated, electronic, mechanical, or other technological collection techniques or other forms of information technology, 
                    <E T="03">e.g.,</E>
                     permitting electronic submission of response.
                </P>
                <P>Comments that you submit in response to this notice are a matter of public record. Before including your address, phone number, email address, or other personally identifiable information (PII) in your comment, you should be aware that your entire comment—including your PII—may be made publicly available at any time. While you can ask us in your comment to withhold your PII from public review, we cannot guarantee that we will be able to do so.</P>
                <P>
                    <E T="03">Abstract:</E>
                     Markup Application is the name of the USGS National Geospatial Technical Operations Center project that allows citizen participation in volunteer map data collection activities for hydrography datasets.
                </P>
                <HD SOURCE="HD1">Proposed Revision</HD>
                <P>For this ICR revision, the USGS will no longer be collecting data for the following: National Hydrography Dataset (NHD), Watershed Boundary Dataset (WBD), and National Hydrography Dataset Plus High Resolution (NHDPlus HR). We will transition to the 3D Hydrography Program (3DHP).</P>
                <P>The USGS manages the 3DHP. The USGS also offers technical support and distributes authoritative hydrography data to the public as part of The National Map.</P>
                <P>Markup Application allows citizens to submit proposed changes and corrections, called “suggested edits,” to 3DHP. All submitted suggested edits, along with the user email contact, are saved in a dataset to be reviewed by USGS staff, or trusted stakeholders, for allowable edits and for validation. USGS staff or trusted stakeholders may contact the user submitting the suggested edit(s) via the recorded email address if further clarification is needed. Validated suggested edits go in a queue of edits to be incorporated into the 3DHP. The edits are made by USGS editors using internal editing tools/methods. No edits to the hydrography datasets take place within the Markup Application.</P>
                <P>
                    <E T="03">Title of Collection:</E>
                     Markup Application.
                </P>
                <P>
                    <E T="03">OMB Control Number:</E>
                     1028-0127.
                </P>
                <P>
                    <E T="03">Form Number:</E>
                     None.
                </P>
                <P>
                    <E T="03">Type of Review:</E>
                     Revision of a currently approved collection.
                </P>
                <P>
                    <E T="03">Respondents/Affected Public:</E>
                     Individuals/households.
                </P>
                <P>
                    <E T="03">Total Estimated Number of Annual Respondents:</E>
                     115.
                </P>
                <P>
                    <E T="03">Total Estimated Number of Annual Responses:</E>
                     2,087.
                </P>
                <P>
                    <E T="03">Estimated Completion Time per Response:</E>
                     Between 3 minutes for markup creation (1972 responses = 99 hours) and 18 minutes for user login and lessons reviewed (115 responses = 35 hours) depending on activity.
                </P>
                <P>
                    <E T="03">Total Estimated Number of Annual Burden Hours:</E>
                     134 hours.
                </P>
                <P>
                    <E T="03">Respondent's Obligation:</E>
                     Voluntary.
                </P>
                <P>
                    <E T="03">Frequency of Collection:</E>
                     Occasional.
                </P>
                <P>
                    <E T="03">Total Estimated Annual Nonhour Burden Cost:</E>
                     None.
                </P>
                <P>An agency may not conduct or sponsor, nor is a person required to respond to a collection of information unless it displays a currently valid OMB control number.</P>
                <P>
                    The authority for this action is the Paperwork Reduction Act of 1995 (44 U.S.C. 3501 
                    <E T="03">et seq.</E>
                    ).
                </P>
                <SIG>
                    <NAME>Hannah Boggs,</NAME>
                    <TITLE>Acting Director, National Geospatial Technical Operations Center, U.S. Geological Survey.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13792 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4338-11-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF THE INTERIOR</AGENCY>
                <DEPDOC>[FWS-R4-ES-2024-N028; FVHC98220410150-XXX-FF04H00000]</DEPDOC>
                <SUBJECT>Deepwater Horizon Natural Resource Damage Assessment Alabama Trustee Implementation Group Draft Restoration Plan IV and Environmental Assessment: Wetlands, Coastal, and Nearshore Habitats; Nutrient Reduction; Birds; Oysters; and Provide and Enhance Recreational Opportunities</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Department of the Interior.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice of availability; request for public comments.</P>
                </ACT>
                <SUM>
                    <PRTPAGE P="52499"/>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>The natural resource trustee agencies for the Alabama Trustee Implementation Group (Alabama TIG) have prepared the “Draft Restoration Plan IV and Environmental Assessment: Wetlands, Coastal, and Nearshore Habitats; Nutrient Reduction; Birds, Oysters; and Provide and Enhance Recreational Opportunities” (Draft RP/EA). The Draft RP/EA proposes projects to partially restore resources injured in the Deepwater Horizon (DWH) oil spill. The Draft RP/EA evaluates a reasonable range of 11project alternatives under the Oil Pollution Act (OPA), including criteria set forth in the OPA natural resource damage assessment (NRDA) regulations, and the National Environmental Policy Act (NEPA) and its implementing regulations. A No Action alternative is also analyzed for each restoration type. The total cost to implement the Alabama TIG's seven preferred alternatives is approximately $23,000,000. The Alabama TIG invites comments on the Draft RP/EA.</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P/>
                    <P>
                        <E T="03">Submitting Comments:</E>
                         The Alabama TIG will consider public comments on the Draft RP/EA received on or before July 24, 2024.
                    </P>
                    <P>
                        <E T="03">Public Webinar:</E>
                         The Alabama TIG will host a public webinar on July 10th, 2024, 12 p.m. CDT. The webinar will include an overview presentation of the Draft RP/EA and a session for general questions regarding the plan. The public will also be able to provide formal comments during the webinar. The public may find information about, and register for, the webinar at 
                        <E T="03">https://www.gulfspillrestoration.noaa.gov/restoration-areas/alabama.</E>
                         After registering for a webinar, participants will receive a confirmation email with instructions for joining the webinar. Instructions for commenting will be provided during the webinar. Presentation material and factsheets about the projects can be found on the web at 
                        <E T="03">https://www.gulfspillrestoration.noaa.gov/restoration-areas/alabama.</E>
                    </P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P> </P>
                    <P>
                        <E T="03">Obtaining Documents:</E>
                         You may download the Draft RP/EA at 
                        <E T="03">https://www.gulfspillrestoration.noaa.gov/restoration-areas/alabama.</E>
                         Alternatively, you may request a USB flash drive containing the Draft RP/EA (see 
                        <E T="02">FOR FURTHER INFORMATION CONTACT</E>
                        ).
                    </P>
                    <P>
                        <E T="03">Submitting Comments:</E>
                         You may submit comments on the Draft RP/EA by one of the following methods:
                    </P>
                    <P>
                        • 
                        <E T="03">Internet: https://parkplanning.nps.gov/ALTIGRPIV.</E>
                         Follow the online instructions for submitting comments.
                    </P>
                    <P>
                        • 
                        <E T="03">U.S. Mail:</E>
                         US Fish and Wildlife Service Gulf Restoration Office, 1875 Century Blvd., Atlanta, GA 30345. To be considered, mailed comments must be postmarked on or before the deadline given in 
                        <E T="02">DATES</E>
                        .
                    </P>
                    <P>
                        • 
                        <E T="03">During the public webinar:</E>
                         Verbal comments may be provided by the public during the webinar.
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Nanciann Regalado, at 
                        <E T="03">nanciann_regalado@fws.gov</E>
                         or 1-678-296-6805. Individuals in the United States who are deaf, deafblind, hard of hearing, or have a speech disability may dial 711 (TTY, TDD, or TeleBraille) to access telecommunications relay services. Individuals outside the United States should use the relay services offered within their country to make international calls to the point-of-contact in the United States.
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <HD SOURCE="HD1">Introduction</HD>
                <P>
                    On April 20, 2010, the mobile offshore drilling unit Deepwater Horizon, which was drilling a well for BP Exploration and Production, Inc. (BP), experienced a significant explosion, fire, and subsequent sinking in the Gulf of Mexico, resulting in the release of millions of barrels of oil and other discharges into the Gulf. Under the authority of the Oil Pollution Act 1990 (OPA; 33 U.S.C. 2701 
                    <E T="03">et seq.</E>
                    ), designated Federal and State Trustees, acting on behalf of the public, assessed the injuries to natural resources and prepared the 
                    <E T="03">Deepwater Horizon Oil Spill Final Programmatic Damage Assessment and Restoration Plan and Final Programmatic Environmental Impact Statement</E>
                     (Final PDARP/PEIS), and subsequent record of decision (ROD), which sets forth the governance structure and process for DWH restoration planning under the OPA's natural resource damage assessment (NRDA). On April 4, 2016, the United States District Court for the Eastern District of Louisiana entered a Consent Decree resolving civil claims by the Trustees against BP.
                </P>
                <P>
                    The Alabama TIG is composed of the Alabama Department of Conservation and Natural Resources, the Geological Survey of Alabama, the Environmental Protection Agency, the U.S. Department of the Interior, the National Oceanic and Atmospheric Administration, and the U.S. Department of Agriculture. The Alabama TIG selects and implements restoration projects under the TIG's management authority in accordance with the Consent Decree. The Final PDARP/PEIS, ROD, Consent Decree, and information on the DWH Trustees can be found at 
                    <E T="03">https://www.gulfspillrestoration.noaa.gov/restoration-planning/gulf-plan.</E>
                </P>
                <HD SOURCE="HD1">Background</HD>
                <P>On April 19, 2024, the Alabama TIG announced on its website that it had reviewed projects analyzed in previous restoration plans; identified projects that could provide restoration benefits to the Alabama restoration area if selected, continued, or expanded upon; and had initiated drafting its fourth restoration plan and environmental assessment. The Draft RP/EA includes a reasonable range of 11 restoration alternatives (projects) for the five restoration types indicated in the plan's title.</P>
                <HD SOURCE="HD1">Overview of the Alabama TIG's Draft RP/EA</HD>
                <P>
                    The Draft RP/EA is being released in accordance with OPA NRDA regulations found in the Code of Federal Regulations (CFR) at 15 CFR part 990, the National Environmental Policy Act (42 U.S.C. 4321 
                    <E T="03">et seq.</E>
                    ) and its implementing regulations found at 40 CFR parts 1500-1508, the Final PDARP/PEIS, and the Consent Decree. The Draft RP/EA provides OPA NRDA and NEPA analyses for a reasonable range of 11 alternatives listed below under the restoration types from which funds would be allocated if selected. One project, Lower Perdido Islands Habitat Restoration—Phase II, would be funded through two restoration type allocations: the Wetlands, Coastal, and Nearshore Habitat restoration type and the Birds restoration type. Two projects, the Lower Perdido Islands Habitat Restoration—Phase II project and the Walker Island Expansion project, were considered under both the Wetlands, Coastal, and Nearshore Habitat restoration type and the Birds restoration type and are shown under both restoration types below. The seven preferred alternatives are denoted with an asterisk (*).
                </P>
                <P>Wetlands, Coastal, and Nearshore Habitats Restoration Type:</P>
                <FP SOURCE="FP-2">• Lower Perdido Islands Habitat Restoration Phase II *</FP>
                <FP SOURCE="FP-2">• Walker Island Expansion</FP>
                <P>Nutrient Reduction Restoration Type:</P>
                <FP SOURCE="FP-2">• Puppy Creek—Juniper Creek—Big Creek Nutrient Reduction *</FP>
                <FP SOURCE="FP-2">• Bayou la Batre Nutrient Reduction</FP>
                <P>Birds Restoration Type:</P>
                <FP SOURCE="FP-2">• Stewardship of Coastal Alabama Beach Nesting Bird Habitat *</FP>
                <FP SOURCE="FP-2">• Lower Perdido Islands Habitat Restoration—Phase II *</FP>
                <FP SOURCE="FP-2">• Walker Island Expansion</FP>
                <P>Oysters Restoration Type:</P>
                <PRTPAGE P="52500"/>
                <FP SOURCE="FP-2">• Improving Resilience for Oysters by Linking Brood Reefs and Sink Reefs (Large-scale)—Component 4—Mid-lower Mobile Bay, AL *</FP>
                <FP SOURCE="FP-2">• Oyster Grow-Out and Restoration Reef Replacement—5-year continuation *</FP>
                <FP SOURCE="FP-2">• Oyster Grow-Out and Restoration Reef Replacement—3-year continuation</FP>
                <P>Provide and Enhance Recreational Opportunities Restoration Type:</P>
                <FP SOURCE="FP-2">• Bayfront Park Restoration and Improvement Phases Ia and Ib *</FP>
                <FP SOURCE="FP-2">• Laguna Cove Little Lagoon Natural Resource Protection—Large Scale Amenities</FP>
                <FP SOURCE="FP-2">• Laguna Cove Little Lagoon Natural Resource Protection—Small Scale Amenities *</FP>
                <HD SOURCE="HD1">Next Steps</HD>
                <P>
                    As described above in 
                    <E T="03">DATES</E>
                    , the Alabama TIG will host a public webinar on July 10th, 2024, 12 p.m. CDT. to facilitate the public review and comment process. After the public comment period ends, the Alabama TIG will consider and address the comments received before issuing a final RP/EA.
                </P>
                <HD SOURCE="HD1">Public Availability of Comments</HD>
                <P>Before including your address, phone number, email address, or other personal identifying information in your comment, you should be aware that your entire comment—including your personal identifying information—may be made publicly available at any time. While you can ask us in your comment to withhold your personal identifying information from public review, we cannot guarantee that we will be able to do so.</P>
                <HD SOURCE="HD1">Administrative Record</HD>
                <P>
                    The documents comprising the Administrative Record for the Draft RP/EA can be viewed electronically at 
                    <E T="03">https://www.doi.gov/deepwaterhorizon/adminrecord</E>
                     under folder 6.5.3.2.4.
                </P>
                <HD SOURCE="HD1">Authority</HD>
                <P>
                    The authority for this action is the Oil Pollution Act of 1990 (33 U.S.C. 2701 
                    <E T="03">et seq.</E>
                    ), its implementing Natural Resource Damage Assessment regulations found at 15 CFR part 990, and the National Environmental Policy Act of 1969 (42 U.S.C. 4321 
                    <E T="03">et seq.</E>
                    ) and its implementing regulations found at 40 CFR parts 1500-1508.
                </P>
                <SIG>
                    <NAME>Mary Josie Blanchard,</NAME>
                    <TITLE>Department of the Interior, Director of Gulf of Mexico Restoration.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13390 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4310-10-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF THE INTERIOR</AGENCY>
                <SUBAGY>Bureau of Ocean Energy Management</SUBAGY>
                <DEPDOC>[OMB Control Number 1010-0082; Docket ID: BOEM-2024-0007]</DEPDOC>
                <SUBJECT>Agency Information Collection Activities; Leasing of Minerals Other Than Oil, Gas, and Sulphur in the Outer Continental Shelf</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Bureau of Ocean Energy Management, Interior.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice of information collection; request for comment.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>In accordance with the Paperwork Reduction Act of 1995, the Bureau of Ocean Energy Management (BOEM) proposes this information collection request (ICR) to renew Office of Management and Budget (OMB) control number 1010-0082.</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Comments must be received by the OMB desk officer no later than July 24, 2024.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        Submit your written comments on this ICR to the OMB's desk officer for the Department of the Interior at 
                        <E T="03">www.reginfo.gov/public/do/PRAMain.</E>
                         From the 
                        <E T="03">www.reginfo.gov/public/do/PRAMain</E>
                         landing page, find this information collection by selecting “Currently under Review—Open for Public Comments” or by using the search function. Please provide a copy of your comments by parcel delivery service or U.S. mail to the BOEM Information Collection Clearance Officer, Anna Atkinson, Bureau of Ocean Energy Management, 45600 Woodland Road, Sterling, Virginia 20166; or by email to 
                        <E T="03">anna.atkinson@boem.gov.</E>
                         Please reference OMB Control Number 1010-0082 in the subject line of your comments. You may also comment by searching the docket number “BOEM-2024-0007” at 
                        <E T="03">www.regulations.gov.</E>
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Anna Atkinson by email at 
                        <E T="03">anna.atkinson@boem.gov,</E>
                         or by telephone at 703-787-1025. Individuals in the United States who are deaf, deafblind, hard of hearing, or have a speech disability may dial 711 (TTY, TDD, or TeleBraille) to access telecommunications relay services. Individuals outside of the United States should use the relay services offered within their country to make international calls to the point-of-contact in the United States.
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>In accordance with the Paperwork Reduction Act of 1995, BOEM provides the general public and other Federal agencies with an opportunity to comment on new, proposed, revised, and continuing collections of information. This helps BOEM assess the impact of its information collection requirements and minimize the public's reporting burden. It also helps the public understand BOEM's information collection requirements and provide the requested data in the desired format.</P>
                <P>
                    <E T="03">Title of Collection:</E>
                     30 CFR part 581, “Leasing of Minerals Other Than Oil, Gas, and Sulphur in the Outer Continental Shelf.”
                </P>
                <P>
                    <E T="03">Abstract:</E>
                     The Outer Continental Shelf (OCS) Lands Act (Act), as amended (43 U.S.C. 1334 and 43 U.S.C. 1337(k)), authorizes the Secretary of the Interior (Secretary) to administer OCS leasing and to prescribe the necessary regulations to do so. The Act authorizes the Secretary to lease any mineral other than oil, gas, and sulphur, subject to royalty, rental, and other terms and conditions that the Secretary may prescribe at the time of the lease offer.
                </P>
                <P>Regulations at 30 CFR part 581 implement these statutory requirements. BOEM has not conducted any OCS leasing activity for minerals other than oil, gas, or sulphur in many years. Consequently, BOEM has not generally collected information under this part of its regulations. However, BOEM recognizes that the potential for such information collection exists under part 581. Therefore, BOEM seeks OMB renewal of the part 581 information collection.</P>
                <P>BOEM will use the information required by 30 CFR part 581 to determine if statutory requirements are met prior to the issuance of a lease. Specifically, BOEM will use the information to:</P>
                <P>• Evaluate the area and minerals requested by the applicant to assess the viability of offering leases for sale;</P>
                <P>• Request States to establish a joint task force to assess the proposed action;</P>
                <P>• Ensure excessive overriding royalty interests are not created that would put economic constraints on all parties involved;</P>
                <P>• Document that a leasehold or geographical subdivision has been surrendered by the record title holder; and</P>
                <P>• Determine if activities on the proposed lease area(s) will have a significant impact on the environment.</P>
                <P>
                    <E T="03">OMB Control Number:</E>
                     1010-0082.
                </P>
                <P>
                    <E T="03">Form Number:</E>
                     None.
                </P>
                <P>
                    <E T="03">Type of Review:</E>
                     Extension of a currently approved information collection.
                </P>
                <P>
                    <E T="03">Respondents/Affected Public:</E>
                     As there are no active respondents, BOEM estimates the potential annual number of respondents are OCS lease requestors, 
                    <PRTPAGE P="52501"/>
                    State governments, and OCS mineral lessees.
                </P>
                <P>
                    <E T="03">Total Estimated Number of Annual Responses:</E>
                     11 responses.
                </P>
                <P>
                    <E T="03">Total Estimated Number of Annual Burden Hours:</E>
                     1,004 hours.
                </P>
                <P>
                    <E T="03">Respondent's Obligation:</E>
                     Required to retain or obtain a benefit.
                </P>
                <P>
                    <E T="03">Frequency of Collection:</E>
                     On occasion.
                </P>
                <P>
                    <E T="03">Total Estimated Annual Non-hour Cost Burden:</E>
                     $50 non-hour cost burden.
                </P>
                <P>The current approved annual burden hours are equal to 984 hours and the annual responses are equal to 10. Tie bid requirements would involve more than one respondent, so BOEM plans to increase this by one response and 20 annual burden hours. This information collection request increases burdens to 1,004 and annual responses to 11 due to the potential of tie bids. BOEM assumed that respondents perform certain requirements in the normal course of their activities. BOEM considers such requirements to be usual and customary and took that into account in estimating the burden.</P>
                <P>
                    A 
                    <E T="04">Federal Register</E>
                     notice with a 60-day public comment period on the proposed ICR was published on March 5, 2024 (89 FR 15890). BOEM received one comment opposing leasing for minerals on the OCS. This comment does not change the purpose of or need for the ICR, nor does it affect the cost or hour burden.
                </P>
                <P>BOEM is again soliciting comments on the proposed ICR. BOEM is especially interested in public comments addressing the following issues: (1) is the collection necessary to the proper functions of BOEM; (2) what can BOEM do to ensure that this information is processed and used in a timely manner; (3) is the burden estimate accurate; (4) how might BOEM enhance the quality, utility, and clarity of the information to be collected; and (5) how might BOEM minimize the burden of this collection on the respondents, including minimizing the burden through the use of information technology?</P>
                <P>
                    Comments that you submit in response to this notice are a matter of public record and will be available for public review on 
                    <E T="03">www.reginfo.gov.</E>
                     BOEM will include or summarize each comment in its ICR to OMB for approval of this information collection. You should be aware that your entire comment—including your address, phone number, email address, or other personally identifiable information included in your comment—may be made publicly available at any time. Even if BOEM withholds your personally identifiable information in the context of this ICR, your comment is subject to the Freedom of Information Act (FOIA) (5 U.S.C. 552). Your information will only be withheld if a determination is made that one of the FOIA exemptions to disclosure applies. Such a determination will be made in accordance with the Department of the Interior's (DOI) FOIA implementing regulations (43 CFR part 2) and applicable law.
                </P>
                <P>For BOEM to consider withholding from disclosure your personally identifiable information, you must identify, in a cover letter, any information contained in the submittal of your comments that, if released, would constitute a clearly unwarranted invasion of your personal privacy. You must also briefly describe any possible harmful consequences of the disclosure of information, such as embarrassment, injury, or other harm. BOEM will make available for public inspection, in their entirety, all comments submitted by organizations and businesses, or by individuals identifying themselves as representatives of organizations or businesses.</P>
                <P>BOEM protects proprietary information in accordance with the Freedom of Information Act (5 U.S.C. 552), DOI's implementing regulations (43 CFR part 2), and 30 CFR part 581.7, promulgated pursuant to the Outer Continental Shelf Lands Act (OCS Lands Act) (43 U.S.C. 1352(c)).</P>
                <P>An agency may not conduct or sponsor, and a person is not required to respond to, a collection of information unless it displays a currently valid OMB control number.</P>
                <P>
                    The authority for this action is the Paperwork Reduction Act of 1995 (44 U.S.C. 3501 
                    <E T="03">et seq.</E>
                    ).
                </P>
                <SIG>
                    <NAME>Karen Thundiyil,</NAME>
                    <TITLE>Chief, Office of Regulations, Bureau of Ocean Energy Management.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13711 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4340-98-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF THE INTERIOR</AGENCY>
                <SUBAGY>Bureau of Ocean Energy Management</SUBAGY>
                <DEPDOC>[OMB Control Number 1010-0072; Docket ID: BOEM-2024-0007]</DEPDOC>
                <SUBJECT>Agency Information Collection Activities; Commercial Prospecting, Noncommercial Exploration, and Scientific Research for Minerals Other Than Oil, Gas, and Sulfur on the Outer Continental Shelf</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Bureau of Ocean Energy Management, Interior.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice of information collection; request for comment.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>In accordance with the Paperwork Reduction Act of 1995, the Bureau of Ocean Energy Management (BOEM) proposes this information collection request (ICR) to renew Office of Management and Budget (OMB) control number 1010-0072.</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Comments must be received by BOEM no later than August 23, 2024.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        Send written comments on this ICR by mail to the BOEM Information Collection Clearance Officer, Anna Atkinson, Bureau of Ocean Energy Management, 45600 Woodland Road, Sterling, Virginia 20166; or by email to 
                        <E T="03">anna.atkinson@boem.gov.</E>
                         Please reference OMB control number 1010-0072 in the subject line of your comments. You may comment on the ICR and view related documents by searching for the docket number “BOEM-2024-0007” at 
                        <E T="03">https://www.regulations.gov.</E>
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Anna Atkinson by email at 
                        <E T="03">anna.atkinson@boem.gov,</E>
                         or by telephone at 703-787-1025. Individuals in the United States who are deaf, deafblind, hard of hearing, or have a speech disability may dial 711 (TTY, TDD, or TeleBraille) to access telecommunications relay services. Individuals outside of the United States should use the relay services offered within their country to make international calls to the point of contact in the United States.
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>In accordance with the Paperwork Reduction Act of 1995, BOEM provides the general public and other Federal agencies with an opportunity to comment on new, proposed, revised, and continuing collections of information. This helps BOEM assess the impact of its information collection requirements and minimize the public's reporting burden. It also helps the public understand BOEM's information collection requirements and provide the requested data in the desired format.</P>
                <P>
                    BOEM is soliciting comments on the proposed ICR described below. BOEM is especially interested in public comments addressing the following issues: (1) is the collection necessary to the proper functions of BOEM; (2) what can BOEM do to ensure that this information is processed and used in a timely manner; (3) is the burden estimate accurate; (4) how might BOEM enhance the quality, utility, and clarity of the information to be collected; and (5) how might BOEM minimize the burden of this collection on the respondents, including minimizing the burden through the use of information technology?
                    <PRTPAGE P="52502"/>
                </P>
                <P>Comments that you submit in response to this notice are a matter of public record. BOEM will include or summarize each comment in its ICR to OMB for approval of this information collection. You should be aware that your entire comment—including your address, phone number, email address, or other personally identifiable information included in your comment—may be made publicly available at any time. Even if BOEM withholds your personally identifiable information in the context of this ICR, your comment is subject to the Freedom of Information Act (FOIA) (5 U.S.C. 552). Your information will only be withheld if a determination is made that one of the FOIA exemptions to disclosure applies. Such a determination will be made in accordance with the Department of the Interior's (DOI) FOIA implementing regulations (43 CFR part 2) and applicable law.</P>
                <P>In order for BOEM to consider withholding from disclosure your personally identifiable information, you must identify, in a cover letter, any information contained in the submittal of your comments that, if released, would constitute a clearly unwarranted invasion of your personal privacy. You must also briefly describe any possible harmful consequences of the disclosure of information, such as embarrassment, injury, or other harm. Note that BOEM will make available for public inspection, in their entirety, all comments submitted by organizations and businesses, or by individuals identifying themselves as representatives of organizations or businesses.</P>
                <P>BOEM protects proprietary information in accordance with FOIA, DOI's implementing regulations (43 CFR part 2), and 30 CFR part 580.70, promulgated pursuant to the Outer Continental Shelf Lands Act (OCS Lands Act) (43 U.S.C. 1352(c)).</P>
                <P>
                    <E T="03">Title of Collection:</E>
                     Commercial Prospecting, Noncommercial Exploration, and Scientific Research for Minerals Other Than Oil, Gas, and Sulfur on the Outer Continental Shelf (Applicable, in part, to 30 CFR part 580).
                </P>
                <P>
                    <E T="03">Abstract:</E>
                     This ICR covers the information collection requirements in 30 CFR part 580, “Prospecting for Minerals Other than Oil, Gas, and Sulphur 
                    <SU>1</SU>
                    <FTREF/>
                     on the Outer Continental Shelf [OCS],” which involves commercial prospecting and scientific research. This request also includes information collection requirements related to authorizations of noncommercial geological and geophysical (G&amp;G) exploration issued pursuant to section 11 of the OCS Lands Act. 43 U.S.C. 1340.
                </P>
                <FTNT>
                    <P>
                        <SU>1</SU>
                         BOEM acknowledges that the generally and scientifically accepted spelling for this compound is sulfur. Throughout this notice, BOEM uses the spelling consistent with its current regulations.
                    </P>
                </FTNT>
                <P>Section 11(a)(1) of the OCS Lands Act states that “any person authorized by the Secretary [of the Interior] may conduct geological and geophysical explorations in the [O]uter Continental Shelf, which do not interfere with or endanger actual operations under any lease maintained or granted pursuant to this subchapter, and which are not unduly harmful to aquatic life in such area.” 43 U.S.C. 1340(a)(1). The OCS Lands Act defines the term “exploration” to mean the process of searching for minerals by, among other things, “geophysical surveys where magnetic, gravity, seismic, or other systems are used to detect or imply the presence of such minerals.” 43 U.S.C. 1331(k). Section 11(g) authorizes permits or authorizations for geological exploration only if the Secretary determines that the applicant is qualified and the exploration will not interfere with operations on an existing lease, unduly harm aquatic life in the area, result in pollution, create hazardous or unsafe conditions, unreasonably interfere with other uses of the area, nor disturb any site, structure, or object of historical or archaeological significance. 43 U.S.C. 1340(g).</P>
                <P>
                    BOEM considers applications for commercial prospecting and noncommercial exploration for marine minerals, as well as scientific research related to marine minerals. Under 30 CFR part 580, G&amp;G prospecting by any person on unleased lands or on lands leased to a third party requires a BOEM permit. A permit also is required to conduct scientific research activities that involve the use of solid or liquid explosives, the drilling of a deep stratigraphic test, or the development of data and information for proprietary use or sale. 30 CFR 580.11(a). Otherwise, G&amp;G activities conducted for scientific or academic purposes require only the submission of a scientific research notice. 30 CFR 580.11(b). G&amp;G activities are also conducted for noncommercial exploration purposes and may include, for example, searching for sand, gravel, and other sources of sediment for potential use in qualifying beach nourishment and coastal restoration projects. 
                    <E T="03">See</E>
                     43 U.S.C. 1337(k). Because 30 CFR part 580 does not apply to noncommercial exploration, such G&amp;G activities would be authorized directly pursuant to section 11 of the OCS Lands Act.
                </P>
                <P>
                    As a Federal agency, BOEM must comply with the National Environmental Policy Act (42 U.S.C. 4321 
                    <E T="03">et seq.</E>
                    ), Endangered Species Act (16 U.S.C. 1531 
                    <E T="03">et seq.</E>
                    ), and National Historic Preservation Act (54 U.S.C. 300101 
                    <E T="03">et seq.</E>
                    ), among other laws. Compliance with the Endangered Species Act requires BOEM to carry out any agency action in a manner that is not likely to jeopardize protected species or adversely modify designated critical habitat and to consult with the U.S. Fish and Wildlife Service and National Marine Fisheries Service, as applicable, before engaging in a discretionary action that may affect a protected species.
                </P>
                <P>Applicants must submit Form BOEM-0134, “Requirements for Geological and Geophysical Prospecting, Exploration, or Scientific Research on the Outer Continental Shelf Related to Minerals Other than Oil, Gas, and Sulphur,” to provide the information necessary to evaluate their requests to conduct G&amp;G activities for commercial prospecting, noncommercial exploration, and certain scientific research activities that do not involve explosives, deep stratigraphic drilling, or proprietary interests in the collected data. BOEM uses the submitted information for several purposes: (1) to ensure there will be neither adverse effects to the marine, coastal, or human environment, personal harm, unsafe operations and conditions, nor unreasonable interferences with other uses; (2) to enhance personal and operational safety; (3) to analyze and evaluate preliminary or planned mining activities; (4) to monitor progress and activities on the OCS; (5) to acquire G&amp;G data and information collected under a Federal permit or authorization; and (6) to determine eligibility for reimbursement from the Government for certain costs.</P>
                <P>Upon approval, BOEM issues applicants a permit or an authorization (as currently titled Form BOEM-0135, “Permit for Geophysical Prospecting, Authorization for Noncommercial Geophysical Exploration, or Permit for Scientific Research for Minerals Other than Oil, Gas, and Sulphur on the Outer Continental Shelf,” or Form BOEM-0136, “Permit for Geological Prospecting, Authorization for Noncommercial Geological Exploration, or Permit for Scientific Research for Minerals Other than Oil, Gas, and Sulphur on the Outer Continental Shelf”).</P>
                <P>
                    BOEM may use the information collected during G&amp;G activities to 
                    <PRTPAGE P="52503"/>
                    understand the characteristics of marine mineral-bearing physiographic regions of the OCS. The information aids BOEM in analyzing and weighing the potential for environmental damage, the discovery of marine minerals, and any associated impacts on adjacent coastal States.
                </P>
                <P>
                    <E T="03">OMB Control Number:</E>
                     1010-0072.
                </P>
                <P>
                    <E T="03">Form Number:</E>
                     BOEM-0134, “Requirements for Geological and Geophysical Prospecting, Exploration, or Scientific Research on the OCS Related to Minerals Other than Oil, Gas, and Sulphur.”
                </P>
                <P>The following forms are the permit forms issued by BOEM based on information provided in BOEM-0134:</P>
                <P>BOEM-0135, “Permit for Geophysical Prospecting, Authorization for Noncommercial Geophysical Exploration, or Permit for Scientific Research for Minerals Other than Oil, Gas, and Sulphur on the Outer Continental Shelf.”</P>
                <P>BOEM-0136, “Permit for Geological Prospecting, Authorization for Noncommercial Geological Exploration, or Permit for Scientific Research for Minerals Other than Oil, Gas, and Sulphur on the Outer Continental Shelf.”</P>
                <P>
                    <E T="03">Type of Review:</E>
                     Renewal of a currently approved collection.
                </P>
                <P>
                    <E T="03">Respondents/Affected Public:</E>
                     Permittees, applicants, and other respondents, including those required to only file notices (scientific research).
                </P>
                <P>
                    <E T="03">Total Estimated Number of Annual Responses:</E>
                     45 responses.
                </P>
                <P>
                    <E T="03">Total Estimated Number of Annual Burden Hours:</E>
                     826 hours.
                </P>
                <P>
                    <E T="03">Respondent's Obligation:</E>
                     Mandatory or required to retain or obtain a benefit.
                </P>
                <P>
                    <E T="03">Frequency of Collection:</E>
                     On occasion, annual, or as specified in permits.
                </P>
                <P>
                    <E T="03">Total Estimated Annual Non-hour Burden Cost:</E>
                     $4,024 non-hour cost burden.
                </P>
                <P>The following table details the individual components and respective annual burden estimates of this ICR. The current approved annual burden hours are equal to 730 hours. This ICR increases annual burdens by 96 hours to a total of 826 hours, based on BOEM's recent collection of data and information. The changes in annual burden hours include the following:</P>
                <P>• For subpart B, BOEM is increasing the annual burden hours from 24 hours to 72 hours, due to an increase in the estimated time needed to file a notice to conduct scientific research activities related to hard minerals (+48 hours).</P>
                <P>• For subpart D, BOEM is increasing annual burden hours from 40 hours to 96 hours, due to an increase in the estimated time per response and an increase in the number of submissions for notification and submission of G&amp;G data from 5 submissions to 6 (+56 hours). BOEM is also decreasing annual burden hours from 8 hours to 4 hours, due to a reduction in the number of submissions of information related to a contractor's commitment not to sell, trade, license, or disclose data from 2 submissions to 1 (−4 hours).</P>
                <P>• BOEM is also decreasing annual burden hours from 6 hours to 2 hours, due to a decrease in the number of respondents being required by the issued permits to retain G&amp;G data from 6 respondents to 2. (−4 hours)</P>
                <P>BOEM assumed that respondents perform certain requirements in the normal course of their activities and took that into account in estimating the burden.</P>
                <GPOTABLE COLS="5" OPTS="L2,nj,i1" CDEF="s57,r90,12,r53,12">
                    <TTITLE>Burden Table</TTITLE>
                    <BOXHD>
                        <CHED H="1">Citation 30 CFR part 580, as applicable</CHED>
                        <CHED H="1">Reporting and recordkeeping requirements</CHED>
                        <CHED H="1">Hour burden</CHED>
                        <CHED H="1">
                            Average 
                            <LI>number of </LI>
                            <LI>annual </LI>
                            <LI>responses</LI>
                        </CHED>
                        <CHED H="1">
                            Annual 
                            <LI>burden hours</LI>
                        </CHED>
                    </BOXHD>
                    <ROW EXPSTB="01" RUL="s">
                        <ENT I="25"/>
                        <ENT A="02">
                            Non-hour cost burden 
                            <SU>1</SU>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="04" RUL="s">
                        <ENT I="21">
                            <E T="02">Subpart B</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00" RUL="n,n,s">
                        <ENT I="01">10; 11(a); 12(a); 13; Permit Form</ENT>
                        <ENT>Apply for permit or authorization (Form BOEM-0134) to conduct commercial prospecting/noncommercial exploration or G&amp;G scientific research activities, including prospecting/scientific research plan and environmental assessment or required drilling plan. Provide notifications and additional information as required</ENT>
                        <ENT>88</ENT>
                        <ENT>
                            2 permit applications 
                            <LI>4 applications for authorization</LI>
                        </ENT>
                        <ENT>
                            176 
                            <LI>352</LI>
                        </ENT>
                    </ROW>
                    <ROW RUL="n,n,s">
                        <ENT I="22"> </ENT>
                        <ENT O="xl"/>
                        <ENT A="02">
                            $2,012 permit application fee 
                            <SU>1</SU>
                             × 2 permits 
                            <SU>2</SU>
                             = $4,024
                        </ENT>
                    </ROW>
                    <ROW RUL="n,n,s">
                        <ENT I="01">11(b); 12(c)</ENT>
                        <ENT>File notice to conduct scientific research activities related to hard minerals not covered by 30 CFR 580.11(a), including notice to BOEM prior to beginning and after concluding activities</ENT>
                        <ENT>24</ENT>
                        <ENT>3 notices</ENT>
                        <ENT>72</ENT>
                    </ROW>
                    <ROW RUL="n,n,n,s">
                        <ENT I="03">Subtotal</ENT>
                        <ENT/>
                        <ENT/>
                        <ENT>9 Responses</ENT>
                        <ENT>600</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="22"> </ENT>
                        <ENT O="xl"/>
                        <ENT O="xl"/>
                        <ENT A="01">$4,024 Non-Hour Cost Burden</ENT>
                    </ROW>
                    <ROW EXPSTB="04" RUL="s">
                        <ENT I="21">
                            <E T="02">Subpart C</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00">
                        <ENT I="01">21(a)</ENT>
                        <ENT>Report to BOEM if hydrocarbon/other mineral occurrences are detected; if environmental hazards that imminently threaten life and property are detected; or adverse effects occur to the environment, aquatic life, archaeological resources or other uses of the area</ENT>
                        <ENT>1</ENT>
                        <ENT>2 reports</ENT>
                        <ENT>2</ENT>
                    </ROW>
                    <ROW>
                        <PRTPAGE P="52504"/>
                        <ENT I="01">22</ENT>
                        <ENT>Submit written request for approval to modify operations, with required information</ENT>
                        <ENT>1</ENT>
                        <ENT>4 requests</ENT>
                        <ENT>4</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">23(b)</ENT>
                        <ENT>Request reimbursement for food, quarters, and/or transportation expenses for BOEM inspection</ENT>
                        <ENT>1</ENT>
                        <ENT>3 requests</ENT>
                        <ENT>3</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">24</ENT>
                        <ENT>Submit status and final reports on specified schedule with daily log</ENT>
                        <ENT>16</ENT>
                        <ENT>6 reports</ENT>
                        <ENT>96</ENT>
                    </ROW>
                    <ROW RUL="n,n,s,s,n">
                        <ENT I="01">28</ENT>
                        <ENT>Request relinquishment of permit by certified or registered mail</ENT>
                        <ENT>1</ENT>
                        <ENT>
                            1 request 
                            <SU>3</SU>
                        </ENT>
                        <ENT>1</ENT>
                    </ROW>
                    <ROW RUL="n,n,s,s,n">
                        <ENT I="01">31(b); 73(a)(b)</ENT>
                        <ENT>Governor(s) of adjacent State(s) submit to BOEM: comments on activities involving an environmental assessment; any agreement between Governor and Secretary upon Governor's request for proprietary data, information, and samples; and any disclosure agreement</ENT>
                        <ENT A="01">Not considered IC as defined in 5 CFR 1320.3(h)(4)</ENT>
                        <ENT>0</ENT>
                    </ROW>
                    <ROW RUL="n,n,s,s">
                        <ENT I="01">33, 34</ENT>
                        <ENT>Appeal civil penalty; appeal order or decision</ENT>
                        <ENT A="01">Burden exempt under 5 CFR 1320.4(a)(2); (c)</ENT>
                        <ENT>0</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="03">Subtotal</ENT>
                        <ENT/>
                        <ENT/>
                        <ENT>16 Responses</ENT>
                        <ENT>106</ENT>
                    </ROW>
                    <ROW EXPSTB="04" RUL="s">
                        <ENT I="21">
                            <E T="02">Subpart D</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00">
                        <ENT I="01">40; 41; 50; 51; Permit Form</ENT>
                        <ENT>Notify BOEM and submit G&amp;G data including analysis, processing or interpretation of information collected under a permit and/or processed by permittees or 3rd parties, including reports, logs or charts, results, analyses, descriptions, etc., as required</ENT>
                        <ENT>16</ENT>
                        <ENT>6 submissions</ENT>
                        <ENT>96</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">42(b); 52(b)</ENT>
                        <ENT>Advise 3rd party recipient in writing that it assumes obligations as condition precedent of sale—no submission to BOEM is required</ENT>
                        <ENT>
                            <FR>1/2</FR>
                        </ENT>
                        <ENT>4 notices</ENT>
                        <ENT>2</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">42(c), (d); 52(c), (d)</ENT>
                        <ENT>Written notification to BOEM of sale, trade, transfer, or licensing of data and identify recipient</ENT>
                        <ENT>1</ENT>
                        <ENT>1 notice</ENT>
                        <ENT>1</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">60; 61</ENT>
                        <ENT>Request reimbursement for costs of reproducing data/information and certain processing costs</ENT>
                        <ENT>1</ENT>
                        <ENT>
                            1 request 
                            <SU>3</SU>
                        </ENT>
                        <ENT>1</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">70(d)(1)(i)</ENT>
                        <ENT>Enter into disclosure agreement</ENT>
                        <ENT>4</ENT>
                        <ENT>1 agreement</ENT>
                        <ENT>4</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">72(b)</ENT>
                        <ENT>Submit comments on BOEM's intent to disclose data/information for reproduction, processing, and interpretation</ENT>
                        <ENT>4</ENT>
                        <ENT>1 response</ENT>
                        <ENT>4</ENT>
                    </ROW>
                    <ROW RUL="n,n,s">
                        <ENT I="01">72(d)</ENT>
                        <ENT>Independent contractor or agent prepares and signs written commitment not to sell, trade, license, or disclose data/information without BOEM approval</ENT>
                        <ENT>4</ENT>
                        <ENT>1 submission</ENT>
                        <ENT>4</ENT>
                    </ROW>
                    <ROW RUL="s">
                        <ENT I="03">Subtotal</ENT>
                        <ENT/>
                        <ENT/>
                        <ENT>15 Responses</ENT>
                        <ENT>112</ENT>
                    </ROW>
                    <ROW EXPSTB="04" RUL="s">
                        <ENT I="21">
                            <E T="02">General</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00">
                        <ENT I="01">Part 580</ENT>
                        <ENT>General departure and alternative compliance requests not specifically covered elsewhere in Part 580 regulations</ENT>
                        <ENT>4</ENT>
                        <ENT>1 request</ENT>
                        <ENT>4</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">
                            Permits 
                            <SU>4</SU>
                        </ENT>
                        <ENT>Request extension of permit/authorization time period</ENT>
                        <ENT>1</ENT>
                        <ENT>2 requests</ENT>
                        <ENT>2</ENT>
                    </ROW>
                    <ROW RUL="n,n,s">
                        <ENT I="01">
                            Permits 
                            <SU>4</SU>
                        </ENT>
                        <ENT>Retain G&amp;G data/information for 10 years and make available to BOEM upon request</ENT>
                        <ENT>1</ENT>
                        <ENT>2 respondents</ENT>
                        <ENT>2</ENT>
                    </ROW>
                    <ROW RUL="n,n,s">
                        <ENT I="03">Subtotal</ENT>
                        <ENT/>
                        <ENT/>
                        <ENT>5 Responses</ENT>
                        <ENT>8</ENT>
                    </ROW>
                    <ROW RUL="n,n,n,s">
                        <ENT I="05" O="xl">
                            Total
                            <LI>Burden</LI>
                        </ENT>
                        <ENT O="xl"/>
                        <ENT O="xl"/>
                        <ENT>45 Responses</ENT>
                        <ENT>826</ENT>
                    </ROW>
                    <ROW>
                        <PRTPAGE P="52505"/>
                        <ENT I="22"> </ENT>
                        <ENT O="xl"/>
                        <ENT O="xl"/>
                        <ENT A="01">$4,024 Non-Hour Cost Burdens</ENT>
                    </ROW>
                    <TNOTE>
                        <SU>1</SU>
                         Fees are subject to modification for inflation annually.
                    </TNOTE>
                    <TNOTE>
                        <SU>2</SU>
                         Only permits, not authorizations, are subject to cost recovery.
                    </TNOTE>
                    <TNOTE>
                        <SU>3</SU>
                         No requests received for many years. Minimal burden for regulatory (PRA) purposes only.
                    </TNOTE>
                    <TNOTE>
                        <SU>4</SU>
                         These permits/authorizations are prepared by BOEM and sent to respondents; therefore, the forms themselves do not incur burden hours.
                    </TNOTE>
                </GPOTABLE>
                <P>An agency may not conduct or sponsor, and a person is not required to respond to, a collection of information unless it displays a currently valid OMB control number.</P>
                <P>
                    The authority for this action is the Paperwork Reduction Act of 1995 (44 U.S.C. 3501 
                    <E T="03">et seq.</E>
                    ).
                </P>
                <SIG>
                    <NAME>Karen Thundiyil,</NAME>
                    <TITLE>Chief, Office of Regulations, Bureau of Ocean Energy Management.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13710 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4340-98-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="N">INTERNATIONAL TRADE COMMISSION</AGENCY>
                <DEPDOC>[Investigation No. 337-TA-1349]</DEPDOC>
                <SUBJECT>Certain Components for Certain Environmentally-Protected LCD Digital Displays and Products Containing Same; Notice of a Commission Determination To Review in Part a Final Initial Determination Finding No Violation of Section 337; Request for Written Submissions on the Issues Under Review and on Remedy, the Public Interest, and Bonding</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>U.S. International Trade Commission.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>Notice is hereby given that the U.S. International Trade Commission has determined to review in part a final initial determination (“ID”) issued by the presiding administrative law judge (“ALJ”) on April 16, 2024, finding no violation of section 337 in the above referenced investigation. The Commission requests written submissions from the parties on certain issues under review, as indicated in this notice, and submissions from the parties, interested government agencies, and other interested persons on the issues of remedy, the public interest, and bonding, under the schedule set forth below.</P>
                </SUM>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Joelle P. Justus, Esq., Office of the General Counsel, U.S. International Trade Commission, 500 E Street SW, Washington, DC 20436, telephone (202) 617-1998. Copies of non-confidential documents filed in connection with this investigation may be viewed on the Commission's electronic docket (EDIS) at 
                        <E T="03">https://edis.usitc.gov.</E>
                         For help accessing EDIS, please email 
                        <E T="03">EDIS3Help@usitc.gov.</E>
                         General information concerning the Commission may also be obtained by accessing its internet server at 
                        <E T="03">https://www.usitc.gov.</E>
                         Hearing-impaired persons are advised that information on this matter can be obtained by contacting the Commission's TDD terminal on (202) 205-1810.
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>
                    On January 10, 2023, the Commission instituted this investigation based on a complaint filed by Samsung Electronics Co., Ltd. of the Republic of Korea; Samsung Electronics America, Inc. of Ridgefield Park, New Jersey; Samsung Research America, Inc. of Mountain View, California; and Samsung International, Inc. of Chula Vista, California (collectively, “Samsung”). 88 FR 1404-05 (Jan. 10, 2023). The complaint alleged violations of section 337 based on the importation into the United States, the sale for importation, or the sale within the United States after importation of components for certain environmentally-protected LCD digital displays and products containing same by reason of infringement of certain claims of U.S. Patent Nos. 7,948,575 (“the '575 patent”); 8,111,348 (“the '348 patent”); RE45,117 (“the '117 patent”); 8,842,253 (“the '253 patent”); and 8,223,311 (“the '311 patent”). 
                    <E T="03">Id.</E>
                     The Commission's notice of investigation named Manufacturing Resources International, Inc. (“MRI”) of Alpharetta, Georgia as the sole respondent. The Office of Unfair Import Investigations was not named as a party in this investigation. 
                    <E T="03">Id.</E>
                </P>
                <P>
                    On October 10, 2023, the Commission determined not to review an ID terminating the investigation as to all asserted claims of the '575 patent; all asserted claims of the '348 patent; claim 5 of the '117 patent; claims 1, 10, 11, and 16-19 of the '253 patent; and claims 1-3 and 7-12 of the '311 patent. Order No. 22, 
                    <E T="03">unreviewed by</E>
                     Comm'n Notice (Oct. 10, 2023).
                </P>
                <P>On April 16, 2024, the presiding ALJ issued the final ID on violation of section 337 and a recommended determination (“RD”) on remedy and bond. The ID held that no violation of section 337 has occurred in the importation into the United States, the sale for importation, or the sale within the United States after importation of components of certain environmentally-protected LCD digital displays and products containing the same by reason of infringement of claims 1 and 2 of the '117 patent, claims 4, 6, and 13 of the '311 patent, and claim 12 of the '253 patent. As to the '117 patent, the final ID found the accused products infringe the asserted claims, the asserted claims are not invalid, and the domestic industry products practice the asserted claims. As to the '311 patent, the final ID found the accused products do not infringe any of the asserted claims, the asserted claims are invalid for indefiniteness, and the domestic industry products practice the asserted claims (if valid). And with respect to the '253 patent, the final ID found the accused products do not infringe the asserted claim, the asserted claim is invalid, and the domestic industry products do not practice the asserted claim (if valid). The final ID also found that the '311 and '253 patents are not unenforceable due to inequitable conduct or unclean hands. Finally, the final ID found that Samsung failed to satisfy the economic prong of the domestic industry requirement as to any of the asserted patents.</P>
                <P>
                    Samsung filed a petition for review and MRI filed a contingent petition for review on April 29, 2024. The parties 
                    <PRTPAGE P="52506"/>
                    filed responses to the petitions on May 7, 2024.
                </P>
                <P>
                    Having examined the record in this investigation, including the final ID, the petitions for review, and the responses thereto, the Commission has determined to review in part the final ID. Specifically, the Commission has determined to review the final ID's findings regarding: (1) “
                    <E T="03">in personam</E>
                     jurisdiction”; (2) “
                    <E T="03">in rem</E>
                     jurisdiction,” including importation and articles that infringe; (3) standing; (4) for the '117 patent, infringement, validity, and technical prong relating to the term “the circuit board is received in the circuit board mounting part” in claim 1 and the term “the circuit board is mounted in the circuit board mounting part” in claim 2; and (5) the economic prong of the domestic industry requirement as to each of the asserted patents.
                </P>
                <P>
                    The Commission notes that Samsung has expressly abandoned the '253 patent and the '311 patent in this investigation. Samsung Resp. to MRI Contingent Pet. for Review at 1. Therefore, the Commission has determined not to review the final ID as to these patents except as to the economic prong. Nevertheless, in reference to the analysis on page 126 of the final ID regarding the '253 patent, the Commission clarifies that the obligation to resolve a dispute over claim scope is not limited to situations in which a term has been construed according to its plain and ordinary meaning but applies anytime there is a relevant dispute among the parties. 
                    <E T="03">See Pressure Prod. Med. Supplies, Inc.</E>
                     v. 
                    <E T="03">Greatbatch Ltd.,</E>
                     599 F.3d 1308, 1316 (Fed. Cir. 2010) (finding District Court properly invoked 
                    <E T="03">O2 Micro</E>
                     to supplement construction of means-plus-function limitation during trial).
                </P>
                <P>In connection with its review, the Commission requests responses to the following questions. The parties are requested to brief their positions with reference to the applicable law and the existing evidentiary record.</P>
                <P>1. With respect to 19 U.S.C. 337(a)(1)(B):</P>
                <P>a. How should the Commission define the term “consignee”? What is the standard for determining whether a person or entity is a “consignee”? Is MRI a “consignee”?</P>
                <P>b. What standard should the Commission apply to determine whether a respondent, who is not the importer of record, has “imported” an article?</P>
                <P>
                    c. What is necessary for a person or entity to be considered “sufficiently involved” in importation (
                    <E T="03">see Comcast Corp.</E>
                     v. 
                    <E T="03">Int'l Trade Comm'n,</E>
                     951 F.3d 1301, 1309 (Fed. Cir. 2020)).
                </P>
                <P>d. Is causing an article to be imported by purchasing it and knowing it will be imported enough to show that a respondent imported the article?</P>
                <P>e. With citations to the record, what involvement did MRI have in the importation of the LCD Cells at issue in this investigation?</P>
                <P>f. For purposes of “sale after importation by the owner, importer, or consignee, of articles that . . . infringe,” is an entity that takes title to the article after importation, an owner or a consignee of that article? Or is the statute limited to the “owner” at the time of importation?</P>
                <P>g. Is the sale of a downstream product that incorporates an imported article a “sale after importation” of the imported article?</P>
                <P>h. Did Samsung allege that MRI violates section 337 by virtue of MRI's own direct infringement of the asserted claims of the '117 patent? On what basis does the final ID find direct infringement, if any, by MRI?</P>
                <P>i. In reference to direct infringement of apparatus claims by a respondent, under what circumstances is the importation of a component of the claimed apparatus considered an importation of an “article that infringes”?</P>
                <P>j. Does section 337(a)(1)(B) extend to induced infringement of an apparatus claim wherein the accused infringer imports a component, incorporates the component into an apparatus that infringes, and sells the infringing apparatus to the end user with intent to induce infringement?</P>
                <P>
                    k. With reference to 
                    <E T="03">Suprema Inc.</E>
                     v. 
                    <E T="03">International Trade Commission,</E>
                     796 F.3d 1338 (Fed. Cir. 2015) (en banc), 
                    <E T="03">Comcast, Certain High-Density Fiber Optic Equipment and Components Thereof,</E>
                     Inv. No. 337-TA-1194, Comm'n Op. (Aug. 23, 2021) (“
                    <E T="03">Fiber Optic Equipment</E>
                    ”), and/or any other relevant legal authority, should the legal standard for induced infringement under section 337 be applied in the same manner for method and apparatus claims? Please explain the legal standard and analysis that should be used to determine whether an imported component is an “article that infringes” under section 337(a)(1)(B), if the importer uses the article to manufacture a downstream product that it sells to customers in the United States. Discuss whether this statutory phrase is applied differently for method and apparatus claims.
                </P>
                <P>
                    l. With reference to the Additional Views of Chair Kearns Regarding “Articles that Infringe” in 
                    <E T="03">Fiber Optic Equipment,</E>
                     Comm'n Op. at 98, address the relevance of the following factors in an assessment of whether the imported LCD Cells at issue in this investigation constitute “articles that infringe”: (a) whether the article is a material part of the invention, (b) whether it is especially designed and/or configured for use in an infringing manner, (c) whether it is a staple article and the extent to which it has noninfringing uses, and (d) the extent to which it is modified or combined with other articles after importation.
                </P>
                <P>2. As to the limitation in claim 1 that “the circuit board is received in the circuit board mounting part”:</P>
                <P>a. With citations to the intrinsic record, how should “received in” be construed?</P>
                <P>b. Are the circuit boards of the accused products “received in” the constricted convection plate? How do the metal tubes to which the circuit boards are affixed affect the infringement analysis of this limitation, if at all?</P>
                <P>c. How does the construction of “received in” effect the Final ID's invalidity analysis as to this limitation?</P>
                <P>3. As to the limitation in claim 2 that “the circuit board is mounted in the circuit board mounting part”:</P>
                <P>a. With citations to the intrinsic record, how should “mounted in” be construed?</P>
                <P>b. Are the circuit boards of the accused products “mounted in” the constricted convection plate?</P>
                <P>c. How does the construction of “mounted in” effect the Final ID's invalidity analysis as to this limitation?</P>
                <P>4. As to the economic prong of the domestic industry analysis:</P>
                <P>a. Setting aside the origin of the parts and materials, should the payments from B2B Care to USSI for parts and materials be considered “employment of labor or capital” for purposes of section 337(a)(3)(B)? Please identify any evidence in the record as to what portion of payments from B2B Care to USSI were for U.S. labor costs as opposed to parts and materials.</P>
                <P>b. What quantification, if any, of the employment of labor or capital with respect to the DI products by Samsung International Inc. or Video Solutions Lab is provided in the record? Did Samsung show, or did the parties stipulate, that the DI products are representative of the OH series of digital LCD displays for purposes of the domestic industry requirement?</P>
                <P>
                    c. If Samsung is seeking to rely on a comparison of its domestic labor and capital investments relating to the DI products to foreign investments to demonstrate quantitative significance, what foreign investments are relevant? Citing to the evidentiary record, what 
                    <PRTPAGE P="52507"/>
                    evidence is on record regarding Samsung's foreign investments?
                </P>
                <P>d. Please explain how Samsung's proffered indicators of significance should be considered in determining whether Samsung's employment of labor or capital with respect to its DI products are significant under section 337(a)(3)(B).</P>
                <P>The parties are invited to brief only the discrete issues requested above. The parties are not to brief other issues on review, which are adequately presented in the parties' existing filings.</P>
                <P>
                    In connection with the final disposition of this investigation, the statute authorizes issuance of, 
                    <E T="03">inter alia,</E>
                     (1) an exclusion order that could result in the exclusion of the subject articles from entry into the United States; and/or (2) a cease and desist order that could result in the respondent being required to cease and desist from engaging in unfair acts in the importation and sale of such articles. Accordingly, the Commission is interested in receiving written submissions that address the form of remedy, if any, that should be ordered. If a party seeks exclusion of an article from entry into the United States for purposes other than entry for consumption, the party should so indicate and provide information establishing that activities involving other types of entry either are adversely affecting it or likely to do so. For background, see 
                    <E T="03">Certain Devices for Connecting Computers via Telephone Lines,</E>
                     Inv. No. 337-TA-360, USITC Pub. No. 2843, Comm'n Op. at 7-10 (Dec. 1994).
                </P>
                <P>The statute requires the Commission to consider the effects of that remedy upon the public interest. The public interest factors the Commission will consider include the effect that an exclusion order and cease and desist order would have on: (1) the public health and welfare, (2) competitive conditions in the U.S. economy, (3) U.S. production of articles that are like or directly competitive with those that are subject to investigation, and (4) U.S. consumers. The Commission is therefore interested in receiving written submissions that address the aforementioned public interest factors in the context of this investigation.</P>
                <P>
                    If the Commission orders some form of remedy, the U.S. Trade Representative, as delegated by the President, has 60 days to approve, disapprove, or take no action on the Commission's determination. 
                    <E T="03">See</E>
                     Presidential Memorandum of July 21, 2005, 70 FR 43251 (July 26, 2005). During this period, the subject articles would be entitled to enter the United States under bond, in an amount determined by the Commission and prescribed by the Secretary of the Treasury. The Commission is therefore interested in receiving submissions concerning the amount of the bond that should be imposed if a remedy is ordered.
                </P>
                <P>
                    <E T="03">Written Submissions:</E>
                     The parties to the investigation are requested to file written submissions on the issues identified in this notice. Parties to the investigation, interested government agencies, and any other interested parties are encouraged to file written submissions on the issues of remedy, the public interest, and bonding. Such submissions should address the recommended determination by the ALJ on remedy and bonding.
                </P>
                <P>In its initial submission, Complainants are also requested to identify the remedy sought and to submit proposed remedial orders for the Commission's consideration. Complainants are further requested to provide the HTSUS subheadings under which the accused products are imported, and to supply the identification information for all known importers of the products at issue in this investigation. The initial written submissions and proposed remedial orders must be filed no later than close of business on July 1, 2024. Reply submissions must be filed no later than the close of business on July 9, 2024. No further submissions on these issues will be permitted unless otherwise ordered by the Commission. Opening submissions are limited to 100 pages. Reply submissions are limited to 50 pages. No further submissions on any of these issues will be permitted unless otherwise ordered by the Commission.</P>
                <P>
                    Persons filing written submissions must file the original document electronically on or before the deadlines stated above. The Commission's paper filing requirements in 19 CFR 210.4(f) are currently waived. 85 FR 15798 (Mar. 19, 2020). Submissions should refer to the investigation number (Inv. No. 337-TA-1349) in a prominent place on the cover page and/or the first page. (
                    <E T="03">See</E>
                     Handbook for Electronic Filing Procedures, 
                    <E T="03">https://www.usitc.gov/documents/handbook_on_filing_procedures.pdf</E>
                    ). Persons with questions regarding filing should contact the Secretary, (202) 205-2000.
                </P>
                <P>Any person desiring to submit a document to the Commission in confidence must request confidential treatment by marking each document with a header indicating that the document contains confidential information. This marking will be deemed to satisfy the request procedure set forth in Rules 201.6(b) and 210.5(e)(2) (19 CFR 201.6(b) &amp; 210.5(e)(2)). Documents for which confidential treatment by the Commission is properly sought will be treated accordingly. Any non-party wishing to submit comments containing confidential information must serve those comments on the parties to the investigation pursuant to the applicable Administrative Protective Order. A redacted non-confidential version of the document must also be filed with the Commission and served on any parties to the investigation within two business days of any confidential filing. All information, including confidential business information and documents for which confidential treatment is properly sought, submitted to the Commission for purposes of this investigation may be disclosed to and used: (i) by the Commission, its employees and Offices, and contract personnel (a) for developing or maintaining the records of this or a related proceeding, or (b) in internal investigations, audits, reviews, and evaluations relating to the programs, personnel, and operations of the Commission including under 5 U.S.C. appendix 3; or (ii) by U.S. Government employees and contract personnel, solely for cybersecurity purposes. All contract personnel will sign appropriate nondisclosure agreements. All nonconfidential written submissions will be available for public inspection on EDIS.</P>
                <P>The Commission vote for this determination took place on June 17, 2024.</P>
                <P>This action is taken under the authority of section 337 of the Tariff Act of 1930, as amended (19 U.S.C. 1337), and in part 210 of the Commission's Rules of Practice and Procedure (19 CFR part 210).</P>
                <SIG>
                    <P>By order of the Commission.</P>
                    <DATED>Issued: June 17, 2024.</DATED>
                    <NAME>Lisa Barton,</NAME>
                    <TITLE>Secretary to the Commission.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13742 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 7020-02-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="N">DEPARTMENT OF JUSTICE</AGENCY>
                <SUBAGY>Antitrust Division</SUBAGY>
                <SUBJECT>Notice Pursuant to the National Cooperative Research and Production Act of 1993—Electrified Vehicle and Energy Storage Evaluation</SUBJECT>
                <P>
                    Notice is hereby given that, on March 14, 2024, pursuant to section 6(a) of the National Cooperative Research and Production Act of 1993, 15 U.S.C. 4301 
                    <E T="03">et seq.</E>
                     (“the Act”), Electrified Vehicle 
                    <PRTPAGE P="52508"/>
                    and Energy Storage Evaluation (“EVESE”) has filed written notifications simultaneously with the Attorney General and the Federal Trade Commission disclosing changes in its membership. The notifications were filed for the purpose of extending the Act's provisions limiting the recovery of antitrust plaintiffs to actual damages under specified circumstances. Specifically, The Dow Chemical Company, Midland, MI, has withdrawn as a party to this venture.
                </P>
                <P>No other changes have been made in either the membership or planned activity of the group research project. Membership in this group research project remains open, and EVESE intends to file additional written notifications disclosing all changes in membership.</P>
                <P>
                    On September 24, 2020, EVESE filed its original notification pursuant to section 6(a) of the Act. The Department of Justice published a notice in the 
                    <E T="04">Federal Register</E>
                     pursuant to section 6(b) of the Act on October 15, 2020 (85 FR 65423).
                </P>
                <P>
                    The last notification was filed with the Department on August 29, 2023. A notice was published in the 
                    <E T="04">Federal Register</E>
                     pursuant to section 6(b) of the Act on December 15, 2023 (88 FR 86930).
                </P>
                <SIG>
                    <NAME>Suzanne Morris,</NAME>
                    <TITLE>Deputy Director Civil Enforcement Operations, Antitrust Division.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13736 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF JUSTICE</AGENCY>
                <SUBAGY>Antitrust Division</SUBAGY>
                <SUBJECT>Notice Pursuant to the National Cooperative Research and Production Act of 1993—PXI Systems Alliance, Inc.</SUBJECT>
                <P>
                    Notice is hereby given that, on May 23, 2024, pursuant to section 6(a) of the National Cooperative Research and Production Act of 1993, 15 U.S.C. 4301 
                    <E T="03">et seq.</E>
                     (“the Act”), PXI Systems Alliance, Inc. (“PXI Systems”) has filed written notifications simultaneously with the Attorney General and the Federal Trade Commission disclosing changes in its membership. The notifications were filed for the purpose of extending the Act's provisions limiting the recovery of antitrust plaintiffs to actual damages under specified circumstances. Specifically, DEICO, Ankara, TURKEY, has been added as a party to this venture.
                </P>
                <P>No other changes have been made in either the membership or planned activity of the group research project. Membership in this group research project remains open, and PXI Systems intends to file additional written notifications disclosing all changes in membership.</P>
                <P>
                    On November 22, 2000, PXI Systems filed its original notification pursuant to section 6(a) of the Act. The Department of Justice published a notice in the 
                    <E T="04">Federal Register</E>
                     pursuant to section 6(b) of the Act on March 8, 2001 (66 FR 13971).
                </P>
                <P>
                    The last notification was filed with the Department on November 17, 2023. A notice was published in the 
                    <E T="04">Federal Register</E>
                     pursuant to section 6(b) of the Act on December 15, 2023 (88 FR 86935).
                </P>
                <SIG>
                    <NAME>Suzanne Morris,</NAME>
                    <TITLE>Deputy Director Civil Enforcement Operations, Antitrust Division.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13739 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF JUSTICE</AGENCY>
                <SUBAGY>Antitrust Division</SUBAGY>
                <SUBJECT>Notice Pursuant to the National Cooperative Research and Production Act Of 1993—Defense Industrial Based Consortium</SUBJECT>
                <P>
                    Notice is hereby given that, on February 21, 2024, pursuant to section 6(a) of the National Cooperative Research and Production Act of 1993, 15 U.S.C. 4301 
                    <E T="03">et seq.</E>
                     (“the Act”), Defense Industrial Based Consortium (“DIBC”) has filed written notifications simultaneously with the Attorney General and the Federal Trade Commission disclosing (1) the identities of the parties to the venture and (2) the nature and objectives of the venture. The notifications were filed for the purpose of invoking the Act's provisions limiting the recovery of antitrust plaintiffs to actual damages under specified circumstances.
                </P>
                <P>
                    Pursuant to section 6(b) of the Act, the identities of the parties to the venture are: AAPlasma LLC, Philadelphia, PA; Accipiter Systems, Inc., Wexford, PA; ACMI Austin LLC, Austin, TX; Adaptive Dynamics, Inc., San Diego, CA; ADDX Corp., Alexandria, VA; AI Strategy Corp., Babylon, NY; Allegheny Technologies, Inc., Pittsburgh, PA; Amyris, Inc., Emeryville, CA; Applied Research Associates, Inc., Albuquerque, NM; ARCHEM LLC, Shreveport, LA; ARCTOS Technology Solutions LLC, Beavercreek, OH; AURA Technologies LLC, Carrboro, NC; Aveox, Inc., Simi Valley, CA; Barber-Nichols LLC, Arvada, CO; Bath Iron Works Corp., Bath, ME; Battelle Memorial Institute, Columbus, OH; Big Metal Additive, Denver, CO; BlackSky Geospatial Solutions, Inc., Herndon, VA; Boarhog LLC, San Diego, CA; Booz Allen Hamilton, Inc., McLean, VA; Bren-Tronics, Inc., Commack, NY; Cambium Biomaterials, Inc., Mojave, CA; Castelion Corp., El Segundo, CA; CFD Research Corp., Huntsville, AL; Combustion Research &amp; Flow Technology, Inc., Pipersville, PA; Concurrent Technologies Corp., Johnstown, PA; Corvid Technologies LLC, Mooresville, NC; CR Access Consulting LLC, Virginia Beach, VA; Crean &amp; Associates, Inc., Lakeway, TX; Cryptic Vector LLC, Liberty Township, OH; Curtiss-Wright EMD, Cheswick, PA; CVX Instruments LLC, Charlevoix, MI; CyKor LLC, Annapolis, MD; D'Angelo Technologies LLC, Beavercreek, OH; Decision Sciences, Inc., Fort Walton Beach, FL; Defense Industry Advisors LLC, St. Petersburg, FL; Delta Development Team, Inc., Tucson, AZ; Design West Technologies, Inc., Tustin, CA; DuPont Specialty Products USA LLC, Circleville, OH; Eduworks, Corvallis, OR; ElbitAmerica, Inc., Fort Worth, TX; Elder, Robert James, Shreveport, LA; Ellwood Material Technologies, New Castle, PA; Empirical Systems Aerospace, Inc., San Luis Obispo, CA; Enduralock LLC, Lenexa, KS; Espey Mfg &amp; Electronics Corp., Saratoga Springs, NY; Exosonic, Inc., Torrance, CA; Fabrisonic LLC, Lewis Center, OH; Foursyte LLC, Ashburn, VA; General Dynamics Ordnance &amp; Tactical Systems, Inc., St. Petersburg, FL; GIRD Systems, Inc., Cincinnati, OH; GLOBAL CIRCUIT INNOVATONS, Inc., Colorado Springs, CO; Gradient Technology, ELK RIVER, MN; Granite State Manufacturing, Manchester, NH; Hawk Technologies LLC, Hancock, MI; HDT Expeditionary Systems, Inc., Fredericksburg, VA; Heka Aero LLC, Melbourne, FL; Hermeus Corp., Atlanta, GA; Idaho Scientific LLC, Boise, ID; Infinity Systems Engineering, Colorado Springs, CO; Innoveering LLC, Bohemia, NY; Integra Technologies, Wichita, KS; Integration Innovation, Inc., Huntsville, AL; Intertek Laboratories, Inc., Stirling, NJ; iWorks Corp., Reston, VA; JR3 Consulting LLC, Huntsville, AL; Keselowski Advanced Manufacturing LLC, Statesville, NC; Kinnami Software Corp., Braintree, MA; Kratos Defense &amp; Rocket Support Services, Inc., Huntsville, AL; Kratos SRE, Inc., San Diego, CA; Leidos, Inc., Reston, VA; Leonardo DRS Naval Power Systems, Menomonee Falls, WI; Lockheed Martin-Missiles &amp; Fire Control, Orlando, 
                    <PRTPAGE P="52509"/>
                    FL; Martinez and Turek, Inc., Rialto, CA; McCormick Stevenson Corp., Clearwater, FL; Mercury Systems, Inc., Andover, MA; MetalTek International, Waukesha, WI; Mission Focused Systems, Inc., Royersford, PA; Motorola Solutions, Inc., Chicago, IL; NAL Research Corp., Manassas, VA; Nalas Engineering Services, Inc., Centerbrook, CT; Nanohmics, Inc., Austin, TX; NASCENTechnology Manufacturing, Inc., Watertown, SD; Near Earth Autonomy, Inc., Pittsburgh, PA; Next Semiconductor Technologies, Inc., San Diego, CA; Non-Ferrous Founders Society, Sturgis, MI; Northrop Grumman Systems Corp., McLean, VA; Northrop Grumman Systems Corp.—Armament Systems Business Unit, Plymouth, MN; Nostromo LLC, Kennebunk ME; NWI Defense LLC, Albany, OR; Oceaneering International, Inc., Hanover, MD; Ohio Semitronics, Inc., Hilliard, OH; Olin Winchester LLC, Independence, MO; Onyx Aerospace, Huntsville, AL; Opto-Knowledge Systems, Inc., Torrance, CA; Orolia Government Systems, Inc., Rochester, NY; OToole Tek LLC, Rocky Hill, CT; Parallax Advanced Research, Beavercreek, OH; Physical Sciences, Inc., Andover, MA; Pison Technology, Inc., Boston, MA; Plasma Processes LLC, Huntsville, AL; Practical Energetics Research, Inc., Huntsville, AL; Production Systems Automation LLC, Duryea, PA; Questek Innovations LLC, Evanston, IL; Raytheon, Tucson, AZ; R-DEX Systems, Inc., Woodstock, GA; Rebling Plastics, Warrington, PA; REDLattice, Inc., Chantilly, VA; Rhoads Industries, Inc., Philadelphia, PA; Rocky Mountain Scientific Laboratory, Littleton, CO; Russell Technical Consulting Services LLC, Huntsville, AL; SAVIT Corp., Rockaway, NJ; SB Technology Federal, Inc., Tarrytown, FL; SCHOTT North America, Inc., Duryea, PA; Sentient Science, Buffalo, NY; Siemens Government Technologies, Inc., Reston, VA; Sigma Defense Systems LLC, Perry, GA; Signature Science LLC, Austin, TX; Skuld LLC, London, OH; Southeastern New England Defense Industry Alliance, Middletown, RI; Southwest Research Institute, San Antonio, TX; SRI International, Menlo Park, CA; Strategic Technology Consulting LLC, Toms River, NJ; Strogen Strategic Sustainability, Washington, DC; SURVICE Engineering Company LLC, Belcamp, MD; Synthio Chemicals, Inc., Broomfield, CO; Systecon North America, Juno Beach, FL; Teledyne FLIR Commercial Systems, Goleta, CA; Texas Research Institute Austin, Inc., Austin, TX; The Boeing Company, St Louis, MO; The Johns Hopkins University Applied Physics Laboratory, Laurel, MD; The University of Alabama in Huntsville, Huntsville, AL; Thomas &amp; Skinner, Inc., Indianapolis, IN; Trillium Engineering, Hood River, OR; UES, Inc., Dayton, OH; University of Arizona Applied Research Corp., Tucson, AZ; US Partnership for Assured Electronics, Washington, DC; Vega Technology Group LLC, North Canton, OH; VPI Technology, Draper, UT; W R Systems Ltd., Fairfax, VA; and W.S. Darley &amp; Co., Itasca, IL.
                </P>
                <P>
                    The general area of DIBC's planned activity is to conduct research and development and prototyping of projects and programs for purposes of strengthening the Defense Industrial Base (DIB). At the time of this filing, the DIBC's critical sectors and subsectors are as follows: (1) kinetic capabilities (
                    <E T="03">i.e.</E>
                     hypersonics), (2) energy storage and batteries, (3) castings and forgings, (4) microelectronics, (5) critical chemicals and minerals, (6) Small Unmanned Aerial Systems (sUAS), (7) Rare Earth Elements (REFs), (8) critical materials, (9) submarine industrial base, (10) space industry base, (11) biomanufacturing, and 12) workforce development. The Consortium was formed effective December 31, 2023.
                </P>
                <SIG>
                    <NAME>Suzanne Morris,</NAME>
                    <TITLE>Deputy Director Civil Enforcement Operations, Antitrust Division.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13738 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF JUSTICE</AGENCY>
                <SUBAGY>Antitrust Division</SUBAGY>
                <SUBJECT>Notice Pursuant to the National Cooperative Research and Production Act of 1993—Bytecode Alliance Foundation</SUBJECT>
                <P>
                    Notice is hereby given that, on June 6, 2024, pursuant to section 6(a) of the National Cooperative Research and Production Act of 1993, 15 U.S.C. 4301 
                    <E T="03">et seq.</E>
                     (“the Act”), Bytecode Alliance Foundation has filed written notifications simultaneously with the Attorney General and the Federal Trade Commission disclosing changes in its membership. The notifications were filed for the purpose of extending the Act's provisions limiting the recovery of antitrust plaintiffs to actual damages under specified circumstances. Specifically, Embark Studios, Stockholm, Sweden; Candle, Atlanta, GA; Rackner, Silver Spring, MD; and Shanghai Wudun, Shanghai, People's Republic of China, have withdrawn as parties to this venture.
                </P>
                <P>No other changes have been made in either the membership or planned activity of the group research project. Membership in this group research project remains open, and Bytecode Alliance Foundation intends to file additional written notifications disclosing all changes in membership.</P>
                <P>
                    On April 20, 2022, Bytecode Alliance Foundation filed its original notification pursuant to section 6(a) of the Act. The Department of Justice published a notice in the 
                    <E T="04">Federal Register</E>
                     pursuant to section 6(b) of the Act on May 13, 2022 (87 FR 29379).
                </P>
                <P>
                    The last notification was filed with the Department on March 14, 2024. A notice was published in the 
                    <E T="04">Federal Register</E>
                     pursuant to section 6(b) of the Act on April 16, 2024 (89 FR 26926).
                </P>
                <SIG>
                    <NAME>Suzanne Morris,</NAME>
                    <TITLE>Deputy Director Civil Enforcement Operations, Antitrust Division.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13741 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF JUSTICE</AGENCY>
                <SUBAGY>Antitrust Division</SUBAGY>
                <SUBJECT>Notice Pursuant to the National Cooperative Research and Production Act of 1993—Rust Foundation</SUBJECT>
                <P>
                    Notice is hereby given that, on June 3, 2024, pursuant to section 6(a) of the National Cooperative Research and Production Act of 1993, 15 U.S.C. 4301 
                    <E T="03">et seq.</E>
                     (“the Act”), Rust Foundation has filed written notifications simultaneously with the Attorney General and the Federal Trade Commission disclosing changes in its membership. The notifications were filed for the purpose of extending the Act's provisions limiting the recovery of antitrust plaintiffs to actual damages under specified circumstances. Specifically, Devolutions, Inc., Quebec, CANADA; Pontifícia Universidade Católica do Paraná—Escola Politécnica, Curitiba, BRAZIL; Stichting Rust Nederland, Nijmegen, NETHERLANDS; and Wyeworks LLC, Sheridan, WY, have been added as parties to this venture.
                </P>
                <P>Also, Traverse Research, Breda, NETHERLANDS, has withdrawn as a party to this venture.</P>
                <P>No other changes have been made in either the membership or planned activity of the group research project. Membership in this group research project remains open, and Rust Foundation intends to file additional written notifications disclosing all changes in membership.</P>
                <P>
                    On April 14, 2022, Rust Foundation filed its original notification pursuant to section 6(a) of the Act. The Department 
                    <PRTPAGE P="52510"/>
                    of Justice published a notice in the 
                    <E T="04">Federal Register</E>
                     pursuant to section 6(b) of the Act on May 13, 2022 (87 FR 29384).
                </P>
                <P>
                    The last notification was filed with the Department on March 14, 2024. A notice was published in the 
                    <E T="04">Federal Register</E>
                     pursuant to section 6(b) of the Act on April 16, 2024 (89 FR 26927).
                </P>
                <SIG>
                    <NAME>Suzanne Morris,</NAME>
                    <TITLE>Deputy Director Civil Enforcement Operations, Antitrust Division.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13740 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="N">DEPARTMENT OF LABOR</AGENCY>
                <SUBAGY>Employment and Training Administration</SUBAGY>
                <SUBJECT>Agency Information Collection Activities; Comment Request; Unemployment Insurance (UI) Trust Fund Activities Reports</SUBJECT>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>The Department of Labor's (DOL) Employment and Training Administration (ETA) is soliciting comments concerning a proposed extension for the authority to conduct the information collection request (ICR) titled, “Unemployment Insurance (UI) Trust Fund Activities Reports.” This comment request is part of continuing Departmental efforts to reduce paperwork and respondent burden in accordance with the Paperwork Reduction Act of 1995 (PRA).</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Consideration will be given to all written comments received by August 23, 2024.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        A copy of this ICR with applicable supporting documentation, including a description of the likely respondents, proposed frequency of response, and estimated total burden, may be obtained free by contacting Joe Williams by telephone at (202) 693-2928 (this is not a toll-free number), or by email at 
                        <E T="03">Williams.Joseph@dol.gov.</E>
                         For persons with a hearing or speech disability who need assistance to use the telephone system, please dial 711 to access telecommunications relay services.
                    </P>
                    <P>
                        Submit written comments about, or requests for a copy of, this ICR by mail or courier to the U.S. Department of Labor, Employment and Training Administration, Office of Unemployment Insurance, Room S-4524, 200 Constitution Avenue NW, Washington, DC 20210; by email: 
                        <E T="03">Williams.Joseph@dol.gov;</E>
                         or by fax (202) 693-3975.
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Joe Williams by telephone at (202) 693-2928 (this is not a toll-free number) or by email at 
                        <E T="03">Williams.Joseph@dol.gov.</E>
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>DOL, as part of continuing efforts to reduce paperwork and respondent burden, conducts a pre-clearance consultation program to provide the general public and Federal agencies an opportunity to comment on proposed and/or continuing collections of information before submitting them to the Office of Management and Budget (OMB) for final approval. This program helps to ensure requested data can be provided in the desired format, reporting burden (time and financial resources) is minimized, collection instruments are clearly understood, and the impact of collection requirements can be properly assessed.</P>
                <P>Section 303(a)(4) of the Social Security Act (SSA) and section 3304(a)(3) of the Federal Unemployment Tax Act (FUTA) require that all monies received in the unemployment fund of a state be paid immediately to the Secretary of the Treasury to the credit of the Unemployment Trust Fund (UTF). This is referred to as the “immediate deposit” standard. Section 303(a)(5) SSA and section 3304(a)(4) FUTA require that all monies withdrawn from the UTF be used solely for the payment of unemployment compensation exclusive of the expenses of administration. This is referred to as the “limited withdrawal” standard. Section 303(a)(6) SSA gives the Secretary of Labor the authority to require the reporting of information deemed necessary to assure state compliance with the provisions of the SSA. Under this authority, the Secretary of Labor requires the following reports to monitor state compliance with the immediate deposit and limited withdrawal standards.</P>
                <FP SOURCE="FP-1">ETA 2112: UI Financial Transaction Summary</FP>
                <FP SOURCE="FP-1">ETA 8401: Monthly Analysis of Benefit Payment Account</FP>
                <FP SOURCE="FP-1">ETA 8405: Monthly Analysis of Clearing Account</FP>
                <FP SOURCE="FP-1">ETA 8413: Income-Expense Analysis Unemployment Compensation (UC) Fund, Benefit Payment Account</FP>
                <FP SOURCE="FP-1">ETA 8414: Income-Expense Analysis UC Fund, Clearing Account and</FP>
                <FP SOURCE="FP-1">ETA 8403: Summary of Financial Transactions—-Title IX Funds</FP>
                <P>Section 303(a)(6) SSA authorizes this information collection.</P>
                <P>
                    This information collection is subject to the PRA. A Federal agency generally cannot conduct or sponsor a collection of information, and the public is generally not required to respond to an information collection, unless it is approved by OMB under the PRA and displays a currently valid OMB Control Number. In addition, notwithstanding any other provisions of law, no person shall generally be subject to penalty for failing to comply with a collection of information that does not display a valid Control Number. 
                    <E T="03">See</E>
                     5 CFR 1320.5(a) and 1320.6.
                </P>
                <P>
                    Interested parties are encouraged to provide comments to the contact shown in the 
                    <E T="02">ADDRESSES</E>
                     section. Comments must be written to receive consideration, and they will be summarized and included in the request for OMB approval of the final ICR. In order to help ensure appropriate consideration, comments should mention OMB control number 1205-0154.
                </P>
                <P>Submitted comments will also be a matter of public record for this ICR and posted on the internet, without redaction. DOL encourages commenters not to include personally identifiable information, confidential business data, or other sensitive statements/information in any comments.</P>
                <P>DOL is particularly interested in comments that:</P>
                <P>• Evaluate whether the proposed collection of information is necessary for the proper performance of the functions of the Agency, including whether the information will have practical utility;</P>
                <P>• Evaluate the accuracy of the Agency's estimate of the burden of the proposed collection of information, including the validity of the methodology and assumptions used;</P>
                <P>• Enhance the quality, utility, and clarity of the information to be collected; and</P>
                <P>
                    • Minimize the burden of the collection of information on those who are to respond, including through the use of appropriate automated, electronic, mechanical, or other technological collection techniques or other forms of information technology, (
                    <E T="03">e.g.,</E>
                     permitting electronic submission of responses).
                </P>
                <P>
                    <E T="03">Agency:</E>
                     DOL-ETA.
                </P>
                <P>
                    <E T="03">Type of Review:</E>
                     Extension without revision.
                </P>
                <P>
                    <E T="03">Title of Collection:</E>
                     Unemployment Insurance (UI) Trust Fund Activities Reports.
                </P>
                <P>
                    <E T="03">Forms:</E>
                     ETA 2112, ETA 8401, ETA 8403, ETA 8405, ETA 8413, and ETA 8414.
                </P>
                <P>
                    <E T="03">OMB Control Number:</E>
                     1205-0154.
                </P>
                <P>
                    <E T="03">Affected Public:</E>
                     State Workforce Agencies.
                </P>
                <P>
                    <E T="03">Estimated Number of Respondents:</E>
                     53.
                </P>
                <P>
                    <E T="03">Frequency:</E>
                     Monthly.
                    <PRTPAGE P="52511"/>
                </P>
                <P>
                    <E T="03">Total Estimated Annual Responses:</E>
                     3,498.
                </P>
                <P>
                    <E T="03">Estimated Average Time per Response:</E>
                     0.5.
                </P>
                <P>
                    <E T="03">Estimated Total Annual Burden Hours:</E>
                     1,749 hours.
                </P>
                <P>
                    <E T="03">Total Estimated Annual Other Cost Burden:</E>
                     $0.
                </P>
                <P>
                    <E T="03">Authority:</E>
                     44 U.S.C. 3506(c)(2)(A).
                </P>
                <SIG>
                    <NAME>José Javier Rodríguez,</NAME>
                    <TITLE>Assistant Secretary for Employment and Training, Labor.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13703 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4510-FW-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF LABOR</AGENCY>
                <SUBAGY>Employment and Training Administration</SUBAGY>
                <SUBJECT>Agency Information Collection Activities; Comment Request; Workforce Innovation and Opportunity Act (WIOA) Common Performance Reporting</SUBJECT>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>The Department of Labor's (DOL) Employment and Training Administration (ETA) is soliciting comments concerning a proposed revision for the authority to conduct the information collection request (ICR) titled, “Workforce Innovation and Opportunity Act (WIOA) Common Performance Reporting”. This comment request is part of continuing Departmental efforts to reduce paperwork and respondent burden in accordance with the Paperwork Reduction Act of 1995 (PRA).</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Consideration will be given to all written comments received by August 23, 2024.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        A copy of this ICR with applicable supporting documentation, including a description of the likely respondents, proposed frequency of response, and estimated total burden, may be obtained free by contacting Kellen Grode by telephone at (202) 693-3534 (this is not a toll-free number), or by email at 
                        <E T="03">grode.kellen.m@dol.gov.</E>
                         For persons with a hearing or speech disability who need assistance to use the telephone system, please dial 711 to access telecommunications relay services.
                    </P>
                    <P>
                        Submit written comments about, or requests for a copy of, this ICR by mail or courier to the U.S. Department of Labor, Employment and Training Administration, Office of Policy Development and Research, 200 Constitution Ave. NW, Room N-5641, Washington, DC 20210; by email: 
                        <E T="03">grode.kellen.m@dol.gov.</E>
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Kellen Grode by telephone at (202) 693-3534, (this is not a toll-free number) or by email at 
                        <E T="03">grode.kellen.m@dol.gov.</E>
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>DOL, as part of continuing efforts to reduce paperwork and respondent burden, conducts a pre-clearance consultation program to provide the general public and Federal agencies an opportunity to comment on proposed and/or continuing collections of information before submitting them to the Office of Management and Budget (OMB) for final approval. This program helps to ensure requested data can be provided in the desired format, reporting burden (time and financial resources) is minimized, collection instruments are clearly understood, and the impact of collection requirements can be properly assessed.</P>
                <P>Section 116 of WIOA (29 U.S.C. 3141) authorizes this information collection. This information collection requires States and Local Areas that operate the six core programs of the workforce development system to comply with common performance accountability requirements for those programs, which are: the Adult, Dislocated Worker, and Youth programs (title I, administered by DOL); the Wagner-Peyser Act program (title III, administered by DOL); the Adult Education and Family Literacy Act (AEFLA) program (title II, administered by ED); and the Vocational Rehabilitation (VR) program (title IV, administered by ED). As such, States and Local Areas that operate core programs must submit common performance data to demonstrate that specified performance levels are achieved. States and Local Areas will report the common performance data through this ICR.</P>
                <P>In addition, and in accordance with WIOA section 122(b)(2), training providers that are eligible to receive funds from Adult and Dislocated Worker programs authorized under title I of WIOA (also known as “eligible training providers” or ETPs) must report data on outcomes achieved under those programs to the State(s) in which they are listed on the State ETP list. States then report the information submitted by ETPs to DOL. The information collection requirements applicable to ETPs are contained in this ICR.</P>
                <P>Section 116(d)(1) of WIOA mandates that the Secretaries of Labor and Education develop a template for performance reports to be used by States, local boards, and ETPs for reporting on outcomes achieved by participants in the six core programs. Corresponding joint regulations for these data collection requirements, including which primary performance indicators apply for each core program, have been issued by the Departments. See 81 FR 55792 (Aug. 19, 2016). The final regulations became effective on October 18, 2016. These joint performance regulations can be found at: (1) 20 CFR part 677 (which covers the Adult and Dislocated Worker programs (20 CFR part 680), the Youth program (20 CFR part 681), and the Wagner-Peyser Act program (20 CFR part 652)); (2) 34 CFR part 463, subpart I (which covers the AEFLA program); and (3) 34 CFR part 361, subpart E (which covers the VR program).</P>
                <P>The data collection instruments covered in this ICR, are necessary to meet the requirements of section 116 of WIOA. These information collection instruments were developed jointly by the Departments, and include: (1) the Joint Participant Individual Record Layout (PIRL), which provides a standardized set of data elements, definitions, and reporting instructions for use by States and local entities administering WIOA core programs (ETA-9170); (2) the Statewide Performance Report Template, to be used for the reporting of data by State entities that administer WIOA core programs (ETA-9169); (3) the Local Area Performance Report Template, to be used for the reporting of data by local entities that administer WIOA core programs (ETA-9169); (4) the ETP Performance Report specifications and definitions, to be used for the reporting of data by eligible providers of training services under title I Adult and Dislocated Worker programs (ETA-9171); and (5) the Annual Statewide Performance Report Narrative, an information collection requirement to be used for providing information on the status and progress of workforce development program performance.</P>
                <P>
                    As a part of this revision request, ETA has made changes to the WIOA Statewide Performance Report Template (ETA-9169), WIOA Joint Participant Individual Record Layout (PIRL) (ETA-9170), and WIOA Eligible Training Provider (ETP) Performance Report Definitions (ETP-9171). DOL is also proposing updates to its DOL-only collection (OMB Control No. 1205-0521) to adhere to the new requirements in OMB's Statistical Policy Directive No. 15 on Race and Ethnicity. Until the Department of Education is able to update its corresponding ICRs, this joint ICR will continue to use the same categories for Race and Ethnicity as previously approved. During the transition period, DOL will combine the Race categories for “White” and “Middle Eastern or North African” into 
                    <PRTPAGE P="52512"/>
                    a single “White” category for the WIOA Statewide Performance Report (ETA-9169). Similarly, DOL will continue to calculate “More than one Race” according to the joint ICR for the WIOA Statewide Performance Report (ETA-9169), while using “Multiracial and/or Multiethnic” in the DOL-only Quarterly Performance Reports (ETA-9173).
                </P>
                <P>
                    This information collection is subject to the PRA. A Federal agency generally cannot conduct or sponsor a collection of information, and the public is generally not required to respond to an information collection, unless it is approved by OMB under the PRA and displays a currently valid OMB Control Number. In addition, notwithstanding any other provisions of law, no person shall generally be subject to penalty for failing to comply with a collection of information that does not display a valid Control Number. 
                    <E T="03">See</E>
                     5 CFR 1320.5(a) and 1320.6.
                </P>
                <P>
                    Interested parties are encouraged to provide comments to the contact shown in the 
                    <E T="02">ADDRESSES</E>
                     section. Comments must be written to receive consideration, and they will be summarized and included in the request for OMB approval of the final ICR. In order to help ensure appropriate consideration, comments should mention Joint WIOA ICR 1205-0526.
                </P>
                <P>Submitted comments will also be a matter of public record for this ICR and posted on the internet, without redaction. DOL encourages commenters not to include personally identifiable information, confidential business data, or other sensitive statements/information in any comments.</P>
                <P>DOL is particularly interested in comments that:</P>
                <P>• Evaluate whether the proposed collection of information is necessary for the proper performance of the functions of the Agency, including whether the information will have practical utility;</P>
                <P>• Evaluate the accuracy of the Agency's estimate of the burden of the proposed collection of information, including the validity of the methodology and assumptions used;</P>
                <P>• Enhance the quality, utility, and clarity of the information to be collected; and</P>
                <P>
                    • Minimize the burden of the collection of information on those who are to respond, including through the use of appropriate automated, electronic, mechanical, or other technological collection techniques or other forms of information technology, (
                    <E T="03">e.g.,</E>
                     permitting electronic submission of responses).
                </P>
                <P>
                    <E T="03">Agency:</E>
                     DOL-ETA.
                </P>
                <P>
                    <E T="03">Type of Review:</E>
                     Revision.
                </P>
                <P>
                    <E T="03">Title of Collection:</E>
                     Workforce Innovation and Opportunity Act (WIOA) Common Performance Reporting.
                </P>
                <P>
                    <E T="03">Forms:</E>
                     WIOA Statewide Performance Report Template and WIOA Local Performance Report Template (ETA-9169); WIOA Joint Participant Individual Record Layout (PIRL) (ETA-9170); and WIOA Eligible Training Provider (ETP) Performance Report Specifications and WIOA Eligible Training Provider (ETP) Performance Report Definitions (ETP-9171).
                </P>
                <P>
                    <E T="03">OMB Control Number:</E>
                     1205-0526.
                </P>
                <P>
                    <E T="03">Affected Public:</E>
                     State, Local, and Tribal Governments.
                </P>
                <P>
                    <E T="03">Estimated Number of Respondents:</E>
                     19,114,129.
                </P>
                <P>
                    <E T="03">Frequency:</E>
                     Varies.
                </P>
                <P>
                    <E T="03">Total Estimated Annual Responses:</E>
                     38,216,054.
                </P>
                <P>
                    <E T="03">Estimated Average Time per Response:</E>
                     Varies.
                </P>
                <P>
                    <E T="03">Estimated Total Annual Burden Hours:</E>
                     9,863,057.
                </P>
                <P>
                    <E T="03">Total Estimated Annual Other Cost Burden:</E>
                     $33,300,000.
                </P>
                <P>
                    <E T="03">Authority:</E>
                     44 U.S.C. 3506(c)(2)(A).
                </P>
                <SIG>
                    <NAME>José Javier Rodríguez,</NAME>
                    <TITLE>Assistant Secretary for Employment and Training, Labor.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13704 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4510-FN-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF LABOR</AGENCY>
                <SUBAGY>Employment and Training Administration</SUBAGY>
                <SUBJECT>Labor Certification Process for the Temporary Employment of Foreign Workers in Agriculture in the United States: Adverse Effect Wage Rate Updates for Non-Range Occupations</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Employment and Training Administration, Department of Labor.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>The Employment and Training Administration of the Department of Labor (DOL) is issuing this notice to announce updates to the Adverse Effect Wage Rates (AEWR) for the employment of temporary or seasonal nonimmigrant foreign workers (H-2A workers) to perform agricultural labor or services other than the herding or production of livestock on the range. AEWRs are the minimum wage rates DOL has determined must be offered, advertised in recruitment, and paid by employers to H-2A workers and workers in corresponding employment so that the wages and working conditions of workers in the United States (U.S.) similarly employed will not be adversely affected. In this notice, DOL announces the AEWRs based on wage data reported by DOL's Bureau of Labor Statistics (BLS) Occupational Employment and Wage Statistics (OEWS) survey. The AEWRs established in this notice are applicable to H-2A job opportunities classified: in Standard Occupational Classification (SOC) codes other than the six SOC codes comprising the field and livestock workers (combined) group, and in the field and livestock workers (combined) occupational group that are located in States or regions, or equivalent districts or territories, for which the United States Department of Agriculture's Farm Labor Report (better known as the Farm Labor Survey, or FLS) does not report a wage.</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>These rates are applicable July 8, 2024.</P>
                </DATES>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>Brian Pasternak, Administrator, Office of Foreign Labor Certification, Employment and Training Administration, U.S. Department of Labor, 200 Constitution Avenue NW, Room N-5311, Washington, DC 20210, telephone: (202) 693-8200 (this is not a toll-free number). For persons with a hearing or speech disability who need assistance to use the telephone system, please dial 711 to access telecommunications relay services.</P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>
                    The U.S. Citizenship and Immigration Services of the Department of Homeland Security will not approve an employer's petition for the admission of H-2A nonimmigrant temporary and seasonal agricultural workers in the U.S. unless the petitioner has received an H-2A labor certification from DOL. DOL issues such labor certification when it determines that: (1) there are not sufficient U.S. workers who are able, willing, and qualified and who will be available at the time and place needed to perform the labor or services involved in the petition; and (2) the employment of the foreign worker(s) in such labor or services will not adversely affect the wages and working conditions of workers in the U.S. similarly employed. 
                    <E T="03">See</E>
                     8 U.S.C. 1101(a)(15)(H)(ii)(a), 1184(c)(1), and 1188(a); 8 CFR 214.2(h)(5); 20 CFR 655.100.
                </P>
                <P>
                    DOL H-2A regulations at 20 CFR 655.122(l) provide that employers must pay their H-2A workers in non-range occupations 
                    <SU>1</SU>
                    <FTREF/>
                     and workers in corresponding employment at least the 
                    <PRTPAGE P="52513"/>
                    highest of various wage sources listed in § 655.120(a), including the AEWR. Further, when the AEWR is updated during a work contract, the employer must pay at least that updated AEWR upon the effective date of the new AEWR, if the updated AEWR is higher than the highest of the previous AEWR, a prevailing rate for the crop activity or agricultural activity and, if applicable, a distinct work task or tasks performed in that activity and geographic area, the agreed-upon collective bargaining wage, the Federal minimum wage rate, or the State minimum wage rate. 
                    <E T="03">See</E>
                     20 CFR 655.120(b)(3). Similarly, when the AEWR is updated during a work contract and is lower than the wage rate that is guaranteed on the job order, the employer must continue to pay at least the wage rate guaranteed on the job order. 
                    <E T="03">See</E>
                     20 CFR 655.120(b)(4).
                </P>
                <FTNT>
                    <P>
                        <SU>1</SU>
                         Range occupations (
                        <E T="03">i.e.,</E>
                         herding and production of livestock on the range) are subject to 20 CFR 655.200 through 655.235, which include a wage obligation provision at 20 CFR 655.210(g) and a minimum monthly AEWR at 20 CFR 655.211.
                    </P>
                </FTNT>
                <P>
                    Pursuant to the final rule, 
                    <E T="03">Adverse Effect Wage Rate Methodology for the Temporary Employment of H-2A Nonimmigrants in Non-Range Occupations in the United States,</E>
                     88 FR 12760 (Feb. 28, 2023), most AEWRs will continue to be based, as they have been since 1987, on the United States Department of Agriculture's (USDA) Farm Labor Survey (FLS). The OEWS-based AEWRs apply to H-2A job opportunities classified: (1) in SOC codes other than the six SOC codes comprising the field and livestock workers (combined) group, or (2) in the field and livestock workers (combined) occupational group that are located in States or regions, or equivalent districts or territories, for which the United States Department of Agriculture's Farm Labor Report (better known as the FLS) does not report a wage.
                    <SU>2</SU>
                    <FTREF/>
                </P>
                <FTNT>
                    <P>
                        <SU>2</SU>
                         In the event an employer's job opportunity requires the performance of agricultural labor or services that are not encompassed in a single SOC code's description and tasks, the applicable AEWR will be the highest AEWR for all applicable SOCs. 
                        <E T="03">See</E>
                         20 CFR 655.120(b)(5).
                    </P>
                </FTNT>
                <P>
                    The final rule, noted above, requires the OFLC Administrator to publish a 
                    <E T="04">Federal Register</E>
                     Notice at least once in each calendar year to establish each set of AEWRs. 
                    <E T="03">See</E>
                     20 CFR 655.120(b)(2). The OFLC Administrator provides this notice by publishing two separate announcements in the 
                    <E T="04">Federal Register</E>
                    , one to update the AEWRs based on the wage data reported by the USDA's FLS, effective on or about January 1, and a second to update the AEWRs based on data reported by the BLS OEWS survey, effective on or about July 1. 
                    <E T="03">See</E>
                     88 FR at 12775.
                </P>
                <HD SOURCE="HD1">OEWS-Based AEWR Updates</HD>
                <P>
                    In accordance with 20 CFR 655.120(b)(1)(ii), AEWRs for agricultural employment not represented by the six SOC codes comprising the field and livestock worker (combined) group 
                    <SU>3</SU>
                    <FTREF/>
                     for which temporary H-2A certification is being sought is determined using the statewide annual average hourly gross wage for the SOC code for the State, or equivalent district or territory, as reported by the OEWS survey. In the event the OEWS survey does not report an average hourly gross wage for the SOC code for the State, or equivalent district or territory, the AEWR is determined using the national average hourly gross wage for the SOC as reported by the OEWS survey.
                </P>
                <FTNT>
                    <P>
                        <SU>3</SU>
                         The FLS survey's field and livestock workers (combined) category reports aggregate wage data for the following six SOC titles and codes: Farmworkers and Laborers, Crop, Nursery and Greenhouse Workers (45-2092); Farmworkers, Farm, Ranch, and Aquacultural Animals (45-2093); Agricultural Equipment Operators (45-2091); Packers and Packagers, Hand (53-7064); Graders and Sorters, Agricultural Products (45-2041); and All Other Agricultural Workers (45-2099).
                    </P>
                </FTNT>
                <P>
                    Using the most recently published OEWS survey,
                    <SU>4</SU>
                    <FTREF/>
                     the OFLC Administrator is publishing the statewide hourly AEWRs applicable to H-2A job opportunities classified using an SOC code not included in the field and livestock workers (combined) group.
                    <SU>5</SU>
                    <FTREF/>
                     The hourly AEWRs determined under 20 CFR 655.120(b)(1)(ii) are available for each SOC code and geographic area at the following URL: 
                    <E T="03">https://flag.dol.gov/wage-data/adverse-effect-wage-rates.</E>
                     At the URL, DOL provides a searchable spreadsheet and other resources that enable interested parties to search by State and SOC code for the OEWS-based AEWR applicable to an H-2A job opportunity.
                </P>
                <FTNT>
                    <P>
                        <SU>4</SU>
                         
                        <E T="03">See</E>
                         Bureau of Labor Statistics, Occupational Employment and Employment and Wage Statistics (OEWS) Report, OEWS Databases (Apr. 3, 2024), 
                        <E T="03">available at https://www.bls.gov/oes/data.htm.</E>
                         Note that the 2024 OEWS report is based on data from May 2023 OEWS estimates.
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>5</SU>
                         
                        <E T="03">See</E>
                         20 CFR 655.120(b)(1)(iii) (“For purposes of paragraphs (b)(1)(i) and (ii) of this section, the term State and statewide include the 50 States, the District of Columbia, Guam, Puerto Rico, and the U.S. Virgin Islands.”)
                    </P>
                </FTNT>
                <P>
                    In addition, where the FLS survey does not report an annual average gross wage for the field and livestock workers (combined) group in a State or region, or equivalent district or territory, the AEWRs applicable to the field and livestock workers (combined) group is established using the statewide annual average hourly gross wage for the field and livestock workers (combined) group in the State, or equivalent district or territory, as reported by the OEWS survey. 
                    <E T="03">See</E>
                     20 CFR 655.120(b)(1)(i)(B). In the event the OEWS survey does not report a statewide average hourly gross wage for the field and livestock workers (combined) group for the State, or equivalent district or territory, the AEWR is determined using the national average hourly gross wage for field and livestock workers (combined) group as reported by the OEWS survey. 
                    <E T="03">See</E>
                     20 CFR 655.120(b)(1)(i)(C).
                </P>
                <P>
                    Using the most recently published OEWS survey, the OFLC Administrator is publishing the hourly AEWRs applicable to H-2A job opportunities classified in the field and livestock workers (combined) group, in States or regions, or equivalent districts or territories, where an annual average hourly gross wage is not reported by the FLS. These hourly AEWRs are available at 
                    <E T="03">https://flag.dol.gov/wage-data/adverse-effect-wage-rates</E>
                     and in the table below:
                </P>
                <GPOTABLE COLS="2" OPTS="L2,p1,8/9,i1" CDEF="s50,7">
                    <TTITLE>Table—Adverse Effect Wage Rates for Field and Livestock Workers (Combined)</TTITLE>
                    <BOXHD>
                        <CHED H="1"> </CHED>
                        <CHED H="1"> </CHED>
                    </BOXHD>
                    <ROW EXPSTB="01" RUL="s">
                        <ENT I="21">
                            <E T="02">State/District/Territory AEWRs</E>
                        </ENT>
                    </ROW>
                    <ROW EXPSTB="00">
                        <ENT I="01">Alaska</ENT>
                        <ENT>$19.52</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">District of Columbia</ENT>
                        <ENT>22.23</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Guam</ENT>
                        <ENT>10.34</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">Puerto Rico</ENT>
                        <ENT>9.94</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="01">U.S. Virgin Islands</ENT>
                        <ENT>13.96</ENT>
                    </ROW>
                </GPOTABLE>
                <P>
                    <E T="03">Authority:</E>
                     20 CFR 655.120(b)(2); 20 CFR 655.103(b).
                </P>
                <SIG>
                    <NAME>Manoach Lamarre,</NAME>
                    <TITLE>Deputy Assistant Secretary for Employment and Training, Labor.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13809 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4510-FP-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF LABOR</AGENCY>
                <SUBJECT>Agency Information Collection Activities; Submission for OMB Review; Comment Request; Beryllium Standard for General Industry</SUBJECT>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice of availability; request for comments.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>The Department of Labor (DOL) is submitting this Occupational Safety &amp; Health Administration (OSHA)-sponsored information collection request (ICR) to the Office of Management and Budget (OMB) for review and approval in accordance with the Paperwork Reduction Act of 1995 (PRA). Public comments on the ICR are invited.</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>The OMB will consider all written comments that the agency receives on or before July 24, 2024.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        Written comments and recommendations for the proposed information collection should be sent within 30 days of publication of this notice to 
                        <E T="03">
                            www.reginfo.gov/public/do/
                            <PRTPAGE P="52514"/>
                            PRAMain.
                        </E>
                         Find this particular information collection by selecting “Currently under 30-day Review—Open for Public Comments” or by using the search function.
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Nicole Bouchet by telephone at 202-693-0213, or by email at 
                        <E T="03">DOL_PRA_PUBLIC@dol.gov.</E>
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>
                    The standard requires employers to monitor employee exposure to beryllium and beryllium compounds, to establish and implement a written control plan, to conduct medical surveillance, to provide personal protective equipment, to train workers about the hazards faced working in and around beryllium, and to establish and maintain accurate records of worker exposure to beryllium and beryllium compounds. These records are used by employers, workers, physicians, and the Government to ensure that workers are not harmed by exposure to beryllium. For additional substantive information about this ICR, see the related notice published in the 
                    <E T="04">Federal Register</E>
                     on March 12, 2024 (89 FR 17882).
                </P>
                <P>Comments are invited on: (1) whether the collection of information is necessary for the proper performance of the functions of the Department, including whether the information will have practical utility; (2) the accuracy of the agency's estimates of the burden and cost of the collection of information, including the validity of the methodology and assumptions used; (3) ways to enhance the quality, utility and clarity of the information collection; and (4) ways to minimize the burden of the collection of information on those who are to respond, including the use of automated collection techniques or other forms of information technology.</P>
                <P>
                    This information collection is subject to the PRA. A Federal agency generally cannot conduct or sponsor a collection of information, and the public is generally not required to respond to an information collection, unless the OMB approves it and displays a currently valid OMB Control Number. In addition, notwithstanding any other provisions of law, no person shall generally be subject to penalty for failing to comply with a collection of information that does not display a valid OMB Control Number. 
                    <E T="03">See</E>
                     5 CFR 1320.5(a) and 1320.6.
                </P>
                <P>DOL seeks PRA authorization for this information collection for three (3) years. OMB authorization for an ICR cannot be for more than three (3) years without renewal. The DOL notes that information collection requirements submitted to the OMB for existing ICRs receive a month-to-month extension while they undergo review.</P>
                <P>
                    <E T="03">Agency:</E>
                     DOL-OSHA.
                </P>
                <P>
                    <E T="03">Title of Collection:</E>
                     Beryllium Standard for General Industry.
                </P>
                <P>
                    <E T="03">OMB Control Number:</E>
                     1218-0267.
                </P>
                <P>
                    <E T="03">Affected Public:</E>
                     Private Sector—Businesses or other for-profits.
                </P>
                <P>
                    <E T="03">Total Estimated Number of Respondents:</E>
                     4,538.
                </P>
                <P>
                    <E T="03">Total Estimated Number of Responses:</E>
                     52,596.
                </P>
                <P>
                    <E T="03">Total Estimated Annual Time Burden:</E>
                     32,587 hours.
                </P>
                <P>
                    <E T="03">Total Estimated Annual Other Costs Burden:</E>
                     $6,365,761.
                </P>
                <EXTRACT>
                    <FP>(Authority: 44 U.S.C. 3507(a)(1)(D))</FP>
                </EXTRACT>
                <SIG>
                    <NAME>Nicole Bouchet,</NAME>
                    <TITLE>Certifying Official.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13705 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4510-26-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="N">NATIONAL ARCHIVES AND RECORDS ADMINISTRATION</AGENCY>
                <DEPDOC>[NARA-2024-041]</DEPDOC>
                <SUBJECT>State, Local, Tribal, and Private Sector Policy Advisory Committee (SLTPS-PAC); Meeting</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Information Security Oversight Office (ISOO), National Archives and Records Administration (NARA).</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice of Federal advisory committee meeting.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>We are announcing an upcoming meeting of the State, Local, Tribal, and Private Sector Policy Advisory Committee (SLTPS-PAC) in accordance with the Federal Advisory Committee Act and implementing regulations.</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>The meeting will be on July 10, 2024, from 10 a.m. to 11 a.m.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>This meeting will be a virtual meeting. We will send instructions on how to access the meeting to those who register according to the instructions below.</P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Heather Harris Pagán, ISOO Senior Program Analyst, at 
                        <E T="03">SLTPS_PAC@nara.gov</E>
                         or (202) 357-5351. Contact ISOO at 
                        <E T="03">ISOO@nara.gov</E>
                        .
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>This meeting is open to the public in accordance with the Federal Advisory Committee Act (5 U.S.C. app 2) and implementing regulations at 41 CFR 102-3. The Committee will discuss matters relating to the classified national security information program for state, local, tribal, and private sector entities.</P>
                <P>
                    <E T="03">Procedures:</E>
                     Members of the public must register in advance for the virtual meeting through the Intellor link 
                    <E T="03">https://events.intellor.com/?do=register&amp;t=7&amp;p=508355</E>
                     if they wish to attend.
                </P>
                <SIG>
                    <NAME>Merrily Harris,</NAME>
                    <TITLE>Committee Management Officer.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13758 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 7515-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="N">NUCLEAR REGULATORY COMMISSION</AGENCY>
                <DEPDOC>[Docket Nos. 50-237 and 50-249; NRC-2024-0080]</DEPDOC>
                <SUBJECT>Constellation Energy Generation, LLC; Dresden Nuclear Power Station, Units 2 and 3; Subsequent License Renewal Application</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Nuclear Regulatory Commission.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Opportunity to request a hearing and to petition for leave to intervene.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>The U.S. Nuclear Regulatory Commission (NRC) is considering an application for the subsequent license renewal of Renewed Facility Operating License Nos. DPR-19 and DPR-25, which authorize Constellation Energy Generation, LLC (CEG, the applicant) to operate Dresden Nuclear Power Station (Dresden), Units 2 and 3. The subsequent renewed licenses would authorize CEG to operate Dresden for an additional 20 years beyond the period specified in each of the current licenses. The current operating license for Dresden, Unit 2, expires December 22, 2029. The current operating license for Dresden, Unit 3, expires January 12, 2031.</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>A request for a hearing or petition for leave to intervene must be filed by August 23, 2024.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>Please refer to Docket ID NRC-2024-0080 when contacting the NRC about the availability of information regarding this document. You may obtain publicly available information related to this document using any of the following methods:</P>
                    <P>
                        • 
                        <E T="03">Federal Rulemaking website:</E>
                         Go to 
                        <E T="03">https://www.regulations.gov</E>
                         and search for Docket ID NRC-2024-0080. Address questions about Docket IDs in 
                        <E T="03">Regulations.gov</E>
                         to Stacy Schumann; telephone: 301-415-0624; email: 
                        <E T="03">Stacy.Schumann@nrc.gov</E>
                        . For technical questions, contact the individual listed in the “For Further Information Contact” section of this document.
                    </P>
                    <P>
                        • 
                        <E T="03">
                            NRC's Agencywide Documents Access and Management System 
                            <PRTPAGE P="52515"/>
                            (ADAMS):
                        </E>
                         You may obtain publicly available documents online in the ADAMS Public Documents collection at 
                        <E T="03">https://www.nrc.gov/reading-rm/adams.html</E>
                        . To begin the search, select “Begin Web-based ADAMS Search.” For problems with ADAMS, please contact the NRC's Public Document Room (PDR) reference staff at 1-800-397-4209, at 301-415-4737, or by email to 
                        <E T="03">PDR.Resource@nrc.gov</E>
                        . The ADAMS accession number for each document referenced (if it is available in ADAMS) is provided the first time that it is mentioned in this document.
                    </P>
                    <P>
                        • 
                        <E T="03">Public Library:</E>
                         A copy of the subsequent license renewal application for Dresden, Units 2 and 3, can be accessed at the following public libraries: Morris Area Public Library, 604 Liberty St, Morris, IL 60450, and Coal City Public Library District, 85 N Garfield St, Coal City, IL 60416.
                    </P>
                    <P>
                        • 
                        <E T="03">NRC's PDR:</E>
                         The PDR, where you may examine and order copies of publicly available documents, is open by appointment. To make an appointment to visit the PDR, please send an email to 
                        <E T="03">PDR.Resource@nrc.gov</E>
                         or call 1-800-397-4209 or 301-415-4737, between 8 a.m. and 4 p.m. eastern time (ET), Monday through Friday, except Federal holidays.
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Mark Yoo, Office of Nuclear Reactor Regulation, U.S. Nuclear Regulatory Commission, Washington, DC 20555-0001; telephone: 301-415-8583; email: 
                        <E T="03">Mark.Yoo@nrc.gov</E>
                        .
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <HD SOURCE="HD1">I. Introduction</HD>
                <P>
                    The NRC received a subsequent license renewal application (SLRA) from CEG, dated April 17, 2024 (ADAMS Package Accession No. ML24108A007), filed pursuant to section 103 of the Atomic Energy Act of 1954, as amended (the Act), and part 54 of title 10 of the 
                    <E T="03">Code of Federal Regulations</E>
                     (10 CFR), “Requirements for Renewal of Operating Licenses for Nuclear Power Plants,” requesting the renewal of the operating licenses for Dresden, Units 2 and 3, at 2,957 megawatts thermal for each unit. The Dresden units are boiling-water reactors located in Morris, Illinois. A notice of receipt of the SLRA was published in the 
                    <E T="04">Federal Register</E>
                     on May 7, 2024, (89 FR 38197).
                </P>
                <P>The NRC staff has determined that CEG has submitted sufficient information in accordance with 10 CFR 54.19, 54.21, 54.22, 54.23, 51.45, and 51.53(c), to enable the staff to undertake a review of the application, and that the application is, therefore, acceptable for docketing. The current docket nos. 50-237 and 50-249 for the Renewed Facility Operating License Nos. DPR-19 and DPR-25 will be retained. The determination to accept the SLRA for docketing does not constitute a determination that a subsequent renewed license should be issued and does not preclude the NRC staff from requesting additional information as the review proceeds.</P>
                <P>Before issuance of the requested subsequent renewed licenses, the NRC will have made the findings required by the Act and the Commission's rules and regulations. In accordance with 10 CFR 54.29, the NRC may issue a subsequent renewed license on the basis of its review if it finds that actions have been identified and have been or will be taken with respect to: (1) managing the effects of aging during the period of extended operation on the functionality of structures and components that have been identified as requiring aging management review; and (2) time-limited aging analyses that have been identified as requiring review, such that there is reasonable assurance that the activities authorized by the renewed license will continue to be conducted in accordance with the current licensing basis and that any changes made to the plant's current licensing basis will comply with the Act and the Commission's regulations.</P>
                <P>
                    In 
                    <E T="03">Florida Power &amp; Light Co.</E>
                     (Turkey Point Nuclear Generating Units 3 and 4), CLI-22-2 (ADAMS Accession No. ML22055A496), the Commission found that 10 CFR 51.53(c)(3), which at the time allowed applicants for “initial” license renewal to rely on the 2013 Generic Environmental Impact Statement for License Renewal (GEIS) in their environmental reports for “Category 1” issues, does not apply to applications for subsequent license renewal. The Commission further found that the GEIS itself does not describe the environmental impacts of operation during the period of subsequent license renewal. In CLI-22-2 the Commission found that because the 2013 GEIS did not consider the impacts from operations during the subsequent license renewal period, applicants for subsequent license renewal must evaluate on a site-specific basis “Category 1” impacts. Separately, in Staff Requirements Memorandum (SRM)—SECY—21—0066—Rulemaking Plan for Renewing Nuclear Power Plant Operating Licenses—Environmental Review (RIN 3150-AK32; NRC-2018-0296), dated February 24, 2022, (ADAMS Accession No. ML22053A308), the Commission directed the staff to review and update the 2013 GEIS so that it covers operation during the subsequent license renewal period.
                </P>
                <P>
                    In SRM-M240516A: Affirmation Session—SECY-24-0017: Final Rule—Renewing Nuclear Power Plant Operating Licenses—Environmental Review (RIN 3150-AK32; NRC-2018-0296), dated May 16, 2024, (ADAMS Package Accession No. ML24137A213), the Commission approved a final rule that will amend 10 CFR part 51, “Environmental Protection Regulations for Domestic Licensing and Related Regulatory Functions” by, among other things, updating Table B-1, “Summary of Findings on NEPA [National Environmental Policy Act] Issues for License Renewal of Nuclear Power Plants,” in appendix B, “Environmental Effect of Renewing the Operating License of a Nuclear Power Plant,” to 10 CFR part 51, subpart A, “National Environmental Policy Act-Regulations Implementing Section 102(2).” The updates to Table B-1 are supported by the revised NUREG-1437, Revision 2, “Generic Environmental Impact Statement for License Renewal of Nuclear Plants” (LR GEIS). The updates fully account for one term of subsequent license renewal (SLR) by reflecting a thorough evaluation of the environmental impacts of SLR in the LR GEIS; the staff has also updated associated guidance. Additionally, the final rule will remove the word “initial” from 10 CFR 51.53(c)(3) and make conforming changes in 10 CFR 51.53(c)(3)(ii) and 10 CFR 51.95(c). The final 
                    <E T="04">Federal Register</E>
                     notice for the updated rule has not yet been published. The licensee's environmental report evaluated “Category 1” impacts via site-specific analyses because the GEIS rulemaking was not complete when the licensee submitted its SLR application.
                </P>
                <HD SOURCE="HD1">II. Opportunity To Request a Hearing and Petition for Leave To Intervene</HD>
                <P>Within 60 days after the date of publication of this notice, any person (petitioner) whose interest may be affected by this action may file a request for a hearing and petition for leave to intervene (petition) with respect to the action. Petitions shall be filed in accordance with the Commission's “Agency Rules of Practice and Procedure” in 10 CFR part 2. Interested persons should consult 10 CFR 2.309. If a petition is filed, the presiding officer will rule on the petition and, if appropriate, a notice of a hearing will be issued.</P>
                <P>
                    Petitions must be filed no later than 60 days from the date of publication of this notice in accordance with the filing instructions in the “Electronic 
                    <PRTPAGE P="52516"/>
                    Submissions (E-Filing)” section of this document. Petitions and motions for leave to file new or amended contentions that are filed after the deadline will not be entertained absent a determination by the presiding officer that the filing demonstrates good cause by satisfying the three factors in 10 CFR 2.309(c)(1)(i) through (iii).
                </P>
                <P>A State, local governmental body, Federally recognized Indian Tribe, or designated agency thereof, may submit a petition to the Commission to participate as a party under 10 CFR 2.309(h) no later than 60 days from the date of publication of this notice. Alternatively, a State, local governmental body, Federally recognized Indian Tribe, or agency thereof may participate as a non-party under 10 CFR 2.315(c).</P>
                <P>
                    For information about filing a petition and about participation by a person not a party under 10 CFR 2.315, see ADAMS Accession No. ML20340A053 (
                    <E T="03">https://adamswebsearch2.nrc.gov/webSearch2/main.jsp?AccessionNumber=ML20340A053</E>
                    ) and the NRC's public website at 
                    <E T="03">https://www.nrc.gov/about-nrc/regulatory/adjudicatory/hearing.html#participate</E>
                    .
                </P>
                <HD SOURCE="HD1">III. Electronic Submissions (E-Filing)</HD>
                <P>
                    All documents filed in NRC adjudicatory proceedings including documents filed by an interested State, local governmental body, Federally recognized Indian Tribe, or designated agency thereof that requests to participate under 10 CFR 2.315(c), must be filed in accordance with 10 CFR 2.302. The E-Filing process requires participants to submit and serve all adjudicatory documents over the internet, or in some cases, to mail copies on electronic storage media, unless an exemption permitting an alternative filing method, as further discussed, is granted. Detailed guidance on electronic submissions is located in the “Guidance for Electronic Submissions to the NRC” (ADAMS Accession No. ML13031A056) and on the NRC's public website at 
                    <E T="03">https://www.nrc.gov/site-help/e-submittals.html</E>
                    .
                </P>
                <P>
                    To comply with the procedural requirements of E-Filing, at least 10 days prior to the filing deadline, the participant should contact the Office of the Secretary by email at 
                    <E T="03">Hearing.Docket@nrc.gov,</E>
                     or by telephone at 301-415-1677, to (1) request a digital identification (ID) certificate, which allows the participant (or its counsel or representative) to digitally sign submissions and access the E-Filing system for any proceeding in which it is participating; and (2) advise the Secretary that the participant will be submitting a petition or other adjudicatory document (even in instances in which the participant, or its counsel or representative, already holds an NRC-issued digital ID certificate). Based upon this information, the Secretary will establish an electronic docket for the proceeding if the Secretary has not already established an electronic docket.
                </P>
                <P>
                    Information about applying for a digital ID certificate is available on the NRC's public website at 
                    <E T="03">https://www.nrc.gov/site-help/e-submittals/getting-started.html</E>
                    . After a digital ID certificate is obtained and a docket created, the participant must submit adjudicatory documents in Portable Document Format. Guidance on submissions is available on the NRC's public website at 
                    <E T="03">https://www.nrc.gov/site-help/electronic-sub-ref-mat.html</E>
                    . A filing is considered complete at the time the document is submitted through the NRC's E-Filing system. To be timely, an electronic filing must be submitted to the E-Filing system no later than 11:59 p.m. ET on the due date. Upon receipt of a transmission, the E-Filing system time-stamps the document and sends the submitter an email confirming receipt of the document. The E-Filing system also distributes an email that provides access to the document to the NRC's Office of the General Counsel and any others who have advised the Office of the Secretary that they wish to participate in the proceeding, so that the filer need not serve the document on those participants separately. Therefore, applicants and other participants (or their counsel or representative) must apply for and receive a digital ID certificate before adjudicatory documents are filed to obtain access to the documents via the E-Filing system.
                </P>
                <P>
                    A person filing electronically using the NRC's adjudicatory E-Filing system may seek assistance by contacting the NRC's Electronic Filing Help Desk through the “Contact Us” link located on the NRC's public website at 
                    <E T="03">https://www.nrc.gov/site-help/e-submittals.html,</E>
                     by email to 
                    <E T="03">MSHD.Resource@nrc.gov,</E>
                     or by a toll-free call at 1-866-672-7640. The NRC Electronic Filing Help Desk is available between 9 a.m. and 6 p.m., ET, Monday through Friday, except Federal holidays.
                </P>
                <P>Participants who believe that they have good cause for not submitting documents electronically must file an exemption request, in accordance with 10 CFR 2.302(g), with their initial paper filing stating why there is good cause for not filing electronically and requesting authorization to continue to submit documents in paper format. Such filings must be submitted in accordance with 10 CFR 2.302(b)-(d). Participants filing adjudicatory documents in this manner are responsible for serving their documents on all other participants. Participants granted an exemption under 10 CFR 2.302(g)(2) must still meet the electronic formatting requirement in 10 CFR 2.302(g)(1), unless the participant also seeks and is granted an exemption from 10 CFR 2.302(g)(1).</P>
                <P>
                    Documents submitted in adjudicatory proceedings will appear in the NRC's electronic hearing docket, which is publicly available at 
                    <E T="03">https://adams.nrc.gov/ehd,</E>
                     unless excluded pursuant to an order of the presiding officer. If you do not have an NRC-issued digital ID certificate as previously described, click “cancel” when the link requests certificates and you will be automatically directed to the NRC's electronic hearing docket where you will be able to access any publicly available documents in a particular hearing docket. Participants are requested not to include personal privacy information such as social security numbers, home addresses, or personal phone numbers in their filings unless an NRC regulation or other law requires submission of such information. With respect to copyrighted works, except for limited excerpts that serve the purpose of the adjudicatory filings and would constitute a Fair Use application, participants should not include copyrighted materials in their submission.
                </P>
                <P>
                    Information about the license renewal process can be found under the Reactor License Renewal section on the NRC's public website at 
                    <E T="03">https://www.nrc.gov/reactors/operating/licensing/renewal.html</E>
                    . Copies of the application to renew the operating licenses for Dresden, Units 2 and 3, are available for public inspection at the NRC's PDR, and on the NRC's public website at 
                    <E T="03">https://www.nrc.gov/reactors/operating/licensing/renewal/applications.html</E>
                     while the application is under review. The application may be accessed in ADAMS through the NRC Library on the internet at 
                    <E T="03">https://www.nrc.gov/reading-rm/adams.html</E>
                     under ADAMS Package Accession No. ML24108A007. As previously stated, persons who do not have access to ADAMS or who encounter problems in accessing the documents located in ADAMS may contact the NRC's PDR reference staff by telephone at 1-800-397-4209 or 301-415-4737, or by email to 
                    <E T="03">PDR.Resource@nrc.gov</E>
                    .
                </P>
                <P>
                    A copy of the subsequent license renewal application for Dresden, Units 2 and 3, is also available to local residents near the site at the public 
                    <PRTPAGE P="52517"/>
                    libraries listed in the 
                    <E T="02">ADDRESSES</E>
                     section of this document.
                </P>
                <SIG>
                    <DATED>Dated: June 17, 2024.</DATED>
                    <P>For the Nuclear Regulatory Commission.</P>
                    <NAME>Lauren Gibson,</NAME>
                    <TITLE>Chief, License Renewal Project Branch, Division of New and Renewed Licenses, Office of Nuclear Reactor Regulation.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13768 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 7590-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">NUCLEAR REGULATORY COMMISSION</AGENCY>
                <SUBAGY>NRC-2024-0001]</SUBAGY>
                <SUBJECT>Sunshine Act Meetings</SUBJECT>
                <PREAMHD>
                    <HD SOURCE="HED">TIME AND DATE: </HD>
                    <P>
                        Weeks of June 24, and July 1, 8, 15, 22, 29, 2024. The schedule for Commission meetings is subject to change on short notice. The NRC Commission Meeting Schedule can be found on the internet at: 
                        <E T="03">https://www.nrc.gov/public-involve/public-meetings/schedule.html</E>
                        .
                    </P>
                </PREAMHD>
                <PREAMHD>
                    <HD SOURCE="HED">PLACE: </HD>
                    <P>
                        The NRC provides reasonable accommodation to individuals with disabilities where appropriate. If you need a reasonable accommodation to participate in these public meetings or need this meeting notice or the transcript or other information from the public meetings in another format (
                        <E T="03">e.g.,</E>
                         braille, large print), please notify Anne Silk, NRC Disability Program Specialist, at 301-287-0745, by videophone at 240-428-3217, or by email at 
                        <E T="03">Anne.Silk@nrc.gov</E>
                        . Determinations on requests for reasonable accommodation will be made on a case-by-case basis.
                    </P>
                </PREAMHD>
                <PREAMHD>
                    <HD SOURCE="HED">STATUS: </HD>
                    <P>Public.</P>
                    <P>
                        Members of the public may request to receive the information in these notices electronically. If you would like to be added to the distribution, please contact the Nuclear Regulatory Commission, Office of the Secretary, Washington, DC 20555, at 301-415-1969, or by email at 
                        <E T="03">Betty.Thweatt@nrc.gov</E>
                         or 
                        <E T="03">Samantha.Miklaszewski@nrc.gov</E>
                        .
                    </P>
                </PREAMHD>
                <PREAMHD>
                    <HD SOURCE="HED">MATTERS TO BE CONSIDERED:</HD>
                    <P> </P>
                </PREAMHD>
                <HD SOURCE="HD1">Week of June 24, 2024</HD>
                <P>There are no meetings scheduled for the week of June 24, 2024.</P>
                <HD SOURCE="HD1">Week of July 1, 2024—Tentative</HD>
                <P>There are no meetings scheduled for the week of July 1, 2024.</P>
                <HD SOURCE="HD1">Week of July 8, 2024—Tentative</HD>
                <HD SOURCE="HD2">Thursday, July 11, 2024</HD>
                <FP SOURCE="FP-2">10:00 a.m. Briefing on Results of the Agency Action Review Meeting (Public Meeting) (Contact: Greg Stock: 570-449-4306)</FP>
                <P>
                    <E T="03">Additional Information:</E>
                     The meeting will be held in the Commissioners' Hearing Room, 11555 Rockville Pike, Rockville, Maryland. The public is invited to attend the Commission's meeting in person or watch live via webcast at the Web address—
                    <E T="03">https://video.nrc.gov/</E>
                    .
                </P>
                <HD SOURCE="HD1">Week of July 15, 2024—Tentative</HD>
                <P>There are no meetings scheduled for the week of July 15, 2024.</P>
                <HD SOURCE="HD1">Week of July 22, 2024—Tentative</HD>
                <P>There are no meetings scheduled for the week of July 22, 2024.</P>
                <HD SOURCE="HD1">Week of July 29, 2024—Tentative</HD>
                <P>There are no meetings scheduled for the week of July 29, 2024.</P>
                <PREAMHD>
                    <HD SOURCE="HED">CONTACT PERSON FOR MORE INFORMATION: </HD>
                    <P>
                        For more information or to verify the status of meetings, contact Wesley Held at 301-287-3591 or via email at 
                        <E T="03">Wesley.Held@nrc.gov</E>
                        .
                    </P>
                    <P>The NRC is holding the meetings under the authority of the Government in the Sunshine Act, 5 U.S.C. 552b.</P>
                </PREAMHD>
                <SIG>
                    <DATED>Dated: June 20, 2024.</DATED>
                    <P>For the Nuclear Regulatory Commission.</P>
                    <NAME>Wesley W. Held,</NAME>
                    <TITLE>Policy Coordinator, Office of the Secretary.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13884 Filed 6-20-24; 11:15 am]</FRDOC>
            <BILCOD>BILLING CODE 7590-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="N">POSTAL REGULATORY COMMISSION</AGENCY>
                <DEPDOC>[Docket Nos. MC2024-372 and CP2024-380; MC2024-373 and CP2024-381; MC2024-374 and CP2024-382; MC2024-375 and CP2024-383; MC2024-376 and CP2024-384]</DEPDOC>
                <SUBJECT>New Postal Products</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Postal Regulatory Commission.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>The Commission is noticing a recent Postal Service filing for the Commission's consideration concerning a negotiated service agreement. This notice informs the public of the filing, invites public comment, and takes other administrative steps.</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>
                        <E T="03">Comments are due:</E>
                         June 26, 2024.
                    </P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        Submit comments electronically via the Commission's Filing Online system at 
                        <E T="03">http://www.prc.gov.</E>
                         Those who cannot submit comments electronically should contact the person identified in the 
                        <E T="02">FOR FURTHER INFORMATION CONTACT</E>
                         section by telephone for advice on filing alternatives.
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>David A. Trissell, General Counsel, at 202-789-6820.</P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <HD SOURCE="HD1">Table of Contents</HD>
                <EXTRACT>
                    <FP SOURCE="FP-2">I. Introduction</FP>
                    <FP SOURCE="FP-2">II. Docketed Proceeding(s)</FP>
                </EXTRACT>
                <HD SOURCE="HD1">I. Introduction</HD>
                <P>The Commission gives notice that the Postal Service filed request(s) for the Commission to consider matters related to negotiated service agreement(s). The request(s) may propose the addition or removal of a negotiated service agreement from the Market Dominant or the Competitive product list, or the modification of an existing product currently appearing on the Market Dominant or the Competitive product list.</P>
                <P>Section II identifies the docket number(s) associated with each Postal Service request, the title of each Postal Service request, the request's acceptance date, and the authority cited by the Postal Service for each request. For each request, the Commission appoints an officer of the Commission to represent the interests of the general public in the proceeding, pursuant to 39 U.S.C. 505 (Public Representative). Section II also establishes comment deadline(s) pertaining to each request.</P>
                <P>
                    The public portions of the Postal Service's request(s) can be accessed via the Commission's website (
                    <E T="03">http://www.prc.gov</E>
                    ). Non-public portions of the Postal Service's request(s), if any, can be accessed through compliance with the requirements of 39 CFR 3011.301.
                    <SU>1</SU>
                    <FTREF/>
                </P>
                <FTNT>
                    <P>
                        <SU>1</SU>
                         
                        <E T="03">See</E>
                         Docket No. RM2018-3, Order Adopting Final Rules Relating to Non-Public Information, June 27, 2018, Attachment A at 19-22 (Order No. 4679).
                    </P>
                </FTNT>
                <P>The Commission invites comments on whether the Postal Service's request(s) in the captioned docket(s) are consistent with the policies of title 39. For request(s) that the Postal Service states concern Market Dominant product(s), applicable statutory and regulatory requirements include 39 U.S.C. 3622, 39 U.S.C. 3642, 39 CFR part 3030, and 39 CFR part 3040, subpart B. For request(s) that the Postal Service states concern Competitive product(s), applicable statutory and regulatory requirements include 39 U.S.C. 3632, 39 U.S.C. 3633, 39 U.S.C. 3642, 39 CFR part 3035, and 39 CFR part 3040, subpart B. Comment deadline(s) for each request appear in section II.</P>
                <HD SOURCE="HD1">II. Docketed Proceeding(s)</HD>
                <P>
                    1. 
                    <E T="03">Docket No(s).:</E>
                     MC2024-372 and CP2024-380; 
                    <E T="03">Filing Title:</E>
                     USPS Request to Add Priority Mail Express, Priority Mail &amp; USPS Ground Advantage Contract 116 to Competitive Product 
                    <PRTPAGE P="52518"/>
                    List and Notice of Filing Materials Under Seal; 
                    <E T="03">Filing Acceptance Date:</E>
                     June 17, 2024; 
                    <E T="03">Filing Authority:</E>
                     39 U.S.C. 3642, 39 CFR 3040.130 through 3040.135, and 39 CFR 3035.105; 
                    <E T="03">Public Representative:</E>
                     Gregory S. Stanton; 
                    <E T="03">Comments Due:</E>
                     June 26, 2024.
                </P>
                <P>
                    2. 
                    <E T="03">Docket No(s).:</E>
                     MC2024-373 and CP2024-381; 
                    <E T="03">Filing Title:</E>
                     USPS Request to Add Priority Mail Express, Priority Mail &amp; USPS Ground Advantage Contract 117 to Competitive Product List and Notice of Filing Materials Under Seal; 
                    <E T="03">Filing Acceptance Date:</E>
                     June 17, 2024; 
                    <E T="03">Filing Authority:</E>
                     39 U.S.C. 3642, 39 CFR 3040.130 through 3040.135, and 39 CFR 3035.105; 
                    <E T="03">Public Representative:</E>
                     Gregory S. Stanton; 
                    <E T="03">Comments Due:</E>
                     June 26, 2024.
                </P>
                <P>
                    3. 
                    <E T="03">Docket No(s).:</E>
                     MC2024-374 and CP2024-382; 
                    <E T="03">Filing Title:</E>
                     USPS Request to Add Priority Mail &amp; USPS Ground Advantage Contract 280 to Competitive Product List and Notice of Filing Materials Under Seal; 
                    <E T="03">Filing Acceptance Date:</E>
                     June 17, 2024; 
                    <E T="03">Filing Authority:</E>
                     39 U.S.C. 3642, 39 CFR 3040.130 through 3040.135, and 39 CFR 3035.105; 
                    <E T="03">Public Representative:</E>
                     Gregory S. Stanton; 
                    <E T="03">Comments Due:</E>
                     June 26, 2024.
                </P>
                <P>
                    4. 
                    <E T="03">Docket No(s).:</E>
                     MC2024-375 and CP2024-383; 
                    <E T="03">Filing Title:</E>
                     USPS Request to Add Priority Mail &amp; USPS Ground Advantage Contract 281 to Competitive Product List and Notice of Filing Materials Under Seal; 
                    <E T="03">Filing Acceptance Date:</E>
                     June 17, 2024; 
                    <E T="03">Filing Authority:</E>
                     39 U.S.C. 3642, 39 CFR 3040.130 through 3040.135, and 39 CFR 3035.105; 
                    <E T="03">Public Representative:</E>
                     Alain Brou; 
                    <E T="03">Comments Due:</E>
                     June 26, 2024.
                </P>
                <P>
                    5. 
                    <E T="03">Docket No(s).:</E>
                     MC2024-376 and CP2024-384; 
                    <E T="03">Filing Title:</E>
                     USPS Request to Add Priority Mail Express, Priority Mail &amp; USPS Ground Advantage Contract 118 to Competitive Product List and Notice of Filing Materials Under Seal; 
                    <E T="03">Filing Acceptance Date:</E>
                     June 17, 2024; 
                    <E T="03">Filing Authority:</E>
                     39 U.S.C. 3642, 39 CFR 3040.130 through 3040.135, and 39 CFR 3035.105; 
                    <E T="03">Public Representative:</E>
                     Alain Brou; 
                    <E T="03">Comments Due:</E>
                     June 26, 2024.
                </P>
                <P>
                    This Notice will be published in the 
                    <E T="04">Federal Register</E>
                    .
                </P>
                <SIG>
                    <NAME>Jennie Jbara,</NAME>
                    <TITLE>Primary Certifying Official.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13760 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 7710-FW-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="N">SECURITIES AND EXCHANGE COMMISSION </AGENCY>
                <DEPDOC>[Release No. 34-100357; File No. SR-CboeEDGX-2024-037]</DEPDOC>
                <SUBJECT>Self-Regulatory Organizations; Cboe EDGX Exchange, Inc.; Notice of Filing and Immediate Effectiveness of a Proposed Rule Change To Amend Its Fee Schedule</SUBJECT>
                <DATE>June 17, 2024.</DATE>
                <P>
                    Pursuant to Section 19(b)(1) of the Securities Exchange Act of 1934 (“Act”),
                    <SU>1</SU>
                    <FTREF/>
                     and Rule 19b-4 thereunder,
                    <SU>2</SU>
                    <FTREF/>
                     notice is hereby given that on June 12, 2024, Cboe EDGX Exchange, Inc. (“Exchange” or “EDGX”) filed with the Securities and Exchange Commission (“Commission”) the proposed rule change as described in Items I, II, and III below, which Items have been prepared by the Exchange. The Commission is publishing this notice to solicit comments on the proposed rule change from interested persons.
                </P>
                <FTNT>
                    <P>
                        <SU>1</SU>
                         15 U.S.C. 78s(b)(1).
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>2</SU>
                         17 CFR 240.19b-4.
                    </P>
                </FTNT>
                <HD SOURCE="HD1">I. Self-Regulatory Organization's Statement of the Terms of Substance of the Proposed Rule Change</HD>
                <P>Cboe EDGX Exchange, Inc. (the “Exchange” or “EDGX”) proposes to amend its Fee Schedule. The text of the proposed rule change is provided in Exhibit 5.</P>
                <P>
                    The text of the proposed rule change is also available on the Exchange's website (
                    <E T="03">http://markets.cboe.com/us/options/regulation/rule_filings/edgx/</E>
                    ), at the Exchange's Office of the Secretary, and at the Commission's Public Reference Room.
                </P>
                <HD SOURCE="HD1">II. Self-Regulatory Organization's Statement of the Purpose of, and Statutory Basis for, the Proposed Rule Change</HD>
                <P>In its filing with the Commission, the Exchange included statements concerning the purpose of and basis for the proposed rule change and discussed any comments it received on the proposed rule change. The text of these statements may be examined at the places specified in Item IV below. The Exchange has prepared summaries, set forth in sections A, B, and C below, of the most significant aspects of such statements.</P>
                <HD SOURCE="HD2">A. Self-Regulatory Organization's Statement of the Purpose of, and Statutory Basis for, the Proposed Rule Change</HD>
                <HD SOURCE="HD3">1. Purpose</HD>
                <P>
                    The Exchange proposes to amend its Fee Schedule applicable to its equities trading platform (“EDGX Equities”) by modifying Retail Volume Tier 2. The Exchange proposes to implement these changes effective June 3, 2024.
                    <SU>3</SU>
                    <FTREF/>
                </P>
                <FTNT>
                    <P>
                        <SU>3</SU>
                         The Exchange initially filed the proposed fee changes on June 3, 2024 (SR-CboeEDGX-2024-032). On June 12, 2024, the Exchange withdrew that filing and submitted this proposal.
                    </P>
                </FTNT>
                <P>
                    The Exchange first notes that it operates in a highly competitive market in which market participants can readily direct order flow to competing venues if they deem fee levels at a particular venue to be excessive or incentives to be insufficient. More specifically, the Exchange is only one of 16 registered equities exchanges, as well as a number of alternative trading systems and other off-exchange venues that do not have similar self-regulatory responsibilities under the Securities Exchange Act of 1934 (the “Act”), to which market participants may direct their order flow. Based on publicly available information,
                    <SU>4</SU>
                    <FTREF/>
                     no single registered equities exchange has more than 15% of the market share. Thus, in such a low-concentrated and highly competitive market, no single equities exchange possesses significant pricing power in the execution of order flow. The Exchange in particular operates a “Maker-Taker” model whereby it pays rebates to members that add liquidity and assesses fees to those that remove liquidity. The Exchange's Fee Schedule sets forth the standard rebates and rates applied per share for orders that provide and remove liquidity, respectively. Currently, for orders in securities priced at or above $1.00, the Exchange provides a standard rebate of $0.00160 per share for orders that add liquidity and assesses a fee of $0.0030 per share for orders that remove liquidity.
                    <SU>5</SU>
                    <FTREF/>
                     For orders in securities priced below $1.00, the Exchange provides a standard rebate of $0.00003 per share for orders that add liquidity and assesses a fee of 0.30% of the total dollar value for orders that remove liquidity.
                    <SU>6</SU>
                    <FTREF/>
                     Additionally, in response to the competitive environment, the Exchange also offers tiered pricing which provides Members opportunities to qualify for higher 
                    <PRTPAGE P="52519"/>
                    rebates or reduced fees where certain volume criteria and thresholds are met. Tiered pricing provides an incremental incentive for Members to strive for higher tier levels, which provides increasingly higher benefits or discounts for satisfying increasingly more stringent criteria.
                </P>
                <FTNT>
                    <P>
                        <SU>4</SU>
                         
                        <E T="03">See</E>
                         Cboe Global Markets, U.S. Equities Market Volume Summary, Month-to-Date (May 22, 2024), available at 
                        <E T="03">https://www.cboe.com/us/equities/market_statistics/.</E>
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>5</SU>
                         
                        <E T="03">See</E>
                         EDGX Equities Fee Schedule, Standard Rates.
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>6</SU>
                         
                        <E T="03">Id.</E>
                    </P>
                </FTNT>
                <HD SOURCE="HD3">Retail Volume Tier</HD>
                <P>
                    Under footnote 2 of the Fee Schedule, the Exchange currently offers various Retail Volume Tiers which provide an enhanced rebate for Retail Member Organizations (“RMOs”) 
                    <SU>7</SU>
                    <FTREF/>
                     an opportunity to receive an enhanced rebate from the standard rebate for Retail Orders 
                    <SU>8</SU>
                    <FTREF/>
                     that add liquidity (
                    <E T="03">i.e.,</E>
                     yielding fee code ZA or ZO). Currently, the Exchange offers three Retail Volume Tiers where an RMO is eligible for an enhanced rebate for qualifying orders (
                    <E T="03">i.e.,</E>
                     yielding fee code ZA or ZO) meeting certain add volume-based criteria. The Exchange now proposes to modify the criteria of Retail Volume Tier 2. Currently, the criteria is as follows:
                </P>
                <FTNT>
                    <P>
                        <SU>7</SU>
                         
                        <E T="03">See</E>
                         EDGX Rule 11.21(a)(1). A “Retail Member Organization” or “RMO” is a Member (or a division thereof) that has been approved by the Exchange under this Rule to submit Retail Orders.
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>8</SU>
                         
                        <E T="03">See</E>
                         EDGX Rule 11.21(a)(2). A “Retail Order” is an agency or riskless principal order that meets the criteria of FINRA Rule 5320.03 that originates from a natural person and is submitted to the Exchange by a Retail Member Organization, provided that no change is made to the terms of the order with respect to price or side of the market and the order does not originate from a trading algorithm or any other computerized methodology.
                    </P>
                </FTNT>
                <P>
                    • Retail Volume Tier 2 provides a rebate of $0.0037 for securities priced at or above $1.00 for qualifying orders (
                    <E T="03">i.e.,</E>
                     orders yielding fee codes ZA or ZO) where a Member adds a Retail Order ADV (
                    <E T="03">i.e.,</E>
                     yielding fee codes ZA or ZO) ≥0.45% of the TCV.
                </P>
                <P>The proposed criteria is as follows:</P>
                <P>
                    • Retail Volume Tier 2 provides a rebate of $0.0037 for securities priced at or above $1.00 for qualifying orders (
                    <E T="03">i.e.,</E>
                     orders yielding fee codes ZA or ZO) where a Member adds a Retail Order ADV (
                    <E T="03">i.e.,</E>
                     yielding fee codes ZA or ZO) ≥0.40% of the TCV.
                </P>
                <P>The proposed modifications to Retail Volume Tier 2 are intended to provide Members an opportunity to earn an enhanced rebate by increasing their order flow to the Exchange, which further contributes to a deeper, more liquid market and provides even more execution opportunities for active market participants. While the proposed criteria is slightly easier to achieve than the current criteria, the Exchange believes lowering the TCV requirement reflects current market trends and will incentivize Members who may not currently qualify for this tier to increase their order flow to the Exchange in an attempt to achieve this tier. Incentivizing an increase in liquidity adding volume through enhanced rebate opportunities encourages liquidity adding Members on the Exchange to contribute to a deeper, more liquid market, providing for overall enhanced price discovery and price improvement opportunities on the Exchange. As such, increased overall order flow benefits all Members by contributing towards a robust and well-balanced market ecosystem.</P>
                <HD SOURCE="HD3">2. Statutory Basis</HD>
                <P>
                    The Exchange believes the proposed rule change is consistent with the Act and the rules and regulations thereunder applicable to the Exchange and, in particular, the requirements of Section 6(b) of the Act.
                    <SU>9</SU>
                    <FTREF/>
                     Specifically, the Exchange believes the proposed rule change is consistent with the Section 6(b)(5) 
                    <SU>10</SU>
                    <FTREF/>
                     requirements that the rules of an exchange be designed to prevent fraudulent and manipulative acts and practices, to promote just and equitable principles of trade, to foster cooperation and coordination with persons engaged in regulating, clearing, settling, processing information with respect to, and facilitating transactions in securities, to remove impediments to and perfect the mechanism of a free and open market and a national market system, and, in general, to protect investors and the public interest. Additionally, the Exchange believes the proposed rule change is consistent with the Section 6(b)(5) 
                    <SU>11</SU>
                    <FTREF/>
                     requirement that the rules of an exchange not be designed to permit unfair discrimination between customers, issuers, brokers, or dealers as well as Section 6(b)(4) 
                    <SU>12</SU>
                    <FTREF/>
                     as it is designed to provide for the equitable allocation of reasonable dues, fees and other charges among its Members and other persons using its facilities.
                </P>
                <FTNT>
                    <P>
                        <SU>9</SU>
                         15 U.S.C. 78f(b).
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>10</SU>
                         15 U.S.C. 78f(b)(5).
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>11</SU>
                         
                        <E T="03">Id.</E>
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>12</SU>
                         15 U.S.C. 78f(b)(4).
                    </P>
                </FTNT>
                <P>
                    As described above, the Exchange operates in a highly competitive market in which market participants can readily direct order flow to competing venues if they deem fee levels at a particular venue to be excessive or incentives to be insufficient. The Exchange believes that its proposal to modify Retail Volume Tier 2 reflects a competitive pricing structure designed to incentivize market participants to direct their order flow to the Exchange, which the Exchange believes would enhance market quality to the benefit of all Members. Specifically, the Exchange's proposal to introduce slightly lower criteria to Retail Volume Tier 2 is not a significant departure from existing criteria, is reasonably correlated to the enhanced rebate offered by the Exchange and other competing exchanges,
                    <SU>13</SU>
                    <FTREF/>
                     and will continue to incentivize Members to submit order flow to the Exchange. The lower criteria proposed by the Exchange is intended to reflect current market trends while encouraging Members to submit order flow to the Exchange. Additionally, the Exchange notes that relative volume-based incentives and discounts have been widely adopted by exchanges,
                    <SU>14</SU>
                    <FTREF/>
                     including the Exchange,
                    <SU>15</SU>
                    <FTREF/>
                     and are reasonable, equitable and non-discriminatory because they are open to all Members on an equal basis and provide additional benefits or discounts that are reasonably related to (i) the value to an exchange's market quality and (ii) associated higher levels of market activity, such as higher levels of liquidity provision and/or growth patterns. Competing equity exchanges offer similar tiered pricing structures, including schedules of rebates and fees that apply based upon members achieving certain volume and/or growth thresholds, as well as assess similar fees or rebates for similar types of orders, to that of the Exchange.
                </P>
                <FTNT>
                    <P>
                        <SU>13</SU>
                         
                        <E T="03">See</E>
                         Nasdaq Price List, Add and Remove Rates, Rebate to Add Displayed Liquidity, Shares executed at or Above $1.00, available at 
                        <E T="03">https://nasdaqtrader.com/Trader.aspx?id=PriceListTrading2. See also</E>
                         MEMX Equities Fee Schedule, Retail Tier, available at 
                        <E T="03">https://info.memxtrading.com/equities-trading-resources/us-equities-fee-schedule/.</E>
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>14</SU>
                         
                        <E T="03">See e.g.,</E>
                         BZX Equities Fee Schedule, Footnote 1, Add/Remove Volume Tiers.
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>15</SU>
                         
                        <E T="03">See e.g.,</E>
                         EDGX Equities Fee Schedule, Footnote 1, Add/Remove Volume Tiers.
                    </P>
                </FTNT>
                <P>
                    In particular, the Exchange believes its proposal to modify Retail Volume Tier 2 is reasonable because the revised tiers will be available to all Members and provide all Members with an opportunity to receive an enhanced rebate. The Exchange further believes its proposal to modify Retail Volume Tier 2 will provide a reasonable means to encourage liquidity adding displayed and non-displayed orders in Members' order flow to the Exchange and to incentivize Members to continue to provide liquidity adding and liquidity removing volume to the Exchange by offering them an opportunity to receive an enhanced rebate on qualifying orders. An overall increase in activity would deepen the Exchange's liquidity pool, offer additional cost savings, support the quality of price discovery, promote market transparency and improve market quality, for all investors.
                    <PRTPAGE P="52520"/>
                </P>
                <P>The Exchange believes that its proposed modification to Retail Volume Tier 2 is reasonable as it does not represent a significant departure from the criteria currently offered in the Fee Schedule. The Exchange also believes that the proposal represents an equitable allocation of fees and rebates and is not unfairly discriminatory because all Members will be eligible for the proposed new tier and have the opportunity to meet the tier's criteria and receive the corresponding enhanced rebate if such criteria is met. Without having a view of activity on other markets and off-exchange venues, the Exchange has no way of knowing whether this proposed rule change would definitely result in any Members qualifying the new proposed tiers. While the Exchange has no way of predicting with certainty how the proposed changes will impact Member activity, based on the prior months volume, the Exchange anticipates that at least one Member will be able to satisfy proposed Retail Volume Tier 2. The Exchange also notes that proposed changes will not adversely impact any Member's ability to qualify for enhanced rebates offered under other tiers. Should a Member not meet the proposed new criteria, the Member will merely not receive that corresponding enhanced rebate.</P>
                <HD SOURCE="HD2">B. Self-Regulatory Organization's Statement on Burden on Competition</HD>
                <P>The Exchange does not believe that the proposed rule change will impose any burden on competition that is not necessary or appropriate in furtherance of the purposes of the Act. Rather, as discussed above, the Exchange believes that the proposed changes would encourage the submission of additional order flow to a public exchange, thereby promoting market depth, execution incentives and enhanced execution opportunities, as well as price discovery and transparency for all Members. As a result, the Exchange believes that the proposed changes further the Commission's goal in adopting Regulation NMS of fostering competition among orders, which promotes “more efficient pricing of individual stocks for all types of orders, large and small.”</P>
                <P>The Exchange believes the proposed rule changes do not impose any burden on intramarket competition that is not necessary or appropriate in furtherance of the purposes of the Act. Particularly, the proposed change to Retail Volume Tier 2 will apply to all Members equally in that all Members are eligible for the tier, have a reasonable opportunity to meet the tier's criteria and will receive the enhanced rebate on their qualifying orders if such criteria is met. The Exchange does not believe the proposed change burdens competition, but rather, enhances competition as it is intended to increase the competitiveness of EDGX by amending existing pricing incentives in order to attract order flow and incentivize participants to increase their participation on the Exchange, providing for additional execution opportunities for market participants and improved price transparency. Greater overall order flow, trading opportunities, and pricing transparency benefits all market participants on the Exchange by enhancing market quality and continuing to encourage Members to send orders, thereby contributing towards a robust and well-balanced market ecosystem.</P>
                <P>
                    Next, the Exchange believes the proposed rule changes does not impose any burden on intermarket competition that is not necessary or appropriate in furtherance of the purposes of the Act. As previously discussed, the Exchange operates in a highly competitive market. Members have numerous alternative venues that they may participate on and direct their order flow, including other equities exchanges, off-exchange venues, and alternative trading systems. Additionally, the Exchange represents a small percentage of the overall market. Based on publicly available information, no single equities exchange has more than 15% of the market share.
                    <SU>16</SU>
                    <FTREF/>
                     Therefore, no exchange possesses significant pricing power in the execution of order flow. Indeed, participants can readily choose to send their orders to other exchange and off-exchange venues if they deem fee levels at those other venues to be more favorable. Moreover, the Commission has repeatedly expressed its preference for competition over regulatory intervention in determining prices, products, and services in the securities markets. Specifically, in Regulation NMS, the Commission highlighted the importance of market forces in determining prices and SRO revenues and, also, recognized that current regulation of the market system “has been remarkably successful in promoting market competition in its broader forms that are most important to investors and listed companies.” 
                    <SU>17</SU>
                    <FTREF/>
                     The fact that this market is competitive has also long been recognized by the courts. In 
                    <E T="03">NetCoalition</E>
                     v. 
                    <E T="03">Securities and Exchange Commission,</E>
                     the D.C. Circuit stated as follows: “[n]o one disputes that competition for order flow is `fierce.' . . . As the SEC explained, `[i]n the U.S. national market system, buyers and sellers of securities, and the broker-dealers that act as their order-routing agents, have a wide range of choices of where to route orders for execution'; [and] `no exchange can afford to take its market share percentages for granted' because `no exchange possesses a monopoly, regulatory or otherwise, in the execution of order flow from broker dealers'. . . .”.
                    <SU>18</SU>
                    <FTREF/>
                     Accordingly, the Exchange does not believe its proposed fee change imposes any burden on competition that is not necessary or appropriate in furtherance of the purposes of the Act.
                </P>
                <FTNT>
                    <P>
                        <SU>16</SU>
                         
                        <E T="03">Supra</E>
                         note 3.
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>17</SU>
                         
                        <E T="03">See</E>
                         Securities Exchange Act Release No. 51808 (June 9, 2005), 70 FR 37496, 37499 (June 29, 2005).
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>18</SU>
                         
                        <E T="03">NetCoalition</E>
                         v. 
                        <E T="03">SEC,</E>
                         615 F.3d 525, 539 (D.C. Cir. 2010) (quoting Securities Exchange Act Release No. 59039 (December 2, 2008), 73 FR 74770, 74782-83 (December 9, 2008) (SR-NYSEArca-2006-21)).
                    </P>
                </FTNT>
                <HD SOURCE="HD2">C. Self-Regulatory Organization's Statement on Comments on the Proposed Rule Change Received From Members, Participants, or Others</HD>
                <P>The Exchange neither solicited nor received comments on the proposed rule change.</P>
                <HD SOURCE="HD1">III. Date of Effectiveness of the Proposed Rule Change and Timing for Commission Action</HD>
                <P>
                    The foregoing rule change has become effective pursuant to Section 19(b)(3)(A) of the Act 
                    <SU>19</SU>
                    <FTREF/>
                     and paragraph (f) of Rule 19b-4 
                    <SU>20</SU>
                    <FTREF/>
                     thereunder. At any time within 60 days of the filing of the proposed rule change, the Commission summarily may temporarily suspend such rule change if it appears to the Commission that such action is necessary or appropriate in the public interest, for the protection of investors, or otherwise in furtherance of the purposes of the Act. If the Commission takes such action, the Commission will institute proceedings to determine whether the proposed rule change should be approved or disapproved.
                </P>
                <FTNT>
                    <P>
                        <SU>19</SU>
                         15 U.S.C. 78s(b)(3)(A).
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>20</SU>
                         17 CFR 240.19b-4(f).
                    </P>
                </FTNT>
                <HD SOURCE="HD1">IV. Solicitation of Comments</HD>
                <P>Interested persons are invited to submit written data, views and arguments concerning the foregoing, including whether the proposed rule change is consistent with the Act. Comments may be submitted by any of the following methods:</P>
                <HD SOURCE="HD2">Electronic Comments</HD>
                <P>
                    • Use the Commission's internet comment form (
                    <E T="03">https://www.sec.gov/rules/sro.shtml</E>
                    ); or
                </P>
                <P>
                    • Send an email to 
                    <E T="03">rule-comments@sec.gov.</E>
                     Please include file number SR-
                    <PRTPAGE P="52521"/>
                    CboeEDGX-2024-037 on the subject line.
                </P>
                <HD SOURCE="HD2">Paper Comments</HD>
                <P>• Send paper comments in triplicate to Secretary, Securities and Exchange Commission, 100 F Street NE, Washington, DC 20549-1090.</P>
                <FP>
                    All submissions should refer to file number SR-CboeEDGX-2024-037. This file number should be included on the subject line if email is used. To help the Commission process and review your comments more efficiently, please use only one method. The Commission will post all comments on the Commission's internet website (
                    <E T="03">https://www.sec.gov/rules/sro.shtml</E>
                    ). Copies of the submission, all subsequent amendments, all written statements with respect to the proposed rule change that are filed with the Commission, and all written communications relating to the proposed rule change between the Commission and any person, other than those that may be withheld from the public in accordance with the provisions of 5 U.S.C. 552, will be available for website viewing and printing in the Commission's Public Reference Room, 100 F Street NE, Washington, DC 20549, on official business days between the hours of 10 a.m. and 3 p.m. Copies of the filing also will be available for inspection and copying at the principal office of the Exchange. Do not include personal identifiable information in submissions; you should submit only information that you wish to make available publicly. We may redact in part or withhold entirely from publication submitted material that is obscene or subject to copyright protection. All submissions should refer to file number SR-CboeEDGX-2024-037 and should be submitted on or before July 15, 2024.
                </FP>
                <SIG>
                    <P>
                        For the Commission, by the Division of Trading and Markets, pursuant to delegated authority.
                        <SU>21</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>21</SU>
                             17 CFR 200.30-3(a)(12).
                        </P>
                    </FTNT>
                    <NAME>Sherry R. Haywood,</NAME>
                    <TITLE>Assistant Secretary.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13708 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 8011-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">SECURITIES AND EXCHANGE COMMISSION</AGENCY>
                <DEPDOC>[Release No. 34-100352; File No. SR-CboeEDGX-2024-033]</DEPDOC>
                <SUBJECT>Self-Regulatory Organizations; Cboe EDGX Exchange, Inc.; Notice of Filing and Immediate Effectiveness of a Proposed Rule Change To Amend Its Fee Schedule To Provide a Temporary Pricing Incentive Program on Historical Open-Close Data</SUBJECT>
                <DATE>June 17, 2024.</DATE>
                <P>
                    Pursuant to Section 19(b)(1) of the Securities Exchange Act of 1934 (the “Act”),
                    <SU>1</SU>
                    <FTREF/>
                     and Rule 19b-4 thereunder,
                    <SU>2</SU>
                    <FTREF/>
                     notice is hereby given that on June 4, 2024, Cboe EDGX Exchange, Inc. (the “Exchange” or “EDGX”) filed with the Securities and Exchange Commission (the “Commission”) the proposed rule change as described in Items I, II, and III below, which Items have been prepared by the Exchange. The Commission is publishing this notice to solicit comments on the proposed rule change from interested persons.
                </P>
                <FTNT>
                    <P>
                        <SU>1</SU>
                         15 U.S.C. 78s(b)(1).
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>2</SU>
                         17 CFR 240.19b-4.
                    </P>
                </FTNT>
                <HD SOURCE="HD1">I. Self-Regulatory Organization's Statement of the Terms of Substance of the Proposed Rule Change</HD>
                <P>Cboe EDGX Exchange, Inc. (the “Exchange” or “EDGX Options”) proposes to amend its Fee Schedule. The text of the proposed rule change is provided in Exhibit 5.</P>
                <P>
                    The text of the proposed rule change is also available on the Exchange's website (
                    <E T="03">http://markets.cboe.com/us/options/regulation/rule_filings/edgx/</E>
                    ), at the Exchange's Office of the Secretary, and at the Commission's Public Reference Room.
                </P>
                <HD SOURCE="HD1">II. Self-Regulatory Organization's Statement of the Purpose of, and Statutory Basis for, the Proposed Rule Change</HD>
                <P>In its filing with the Commission, the Exchange included statements concerning the purpose of and basis for the proposed rule change and discussed any comments it received on the proposed rule change. The text of these statements may be examined at the places specified in Item IV below. The Exchange has prepared summaries, set forth in sections A, B, and C below, of the most significant aspects of such statements.</P>
                <HD SOURCE="HD2">A. Self-Regulatory Organization's Statement of the Purpose of, and Statutory Basis for, the Proposed Rule Change</HD>
                <HD SOURCE="HD3">1. Purpose</HD>
                <P>The Exchange proposes to update its Fee Schedule to provide a 20% discount on fees assessed to Exchange Members and non-Members that purchase $20,000 or more of historical Open-Close Data, effective June 4, 2024 through June 30, 2024.</P>
                <P>
                    By way of background, the Exchange currently offers End-of-Day (“EOD”) and Intraday Open-Close Data (collectively, “Open-Close Data”). EOD Open-Close Data is an end-of-day volume summary of trading activity on the Exchange at the option level by origin (customer, professional customer, broker-dealer, and market maker), side of the market (buy or sell), price, and transaction type (opening or closing). The customer and professional customer volume is further broken down into trade size buckets (less than 100 contracts, 100-199 contracts, greater than 199 contracts). The EOD Open-Close Data is proprietary Exchange trade data and does not include trade data from any other exchange. It is also a historical data product and not a real-time data feed. The Exchange also offers Intraday Open-Close Data, which provides similar information to that of EOD Open-Close Data but is produced and updated every 10 minutes during the trading day. Data is captured in “snapshots” taken every 10 minutes throughout the trading day and is available to subscribers within five minutes of the conclusion of each 10-minute period.
                    <SU>3</SU>
                    <FTREF/>
                     The Intraday Open-Close Data provides a volume summary of trading activity on the Exchange at the option level by origin (customer, professional customer, broker-dealer, and market maker), side of the market (buy or sell), and transaction type (opening or closing). The customer and professional customer volume are further broken down into trade size buckets (less than 100 contracts, 100-199 contracts, greater than 199 contracts). The Intraday Open-Close Data is proprietary Exchange trade data and does not include trade data from any other exchange. All Open-Close Data products are completely voluntary products, in that the Exchange is not 
                    <PRTPAGE P="52522"/>
                    required by any rule or regulation to make this data available and that potential customers may purchase it on an ad-hoc basis only if they voluntarily choose to do so.
                </P>
                <FTNT>
                    <P>
                        <SU>3</SU>
                         For example, subscribers to the intraday product will receive the first calculation of intraday data by approximately 9:42 a.m. ET, which represents data captured from 9:30 a.m. to 9:40 a.m. Subscribers will receive the next update at 9:52 a.m., representing the data previously provided together with data captured from 9:40 a.m. through 9:50 a.m., and so forth. Each update will represent the aggregate data captured from the current “snapshot” and all previous “snapshots.”
                    </P>
                </FTNT>
                <P>
                    Cboe LiveVol, LLC (“LiveVol”), a wholly owned subsidiary of the Exchange's parent company, Cboe Global Markets, Inc., makes the Open-Close Data available for purchase to Members and non-Members on the LiveVol DataShop website (
                    <E T="03">datashop.cboe.com</E>
                    ). Customers may currently purchase Open-Close Data on a subscription basis (monthly or annually) or by ad hoc request for a specified month (historical file, 
                    <E T="03">e.g.,</E>
                     request for Intraday Open-Close Data for month of December 2023 or End-of-Day Open-Close Data for month of December 2023). An ad-hoc request can be for any number of months for which the data is available.
                </P>
                <P>
                    Open-Close Data is subject to direct competition from similar end-of-day and intraday options trading summaries offered by several other options exchanges.
                    <SU>4</SU>
                    <FTREF/>
                     All of these exchanges offer essentially the same end-of-day and intraday options trading summary information.
                </P>
                <FTNT>
                    <P>
                        <SU>4</SU>
                         These substitute products are: Nasdaq PHLX Options Trade Outline, Nasdaq Options Trade Outline, ISE Profile, GEMX Trade Profile data; open-close data from C2, Cboe Options, and BZX; Open Close Reports from MIAX Options, Pearl, and Emerald; and NYSE Options Open-Close Volume Summary.
                    </P>
                </FTNT>
                <P>
                    The Exchange proposes to provide a temporary pricing incentive program in which Members or Non-Members that purchase historical Open-Close Data will receive a percentage fee discount where specific purchase thresholds are met. Specifically, the Exchange proposes to provide a 20% discount for ad-hoc purchases of historical Open-Close Data of $20,000 or more.
                    <SU>5</SU>
                    <FTREF/>
                     The proposed program will apply to all market participants irrespective of whether the market participant is a new or current purchaser; however, the discount cannot be combined with any other discounts offered by the Exchange, including the academic discount provided for Qualifying Academic Purchasers of historical Open-Close Data. The Exchange intends to introduce the discount program beginning June 4, 2024, with the program remaining in effect through June 30, 2024. The Exchange also notes that it previously adopted the same discount program last year and proposes to update the Fees Schedule with the new program dates accordingly.
                    <SU>6</SU>
                    <FTREF/>
                </P>
                <FTNT>
                    <P>
                        <SU>5</SU>
                         The discount will apply on an order-by-order basis. To qualify for the discount, an order must contain End-of-Day Ad-hoc Requests (historical data) and/or Intraday Ad-hoc Requests (historical data) and must total $20,000 or more; the Exchange will not aggregate purchases made throughout a billing cycle for purposes of the incentive program. The discount will apply to the total purchase price, once the $20,000 minimum purchase is satisfied (for example, a qualifying order of $25,000 would be discounted to $20,000, 
                        <E T="03">i.e.</E>
                         receive a 20% discount of $5,000).
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>6</SU>
                         
                        <E T="03">See</E>
                         Securities Exchange Act Release No. 99026 (November 28, 2023), 88 FR 84023 (December 1, 2023) (SR-CboeEDGX-2023-070).
                    </P>
                </FTNT>
                <HD SOURCE="HD3">2. Statutory Basis</HD>
                <P>
                    The Exchange believes the proposed rule change is consistent with the Securities Exchange Act of 1934 (the “Act”) and the rules and regulations thereunder applicable to the Exchange and, in particular, the requirements of Section 6(b) of the Act.
                    <SU>7</SU>
                    <FTREF/>
                     Specifically, the Exchange believes the proposed rule change is consistent with the Section 6(b)(5) 
                    <SU>8</SU>
                    <FTREF/>
                     requirements that the rules of an exchange be designed to prevent fraudulent and manipulative acts and practices, to promote just and equitable principles of trade, to foster cooperation and coordination with persons engaged in regulating, clearing, settling, processing information with respect to, and facilitating transactions in securities, to remove impediments to and perfect the mechanism of a free and open market and a national market system, and, in general, to protect investors and the public interest. Additionally, the Exchange believes the proposed rule change is consistent with the Section 6(b)(5) 
                    <SU>9</SU>
                    <FTREF/>
                     requirement that the rules of an exchange not be designed to permit unfair discrimination between customers, issuers, brokers, or dealers.
                </P>
                <FTNT>
                    <P>
                        <SU>7</SU>
                         15 U.S.C. 78f(b).
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>8</SU>
                         15 U.S.C. 78f(b)(5).
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>9</SU>
                         
                        <E T="03">Id.</E>
                    </P>
                </FTNT>
                <P>
                    In adopting Regulation NMS, the Commission granted self-regulatory organizations (“SROs”) and broker-dealers increased authority and flexibility to offer new and unique market data to the public. It was believed that this authority would expand the amount of data available to consumers, and also spur innovation and competition for the provision of market data. The Exchange believes the proposed fee changes will further broaden the availability of U.S. option market data to investors consistent with the principles of Regulation NMS. Open-Close Data is designed to help investors understand underlying market trends to improve the quality of investment decisions. Indeed, purchasers of the data may be able to enhance their ability to analyze option trade and volume data and create and test trading models and analytical strategies. The Exchange believes Open-Close Data provides a valuable tool that purchasers can use to gain comprehensive insight into the trading activity in a particular series, but also emphasizes such data is not necessary for trading and as noted above, is entirely optional. Moreover, several other exchanges offer a similar data product which offer same type of data content through end-of-day or intraday reports.
                    <SU>10</SU>
                    <FTREF/>
                </P>
                <FTNT>
                    <P>
                        <SU>10</SU>
                         
                        <E T="03">See</E>
                         supra note 4.
                    </P>
                </FTNT>
                <P>
                    The Exchange also operates in a highly competitive environment. Indeed, there are currently 17 registered options exchanges that trade options. Based on publicly available information, no single options exchange has more than 17% of the market share.
                    <SU>11</SU>
                    <FTREF/>
                     The Commission has repeatedly expressed its preference for competition over regulatory intervention in determining prices, products, and services in the securities markets. Particularly, in Regulation NMS, the Commission highlighted the importance of market forces in determining prices and SRO revenues and, also, recognized that current regulation of the market system “has been remarkably successful in promoting market competition in its broader forms that are most important to investors and listed companies.” 
                    <SU>12</SU>
                    <FTREF/>
                     Making similar data products available to market participants fosters competition in the marketplace, and constrains the ability of exchanges to charge supracompetitive fees. In the event that a market participant views one exchange's data product as more or less attractive than the competition they can and do switch between similar products. The proposed fees are a result of the competitive environment, as the Exchange seeks to adopt fees to attract purchasers of historical Open-Close Data.
                </P>
                <FTNT>
                    <P>
                        <SU>11</SU>
                         
                        <E T="03">See</E>
                         Cboe Global Markets U.S. Options Market Month-to-Date Volume Summary (June 3, 2024), available at 
                        <E T="03">https://markets.cboe.com/us/options/market_statistics/.</E>
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>12</SU>
                         
                        <E T="03">See</E>
                         Securities Exchange Act Release No. 51808 (June 9, 2005), 70 FR 37496, 37499 (June 29, 2005) (“Regulation NMS Adopting Release”).
                    </P>
                </FTNT>
                <P>
                    The Exchange believes that the proposed incentive program for any Member or non-Member who purchases historical Open-Close Data is reasonable because such purchasers would receive a 20% discount for purchasing $20,000 or more worth of historical Open-Close Data. The Exchange believes the proposed discount is reasonable as it will give purchasers the ability to use and test the historical Open-Close Data at a discounted rate, prior to purchasing additional months or a monthly subscription, and will therefore encourage and promote users to purchase the historical Open-Close 
                    <PRTPAGE P="52523"/>
                    Data. Further, the proposed discount is intended to promote increased use of the Exchange's historical Open-Close Data by defraying some of the costs a purchaser would ordinarily have to expend before using the data product. The Exchange believes that the proposed discount is equitable and not unfairly discriminatory because it will apply equally to all Members and non-Members who purchase historical Open-Close Data. Lastly, the purchase of this data product is discretionary and not compulsory. Indeed, no market participant is required to purchase the historical Open-Close Data, and the Exchange is not required to make the historical Open-Close Data available to all investors. Potential purchasers may request the data at any time if they believe it to be valuable or may decline to purchase such data. As noted above, the Exchange previously adopted a similar discount program last year.
                    <SU>13</SU>
                    <FTREF/>
                </P>
                <FTNT>
                    <P>
                        <SU>13</SU>
                         
                        <E T="03">See</E>
                         Securities Exchange Act Release No. 99026 (November 28, 2023), 88 FR 84023 (December 1, 2023) (SR-CboeEDGX-2023-070).
                    </P>
                </FTNT>
                <HD SOURCE="HD2">B. Self-Regulatory Organization's Statement on Burden on Competition</HD>
                <P>The Exchange does not believe that the proposed rule change will impose any burden on competition that is not necessary or appropriate in furtherance of the purposes of the Act. The Exchange operates in a highly competitive environment in which the Exchange must continually adjust its fees to remain competitive. Because competitors are free to modify their own fees in response, the Exchange believes that the degree to which fee changes in this market may impose any burden on competition is extremely limited. As discussed above, Open-Close Data is subject to direct competition from several other options exchanges that offer substitutes to Open-Close Data. Moreover, purchase of Open-Close Data is optional. It is designed to help investors understand underlying market trends to improve the quality of investment decisions, but is not necessary to execute a trade.</P>
                <P>The proposed rule changes are grounded in the Exchange's efforts to compete more effectively. In this competitive environment, potential purchasers are free to choose which, if any, similar product to purchase to satisfy their need for market information. As a result, the Exchange believes this proposed rule change permits fair competition among national securities exchanges. Further, the Exchange believes that these changes will not cause any unnecessary or inappropriate burden on intermarket competition, as the proposed incentive program applies uniformly to any purchaser of historical Open-Close Data.</P>
                <HD SOURCE="HD2">C. Self-Regulatory Organization's Statement on Comments on the Proposed Rule Change Received From Members, Participants, or Others</HD>
                <P>The Exchange neither solicited nor received comments on the proposed rule change.</P>
                <HD SOURCE="HD1">III. Date of Effectiveness of the Proposed Rule Change and Timing for Commission Action</HD>
                <P>
                    The foregoing rule change has become effective pursuant to Section 19(b)(3)(A) of the Act 
                    <SU>14</SU>
                    <FTREF/>
                     and paragraph (f) of Rule 19b-4 
                    <SU>15</SU>
                    <FTREF/>
                     thereunder. At any time within 60 days of the filing of the proposed rule change, the Commission summarily may temporarily suspend such rule change if it appears to the Commission that such action is necessary or appropriate in the public interest, for the protection of investors, or otherwise in furtherance of the purposes of the Act. If the Commission takes such action, the Commission will institute proceedings to determine whether the proposed rule change should be approved or disapproved.
                </P>
                <FTNT>
                    <P>
                        <SU>14</SU>
                         15 U.S.C. 78s(b)(3)(A).
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>15</SU>
                         17 CFR 240.19b-4(f).
                    </P>
                </FTNT>
                <HD SOURCE="HD1">IV. Solicitation of Comments</HD>
                <P>Interested persons are invited to submit written data, views and arguments concerning the foregoing, including whether the proposed rule change is consistent with the Act. Comments may be submitted by any of the following methods:</P>
                <HD SOURCE="HD2">Electronic Comments</HD>
                <P>
                    • Use the Commission's internet comment form (
                    <E T="03">https://www.sec.gov/rules/sro.shtml</E>
                    ); or
                </P>
                <P>
                    • Send an email to 
                    <E T="03">rule-comments@sec.gov.</E>
                     Please include file number SR-CboeEDGX-2024-033 on the subject line.
                </P>
                <HD SOURCE="HD2">Paper Comments</HD>
                <P>• Send paper comments in triplicate to Secretary, Securities and Exchange Commission, 100 F Street NE, Washington, DC 20549-1090.</P>
                <FP>
                    All submissions should refer to file number SR-CboeEDGX-2024-033. This file number should be included on the subject line if email is used. To help the Commission process and review your comments more efficiently, please use only one method. The Commission will post all comments on the Commission's internet website (
                    <E T="03">https://www.sec.gov/rules/sro.shtml</E>
                    ). Copies of the submission, all subsequent amendments, all written statements with respect to the proposed rule change that are filed with the Commission, and all written communications relating to the proposed rule change between the Commission and any person, other than those that may be withheld from the public in accordance with the provisions of 5 U.S.C. 552, will be available for website viewing and printing in the Commission's Public Reference Room, 100 F Street NE, Washington, DC 20549, on official business days between the hours of 10 a.m. and 3 p.m. Copies of the filing also will be available for inspection and copying at the principal office of the Exchange. Do not include personal identifiable information in submissions; you should submit only information that you wish to make available publicly. We may redact in part or withhold entirely from publication submitted material that is obscene or subject to copyright protection. All submissions should refer to file number SR-CboeEDGX-2024-033 and should be submitted on or before July 15, 2024.
                </FP>
                <SIG>
                    <P>
                        For the Commission, by the Division of Trading and Markets, pursuant to delegated authority.
                        <SU>16</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>16</SU>
                             17 CFR 200.30-3(a)(12).
                        </P>
                    </FTNT>
                    <NAME>Sherry R. Haywood,</NAME>
                    <TITLE>Assistant Secretary.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13706 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 8011-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">SECURITIES AND EXCHANGE COMMISSION</AGENCY>
                <SUBJECT>Sunshine Act Meetings</SUBJECT>
                <PREAMHD>
                    <HD SOURCE="HED">TIME AND DATE: </HD>
                    <P>2:00 p.m. on Thursday, June 27, 2024.</P>
                </PREAMHD>
                <PREAMHD>
                    <HD SOURCE="HED">PLACE: </HD>
                    <P>The meeting will be held via remote means and/or at the Commission's headquarters, 100 F Street NE, Washington, DC 20549.</P>
                </PREAMHD>
                <PREAMHD>
                    <HD SOURCE="HED">STATUS: </HD>
                    <P>This meeting will be closed to the public.</P>
                </PREAMHD>
                <PREAMHD>
                    <HD SOURCE="HED">MATTERS TO BE CONSIDERED: </HD>
                    <P>Commissioners, Counsel to the Commissioners, the Secretary to the Commission, and recording secretaries will attend the closed meeting. Certain staff members who have an interest in the matters also may be present.</P>
                    <P>
                        In the event that the time, date, or location of this meeting changes, an announcement of the change, along with the new time, date, and/or place of the meeting will be posted on the Commission's website at 
                        <E T="03">https://www.sec.gov.</E>
                        <PRTPAGE P="52524"/>
                    </P>
                    <P>The General Counsel of the Commission, or her designee, has certified that, in her opinion, one or more of the exemptions set forth in 5 U.S.C. 552b(c)(3), (5), (6), (7), (8), 9(B) and (10) and 17 CFR 200.402(a)(3), (a)(5), (a)(6), (a)(7), (a)(8), (a)(9)(ii) and (a)(10), permit consideration of the scheduled matters at the closed meeting.</P>
                    <P>The subject matter of the closed meeting will consist of the following topics:</P>
                    <P>Institution and settlement of injunctive actions;</P>
                    <P>Institution and settlement of administrative proceedings;</P>
                    <P>Resolution of litigation claims; and</P>
                    <P>Other matters relating to examinations and enforcement proceedings.</P>
                    <P>At times, changes in Commission priorities require alterations in the scheduling of meeting agenda items that may consist of adjudicatory, examination, litigation, or regulatory matters.</P>
                </PREAMHD>
                <PREAMHD>
                    <HD SOURCE="HED">CONTACT PERSON FOR MORE INFORMATION: </HD>
                    <P>For further information, please contact Vanessa A. Countryman from the Office of the Secretary at (202) 551-5400.</P>
                    <P>
                        <E T="03">Authority:</E>
                         5 U.S.C. 552b.
                    </P>
                </PREAMHD>
                <SIG>
                    <DATED>Dated: June 20, 2024. </DATED>
                    <NAME>Vanessa A. Countryman, </NAME>
                    <TITLE>Secretary.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13886 Filed 6-20-24; 11:15 am]</FRDOC>
            <BILCOD>BILLING CODE 8011-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">SECURITIES AND EXCHANGE COMMISSION</AGENCY>
                <DEPDOC>[SEC File No. 270-233, OMB Control No. 3235-0223]</DEPDOC>
                <SUBJECT>Proposed Collection; Comment Request; Extension: Rule 17f-2</SUBJECT>
                <FP SOURCE="FP-2">
                    <E T="03">Upon Written Request, Copies Available From:</E>
                     Securities and Exchange Commission, Office of FOIA Services, 100 F Street NE, Washington, DC 20549-2736
                </FP>
                <P>
                    Notice is hereby given that, pursuant to the Paperwork Reduction Act of 1995 (44 U.S.C. 350l 
                    <E T="03">et seq.</E>
                    ), the Securities and Exchange Commission (the “Commission”) is soliciting comments on the collection of information summarized below. The Commission plans to submit this existing collection of information to the Office of Management and Budget for extension and approval.
                </P>
                <P>
                    Rule 17f-2 (17 CFR 270.17f-2), entitled “Custody of Investments by Registered Management Investment Company,” establishes safeguards for arrangements in which a registered management investment company or business development company (“fund”) is deemed to maintain custody of its own assets, such as when the fund maintains its assets in a facility that provides safekeeping but not custodial services.
                    <SU>1</SU>
                    <FTREF/>
                     The rule includes four distinct requirements that are an information collection under the Paperwork Reduction Act. First, fund's directors must prepare a resolution designating not more than five fund officers or responsible employees who may have access to the fund's assets. Secondly, the fund's board must vote to approve this resolution. Third, the designated access persons (two or more of whom must act jointly when handling fund assets) must prepare a written notation providing certain information about each deposit or withdrawal of fund assets and must transmit the notation to another officer or director designated by the directors. Lastly, an independent public accountant must verify the fund's assets three times each year, and two of those examinations must be unscheduled.
                    <SU>2</SU>
                    <FTREF/>
                </P>
                <FTNT>
                    <P>
                        <SU>1</SU>
                         The rule generally requires all assets to be deposited in the safekeeping of a “bank or other company whose functions and physical facilities are supervised by Federal or State authority.”
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>2</SU>
                         The accountant must transmit to the Commission promptly after each examination a certificate describing the examination on Form N-17f-2; the preparation and filing of Form N-17f-2, which largely serves as a cover-sheet for the accountant's certification of their audit, is covered by a separate information collection; the third (scheduled) examination may coincide with the annual verification required for every fund by section 30(g) of the Act (15 U.S.C. 80a-29(g)).
                    </P>
                </FTNT>
                <P>Rule 17f-2's requirements are designed to safeguard fund assets from loss by requiring certain specific controls when those assets are not placed and maintained in the custody of a bank or other custodian as permitted under section 17(f) of the Investment Company Act of 1940 (15 U.S.C. 80a-17(f)) (“Act”) and the rules thereunder. Specifically, the requirement that directors designate access persons is intended to ensure that directors evaluate the trustworthiness of insiders who handle fund assets. The requirements that access persons act jointly in handling fund assets, prepare a written notation of each transaction, and transmit the notation to another designated person are intended to reduce the risk of misappropriation of fund assets by access persons, and to ensure that adequate records are prepared, reviewed by a responsible third person, and available for examination by the Commission. The requirement that auditors verify fund assets without notice twice each year is intended to provide an additional deterrent to the misappropriation of fund assets and to detect any irregularities. Less frequent examinations by a fund's accountants could impair the ability of the Commission's examination staff to ascertain the fund's compliance with the rule.</P>
                <P>
                    The Commission staff estimates that each fund makes 974 responses and spends an average of 252 hours annually in complying with the rule's requirements.
                    <SU>3</SU>
                    <FTREF/>
                     Commission staff estimates that on an annual basis it takes: (i) 0.5 hours of fund accounting personnel at a total cost of $126 and 1 hour of fund attorney personnel time at a cost of $484, for a total of 1.5 hours and a cost of $610 to draft director resolutions; 
                    <SU>4</SU>
                    <FTREF/>
                     (ii) 0.5 hours of the fund's board of directors at a total cost of $2,385 to adopt the resolution; 
                    <SU>5</SU>
                    <FTREF/>
                     (iii) 244 hours for the fund's accounting personnel at a total cost of $81,086 to prepare written notations of transactions; 
                    <SU>6</SU>
                    <FTREF/>
                     and (iv) 3 hours for the fund's controller or administrator at a total cost of $1,704 to assist the independent public accountants when they perform verifications of fund assets.
                    <SU>7</SU>
                    <FTREF/>
                     The total of these four requirements would then be 249 hours at a cost of $84,081 per respondent.
                    <SU>8</SU>
                    <FTREF/>
                     Commission staff estimates that approximately 165 funds file Form N-17f-2 each year.
                    <SU>9</SU>
                    <FTREF/>
                     Thus, the total annual 
                    <PRTPAGE P="52525"/>
                    hour burden for rule 17f-2 is estimated to be 41,085 hours.
                    <SU>10</SU>
                    <FTREF/>
                     Based on the total costs per fund listed above, the total cost of rule 17f-2's collection of information requirements is estimated to be approximately $13,873.
                    <SU>11</SU>
                    <FTREF/>
                </P>
                <FTNT>
                    <P>
                        <SU>3</SU>
                         The 974 responses are: 1 (one) response to draft and adopt the resolution and 973 notations; estimates of the number of hours are based on conversations with individuals in the fund industry; the actual number of hours may vary significantly depending on individual fund assets.
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>4</SU>
                         The estimate relating to fund accounting personnel is based on the following calculation: 0.5 (burden hours per fund) × $252 (senior accountant's hourly rate) = approximately $126; unless otherwise indicated, the hourly wage figures used herein are from the Securities Industry and Financial Markets Association's Management &amp; Professional Earnings in the Securities Industry 2013, modified by Commission staff to account for an 1800-hour work-year and inflation, and multiplied by 5.35 to account for bonuses, firm size, employee benefits and overhead.
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>5</SU>
                         The staff has estimated the average cost of board of director time as $4,770 per hour, which was last adjusted for inflation through 2019; this is a combined cost for the entire board and assumes as average of 9 board members per board..
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>6</SU>
                         Respondents estimated that each fund makes 973 responses on an annual basis and spends a total of 0.25 hours per response; the staff assumes that the fund personnel involved are Accounts Payable Manager ($237 hourly rate), Senior Operations Manager ($425 hourly rate) and General Accounting Manager ($337 hourly rate); the blended average hourly rate of these personnel is $333 ($333 = (237 + 425 + 337)/3); the total estimated cost of preparing notations is based on the following calculation: 974 × 0.25 × $333 = $81,086.
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>7</SU>
                         This estimate is based on the following calculation: 3 × $568 (fund controller's hourly rate) = $1704.
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>8</SU>
                         249 = 0.5 + 1 + 0.5 + 3 + 244; $84,081 = 126 + 484 + $2,385 + 81,086 + 1,704.
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>9</SU>
                         On average, each year approximately 165 funds filed Form N-17f-2 with the Commission during 
                        <PRTPAGE/>
                        calendar years 2020-2022; as every fund subject to rule 17f-2 must file Form N-17f-2, we believe this is a good estimate for the number of respondents to the rule.
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>10</SU>
                         This estimate is based on the following calculation: 165 (funds) × 249 (total annual hourly burden per fund) = 41,085 hours for rule; the annual burden for rule 17f-2 does not include time spent preparing Form N-17f-2; the burden for Form N-17f-2 is included in a separate collection of information.
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>11</SU>
                         This estimate is based on the following calculation: $84,081 (total annual cost per fund) × 165 funds = $13,873,365.
                    </P>
                </FTNT>
                <P>The estimate of average burden hours is made solely for the purposes of the Paperwork Reduction Act and is not derived from a comprehensive or even a representative survey or study of the costs of Commission rules and forms. Complying with the collections of information required by rule 17f-2 is mandatory for those funds that maintain custody of their own assets. Responses will not be kept confidential. An agency may not conduct or sponsor, and a person is not required to respond to, a collection of information unless it displays a currently valid control number.</P>
                <P>Written comments are invited on: (a) whether the proposed collection of information is necessary for the proper performance of the functions of the Commission, including whether the information shall have practical utility; (b) the accuracy of the Commission's estimate of the burden of the collection of information; (c) ways to enhance the quality, utility, and clarity of the information collected; and (d) ways to minimize the burden of the collection of information on respondents, including through the use of automated collection techniques or other forms of information technology. Consideration will be given to comments and suggestions submitted by August 23, 2024.</P>
                <P>An agency may not conduct or sponsor, and a person is not required to respond to, a collection of information under the PRA unless it displays a currently valid OMB control number.</P>
                <P>
                    Please direct your written comments to: David Bottom, Chief Information Officer, Securities and Exchange Commission, c/o John Pezzullo, 100 F Street NE, Washington, DC 20549 or send an email to: 
                    <E T="03">PRA_Mailbox@sec.gov.</E>
                </P>
                <SIG>
                    <DATED>Dated: June 17, 2024.</DATED>
                    <NAME>Sherry R. Haywood,</NAME>
                    <TITLE>Assistant Secretary. </TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13702 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 8011-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">SECURITIES AND EXCHANGE COMMISSION </AGENCY>
                <DEPDOC>[Release No. 34-100356; File No. SR-CboeEDGA-2024-023]</DEPDOC>
                <SUBJECT>Self-Regulatory Organizations; Cboe EDGA Exchange, Inc.; Notice of Filing and Immediate Effectiveness of a Proposed Rule Change To Amend Its Fee Schedule</SUBJECT>
                <DATE> June 17, 2024</DATE>
                <P>
                    Pursuant to Section 19(b)(1) of the Securities Exchange Act of 1934 (“Act”),
                    <SU>1</SU>
                    <FTREF/>
                     and Rule 19b-4 thereunder,
                    <SU>2</SU>
                    <FTREF/>
                     notice is hereby given that on June 10, 2024, Cboe EDGA Exchange, Inc. (“Exchange” or “EDGA”) filed with the Securities and Exchange Commission (“Commission”) the proposed rule change as described in Items I, II, and III below, which Items have been prepared by the Exchange. The Commission is publishing this notice to solicit comments on the proposed rule change from interested persons.
                </P>
                <FTNT>
                    <P>
                        <SU>1</SU>
                         15 U.S.C. 78s(b)(1).
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>2</SU>
                         17 CFR 240.19b-4.
                    </P>
                </FTNT>
                <HD SOURCE="HD1">I. Self-Regulatory Organization's Statement of the Terms of Substance of the Proposed Rule Change</HD>
                <P>Cboe EDGA Exchange, Inc. (the “Exchange” or “EDGA”) proposes to amend its Fee Schedule. The text of the proposed rule change is provided in Exhibit 5.</P>
                <P>
                    The text of the proposed rule change is also available on the Exchange's website (
                    <E T="03">http://markets.cboe.com/us/equities/regulation/rule_filings/edga/</E>
                    ), at the Exchange's Office of the Secretary, and at the Commission's Public Reference Room.
                </P>
                <HD SOURCE="HD1">II. Self-Regulatory Organization's Statement of the Purpose of, and Statutory Basis for, the Proposed Rule Change</HD>
                <P>In its filing with the Commission, the Exchange included statements concerning the purpose of and basis for the proposed rule change and discussed any comments it received on the proposed rule change. The text of these statements may be examined at the places specified in Item IV below. The Exchange has prepared summaries, set forth in sections A, B, and C below, of the most significant aspects of such statements.</P>
                <HD SOURCE="HD2">A. Self-Regulatory Organization's Statement of the Purpose of, and Statutory Basis for, the Proposed Rule Change</HD>
                <HD SOURCE="HD3">1. Purpose</HD>
                <P>
                    The Exchange proposes to amend its Fee Schedule applicable to its equities trading platform (“EDGA Equities”) by: (1) modifying the description of fee code MT; and (2) modifying the criteria associated with Add Volume Tier 3. The Exchange proposes to implement these changes effective June 3, 2024.
                    <SU>3</SU>
                    <FTREF/>
                </P>
                <FTNT>
                    <P>
                        <SU>3</SU>
                         The Exchange initially filed the proposed fee change on June 3, 2024 (SR-CboeEDGA-2024-019). On June 10, 2024, the Exchange withdrew that filing and submitted this proposal.
                    </P>
                </FTNT>
                <P>
                    The Exchange first notes that it operates in a highly competitive market in which market participants can readily direct order flow to competing venues if they deem fee levels at a particular venue to be excessive or incentives to be insufficient. More specifically, the Exchange is only one of 16 registered equities exchanges, as well as a number of alternative trading systems and other off-exchange venues that do not have similar self-regulatory responsibilities under the Securities Exchange Act of 1934 (the “Act”), to which market participants may direct their order flow. Based on publicly available information,
                    <SU>4</SU>
                    <FTREF/>
                     no single registered equities exchange has more than 15% of the market share. Thus, in such a low-concentrated and highly competitive market, no single equities exchange possesses significant pricing power in the execution of order flow. The Exchange in particular operates a “Taker-Maker” model whereby it pays credits to members that remove liquidity and assesses fees to those that add liquidity. The Exchange's Fee Schedule sets forth the standard rebates and rates applied per share for orders that remove and provide liquidity, respectively. Currently, for orders in securities priced at or above $1.00, the Exchange provides a standard rebate of $0.0014 per share for orders that remove liquidity and assesses a fee of $0.0030 per share for orders that add liquidity.
                    <SU>5</SU>
                    <FTREF/>
                     For orders in securities priced below $1.00, the Exchange does not assess any fees or provide any rebates for orders that add or remove liquidity.
                    <SU>6</SU>
                    <FTREF/>
                     Additionally, in response to the competitive environment, the Exchange also offers tiered pricing which provides Members opportunities to qualify for 
                    <PRTPAGE P="52526"/>
                    higher rebates or reduced fees where certain volume criteria and thresholds are met. Tiered pricing provides an incremental incentive for Members to strive for higher tier levels, which provides increasingly higher benefits or discounts for satisfying increasingly more stringent criteria.
                </P>
                <FTNT>
                    <P>
                        <SU>4</SU>
                         
                        <E T="03">See</E>
                         Cboe Global Markets, U.S. Equities Market Volume Summary, Month-to-Date (May 22, 2024), available at 
                        <E T="03">https://www.cboe.com/us/equities/market_statistics/.</E>
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>5</SU>
                         
                        <E T="03">See</E>
                         EDGA Equities Fee Schedule, Standard Rates.
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>6</SU>
                         
                        <E T="03">Id.</E>
                    </P>
                </FTNT>
                <HD SOURCE="HD3">Fee Code MT</HD>
                <P>
                    Fee code MT is appended to orders that remove Mid-Point Peg liquidity from EDGA. A MidPoint Peg Order is a non-displayed Market Order or Limit Order with an instruction to execute at the midpoint of the NBBO, or, alternatively, pegged to the less aggressive of the midpoint of the NBBO or one minimum price variation inside the same side of the NBBO as the order.
                    <SU>7</SU>
                    <FTREF/>
                     Based on customer feedback, the Exchange proposes to amend the description of fee code MT in order to clarify when the fee code is appended to orders. The Exchange believes that amending the description of fee code MT to state that it will be appended to orders that remove liquidity designated as Mid-Point Peg orders more accurately captures the alternative scenario described in Rule 11.8 where a MidPoint Peg Order is pegged to one minimum price variation inside the same side of the NBBO as the order. This change will not affect when fee code MT is appended to an order and only serves to clarify to Members when an order may be designated with fee code MT.
                </P>
                <FTNT>
                    <P>
                        <SU>7</SU>
                         
                        <E T="03">See</E>
                         EDGA Rule 11.8(d).
                    </P>
                </FTNT>
                <HD SOURCE="HD3">Add/Remove Volume Tiers</HD>
                <P>
                    Under footnote 7 of the Fee Schedule, the Exchange currently offers various Add/Remove Volume Tiers. In particular, the Exchange offers four Add Volume Tiers that each provide a reduced fee for Members' qualifying orders yielding fee codes 3,
                    <SU>8</SU>
                    <FTREF/>
                     4,
                    <SU>9</SU>
                    <FTREF/>
                     B,
                    <SU>10</SU>
                    <FTREF/>
                     V,
                    <SU>11</SU>
                    <FTREF/>
                     and Y 
                    <SU>12</SU>
                    <FTREF/>
                     where a Member reaches certain add volume-based criteria. The Exchange now proposes to modify the criteria associated with Add Volume Tier 3. The current criteria for Add Volume Tier 3 is as follows:
                </P>
                <FTNT>
                    <P>
                        <SU>8</SU>
                         Fee code 3 is appended to orders that add liquidity to EDGA in the pre and post market in Tape A or Tape C securities.
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>9</SU>
                         Fee code 4 is appended to orders that add liquidity to EDGA in the pre and post market in Tape B securities.
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>10</SU>
                         Fee code B is appended to orders that add liquidity to EDGA in Tape B securities.
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>11</SU>
                         Fee code V is appended to orders that add liquidity to EDGA in Tape A securities.
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>12</SU>
                         Fee code Y is appended to orders that add liquidity to EDGA in Tape C securities.
                    </P>
                </FTNT>
                <P>
                    • Add Volume Tier 3 assesses a reduced fee of $0.0015 per share for securities priced at or above $1.00 to qualifying orders (
                    <E T="03">i.e.,</E>
                     orders yielding fee codes 3, 4, B, V, or Y) where a Member adds or removes an ADV 
                    <SU>13</SU>
                    <FTREF/>
                     ≥0.75% of the TCV.
                    <SU>14</SU>
                    <FTREF/>
                </P>
                <FTNT>
                    <P>
                        <SU>13</SU>
                         “ADV” means average daily volume calculated as the number of shares added to, removed from, or routed by, the Exchange, or any combination or subset thereof, per day. ADV is calculated on a monthly basis.
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>14</SU>
                         “TCV” means total consolidated volume calculated as the volume reported by all exchanges and trade reporting facilities to a consolidated transaction reporting plan for the month for which the fees apply.
                    </P>
                </FTNT>
                <P>The proposed criteria for Add Volume Tier 3 is as follows:</P>
                <P>
                    • Add Volume Tier 3 provides a reduced fee of $0.0015 per share for securities priced at or above $1.00 to qualifying orders (
                    <E T="03">i.e.,</E>
                     orders yielding fee codes 3, 4, B, V, or Y) where a Member adds or removes an ADV ≥ 0.75% of the TCV or Member adds or removes an ADV ≥ 80,000,000.
                </P>
                <P>The Exchange believes that the proposed modification to Add Volume Tier 3 will incentivize Members to add volume to and remove volume from the Exchange, thereby contributing to a deeper and more liquid market, which benefits all market participants and provides greater execution opportunities on the Exchange. While the proposed criteria is slightly easier to achieve than the current criteria in that it provides an alternative manner in which to receive the reduced fee provided by Add Volume Tier 3, the Exchange believes that the criteria continues to be commensurate with the reduced fees offered by the Exchange for Members who satisfy the proposed criteria of other Add Volume Tiers offered by the Exchange.</P>
                <HD SOURCE="HD3">2. Statutory Basis</HD>
                <P>
                    The Exchange believes the proposed rule change is consistent with the Act and the rules and regulations thereunder applicable to the Exchange and, in particular, the requirements of Section 6(b) of the Act.
                    <SU>15</SU>
                    <FTREF/>
                     Specifically, the Exchange believes the proposed rule change is consistent with the Section 6(b)(5) 
                    <SU>16</SU>
                    <FTREF/>
                     requirements that the rules of an exchange be designed to prevent fraudulent and manipulative acts and practices, to promote just and equitable principles of trade, to foster cooperation and coordination with persons engaged in regulating, clearing, settling, processing information with respect to, and facilitating transactions in securities, to remove impediments to and perfect the mechanism of a free and open market and a national market system, and, in general, to protect investors and the public interest. Additionally, the Exchange believes the proposed rule change is consistent with the Section 6(b)(5) 
                    <SU>17</SU>
                    <FTREF/>
                     requirement that the rules of an exchange not be designed to permit unfair discrimination between customers, issuers, brokers, or dealers as well as Section 6(b)(4) 
                    <SU>18</SU>
                    <FTREF/>
                     as it is designed to provide for the equitable allocation of reasonable dues, fees and other charges among its Members and other persons using its facilities.
                </P>
                <FTNT>
                    <P>
                        <SU>15</SU>
                         15 U.S.C. 78f(b).
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>16</SU>
                         15 U.S.C. 78f(b)(5).
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>17</SU>
                         
                        <E T="03">Id.</E>
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>18</SU>
                         15 U.S.C. 78f(b)(4).
                    </P>
                </FTNT>
                <P>
                    As described above, the Exchange operates in a highly competitive market in which market participants can readily direct order flow to competing venues if they deem fee levels at a particular venue to be excessive or incentives to be insufficient. The Exchange believes that its proposal to modify Add Volume Tier 3 reflects a competitive pricing structure designed to incentivize market participants to direct their order flow to the Exchange, which the Exchange believes would enhance market quality to the benefit of all Members. Additionally, the Exchange notes that relative volume-based incentives and discounts have been widely adopted by exchanges,
                    <SU>19</SU>
                    <FTREF/>
                     including the Exchange,
                    <SU>20</SU>
                    <FTREF/>
                     and are reasonable, equitable and non-discriminatory because they are open to all Members on an equal basis and provide additional benefits or discounts that are reasonably related to (i) the value to an exchange's market quality and (ii) associated higher levels of market activity, such as higher levels of liquidity provision and/or growth patterns. Competing equity exchanges offer similar tiered pricing structures, including schedules of rebates and fees that apply based upon members achieving certain volume and/or growth thresholds, as well as assess similar fees or rebates for similar types of orders, to that of the Exchange.
                </P>
                <FTNT>
                    <P>
                        <SU>19</SU>
                         
                        <E T="03">See e.g.,</E>
                         BYX Equities Fee Schedule, Footnote 1, Add/Remove Volume Tiers.
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>20</SU>
                         
                        <E T="03">See e.g.,</E>
                         EDGA Equities Fee Schedule, Footnote 7, Add/Remove Volume Tiers.
                    </P>
                </FTNT>
                <P>
                    In particular, the Exchange believes its proposal to modify Add Volume Tier 3 is reasonable because the tier will be available to all Members and provide all Members with an opportunity to receive a reduced fee. The Exchange further believes that modified Add Volume Tier 3 will provide a reasonable means to encourage adding liquidity to and removing liquidity from the Exchange and to incentivize Members to continue to provide volume to the Exchange by offering them an additional opportunity to receive a reduced fee on qualifying orders. An overall increase in activity 
                    <PRTPAGE P="52527"/>
                    would deepen the Exchange's liquidity pool, offers additional cost savings, support the quality of price discovery, promote market transparency and improve market quality, for all investors.
                </P>
                <P>In addition, the Exchange believes that its proposal to amend the description associated with fee code MT is reasonable, equitable, and consistent with the Act because such change is designed to provide additional clarity to Members as to which orders may be appended with fee code MT without changing how fee code MT is currently applied to orders. The Exchange further believes that the proposed amendment to the description associated with fee code MT is not unfairly discriminatory because it applies to all Members equally, in that the amended description will apply to all Members and fee code MT will be applied to all orders matching the revised description.</P>
                <P>The Exchange believes the proposed modified Add Volume Tier 3 is reasonable as it does not represent a significant departure from the criteria currently offered in the fee schedule. The Exchange also believes that the proposal represents an equitable allocation of fees and rebates and is not unfairly discriminatory because all Members will be eligible for the revised tier and have the opportunity to meet the tier's criteria and receive the corresponding reduced fee if such criteria are met. Without having a view of activity on other markets and off-exchange venues, the Exchange has no way of knowing whether these proposed rule changes would definitely result in any Members qualifying for the new proposed tiers. While the Exchange has no way of predicting with certainty how the proposed changes will impact Member activity, based on the prior months volume, the Exchange anticipates that at least two Members will be able to satisfy proposed Add Volume Tier 3. The Exchange also notes that the proposed changes will not adversely impact any Member's ability to qualify for reduced fees or enhanced rebates offered under other tiers. Should a Member not meet the proposed new criteria, the Member will merely not receive that corresponding enhanced rebate.</P>
                <HD SOURCE="HD2">B. Self-Regulatory Organization's Statement on Burden on Competition</HD>
                <P>The Exchange does not believe that the proposed rule change will impose any burden on competition that is not necessary or appropriate in furtherance of the purposes of the Act. Rather, as discussed above, the Exchange believes that the proposed changes would encourage the submission of additional order flow to a public exchange, thereby promoting market depth, execution incentives and enhanced execution opportunities, as well as price discovery and transparency for all Members. As a result, the Exchange believes that the proposed changes further the Commission's goal in adopting Regulation NMS of fostering competition among orders, which promotes “more efficient pricing of individual stocks for all types of orders, large and small.”</P>
                <P>The Exchange believes the proposed rule changes do not impose any burden on intramarket competition that is not necessary or appropriate in furtherance of the purposes of the Act. Particularly, the proposed changes to Add Volume Tier 3 will apply to all Members equally in that all Members are eligible for the tier, have a reasonable opportunity to meet the tier's criteria and will receive the reduced fee on their qualifying orders if such criteria are met. The Exchange does not believe the proposed change burdens competition, but rather, enhances competition as it is intended to increase the competitiveness of EDGA by amending an existing pricing incentive in order to attract order flow and incentivize participants to increase their participation on the Exchange, providing for additional execution opportunities for market participants and improved price transparency. Greater overall order flow, trading opportunities, and pricing transparency benefits all market participants on the Exchange by enhancing market quality and continuing to encourage Members to send orders, thereby contributing towards a robust and well-balanced market ecosystem.</P>
                <P>Further, the Exchange believes the proposed revised description associated with fee code MT does not impose any burden on intramarket competition that is not necessary or appropriate in furtherance of the purposes of the Act. The proposed description associated with fee code MT would apply to all Members equally in that all Members would be subject to the revised definition and fee code MT will be applied to all orders matching the revised description.</P>
                <P>
                    Next, the Exchange believes the proposed rule changes do not impose any burden on intermarket competition that is not necessary or appropriate in furtherance of the purposes of the Act. As previously discussed, the Exchange operates in a highly competitive market. Members have numerous alternative venues that they may participate on and direct their order flow, including other equities exchanges, off-exchange venues, and alternative trading systems. Additionally, the Exchange represents a small percentage of the overall market. Based on publicly available information, no single equities exchange has more than 15% of the market share.
                    <SU>21</SU>
                    <FTREF/>
                     Therefore, no exchange possesses significant pricing power in the execution of order flow. Indeed, participants can readily choose to send their orders to other exchange and off-exchange venues if they deem fee levels at those other venues to be more favorable. Moreover, the Commission has repeatedly expressed its preference for competition over regulatory intervention in determining prices, products, and services in the securities markets. Specifically, in Regulation NMS, the Commission highlighted the importance of market forces in determining prices and SRO revenues and, also, recognized that current regulation of the market system “has been remarkably successful in promoting market competition in its broader forms that are most important to investors and listed companies.” 
                    <SU>22</SU>
                    <FTREF/>
                     The fact that this market is competitive has also long been recognized by the courts. In 
                    <E T="03">NetCoalition</E>
                     v. 
                    <E T="03">Securities and Exchange Commission,</E>
                     the D.C. Circuit stated as follows: “[n]o one disputes that competition for order flow is `fierce.' . . . As the SEC explained, `[i]n the U.S. national market system, buyers and sellers of securities, and the broker-dealers that act as their order-routing agents, have a wide range of choices of where to route orders for execution'; [and] `no exchange can afford to take its market share percentages for granted' because `no exchange possesses a monopoly, regulatory or otherwise, in the execution of order flow from broker dealers'. . . .”.
                    <SU>23</SU>
                    <FTREF/>
                     Accordingly, the Exchange does not believe its proposed fee change imposes any burden on competition that is not necessary or appropriate in furtherance of the purposes of the Act.
                </P>
                <FTNT>
                    <P>
                        <SU>21</SU>
                         
                        <E T="03">Supra</E>
                         note 3.
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>22</SU>
                         
                        <E T="03">See</E>
                         Securities Exchange Act Release No. 51808 (June 9, 2005), 70 FR 37496, 37499 (June 29, 2005).
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>23</SU>
                         
                        <E T="03">NetCoalition</E>
                         v. 
                        <E T="03">SEC,</E>
                         615 F.3d 525, 539 (D.C. Cir. 2010) (quoting Securities Exchange Act Release No. 59039 (December 2, 2008), 73 FR 74770, 74782-83 (December 9, 2008) (SR-NYSEArca-2006-21)).
                    </P>
                </FTNT>
                <HD SOURCE="HD2">C. Self-Regulatory Organization's Statement on Comments on the Proposed Rule Change Received From Members, Participants, or Others</HD>
                <P>
                    The Exchange neither solicited nor received comments on the proposed rule change.
                    <PRTPAGE P="52528"/>
                </P>
                <HD SOURCE="HD1">III. Date of Effectiveness of the Proposed Rule Change and Timing for Commission Action</HD>
                <P>
                    The foregoing rule change has become effective pursuant to Section 19(b)(3)(A) of the Act 
                    <SU>24</SU>
                    <FTREF/>
                     and paragraph (f) of Rule 19b-4 
                    <SU>25</SU>
                    <FTREF/>
                     thereunder. At any time within 60 days of the filing of the proposed rule change, the Commission summarily may temporarily suspend such rule change if it appears to the Commission that such action is necessary or appropriate in the public interest, for the protection of investors, or otherwise in furtherance of the purposes of the Act. If the Commission takes such action, the Commission will institute proceedings to determine whether the proposed rule change should be approved or disapproved.
                </P>
                <FTNT>
                    <P>
                        <SU>24</SU>
                         15 U.S.C. 78s(b)(3)(A).
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>25</SU>
                         17 CFR 240.19b-4(f).
                    </P>
                </FTNT>
                <HD SOURCE="HD1">IV. Solicitation of Comments</HD>
                <P>Interested persons are invited to submit written data, views and arguments concerning the foregoing, including whether the proposed rule change is consistent with the Act. Comments may be submitted by any of the following methods:</P>
                <HD SOURCE="HD2">Electronic Comments</HD>
                <P>
                    • Use the Commission's internet comment form (
                    <E T="03">https://www.sec.gov/rules/sro.shtml</E>
                    ); or
                </P>
                <P>
                    • Send an email to 
                    <E T="03">rule-comments@sec.gov.</E>
                     Please include file number SR-CboeEDGA-2024-023 on the subject line.
                </P>
                <HD SOURCE="HD2">Paper Comments</HD>
                <P>• Send paper comments in triplicate to Secretary, Securities and Exchange Commission, 100 F Street NE, Washington, DC 20549-1090.</P>
                <FP>
                    All submissions should refer to file number SR-CboeEDGA-2024-023. This file number should be included on the subject line if email is used. To help the Commission process and review your comments more efficiently, please use only one method. The Commission will post all comments on the Commission's internet website (
                    <E T="03">https://www.sec.gov/rules/sro.shtml</E>
                    ). Copies of the submission, all subsequent amendments, all written statements with respect to the proposed rule change that are filed with the Commission, and all written communications relating to the proposed rule change between the Commission and any person, other than those that may be withheld from the public in accordance with the provisions of 5 U.S.C. 552, will be available for website viewing and printing in the Commission's Public Reference Room, 100 F Street NE, Washington, DC 20549, on official business days between the hours of 10 a.m. and 3 p.m. Copies of the filing also will be available for inspection and copying at the principal office of the Exchange. Do not include personal identifiable information in submissions; you should submit only information that you wish to make available publicly. We may redact in part or withhold entirely from publication submitted material that is obscene or subject to copyright protection. All submissions should refer to file number SR-CboeEDGA-2024-023 and should be submitted on or before July 15, 2024.
                </FP>
                <SIG>
                    <P>
                        For the Commission, by the Division of Trading and Markets, pursuant to delegated authority.
                        <SU>26</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>26</SU>
                             17 CFR 200.30-3(a)(12).
                        </P>
                    </FTNT>
                    <NAME>Sherry R. Haywood,</NAME>
                    <TITLE>Assistant Secretary.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13707 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 8011-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">SECURITIES AND EXCHANGE COMMISSION</AGENCY>
                <DEPDOC>[SEC File No. 270-237, OMB Control No. 3235-0226]</DEPDOC>
                <SUBJECT>Proposed Collection; Comment Request; Extension: Rule 10f-3</SUBJECT>
                <FP SOURCE="FP-2">
                    <E T="03">Upon Written Request, Copies Available From:</E>
                     Securities and Exchange Commission, Office of FOIA Services, 100 F Street NE, Washington, DC 20549-2736
                </FP>
                <P>Notice is hereby given that, pursuant to the Paperwork Reduction Act of 1995 (44 U.S.C. 3501-3520), the Securities and Exchange Commission (“Commission”) is soliciting comments on the collections of information discussed below. The Commission plans to submit these existing collections of information to the Office of Management and Budget (“OMB”) for extension and approval.</P>
                <P>
                    Section 10(f) of the Investment Company Act of 1940 (the “Act”) prohibits a registered investment company (“fund”) from purchasing any security during an underwriting or selling syndicate if the fund has certain affiliated relationships with a principal underwriter for the security.
                    <SU>1</SU>
                    <FTREF/>
                     Congress enacted this provision in 1940 to protect funds and their shareholders by preventing underwriters from “dumping” unmarketable securities on affiliated funds.
                </P>
                <FTNT>
                    <P>
                        <SU>1</SU>
                         15 U.S.C. 80a-10(f).
                    </P>
                </FTNT>
                <P>
                    Rule 10f-3 under the Act permits a fund to engage in a securities transaction that otherwise would violate Section 10(f) if, among other things: (i) the fund's directors have approved procedures for purchases made in reliance on the rule, regularly review fund purchases to determine whether they comply with these procedures, and approve necessary changes to the procedures; and (ii) a written record of each transaction effected under the rule is maintained for six years, the first two of which in an easily accessible place.
                    <SU>2</SU>
                    <FTREF/>
                </P>
                <FTNT>
                    <P>
                        <SU>2</SU>
                         17 CFR 270.10f-3.
                    </P>
                </FTNT>
                <P>Rule 10f-3 also conditionally allows managed portions of fund portfolios to purchase securities offered in otherwise off-limits primary offerings. To qualify for this exemption, Rule 10f-3 requires that the subadviser that is advising the purchaser be contractually prohibited from providing investment advice to any other portion of the fund's portfolio and consulting with any other of the fund's advisers that is a principal underwriter or affiliated person of a principal underwriter concerning the fund's securities transactions.</P>
                <P>These requirements provide a mechanism for fund boards to oversee compliance with the rule. The required recordkeeping facilitates the Commission staff's review of Rule 10f-3 transactions during routine fund inspections and, when necessary, in connection with enforcement actions.</P>
                <P>
                    The staff estimates that approximately 745 funds engage in at least one Rule 10f-3 transaction each year, for a total of 745 such transactions.
                    <SU>3</SU>
                    <FTREF/>
                     Rule 10f-3 requires that the purchasing fund create a written record of each transaction that includes, among other things, information about from whom the securities were purchased and the terms of the transaction. The staff estimates that it takes an average fund approximately 30 minutes per transaction at a time cost of $131 per transaction to document each transaction.
                    <SU>4</SU>
                    <FTREF/>
                     Thus, annually funds 
                    <PRTPAGE P="52529"/>
                    spend approximately 373 hours 
                    <SU>5</SU>
                    <FTREF/>
                     at an internal cost of $97,595 documenting these transactions.
                    <SU>6</SU>
                    <FTREF/>
                </P>
                <FTNT>
                    <P>
                        <SU>3</SU>
                         These estimates are based on the average number of fund filings on Form N-CEN made with the Commission for fiscal years 2021 through 2023; although business development companies (“BDCs”) may also rely on Rule 10f-3, they do not file on Form N-CEN, so our estimates for purposes of this PRA exclude BDCs; further, because Form N-CEN does not require any specific information about Rule 10f-3 transactions, we assume for purposes of this PRA that that each fund reported to have relied on Rule 10f-3 engaged in one such transaction annually.
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>4</SU>
                         The staff estimates that this task is shared between a compliance clerk ($84/hour) and a compliance attorney ($440/hour), for a blended hourly wage rate of $262 ($84 + $440 ÷ 2 = $262) and a half-hour blended wage rate of $131 ($262 ÷ 2 = $131); all hourly wage rates are derived from SIFMA's Management &amp; Professional Earnings in the Securities Industry (2013), modified by Commission staff to account for an 1800-hour work-year and inflation and multiplied by 5.35 to account 
                        <PRTPAGE/>
                        for bonuses, firm size, employee benefits and overhead.
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>5</SU>
                         This estimate is based on the following calculation: (0.5 hours × 745 transactions = approximately, 373 hours).
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>6</SU>
                         This estimate is based on the following calculation: (745 transactions × $131 = $97,595).
                    </P>
                </FTNT>
                <P>
                    The funds also must maintain and preserve these transactional records in accordance with the rule's recordkeeping requirement, and the staff estimates that it takes a fund approximately 20 minutes per transaction at a time cost of $28 per transaction to comply with this part of the rule.
                    <SU>7</SU>
                    <FTREF/>
                     The staff estimates that annually, in the aggregate, funds spend approximately 248 hours 
                    <SU>8</SU>
                    <FTREF/>
                     at a cost of $20,832 to comply with this aspect of Rule 10f-3's recordkeeping requirements.
                    <SU>9</SU>
                    <FTREF/>
                </P>
                <FTNT>
                    <P>
                        <SU>7</SU>
                         The wage figure of $28 is one third of an average compliance clerk's hourly wage rate of $84 ($84 ÷ 3 = $28).
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>8</SU>
                         This estimate is based on the following calculations: (20 minutes × 745 transactions = 14,900 minutes; 14,900 minutes/60 = 248 hours).
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>9</SU>
                         This estimate is based on the following calculation: (248 hours × $84 = $20,832).
                    </P>
                </FTNT>
                <P>
                    In addition, fund boards must, no less than quarterly, examine each of these transactions to ensure that they comply with the fund's policies and procedures. The information or materials upon which the board relied in making its determination also must be maintained. The staff estimates that it takes a fund 1 hour per quarter at a cost of $262 per quarter to comply with the maintenance requirement of the rule.
                    <SU>10</SU>
                    <FTREF/>
                     Thus annually, in the aggregate, funds spend approximately 2,980 hours 
                    <SU>11</SU>
                    <FTREF/>
                     annually at a total internal cost of $780,760 to comply with this recordkeeping requirement.
                    <SU>12</SU>
                    <FTREF/>
                </P>
                <FTNT>
                    <P>
                        <SU>10</SU>
                         The staff estimates that a compliance clerk spends half an hour preparing the report and a compliance attorney spends half an hour reviewing the report, for a blended hourly wage rate of $262 per hour. 
                        <E T="03">See supra</E>
                         note 4.
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>11</SU>
                         This estimate is based on the following calculation: (1 hour per quarter × 4 quarters × 745 funds = 2,980 hours).
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>12</SU>
                         This estimate is based on the following calculation: (2,980 hours × $262 = $780,760).
                    </P>
                </FTNT>
                <P>
                    The staff further estimates that reviewing and revising as needed written procedures for Rule 10f-3 transactions takes, on average for each fund, two hours of a compliance attorney's time at a cost of approximately $880 
                    <SU>13</SU>
                    <FTREF/>
                     per year.
                    <SU>14</SU>
                    <FTREF/>
                     Thus, annually, in the aggregate, the staff estimates that funds spend a total of approximately 1,490 hours 
                    <SU>15</SU>
                    <FTREF/>
                     at a cost of approximately $655,600 
                    <SU>16</SU>
                    <FTREF/>
                     on monitoring and revising Rule 10f-3 procedures.
                </P>
                <FTNT>
                    <P>
                        <SU>13</SU>
                         This estimate is based on the following calculation: (2 hours × $440 = $880).
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>14</SU>
                         These averages take into account the fact that in most years, fund attorneys and boards spend little or no time modifying procedures and in other years, they spend significant time doing so.
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>15</SU>
                         This estimate is based on the following calculation: (745 funds × 2 hours = 1,490 hours).
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>16</SU>
                         This estimate is based on the following calculation: (745 funds × $880 = $655,600).
                    </P>
                </FTNT>
                <P>
                    Based on an analysis of Form N-CEN filings, the staff estimates that approximately 589 new funds enter into sub-advisory agreements each year.
                    <SU>17</SU>
                    <FTREF/>
                     Based on discussions with industry representatives, the staff estimates that it will require approximately 0.75 attorney hours to draft and execute additional clauses in new subadvisory contracts in order for funds and subadvisers to be able to rely on the exemptions in Rule 10f-3.
                    <SU>18</SU>
                    <FTREF/>
                     Assuming that all 589 new funds that enter into new subadvisory contracts each year make the modification to their subadvisory contracts required by the rule, we estimate that Rule 10f-3's subadvisory contract requirement will require a total of 442 burden hours annually for new funds, with an associated aggregate internal cost of approximately $221,200.
                    <SU>19</SU>
                    <FTREF/>
                </P>
                <FTNT>
                    <P>
                        <SU>17</SU>
                         Based on the average number of subadvisory agreements entered into by funds during fiscal years 2021-2023, as filed with the Commission on Form N-CEN, we estimate that approximately 559 new open-end funds and 30 new closed-end funds, or a total of 589 new funds enter into new subadvisory agreements each year (559 + 30 = 589 new funds); we understand that existing funds may also enter into new subadvisory agreements, but in many cases would benefit from having previously drafted Rule 10f-3 clauses in prior or existing subadvisory contracts.
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>18</SU>
                         Because such clauses are identical to the clauses that a fund would need to insert in their subadvisory contracts to rely on Rules 12d3-1, 17a-10, and 17e-1, and because we believe that funds that use one such rule generally use all of these rules, we apportion this 3 hour time burden equally to all four rules; therefore, we estimate that the burden allocated to Rule 10f-3 for this contract change would be 0.75 hours (3 hours ÷ 4 rules = .75 hours/rule); the staff further estimates that the average hourly wage rate for an attorney to perform this service is $375/hour.
                    </P>
                </FTNT>
                <FTNT>
                    <P>
                        <SU>19</SU>
                         These estimates are based on the following calculations: (0.75 hours × 589 new funds = approximately 442 burden hours); ($500 per hour × 442 hours = approximately, $221,200 total cost).
                    </P>
                </FTNT>
                <P>The staff estimates that complying with Rule 10f-3's requirements imposes an internal burden of 5,408 hours at an internal cost of approximately $1,755,155. This estimate does not include the time spent to report a fund's reliance on Rule 10f-3 on Form N-CEN, which is subject to a separate PRA information collection.</P>
                <P>Written comments are invited on: (a) whether the proposed collection of information is necessary for the proper performance of the functions of the Commission, including whether the information shall have practical utility; (b) the accuracy of the Commission's estimate of the burden of the collection of information; (c) ways to enhance the quality, utility, and clarity of the information collected; and (d) ways to minimize the burden of the collection of information on respondents, including through the use of automated collection techniques or other forms of information technology. Consideration will be given to comments and suggestions submitted by August 23, 2024.</P>
                <P>An agency may not conduct or sponsor, and a person is not required to respond to, a collection of information under the PRA unless it displays a currently valid OMB control number.</P>
                <P>
                    Please direct your written comments to: David Bottom, Chief Information Officer, Securities and Exchange Commission, c/o John Pezzullo, 100 F Street NE, Washington, DC 20549 or send an email to: 
                    <E T="03">PRA_Mailbox@sec.gov.</E>
                </P>
                <SIG>
                    <DATED>Dated: June 17, 2024.</DATED>
                    <NAME>Sherry R. Haywood,</NAME>
                    <TITLE>Assistant Secretary. </TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13701 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 8011-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">SECURITIES AND EXCHANGE COMMISSION</AGENCY>
                <DEPDOC>[SEC File No. 270-433, OMB Control No. 3235-0489]</DEPDOC>
                <SUBJECT>Proposed Collection; Comment Request; Extension: Rule 17a-6</SUBJECT>
                <FP SOURCE="FP-2">
                    <E T="03">Upon Written Request, Copies Available From:</E>
                     Securities and Exchange Commission, Office of FOIA Services, 100 F Street NE, Washington, DC 20549-2736
                </FP>
                <P>
                    Notice is hereby given that pursuant to the Paperwork Reduction Act of 1995 (“PRA”) (44 U.S.C. 3501 
                    <E T="03">et seq.</E>
                    ), the Securities and Exchange Commission (“Commission”) is soliciting comments on the collection of information provided for in Rule 17a-6 (17 CFR 240.17a-6) under the Securities Exchange Act of 1934 (15 U.S.C. 78a 
                    <E T="03">et seq.</E>
                    ). The Commission plans to submit this existing collection of information to the Office of Management and Budget (“OMB”) for extension and approval.
                </P>
                <P>
                    Rule 17a-6 permits national securities exchanges, national securities associations, registered clearing agencies, and the Municipal Securities Rulemaking Board (“MSRB”) (collectively, “SROs”) to destroy or convert to microfilm or other recording media records maintained under Rule 17a-1, if they have filed a record destruction plan with the Commission and the Commission has declared the plan effective.
                    <PRTPAGE P="52530"/>
                </P>
                <P>There are currently 36 SROs: 25 national securities exchanges, 1 national securities association, the MSRB, and 9 registered clearing agencies. Of the 36 SROs, only 2 SRO respondents have filed a record destruction plan with the Commission. The staff calculates that the preparation and filing of a new record destruction plan should take 160 hours. Further, any existing SRO record destruction plans may require revision, over time, in response to, for example, changes in document retention technology, which the Commission estimates will take much less than the 160 hours estimated for a new plan. The Commission estimates that each SRO that has filed a destruction plan will spend approximately 30 hours per year making required revisions. Thus, the total annual time burden is estimated to be approximately 60 hours per year based on two respondents (30 hours per respondent × 2 respondents).</P>
                <P>Written comments are invited on: (a) whether the proposed collection of information is necessary for the proper performance of the functions of the Commission, including whether the information shall have practical utility; (b) the accuracy of the Commission's estimates of the burden of the proposed collection of information; (c) ways to enhance the quality, utility, and clarity of the information collected; and (d) ways to minimize the burden of the collection of information on respondents, including through the use of automated collection techniques or other forms of information technology. Consideration will be given to comments and suggestions submitted by August 23, 2024.</P>
                <P>An agency may not conduct or sponsor, and a person is not required to respond to, a collection of information under the PRA unless it displays a currently valid OMB control number.</P>
                <P>
                    <E T="03">Please direct your written comments to:</E>
                     David Bottom, Director/Chief Information Officer, Securities and Exchange Commission, c/o John Pezzullo, 100 F Street NE, Washington, DC 20549, or send an email to: 
                    <E T="03">PRA_Mailbox@sec.gov.</E>
                </P>
                <SIG>
                    <DATED>Dated: June 17, 2024.</DATED>
                    <NAME>Sherry R. Haywood,</NAME>
                    <TITLE>Assistant Secretary.</TITLE>
                </SIG>
            </PREAMB>
            <FRDOC>[FR Doc. 2024-13700 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 8011-01-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="N">SMALL BUSINESS ADMINISTRATION</AGENCY>
                <DEPDOC>[Disaster Declaration #20399 and #20400; HAWAII Disaster Number HI-20005]</DEPDOC>
                <SUBJECT>Presidential Declaration of a Major Disaster for Public Assistance Only for the State of Hawaii</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>U.S. Small Business Administration.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>This is a Notice of the Presidential declaration of a major disaster for Public Assistance Only for the State of HAWAII (FEMA-4793—DR), dated 06/17/2024.</P>
                    <P>
                        <E T="03">Incident:</E>
                         Severe Storms, Flooding, and Landslides.
                    </P>
                    <P>
                        <E T="03">Incident Period:</E>
                         04/11/2024 through 04/14/2024.
                    </P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Issued on 06/17/2024.</P>
                    <P>
                        <E T="03">Physical Loan Application Deadline Date:</E>
                         08/16/2024.
                    </P>
                    <P>
                        <E T="03">Economic Injury (EIDL) Loan Application Deadline Date:</E>
                         03/17/2025.
                    </P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        <E T="03">Visit the MySBA Loan Portal at https://lending.sba.gov</E>
                         to apply for a disaster assistance loan.
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>Alan Escobar, Office of Disaster Recovery &amp; Resilience, U.S. Small Business Administration, 409 3rd Street SW, Suite 6050, Washington, DC 20416, (202) 205-6734.</P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>
                    Notice is hereby given that as a result of the President's major disaster declaration on 06/17/2024, Private Non-Profit organizations that provide essential services of a governmental nature may file disaster loan applications online using the MySBA Loan Portal 
                    <E T="03">https://lending.sba.gov</E>
                     or other locally announced locations. Please contact the SBA disaster assistance customer service center by email at 
                    <E T="03">disastercustomerservice@sba.gov</E>
                     or by phone at 1-800-659-2955 for further assistance.
                </P>
                <P>The following areas have been determined to be adversely affected by the disaster:</P>
                <FP SOURCE="FP-2">
                    <E T="03">Primary Counties:</E>
                     Kauai.
                </FP>
                <P>The Interest Rates are:</P>
                <GPOTABLE COLS="2" OPTS="L2,nj,tp0,i1" CDEF="s50,9">
                    <TTITLE> </TTITLE>
                    <BOXHD>
                        <CHED H="1"> </CHED>
                        <CHED H="1">Percent</CHED>
                    </BOXHD>
                    <ROW>
                        <ENT I="22">
                            <E T="03">For Physical Damage:</E>
                        </ENT>
                    </ROW>
                    <ROW>
                        <ENT I="02">Non-Profit Organizations with Credit Available Elsewhere </ENT>
                        <ENT>3.250</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="02">Non-Profit Organizations without Credit Available Elsewhere </ENT>
                        <ENT>3.250</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="22">
                            <E T="03">For Economic Injury:</E>
                        </ENT>
                    </ROW>
                    <ROW>
                        <ENT I="02">Non-Profit Organizations without Credit Available Elsewhere </ENT>
                        <ENT>3.250</ENT>
                    </ROW>
                </GPOTABLE>
                <P>The number assigned to this disaster for physical damage is 203996 and for economic injury is 204000.</P>
                <EXTRACT>
                    <FP>(Catalog of Federal Domestic Assistance Number 59008)</FP>
                </EXTRACT>
                <SIG>
                    <NAME>Francisco Sánchez, Jr.,</NAME>
                    <TITLE>Associate Administrator, Office of Disaster Recovery &amp; Resilience.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13769 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 8026-09-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">SMALL BUSINESS ADMINISTRATION</AGENCY>
                <DEPDOC>[Disaster Declaration #20384 and #20385; Louisiana Disaster Number LA-20004]</DEPDOC>
                <SUBJECT>Administrative Declaration of a Disaster for the State of Louisiana</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>U.S. Small Business Administration.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>This is a notice of an Administrative declaration of a disaster for the State of Louisiana dated 06/17/2024.</P>
                    <P>
                        <E T="03">Incident:</E>
                         Severe Weather and Tornado.
                    </P>
                    <P>
                        <E T="03">Incident Period:</E>
                         05/13/2024.
                    </P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Issued on 06/17/2024.</P>
                    <P>
                        <E T="03">Physical Loan Application Deadline Date:</E>
                         08/16/2024.
                    </P>
                    <P>
                        <E T="03">Economic Injury (EIDL) Loan Application Deadline Date:</E>
                         03/17/2025.
                    </P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        <E T="03">Visit the MySBA Loan Portal at https://lending.sba.gov</E>
                         to apply for a disaster assistance loan.
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>Vanessa Morgan, Office of Disaster Recovery &amp; Resilience, U.S. Small Business Administration, 409 3rd Street SW, Suite 6050, Washington, DC 20416, (202) 205-6734.</P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>
                    Notice is hereby given that as a result of the Administrator's disaster declaration, applications for disaster loans may be submitted online using the MySBA Loan Portal 
                    <E T="03">https://lending.sba.gov</E>
                     or other locally announced locations. Please contact the SBA disaster assistance customer service center by email at 
                    <E T="03">disastercustomerservice@sba.gov</E>
                     or by phone at 1-800-659-2955 for further assistance.
                </P>
                <P>The following areas have been determined to be adversely affected by the disaster:</P>
                <FP SOURCE="FP-2">
                    <E T="03">Primary Parish:</E>
                     St. Martin
                </FP>
                <FP SOURCE="FP-2">
                    <E T="03">Contiguous Parishes:</E>
                </FP>
                <FP SOURCE="FP1-2">Louisiana: Assumption, Iberia, Iberville, Lafayette, Pointe Coupee, St. Landry, St. Mary</FP>
                <P>
                    The Interest Rates are:
                    <PRTPAGE P="52531"/>
                </P>
                <GPOTABLE COLS="2" OPTS="L2,tp0,i1" CDEF="s25,8">
                    <TTITLE> </TTITLE>
                    <BOXHD>
                        <CHED H="1"> </CHED>
                        <CHED H="1">Percent</CHED>
                    </BOXHD>
                    <ROW>
                        <ENT I="22">
                            <E T="03">For Physical Damage:</E>
                        </ENT>
                    </ROW>
                    <ROW>
                        <ENT I="02">Homeowners with Credit Available Elsewhere</ENT>
                        <ENT>5.375</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="02">Homeowners without Credit Available Elsewhere</ENT>
                        <ENT>2.688</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="02">Businesses with Credit Available Elsewhere</ENT>
                        <ENT>8.000</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="02">Businesses without Credit Available Elsewhere</ENT>
                        <ENT>4.000</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="02">Non-Profit Organizations with Credit Available Elsewhere</ENT>
                        <ENT>3.250</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="02">Non-Profit Organizations without Credit Available Elsewhere</ENT>
                        <ENT>3.250</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="22">
                            <E T="03">For Economic Injury:</E>
                        </ENT>
                    </ROW>
                    <ROW>
                        <ENT I="02">Business and Small Agricultural Cooperatives without Credit Available Elsewhere</ENT>
                        <ENT>4.000</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="02">Non-Profit Organizations without Credit Available Elsewhere</ENT>
                        <ENT>3.250</ENT>
                    </ROW>
                </GPOTABLE>
                <P>The number assigned to this disaster for physical damage is 20384C and for economic injury is 203850.</P>
                <P>The State which received an EIDL Declaration is Louisiana.</P>
                <EXTRACT>
                    <FP>(Catalog of Federal Domestic Assistance Number 59008)</FP>
                </EXTRACT>
                <SIG>
                    <NAME>Isabella Guzman,</NAME>
                    <TITLE>Administrator.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13755 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 8026-09-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">SMALL BUSINESS ADMINISTRATION</AGENCY>
                <DEPDOC>[Disaster Declaration #20380 and #20381; ILLINOIS Disaster Number IL-20004]</DEPDOC>
                <SUBJECT>Administrative Declaration of a Disaster for the State of Illinois</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>U.S. Small Business Administration.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>This is a notice of an Administrative declaration of a disaster for the State of Illinois dated 06/17/2024.</P>
                    <P>
                        <E T="03">Incident:</E>
                         Flash Flooding.
                    </P>
                    <P>
                        <E T="03">Incident Period:</E>
                         05/24/2024.
                    </P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Issued on 06/17/2024.</P>
                    <P>
                        <E T="03">Physical Loan Application Deadline Date:</E>
                         08/16/2024.
                    </P>
                    <P>
                        <E T="03">Economic Injury (EIDL) Loan Application Deadline Date:</E>
                         03/17/2025.
                    </P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        <E T="03">Visit the MySBA Loan Portal at https://lending.sba.gov</E>
                         to apply for a disaster assistance loan.
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>Alan Escobar, Office of Disaster Recovery &amp; Resilience, U.S. Small Business Administration, 409 3rd Street SW, Suite 6050, Washington, DC 20416, (202) 205-6734.</P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>
                    Notice is hereby given that as a result of the Administrator's disaster declaration, applications for disaster loans may be submitted online using the MySBA Loan Portal 
                    <E T="03">https://lending.sba.gov</E>
                     or other locally announced locations. Please contact the SBA disaster assistance customer service center by email at 
                    <E T="03">disastercustomerservice@sba.gov</E>
                     or by phone at 1-800-659-2955 for further assistance.
                </P>
                <P>The following areas have been determined to be adversely affected by the disaster:</P>
                <FP SOURCE="FP-2">
                    <E T="03">Primary Counties:</E>
                     Montgomery
                </FP>
                <FP SOURCE="FP-2">
                    <E T="03">Contiguous Counties:</E>
                </FP>
                <FP SOURCE="FP1-2">Illinois: Bond, Christian, Fayette, Macoupin, Madison, Sangamon, Shelby</FP>
                <P>
                    <E T="03">The Interest Rates are:</E>
                </P>
                <GPOTABLE COLS="2" OPTS="L2,tp0,i1" CDEF="s25,8">
                    <TTITLE> </TTITLE>
                    <BOXHD>
                        <CHED H="1"> </CHED>
                        <CHED H="1">Percent</CHED>
                    </BOXHD>
                    <ROW>
                        <ENT I="22">
                            <E T="03">For Physical Damage:</E>
                        </ENT>
                    </ROW>
                    <ROW>
                        <ENT I="02">Homeowners with Credit Available Elsewhere</ENT>
                        <ENT>5.375</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="02">Homeowners without Credit Available Elsewhere</ENT>
                        <ENT>2.688</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="02">Businesses with Credit Available Elsewhere</ENT>
                        <ENT>8.000</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="02">Businesses without Credit Available Elsewhere</ENT>
                        <ENT>4.000</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="02">Non-Profit Organizations with Credit Available Elsewhere</ENT>
                        <ENT>3.250</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="02">Non-Profit Organizations without Credit Available Elsewhere</ENT>
                        <ENT>3.250</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="22">
                            <E T="03">For Economic Injury:</E>
                        </ENT>
                    </ROW>
                    <ROW>
                        <ENT I="02">Business and Small Agricultural Cooperatives without Credit Available Elsewhere</ENT>
                        <ENT>4.000</ENT>
                    </ROW>
                    <ROW>
                        <ENT I="02">Non-Profit Organizations without Credit Available Elsewhere</ENT>
                        <ENT>3.250</ENT>
                    </ROW>
                </GPOTABLE>
                <P>The number assigned to this disaster for physical damage is 203806 and for economic injury is 203810.</P>
                <P>The State which received an EIDL Declaration is Illinois.</P>
                <EXTRACT>
                    <FP>(Catalog of Federal Domestic Assistance Number 59008)</FP>
                </EXTRACT>
                <SIG>
                    <NAME>Isabella Guzman,</NAME>
                    <TITLE>Administrator.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13748 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 8026-09-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="N">DEPARTMENT OF TRANSPORTATION</AGENCY>
                <SUBAGY>Federal Aviation Administration</SUBAGY>
                <SUBJECT>Receipt of Noise Compatibility Program Update and Request for Review at Naples Airport (APF), Naples, FL</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Federal Aviation Administration (FAA), DOT.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>The FAA announces that it is reviewing a proposed Naples Airport Noise Compatibility Program (NCP) Update submitted by the Naples Airport Authority. This NCP Update was submitted subsequent to a determination by the FAA that the associated Noise Exposure Maps (NEMs) previously submitted for the Naples Airport, were prepared in compliance with applicable requirements. As required by title 14 Code of Federal Regulations part 150, the NCP Update will be approved or disapproved (other than the proposed use of flight procedures for noise control) on or before December 15, 2024. Finally, this notice announces that the proposed NCP Update will be available for public review and comment for 60 days from the publication date of this notice.</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>The effective start date of the FAA's 180-day review period for the NCP Update is June 18, 2024. The FAA must issue an approval or disapproval of the NCP Update (other than the proposed use of flight procedures for noise control) on or before December 15, 2024. The public review and comment period ends 60 days from the publication date of this notice.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        The proposed NCP Update documents are available for examination online at 
                        <E T="03">https://www.flynaples.com/noisestudy/part-150-noise-study-documents/</E>
                         and by appointment at the following location: Federal Aviation Administration, Orlando Airports District Office, 8427 SouthPark Circle, Suite 524, Orlando, Florida 32819. To make an appointment to review a printed copy of the NCP at the Orlando Airports District Office, contact Rebecca Henry at (407) 487-7225.
                    </P>
                    <P>
                        Please direct questions to the individual named under the heading, 
                        <E T="02">FOR FURTHER INFORMATION CONTACT</E>
                        .
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Peter Green, FAA Southern Region, Office of Airports (ASO-610), 1701 Columbia Avenue, College Park, GA 30337, (404) 305-6718, 
                        <E T="03">Peter.M.Green@faa.gov.</E>
                         Comments on the proposed NCP Update should also be submitted to the above office.
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>
                    The FAA announces that it is reviewing a proposed Noise Compatibility Program Update (NCP) for the Naples Airport, under the provisions of 49 U.S.C. 47501 
                    <E T="03">et seq.</E>
                     (Aviation Safety and Noise Abatement Act (hereinafter referred to as “the Act”)) and title 14 Code of Federal Regulations part 150 (hereinafter referred to as “part 150”) and has found it in compliance with applicable requirements.
                    <PRTPAGE P="52532"/>
                </P>
                <P>As required by part 50, the NCP Update will be approved or disapproved (other than the proposed use of flight procedures for noise control) on or before December 15, 2024. Measures that involve changes to flight procedures require further analysis and are not subject to the 180-day statutory decision deadline. This notice also announces the availability of this NCP Update for public review and comment for 60 days from the publication date of this notice.</P>
                <P>Under the Act, an airport operator (hereinafter referred to as Sponsor) who has submitted NEMs that are found by the FAA to be in compliance with the requirements of part 150 may submit for FAA approval a NCP or NCP Update that sets forth the measures the Sponsor has taken, or proposes to take, to reduce existing non-compatible uses and prevent the introduction of additional non-compatible uses within the area covered by the NEMs.</P>
                <P>The FAA formally received the NCP Update for the Naples Airport, effective on June 14, 2023. The Naples Airport Authority requested the FAA review this material and that the noise mitigation measures, to be implemented jointly by the Sponsor and surrounding communities, be approved as a NCP Update under the Act. Preliminary reviews of the submitted material indicates that it conforms to part 150 requirements for the submittal of an NCP, but that further review is necessary prior to approval or disapproval of the NCP Update. The formal review period, limited by law to a maximum of 180 days, will be completed on or before December 15, 2024, with the exception of NCP measures that propose the use of flight procedures for noise control. A public hearing on the NCP was held by the Sponsor on March 9, 2023.</P>
                <P>The FAA's detailed evaluation will be conducted under the provisions of part 150, § 105.33. The primary considerations in the evaluation process are whether the proposed measures may reduce the level of aviation safety or create an undue burden on interstate or foreign commerce, and whether they are reasonably consistent with obtaining the goal of reducing existing non-compatible land uses and preventing the introduction of additional non-compatible land uses.</P>
                <P>Each airport NCP developed in accordance with part 150 is a local program, not a Federal program. The FAA does not substitute its judgment for that of the Sponsor with respect to which measures should be recommended for action. The FAA's approval or disapproval of each specific measure proposed by a Sponsor in an NCP/NCP Update is determined by applying approval criteria prescribed in § 150.35(b) of part 150. Only measures that meet the approval criteria can be approved and considered for Federal funding eligibility. FAA approval or disapproval of a measure only indicates whether that measure would, if implemented, be consistent with the purposes of part 150. When a measure is disapproved by the FAA, Sponsors are encouraged to work with their communities and the FAA, outside of the part 150 process as necessary, to implement initiatives that provide noise benefits for the surrounding community.</P>
                <P>Interested persons are invited to comment on the proposed NCP Update with specific reference to these factors. To maximize the effectiveness of comments and the FAA's understanding of them, comments should be as specific as possible, identifying the concern(s) as well as suggested or desired resolution to the concern(s). When possible, quote NCP text and cite details, such as page and section numbers, NCP Update measure number, etc. to which the comment(s) pertain. This commenting procedure is intended to ensure that substantive comments and concerns are made available to the FAA in a timely manner so that the FAA has an opportunity to address them in its Record of Approval. All comments in their entirety become part of the public record, including any personal information provided in the comment including name, address, phone number, etc. All relevant comments, other than those properly addressed to local land use authorities, will be considered by the FAA to the extent practicable.</P>
                <SIG>
                    <DATED>Issued in Orlando Airports District Office, Orlando, Florida, on June 18, 2024.</DATED>
                    <NAME>Juan C. Brown,</NAME>
                    <TITLE>Manager, Orlando Airports District Office,Southern Region.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13814 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF TRANSPORTATION</AGENCY>
                <SUBAGY>Federal Aviation Administration</SUBAGY>
                <DEPDOC>[Docket No. FAA-2024-1807]</DEPDOC>
                <SUBJECT>Agency Information Collection Activities: Requests for Comments; Clearance of a Renewed Approval of Information Collection: Commercial Space Transportation Licensing Regulations</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Federal Aviation Administration (FAA), DOT.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice and request for comments.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>In accordance with the Paperwork Reduction Act of 1995, FAA invites public comments about our intention to request the Office of Management and Budget (OMB) approval to renew an information collection. The information will determine if applicant proposals for conducting commercial space launches can be accomplished according to regulations issued by the Office of the Associate Administrator for Commercial Space Transportation.</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Written comments should be submitted by August 23, 2024.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>Please send written comments:</P>
                    <P>
                        <E T="03">By Electronic Docket: www.regulations.gov</E>
                         (Enter docket number into search field).
                    </P>
                    <P>
                        <E T="03">By mail:</E>
                         Charles Huet, 800 Independence Avenue SW, Room 331, Washington, DC 20591.
                    </P>
                    <P>
                        <E T="03">By fax:</E>
                         202-267-5463.
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Charles Huet by email at: 
                        <E T="03">Charles.huet@faa.gov;</E>
                         phone: 202-267-7427.
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P>
                    <E T="03">Public Comments Invited:</E>
                     You are asked to comment on any aspect of this information collection, including (a) Whether the proposed collection of information is necessary for FAA's performance; (b) the accuracy of the estimated burden; (c) ways for FAA to enhance the quality, utility and clarity of the information collection; and (d) ways that the burden could be minimized without reducing the quality of the collected information. The agency will summarize and/or include your comments in the request for OMB's clearance of this information collection.
                </P>
                <P>
                    <E T="03">OMB Control Number:</E>
                     2120-0608.
                </P>
                <P>
                    <E T="03">Title:</E>
                     Commercial Space Transportation Licensing Regulations.
                </P>
                <P>
                    <E T="03">Form Numbers:</E>
                     FAA Form 8800-1.
                </P>
                <P>
                    <E T="03">Type of Review:</E>
                     Renewal of an information collection.
                </P>
                <P>
                    <E T="03">Background:</E>
                     The Commercial Space Launch Act of 1984, 49 U.S.C. App. 2601-2623, as recodified at 49 U.S.C. subtitle IX, ch. 701—Commercial Space Launch Activities, 49 U.S.C. 70101-70119 (1994), requires certain data be provided in applying for a license to conduct commercial space launch activities. These data are required to demonstrate to the Federal Aviation Administration (FAA), Associate Administrator for Commercial Space Transportation (AST), that a license applicant's proposed activities meet applicable public safety, national security, and foreign policy interests of the United States.
                    <PRTPAGE P="52533"/>
                </P>
                <P>
                    <E T="03">Respondents:</E>
                     Approximately 17 space launch applicants.
                </P>
                <P>
                    <E T="03">Frequency:</E>
                     Information is collected on occasion.
                </P>
                <P>
                    <E T="03">Estimated Average Burden per Response:</E>
                     163 hours.
                </P>
                <P>
                    <E T="03">Estimated Total Annual Burden:</E>
                     2779 hours.
                </P>
                <SIG>
                    <P>Issued in Washington, DC.</P>
                    <NAME>James A. Hatt,</NAME>
                    <TITLE>Space Policy Division Manager, Commercial Space Transportation, Federal Aviation Administration.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13787 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4910-13-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF TRANSPORTATION</AGENCY>
                <SUBAGY>Federal Aviation Administration</SUBAGY>
                <DEPDOC>[FAA-2024-1385]</DEPDOC>
                <SUBJECT>Agency Information Collection Activities: Requests for Comments; Clearance of a Renewed Approval of Information Collection: General Aviation and Part 135 Activity Survey</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Federal Aviation Administration (FAA), DOT.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice and request for comments.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>In accordance with the Paperwork Reduction Act of 1995, FAA invites public comments about our intention to request the Office of Management and Budget (OMB) approval to renew information collection. The collection enables the FAA to monitor the general aviation fleet to anticipate and meet demand for National Airspace System (NAS) facilities and services, assess the impact of regulatory changes on the fleet, and implement measures to assure the safe operation of all aircraft in the NAS. The data are also used by other government agencies, the general aviation industry, trade associations, and private businesses to identify safety problems and to form the basis for research and analysis of general aviation issues.</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Written comments should be submitted by August 23, 2024.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>Please send written comments:</P>
                    <P>
                        <E T="03">By Electronic Docket: www.regulations.gov</E>
                         (Enter docket number into search field).
                    </P>
                    <P>
                        <E T="03">By Mail:</E>
                         Robert DeWolf, 800 Independence Avenue SW, Room 840 West, Washington, DC 20591.
                    </P>
                    <P>
                        <E T="03">By fax:</E>
                         202-267-5265.
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Robert DeWolf by email at: 
                        <E T="03">Robert.D.DeWolf@faa.gov;</E>
                         phone: 202-267-3715.
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P/>
                <P>
                    <E T="03">Public Comments Invited:</E>
                     You are asked to comment on any aspect of this information collection, including (a) Whether the proposed collection of information is necessary for FAA's performance; (b) the accuracy of the estimated burden; (c) ways for FAA to enhance the quality, utility and clarity of the information collection; and (d) ways that the burden could be minimized without reducing the quality of the collected information. The agency will summarize and/or include your comments in the request for OMB's clearance of this information collection.
                </P>
                <P>
                    <E T="03">OMB Control Number:</E>
                     2120-0060.
                </P>
                <P>
                    <E T="03">Title:</E>
                     General Aviation and Part 135 Activity Survey.
                </P>
                <P>
                    <E T="03">Form Numbers:</E>
                     1800-54.
                </P>
                <P>
                    <E T="03">Type of Review:</E>
                     Renewal of an information collection.
                </P>
                <P>
                    <E T="03">Background:</E>
                     The General Aviation and Part 135 Activity Survey (GA Survey) provides the Federal Aviation Administration (FAA) information on general aviation and on-demand Part 135 aircraft activity. Title 49, United States Code, empowers the Secretary of Transportation to collect and disseminate information relative to civil aeronautics, to study the possibilities for development of air commerce and the aeronautical industries, and to make long-range plans for, and formulate policy with respect to the orderly development and use of the navigable airspace, radar installations and all other aids for air navigation.
                </P>
                <P>The annual GA Survey questionnaire requests the aircraft owner or operator to provide information on flight activity, flight conditions, where the aircraft was flown, and aircraft characteristics. Survey samples are based on statistically selected aircraft registered with the FAA and located in the US or US territories. The sample is stratified by aircraft type, FAA region in which the aircraft is registered, whether the aircraft operates under a Part 135 certificate, and whether the aircraft was manufactured in the past five years. Select aircraft types and/or sub-populations are sampled at 100%.</P>
                <P>Responses are collected from owners and operators of the sampled aircraft through two modes: web-form and mailings of the questionnaire. As a result, aggregated statistical activity estimates are published and provided for analytical use in a myriad of applications and/or industries relating to the flight activity and aviation safety.</P>
                <P>
                    <E T="03">Respondents:</E>
                     36,000 aircraft owners.
                </P>
                <P>
                    <E T="03">Frequency:</E>
                     Annually.
                </P>
                <P>
                    <E T="03">Estimated Average Burden per Response:</E>
                     20 minutes.
                </P>
                <P>
                    <E T="03">Estimated Total Annual Burden:</E>
                     12,000 Hours.
                </P>
                <SIG>
                    <DATED>Issued in Washington, DC, on May 30th, 2024.</DATED>
                    <NAME>Robert DeWolf,</NAME>
                    <TITLE>Program Manager, Federal Aviation Administration, Office of Accident Investigation &amp; Prevention, Program Management Branch (AVP-220).</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13698 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4910-13-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF TRANSPORTATION</AGENCY>
                <SUBAGY>Federal Aviation Administration</SUBAGY>
                <DEPDOC>[Docket No. FAA-2024-1811]</DEPDOC>
                <SUBJECT>Agency Information Collection Activities: Requests for Comments; Clearance of a Renewed Approval of Information Collection: Commercial Space Transportation Reusable Launch Vehicle and Reentry Licensing Regulation</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Federal Aviation Administration (FAA), DOT.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice and request for comments.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>In accordance with the Paperwork Reduction Act of 1995, FAA invites public comments about our intention to request the Office of Management and Budget (OMB) approval to renew an information collection. The information is used to determine if applicants satisfy requirements for renewing a launch license to protect the public from risks associated with reentry operations.</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>Written comments should be submitted by August 23, 2024.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>Please send written comments:</P>
                    <P>
                        <E T="03">By Electronic Docket: www.regulations.gov</E>
                         (Enter docket number into search field).
                    </P>
                    <P>
                        <E T="03">By mail:</E>
                         Charles Huet, 800 Independence Avenue SW, Room 331, Washington, DC 20591.
                    </P>
                    <P>
                        <E T="03">By fax:</E>
                         202-267-5463.
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>
                        Charles Huet by email at: 
                        <E T="03">Charles.huet@faa.gov;</E>
                         phone: 202-267-7427.
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P/>
                <P>
                    <E T="03">Public Comments Invited:</E>
                     You are asked to comment on any aspect of this information collection, including (a) Whether the proposed collection of information is necessary for FAA's performance; (b) the accuracy of the estimated burden; (c) ways for FAA to enhance the quality, utility and clarity of the information collection; and (d) ways that the burden could be minimized without reducing the quality 
                    <PRTPAGE P="52534"/>
                    of the collected information. The agency will summarize and/or include your comments in the request for OMB's clearance of this information collection.
                </P>
                <P>
                    <E T="03">OMB Control Number:</E>
                     2120-0643.
                </P>
                <P>
                    <E T="03">Title:</E>
                     Commercial Space Transportation Reusable Launch Vehicle and Reentry Licensing Regulation.
                </P>
                <P>
                    <E T="03">Form Numbers:</E>
                     There are no FAA forms associated with this collection.
                </P>
                <P>
                    <E T="03">Type of Review:</E>
                     Renewal of an information collection.
                </P>
                <P>
                    <E T="03">Background:</E>
                     The data is necessary for a U.S. citizen to apply for and obtain a reusable launch vehicle (RLV) mission license or a reentry license for activities by commercial or non-federal entities (that are not done by or for the U.S. Government) as defined and required by 49 U.S.C., subtitle IX, chapter 701, formerly known as the Commercial Space Launch Act of 1984, as amended. The information is needed in order to demonstrate to the FAA Office of Commercial Space Transportation (FAA/AST) that the proposed activity meets applicable public safety, national security, and foreign policy interests of the United States.
                </P>
                <P>
                    <E T="03">Respondents:</E>
                     Approximately 5 reusable launch vehicle or reentry vehicle operators.
                </P>
                <P>
                    <E T="03">Frequency:</E>
                     Information is collected on occasion.
                </P>
                <P>
                    <E T="03">Estimated Average Burden per Response:</E>
                     1,127 hours.
                </P>
                <P>
                    <E T="03">Estimated Total Annual Burden:</E>
                     4,507 hours.
                </P>
                <SIG>
                    <P>Issued in Washington, DC.</P>
                    <NAME>James A. Hatt,</NAME>
                    <TITLE>Space Policy Division Manager, Commercial Space Transportation, Federal Aviation Administration.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13788 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4910-13-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="N">DEPARTMENT OF THE TREASURY</AGENCY>
                <SUBAGY>Office of Foreign Assets Control</SUBAGY>
                <SUBJECT>Notice of OFAC Sanctions Actions</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Office of Foreign Assets Control, Treasury.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>The Department of the Treasury's Office of Foreign Assets Control (OFAC) is publishing the names of one or more persons that have been placed on OFAC's Specially Designated Nationals and Blocked Persons (SDN) List based on OFAC's determination that one or more applicable legal criteria were satisfied. All property and interests in property subject to U.S. jurisdiction of these persons are blocked, and U.S. persons are generally prohibited from engaging in transactions with them.</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>June 18, 2024.</P>
                </DATES>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>OFAC: Bradley T. Smith, Director, tel.: 202-622-2490; Associate Director for Global Targeting, tel.: 202-622-2420; Assistant Director for Licensing, tel.: 202-622-2480; Assistant Director for Regulatory Affairs, tel.: 202-622-4855; or Assistant Director for Sanctions Compliance &amp; Evaluation, tel.: 202-622-2490.</P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P/>
                <HD SOURCE="HD1">Electronic Availability</HD>
                <P>
                    The SDN List and additional information concerning OFAC sanctions programs are available on OFAC's website (
                    <E T="03">https://www.treasury.gov/ofac</E>
                    ).
                </P>
                <HD SOURCE="HD1">Notice of OFAC Action(s)</HD>
                <P>On June 18, 2024, OFAC determined that the property and interests in property subject to U.S. jurisdiction of the following persons are blocked under the relevant sanctions authorities listed below.</P>
                <BILCOD>BILLING CODE 4810-AL-P</BILCOD>
                <GPH SPAN="3" DEEP="312">
                    <GID>EN24JN24.285</GID>
                </GPH>
                <GPH SPAN="3" DEEP="590">
                    <PRTPAGE P="52535"/>
                    <GID>EN24JN24.286</GID>
                </GPH>
                <GPH SPAN="3" DEEP="456">
                    <PRTPAGE P="52536"/>
                    <GID>EN24JN24.287</GID>
                </GPH>
                <SIG>
                    <DATED>Dated: June 18, 2024.</DATED>
                    <NAME>Bradley T. Smith,</NAME>
                    <TITLE>Director, Office of Foreign Assets Control.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13802 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4810-AL-C</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF THE TREASURY</AGENCY>
                <SUBAGY>Office of Foreign Assets Control</SUBAGY>
                <SUBJECT>Notice of OFAC Sanctions Actions</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Office of Foreign Assets Control, Treasury.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>The U.S. Department of the Treasury's Office of Foreign Assets Control (OFAC) is publishing the names of one or more persons that have been placed on OFAC's Specially Designated Nationals and Blocked Persons List (SDN List) based on OFAC's determination that one or more applicable legal criteria were satisfied. All property and interests in property subject to U.S. jurisdiction of these persons are blocked, and U.S. persons are generally prohibited from engaging in transactions with them.</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>See Supplementary Information section for effective date(s).</P>
                </DATES>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>OFAC: Bradley Smith, Director, tel.: 202-622-2490; Associate Director for Global Targeting, tel.: 202-622-2420; Assistant Director for Licensing, tel.: 202-622-2480; Assistant Director for Regulatory Affairs, tel.: 202-622-4855; or Assistant Director for Sanctions Enforcement, Compliance &amp; Analysis, tel.: 202-622-2490.</P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <HD SOURCE="HD1">Electronic Availability</HD>
                <P>
                    The SDN List and additional information concerning OFAC sanctions programs are available on OFAC's website (
                    <E T="03">ofac.treasury.gov</E>
                    ).
                </P>
                <HD SOURCE="HD1">Notice of OFAC Action(s)</HD>
                <P>On June 14, 2024, OFAC determined that the property and interests in property subject to U.S. jurisdiction of the following persons are blocked under the relevant sanctions authority listed below.</P>
                <HD SOURCE="HD1">Individuals</HD>
                <EXTRACT>
                    <P>
                        1. MIRZOEV, Muhammadyusuf Alisher Ogli (a.k.a. MIRZOEV, Makhammadyusuf; 
                        <PRTPAGE P="52537"/>
                        a.k.a. MIRZOYEV, Maxamadyusuf; a.k.a. MIRZOYEV, Maxammadyusuf Alisher Ogli), Samarqand, Namangan, Uzbekistan; Fikirtepe, Istanbul, Turkey; DOB 21 Dec 1996; POB Uzbekistan; nationality Uzbekistan; Gender Male; Secondary sanctions risk: section 1(b) of Executive Order 13224, as amended by Executive Order 13886; Identification Number AA0776181 (Uzbekistan) (individual) [SDGT] (Linked To: ISLAMIC STATE OF IRAQ AND THE LEVANT). 
                    </P>
                    <P>Designated pursuant to section 1(a)(iii)(C) of Executive Order 13224 of September 23, 2001, “Blocking Property and Prohibiting Transactions With Persons Who Commit, Threaten to Commit, or Support Terrorism,” 66 FR 49079, as amended by Executive Order 13886 of September 9, 2019, “Modernizing Sanctions To Combat Terrorism,” 84 FR 48041 (E.O. 13224, as amended), for having materially assisted, sponsored, or provided financial, material, or technological support for, or goods or services to or in support of, ISLAMIC STATE OF IRAQ AND THE LEVANT, a person whose property and interests in property are blocked pursuant to E.O. 13224.</P>
                    <P>2. NIYAZOV, Muhammad Ibrohimjon (a.k.a. AKHMATOV, Rakhmonberdi; a.k.a. NIYAZOV, Ibrohim Ahiy), Turkey; Mexico; DOB 24 Feb 1998; nationality Uzbekistan; Gender Male; Secondary sanctions risk: section 1(b) of Executive Order 13224, as amended by Executive Order 13886; Passport AB0040327 (Uzbekistan); Identification Number 99786785324 (Turkey); Residency Number YAC 007112 (Turkey) (individual) [SDGT] (Linked To: ISLAMIC STATE OF IRAQ AND THE LEVANT).</P>
                    <P>Designated pursuant to section 1(a)(iii)(C) of E.O. 13224, as amended, for having materially assisted, sponsored, or provided financial, material, or technological support for, or goods or services to or in support of, ISLAMIC STATE OF IRAQ AND THE LEVANT, a person whose property and interests in property are blocked pursuant to E.O. 13224.</P>
                    <P>3. ISMAILOV, Olimkhon Makhmudjon Ugli (a.k.a. ISMAILOV, Olimkhon; a.k.a. ISMAILOV, Olimxon; a.k.a. ISMAILOV, Olimxon Maxmudjon Ogli), Namangan, Uzbekistan; DOB 04 Oct 1996; POB Uzbekistan; nationality Uzbekistan; Gender Male; Secondary sanctions risk: section 1(b) of Executive Order 13224, as amended by Executive Order 13886; Passport FA0643257 (Uzbekistan); Identification Number AA6548917 (Uzbekistan) (individual) [SDGT] (Linked To: ISLAMIC STATE OF IRAQ AND THE LEVANT).</P>
                    <P>Designated pursuant to section 1(a)(iii)(C) of E.O. 13224, as amended, for having materially assisted, sponsored, or provided financial, material, or technological support for, or goods or services to or in support of, ISLAMIC STATE OF IRAQ AND THE LEVANT, a person whose property and interests in property are blocked pursuant to E.O. 13224.</P>
                </EXTRACT>
                <SIG>
                    <DATED>Dated: June 14, 2024.</DATED>
                    <NAME>Bradley T. Smith,</NAME>
                    <TITLE>Director, Office of Foreign Assets Control, U.S. Department of the Treasury.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13794 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4810-AL-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="S">DEPARTMENT OF THE TREASURY</AGENCY>
                <SUBAGY>Office of Foreign Assets Control</SUBAGY>
                <SUBJECT>Notice of OFAC Sanctions Actions</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Office of Foreign Assets Control, Treasury.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>The U.S. Department of the Treasury's Office of Foreign Assets Control (OFAC) is publishing an update to the identifying information on its Specially Designated Nationals and Blocked Persons List (SDN List) for one individual whose property and interests in property subject to U.S. jurisdiction are blocked pursuant to Executive Order 13224, as amended.</P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P>
                        See 
                        <E T="02">Supplementary Information</E>
                         section for effective date(s).
                    </P>
                </DATES>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P>OFAC: Bradley Smith, Director, tel.: 202-622-2490; Associate Director for Global Targeting, tel.: 202-622-2420; Assistant Director for Licensing, tel.: 202-622-2480; Assistant Director for Regulatory Affairs, tel.: 202-622-4855; or Assistant Director for Compliance, tel.: 202-622-2490.</P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P/>
                <HD SOURCE="HD1">Electronic Availability</HD>
                <P>
                    The SDN List and additional information concerning OFAC sanctions programs are available on OFAC's website (
                    <E T="03">ofac.treasury.gov</E>
                    ).
                </P>
                <HD SOURCE="HD1">Notice of OFAC Action</HD>
                <P>On June 14, 2024, OFAC published the following revised information for the entry on the SDN List for the following individual whose property and interests in property are blocked pursuant to Executive Order 13224 of September 23, 2001, “Blocking Property and Prohibiting Transactions With Persons Who Commit, Threaten To Commit, or Support Terrorism,” as amended by Executive Order 13886 of September 9, 2019, “Modernizing Sanctions to Combat Terrorism.”</P>
                <HD SOURCE="HD1">Individual</HD>
                <EXTRACT>
                    <P>1. SHEVCHUK, Stanislav (a.k.a. CHEVTCHOUK, Stanislav; a.k.a. SHEVCHUK, Stanislav Anatolevich; a.k.a. SHEVCHUK, Stanislav Anatolyevich), Ul Asanalieva 8 24, Minsk, Belarus; C. De Villarroel 159 4 4, L'Eixample, Barcelona 08036, Spain; DOB 14 Jul 1975; POB Penza, Russia; nationality Russia; Gender Male; Secondary sanctions risk: section 1(b) of Executive Order 13224, as amended by Executive Order 13886; Passport 530780883 (Russia) expires 16 Dec 2024; alt. Passport 514676569 (Russia) expires 26 Apr 2015 (individual) [SDGT] (Linked To: RUSSIAN IMPERIAL MOVEMENT).</P>
                    <P>Designated pursuant to section 1(c): Owned or Controlled by, or Acted For or on Behalf of, a SDGT. RUSSIAN IMPERIAL MOVEMENT </P>
                </EXTRACT>
                <SIG>
                    <DATED>Dated: June 14, 2024.</DATED>
                    <NAME>Bradley T. Smith,</NAME>
                    <TITLE>Director, Office of Foreign Assets Control, U.S. Department of the Treasury.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13791 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 4810-AL-P</BILCOD>
        </NOTICE>
        <NOTICE>
            <PREAMB>
                <AGENCY TYPE="N">DEPARTMENT OF VETERANS AFFAIRS</AGENCY>
                <DEPDOC>[OMB Control No. 2900-0843]</DEPDOC>
                <SUBJECT>Agency Information Collection Activity: VHA Homeless Programs—Project CHALENG (Community Homelessness Assessment, Local Education and Networking Groups) for Veterans</SUBJECT>
                <AGY>
                    <HD SOURCE="HED">AGENCY:</HD>
                    <P>Veterans Health Administration, Department of Veterans Affairs.</P>
                </AGY>
                <ACT>
                    <HD SOURCE="HED">ACTION:</HD>
                    <P>Notice.</P>
                </ACT>
                <SUM>
                    <HD SOURCE="HED">SUMMARY:</HD>
                    <P>
                        Veterans Health Administration (VHA), Department of Veterans Affairs (VA), is announcing an opportunity for public comment on the proposed collection of certain information by the agency. Under the Paperwork Reduction Act (PRA) of 1995, Federal agencies are required to publish notice in the 
                        <E T="04">Federal Register</E>
                         concerning each proposed collection of information, including each proposed extension of a currently approved collection, and allow 60 days for public comment in response to the notice.
                    </P>
                </SUM>
                <DATES>
                    <HD SOURCE="HED">DATES:</HD>
                    <P> Comments must be received on or before August 23, 2024.</P>
                </DATES>
                <ADD>
                    <HD SOURCE="HED">ADDRESSES:</HD>
                    <P>
                        Comments must be submitted through 
                        <E T="03">www.regulations.gov</E>
                        .
                    </P>
                </ADD>
                <FURINF>
                    <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                    <P/>
                    <P>
                        <E T="03">Program-Specific information:</E>
                         Rebecca Mimnall, 202-695-9434, 
                        <E T="03">vhacopra@va.gov</E>
                        .
                    </P>
                    <P>
                        <E T="03">VA PRA information:</E>
                         Maribel Aponte, 202-461-8900, 
                        <E T="03">vacopaperworkreduact@va.gov</E>
                        .
                    </P>
                </FURINF>
            </PREAMB>
            <SUPLINF>
                <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                <P> </P>
                <P>
                    Under the PRA of 1995, Federal agencies must obtain approval from the Office of Management and Budget (OMB) for each collection of information they conduct or sponsor. This request for comment is being made 
                    <PRTPAGE P="52538"/>
                    pursuant to section 3506(c)(2)(A) of the PRA.
                </P>
                <P>With respect to the following collection of information, VHA invites comments on: (1) whether the proposed collection of information is necessary for the proper performance of VHA's functions, including whether the information will have practical utility; (2) the accuracy of VHA's estimate of the burden of the proposed collection of information; (3) ways to enhance the quality, utility, and clarity of the information to be collected; and (4) ways to minimize the burden of the collection of information on respondents, including through the use of automated collection techniques or the use of other forms of information technology.</P>
                <P>
                    <E T="03">Title:</E>
                     VHA Homeless Programs—Project CHALENG (Community Homelessness Assessment, Local Education and Networking Groups) for Veterans.
                </P>
                <P>
                    <E T="03">OMB Control Number: 2900-0843. https://www.reginfo.gov/public/do/PRASearch</E>
                     (Once at this link, you can enter the OMB Control Number to find the historical versions of this Information Collection).
                </P>
                <P>
                    <E T="03">Type of Review:</E>
                     Revision of a currently approved collection.
                </P>
                <P>
                    <E T="03">Abstract:</E>
                     Department of Veterans Affairs (VA) launched Project CHALENG (Community Homelessness Assessment, Local Education and Networking Groups) for Veterans in 1993 in response to Public Law 102-405, which required VA to make an assessment of the needs of homeless Veterans in coordination with other Federal departments, state and local government agencies, and nongovernmental agencies with experience working with homeless persons. Since 1993, VA has administered a needs assessment in accordance with guidance in Public Law 103-446 and Public Law 105-114. Legal authority for this data collection is found under 38 U.S.C. 527 that authorizes the collection of data that will allow measurement and evaluation of the Department of Veterans Affairs Programs, the goal of which is improved health care for Veterans.
                </P>
                <P>This collection of information is necessary to ensure that VA and community partners are developing services that are responsive to the needs of local homeless Veterans, in order to end homelessness and prevent new Veterans from experiencing homelessness. Over the years, data from CHALENG has assisted VA in developing new services for Veterans, such as the Homeless Veteran Dental Program (HVDP), the expansion of the Department of Housing and Urban Development-VA Supportive Housing (HUD-VASH) Program, the Veterans Justice Programs and Supportive Services for Veteran Families (SSVF). In addition, community organizations use CHALENG data in grant applications to support services for homeless Veterans; these grant applications are for VA, other Federal, local government, and community foundation dollars, which maximize community participation in serving homeless Veterans.</P>
                <P>This collection will be a renewal of the collection approved in 2021. No revisions have been made to the questions; however, revisions to the burden hours are based upon the number of respondents in the previous year. The collection consists of two survey forms: one for Veterans (VA Form 10-10161) and one for VA staff members, community homeless providers, and interested community members (VA Form 10-10162). The only differences between the two survey forms are the introductory demographic questions; otherwise, the survey is the same for both groups.</P>
                <P>
                    <E T="03">Affected Public:</E>
                     Individuals and Households.
                </P>
                <P>
                    <E T="03">Estimated Annual Burden:</E>
                     Total = 620 hours.
                </P>
                <P>
                    <E T="03">Veteran Survey (VA Form 10-10161):</E>
                     300 hours.
                </P>
                <P>
                    <E T="03">Provider Survey (VA Form 10-10162):</E>
                     320 hours.
                </P>
                <P>
                    <E T="03">Estimated Average Burden per Respondent:</E>
                </P>
                <P>
                    <E T="03">Veteran Survey:</E>
                     6 minutes.
                </P>
                <P>
                    <E T="03">Provider Survey:</E>
                     6 minutes.
                </P>
                <P>
                    <E T="03">Frequency of Response:</E>
                     Once annually.
                </P>
                <P>
                    <E T="03">Estimated Number of Respondents:</E>
                     6,200 total.
                </P>
                <P>
                    <E T="03">Veteran Survey:</E>
                     3,000.
                </P>
                <P>
                    <E T="03">Provider Survey:</E>
                     3,200.
                </P>
                <P>
                    <E T="03">Authority:</E>
                     44 U.S.C. 3501 
                    <E T="03">et seq.</E>
                </P>
                <SIG>
                    <NAME>Maribel Aponte,</NAME>
                    <TITLE>VA PRA Clearance Officer, Office of Enterprise and Integration/Data Governance Analytics, Department of Veterans Affairs.</TITLE>
                </SIG>
            </SUPLINF>
            <FRDOC>[FR Doc. 2024-13757 Filed 6-21-24; 8:45 am]</FRDOC>
            <BILCOD>BILLING CODE 8320-01-P</BILCOD>
        </NOTICE>
    </NOTICES>
    <VOL>89</VOL>
    <NO>121</NO>
    <DATE>Monday, June 24, 2024</DATE>
    <UNITNAME>Rules and Regulations</UNITNAME>
    <NEWPART>
        <PTITLE>
            <PRTPAGE P="52539"/>
            <PARTNO>Part II</PARTNO>
            <AGENCY TYPE="P">Department of Transportation</AGENCY>
            <SUBAGY> National Highway Traffic Safety Administration</SUBAGY>
            <HRULE/>
            <CFR>49 CFR Parts 523, 531 et al.</CFR>
            <TITLE>Corporate Average Fuel Economy Standards for Passenger Cars and Light Trucks for Model Years 2027 and Beyond and Fuel Efficiency Standards for Heavy-Duty Pickup Trucks and Vans for Model Years 2030 and Beyond; Final Rule</TITLE>
        </PTITLE>
        <RULES>
            <RULE>
                <PREAMB>
                    <PRTPAGE P="52540"/>
                    <AGENCY TYPE="S">DEPARTMENT OF TRANSPORTATION</AGENCY>
                    <SUBAGY>National Highway Traffic Safety Administration</SUBAGY>
                    <CFR>49 CFR Parts 523, 531, 533, 535, 536, and 537</CFR>
                    <DEPDOC>[NHTSA-2023-0022]</DEPDOC>
                    <RIN>RIN 2127-AM55</RIN>
                    <SUBJECT>Corporate Average Fuel Economy Standards for Passenger Cars and Light Trucks for Model Years 2027 and Beyond and Fuel Efficiency Standards for Heavy-Duty Pickup Trucks and Vans for Model Years 2030 and Beyond</SUBJECT>
                    <AGY>
                        <HD SOURCE="HED">AGENCY:</HD>
                        <P>National Highway Traffic Safety Administration (NHTSA).</P>
                    </AGY>
                    <ACT>
                        <HD SOURCE="HED">ACTION:</HD>
                        <P>Final rule.</P>
                    </ACT>
                    <SUM>
                        <HD SOURCE="HED">SUMMARY:</HD>
                        <P>NHTSA, on behalf of the Department of Transportation (DOT), is finalizing Corporate Average Fuel Economy (CAFE) standards for passenger cars and light trucks that increase at a rate of 2 percent per year for passenger cars in model years (MYs) 2027-31, 0 percent per year for light trucks in model years 2027-28, and 2 percent per year for light trucks in model years 2029-31. NHTSA is also finalizing fuel efficiency standards for heavy-duty pickup trucks and vans (HDPUVs) for model years 2030-32 that increase at a rate of 10 percent per year and model years 2033-35 that increase at a rate of 8 percent per year.</P>
                    </SUM>
                    <EFFDATE>
                        <HD SOURCE="HED">DATES:</HD>
                        <P>This rule is effective August 23, 2024.</P>
                    </EFFDATE>
                    <ADD>
                        <HD SOURCE="HED">ADDRESSES:</HD>
                        <P>
                            For access to the dockets or to read background documents or comments received, please visit 
                            <E T="03">https://www.regulations.gov</E>
                            , and/or Docket Management Facility, M-30, U.S. Department of Transportation, West Building, Ground Floor, Rm. W12-140, 1200 New Jersey Avenue SE, Washington, DC 20590. The Docket Management Facility is open between 9 a.m. and 4 p.m. Eastern time, Monday through Friday, except Federal holidays.
                        </P>
                    </ADD>
                    <FURINF>
                        <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                        <P>
                            For technical and policy issues, Joseph Bayer, CAFE Program Division Chief, Office of Rulemaking, National Highway Traffic Safety Administration, 1200 New Jersey Avenue SE, Washington, DC 20590; email: 
                            <E T="03">joseph.bayer@dot.gov.</E>
                             For legal issues, Rebecca Schade, NHTSA Office of Chief Counsel, National Highway Traffic Safety Administration, 1200 New Jersey Avenue SE, Washington, DC 20590; email: 
                            <E T="03">rebecca.schade@dot.gov.</E>
                        </P>
                    </FURINF>
                </PREAMB>
                <SUPLINF>
                    <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                    <P/>
                    <HD SOURCE="HD1">Table of Acronyms and Abbreviations</HD>
                    <GPOTABLE COLS="2" OPTS="L2,nj,tp0,i1" CDEF="s50,r150">
                        <TTITLE> </TTITLE>
                        <BOXHD>
                            <CHED H="1">Abbreviation</CHED>
                            <CHED H="1">Term</CHED>
                        </BOXHD>
                        <ROW>
                            <ENT I="01">AAA</ENT>
                            <ENT>American Automobile Association.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">AALA</ENT>
                            <ENT>American Automotive Labeling Act.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">AAPC</ENT>
                            <ENT>The American Automotive Policy Council.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">ABT</ENT>
                            <ENT>Average, Banking, and Trading.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">AC</ENT>
                            <ENT>Air conditioning.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">ACC</ENT>
                            <ENT>Advanced Clean Cars.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">ACEEE</ENT>
                            <ENT>American Council for an Energy Efficient Economy.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">ACF</ENT>
                            <ENT>Advanced Clean Fleets.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">ACME</ENT>
                            <ENT>Adaptive Cylinder Management Engine.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">ACT</ENT>
                            <ENT>Advanced Clean Trucks.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">ADEAC</ENT>
                            <ENT>advanced cylinder deactivation.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">ADEACD</ENT>
                            <ENT>advanced cylinder deactivation on a dual overhead camshaft engine.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">ADEACS</ENT>
                            <ENT>advanced cylinder deactivation on a single overhead camshaft engine.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">ADSL</ENT>
                            <ENT>Advanced diesel engine.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">AEO</ENT>
                            <ENT>Annual Energy Outlook.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">AER</ENT>
                            <ENT>All-Electric Range.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">AERO</ENT>
                            <ENT>Aerodynamic improvements.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">AFV</ENT>
                            <ENT>Alternative fuel vehicle.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">AHSS</ENT>
                            <ENT>advanced high strength steel.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">AIS</ENT>
                            <ENT>Abbreviated Injury Scale.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">AMPC</ENT>
                            <ENT>Advanced Manufacturing Production Tax Credit.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">AMTL</ENT>
                            <ENT>Advanced Mobility Technology Laboratory.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">ANL</ENT>
                            <ENT>Argonne National Laboratory.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">ANSI</ENT>
                            <ENT>American National Standards Institute.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">APA</ENT>
                            <ENT>Administrative Procedure Act.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">AT</ENT>
                            <ENT>traditional automatic transmissions.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">AVE</ENT>
                            <ENT>Alliance for Vehicle Efficiency.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">AWD</ENT>
                            <ENT>All-Wheel Drive.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">BEA</ENT>
                            <ENT>Bureau of Economic Analysis.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">BEV</ENT>
                            <ENT>Battery electric vehicle.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">BGEPA</ENT>
                            <ENT>Bald and Golden Eagle Protection Act.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">BIL</ENT>
                            <ENT>Bipartisan Infrastructure Law.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">BISG</ENT>
                            <ENT>Belt Mounted integrated starter/generator.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">BMEP</ENT>
                            <ENT>Brake Mean Effective Pressure.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">BNEF</ENT>
                            <ENT>Bloomberg New Energy Finance.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">BPT</ENT>
                            <ENT>Benefit-Per-Ton.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">BSFC</ENT>
                            <ENT>Brake-Specific Fuel Consumption.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">BTW</ENT>
                            <ENT>Brake and Tire Wear.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">CAA</ENT>
                            <ENT>Clean Air Act.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">CAFE</ENT>
                            <ENT>Corporate Average Fuel Economy.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">CARB</ENT>
                            <ENT>California Air Resources Board.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">CBD</ENT>
                            <ENT>Center for Biological Diversity.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">CBI</ENT>
                            <ENT>Confidential Business Information.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">CEA</ENT>
                            <ENT>Center for Environmental Accountability.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">CEGR</ENT>
                            <ENT>Cooled Exhaust Gas Recirculation.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">CEQ</ENT>
                            <ENT>Council on Environmental Quality.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">CFR</ENT>
                            <ENT>Code of Federal Regulations.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">CH4</ENT>
                            <ENT>Methane.</ENT>
                        </ROW>
                        <ROW>
                            <PRTPAGE P="52541"/>
                            <ENT I="01">CI</ENT>
                            <ENT>Compression Ignition.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">CNG</ENT>
                            <ENT>Compressed Natural Gas.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">CO</ENT>
                            <ENT>Carbon Monoxide.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">CO2</ENT>
                            <ENT>Carbon Dioxide.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">COVID</ENT>
                            <ENT>Coronavirus disease of 2019.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">CPM</ENT>
                            <ENT>Cost Per Mile.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">CR</ENT>
                            <ENT>Compression Ratio.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">CRSS</ENT>
                            <ENT>Crash Report Sampling System.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">CUV</ENT>
                            <ENT>Crossover Utility Vehicle.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">CVC</ENT>
                            <ENT>Clean Vehicle Credit.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">CVT</ENT>
                            <ENT>Continuously Variable Transmissions.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">CY</ENT>
                            <ENT>Calendar year.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">CZMA</ENT>
                            <ENT>Coastal Zone Management Act.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">DCT</ENT>
                            <ENT>Dual Clutch Transmissions.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">DD</ENT>
                            <ENT>Direct Drive.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">DEAC</ENT>
                            <ENT>Cylinder Deactivation.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">DEIS</ENT>
                            <ENT>Draft Environmental Impact Statement.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">DFS</ENT>
                            <ENT>Dynamic Fleet Share.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">DMC</ENT>
                            <ENT>Direct Manufacturing Cost.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">DOE</ENT>
                            <ENT>Department of Energy.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">DOHC</ENT>
                            <ENT>Dual Overhead Camshaft.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">DOI</ENT>
                            <ENT>Department of the Interior.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">DOT</ENT>
                            <ENT>Department of Transportation.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">DPM</ENT>
                            <ENT>Diesel Particulate Matter.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">DR</ENT>
                            <ENT>Discount Rate.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">DSLI</ENT>
                            <ENT>Advanced diesel engine with improvements.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">DSLIAD</ENT>
                            <ENT>Advanced diesel engine with improvements and advanced cylinder deactivation.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">E.O.</ENT>
                            <ENT>Executive Order.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">EFR</ENT>
                            <ENT>Engine Friction Reduction.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">EIA</ENT>
                            <ENT>U.S. Energy Information Administration.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">EIS</ENT>
                            <ENT>Environmental Impact Statement.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">EISA</ENT>
                            <ENT>Energy Independence and Security Act.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">EJ</ENT>
                            <ENT>Environmental Justice.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">EPA</ENT>
                            <ENT>U.S. Environmental Protection Agency.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">EPCA</ENT>
                            <ENT>Energy Policy and Conservation Act.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">EPS</ENT>
                            <ENT>Electric Power Steering.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">ERF</ENT>
                            <ENT>effective radiative forcing.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">ESA</ENT>
                            <ENT>Endangered Species Act.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">ESS</ENT>
                            <ENT>Energy Storage System.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">ETDS</ENT>
                            <ENT>Electric Traction Drive System.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">EV</ENT>
                            <ENT>Electric Vehicle.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">FCC</ENT>
                            <ENT>Fuel Consumption Credits.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">FCEV</ENT>
                            <ENT>Fuel Cell Electric Vehicle.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">FCIV</ENT>
                            <ENT>Fuel Consumption Improvement Value.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">FCV</ENT>
                            <ENT>Fuel Cell Vehicle.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">FE</ENT>
                            <ENT>Fuel Efficiency.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">FEOC</ENT>
                            <ENT>Foreign Entity of Concern.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">FHWA</ENT>
                            <ENT>Federal Highway Administration.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">FIP</ENT>
                            <ENT>Federal Implementation Plan.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">FMVSS</ENT>
                            <ENT>Federal Motor Vehicle Safety Standards.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">FMY</ENT>
                            <ENT>Final Model Year.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">FRIA</ENT>
                            <ENT>Final Regulatory Impact Analysis.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">FTA</ENT>
                            <ENT>Free Trade Agreement.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">FTP</ENT>
                            <ENT>Federal Test Procedure.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">FWCA</ENT>
                            <ENT>Fish and Wildlife Conservation Act.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">FWD</ENT>
                            <ENT>Front-Wheel Drive.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">FWS</ENT>
                            <ENT>U.S. Fish and Wildlife Service.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">GCWR</ENT>
                            <ENT>Gross Combined Weight Rating.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">GDP</ENT>
                            <ENT>Gross Domestic Product.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">GES</ENT>
                            <ENT>General Estimates System.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">GGE</ENT>
                            <ENT>Gasoline Gallon Equivalents.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">GHG</ENT>
                            <ENT>Greenhouse Gas.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">GM</ENT>
                            <ENT>General Motors.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">gpm</ENT>
                            <ENT>gallons per mile.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">GREET</ENT>
                            <ENT>Greenhouse gases, Regulated Emissions, and Energy use in Transportation.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">GVWR</ENT>
                            <ENT>Gross Vehicle Weight Rating.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">HATCI</ENT>
                            <ENT>Hyundai America Technical Center, Inc.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">HCR</ENT>
                            <ENT>High-Compression Ratio.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">HD</ENT>
                            <ENT>Heavy-Duty.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">HDPUV</ENT>
                            <ENT>Heavy-Duty Pickups and Vans.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">HEG</ENT>
                            <ENT>High Efficiency Gearbox.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">HEV</ENT>
                            <ENT>Hybrid Electric Vehicle.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">HFET</ENT>
                            <ENT>Highway Fuel Economy Test.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">HVAC</ENT>
                            <ENT>Heating, Ventilation, and Air Conditioning.</ENT>
                        </ROW>
                        <ROW>
                            <PRTPAGE P="52542"/>
                            <ENT I="01">IACC</ENT>
                            <ENT>improved accessories.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">IAV</ENT>
                            <ENT>IAV Automotive Engineering, Inc.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">ICCT</ENT>
                            <ENT>The International Council on Clean Transportation.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">ICE</ENT>
                            <ENT>Internal Combustion Engine.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">IIHS</ENT>
                            <ENT>Insurance Institute for Highway Safety.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">IPCC</ENT>
                            <ENT>Intergovernmental Panel on Climate Change.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">IQR</ENT>
                            <ENT>Interquartile Range.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">IRA</ENT>
                            <ENT>Inflation Reduction Act.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">IWG</ENT>
                            <ENT>Interagency Working Group.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">LD</ENT>
                            <ENT>Light-Duty.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">LDB</ENT>
                            <ENT>Low Drag Brakes.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">LDV</ENT>
                            <ENT>Light-Duty Vehicle.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">LE</ENT>
                            <ENT>Learning Effects.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">LEV</ENT>
                            <ENT>Low-Emission Vehicle.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">LFP</ENT>
                            <ENT>Lithium Iron Phosphate.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">LIB</ENT>
                            <ENT>Lithium-Ion Batteries.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">LIVC</ENT>
                            <ENT>Late Intake Valve Closing.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">LT</ENT>
                            <ENT>Light truck.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">MAX</ENT>
                            <ENT>maximum values.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">MBTA</ENT>
                            <ENT>Migratory Bird Treaty Act.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">MD</ENT>
                            <ENT>Medium-Duty.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">MDHD</ENT>
                            <ENT>Medium-Duty Heavy-Duty.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">MDPCS</ENT>
                            <ENT>Minimum Domestic Passenger Car Standard.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">MDPV</ENT>
                            <ENT>Medium-Duty Passenger Vehicle.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">MEMA</ENT>
                            <ENT>Motor &amp; Equipment Manufacturer's Association.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">MIN</ENT>
                            <ENT>minimum values.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">MMTCO2</ENT>
                            <ENT>Million Metric Tons of Carbon Dioxide.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">MMY</ENT>
                            <ENT>Mid-Model Year.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">MOU</ENT>
                            <ENT>Memorandum of Understanding.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">MOVES</ENT>
                            <ENT>Motor Vehicle Emission Simulator (including versions 3 and 4).</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">MPG</ENT>
                            <ENT>Miles Per Gallon.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">mph</ENT>
                            <ENT>Miles Per Hour.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">MR</ENT>
                            <ENT>Mass Reduction.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">MSRP</ENT>
                            <ENT>Manufacturer Suggested Retail Price.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">MY</ENT>
                            <ENT>Model Year.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">NAAQS</ENT>
                            <ENT>National Ambient Air Quality Standards.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">NACFE</ENT>
                            <ENT>North American Council for Freight Efficiency.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">NADA</ENT>
                            <ENT>National Automotive Dealers Association.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">NAICS</ENT>
                            <ENT>North American Industry Classification System.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">NAS</ENT>
                            <ENT>National Academy of Sciences.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">NCA</ENT>
                            <ENT>Nickel Cobalt Aluminum.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">NEMS</ENT>
                            <ENT>National Energy Modeling System.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">NEPA</ENT>
                            <ENT>National Environmental Policy Act.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">NESCCAF</ENT>
                            <ENT>Northeast States Center for a Clean Air Future.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">NEVI</ENT>
                            <ENT>National Electric Vehicle Infrastructure.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">NHPA</ENT>
                            <ENT>National Historic Preservation Act.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">NHTSA</ENT>
                            <ENT>National Highway Traffic Safety Administration.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">NMC</ENT>
                            <ENT>Nickel Manganese Cobalt.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                NO
                                <E T="0732">X</E>
                            </ENT>
                            <ENT>Nitrogen Oxide.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">NPRM</ENT>
                            <ENT>Notice of Proposed Rulemaking.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">NRC</ENT>
                            <ENT>National Research Council.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">NRDC</ENT>
                            <ENT>Natural Resource Defense Council.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">NREL</ENT>
                            <ENT>National Renewable Energy Laboratory.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">NTTAA</ENT>
                            <ENT>National Technology Transfer and Advancement Act.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">NVH</ENT>
                            <ENT>Noise-Vibration-Harshness.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">NVO</ENT>
                            <ENT>Negative Valve Overlap.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">NVPP</ENT>
                            <ENT>National Vehicle Population Profile.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">OEM</ENT>
                            <ENT>Original Equipment Manufacturer.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">OHV</ENT>
                            <ENT>Overhead Valve.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">OMB</ENT>
                            <ENT>Office of Management and Budget.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">OPEC</ENT>
                            <ENT>Organization of the Petroleum Exporting Countries.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">ORNL</ENT>
                            <ENT>Oak Ridge National Laboratories.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">PC</ENT>
                            <ENT>Passenger Car.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">PEF</ENT>
                            <ENT>Petroleum Equivalency Factor.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">PHEV</ENT>
                            <ENT>Plug-in Hybrid Electric Vehicle.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">PM</ENT>
                            <ENT>Particulate Matter.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                PM
                                <E T="0732">2.5</E>
                            </ENT>
                            <ENT>fine particulate matter.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">PMY</ENT>
                            <ENT>Pre-Model Year.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">PPC</ENT>
                            <ENT>Passive Prechamber Combustion.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">PRA</ENT>
                            <ENT>Paperwork Reduction Act of 1995.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">PRIA</ENT>
                            <ENT>Preliminary Regulatory Impact Analysis.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">PS</ENT>
                            <ENT>Power Split.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">REMI</ENT>
                            <ENT>Regional Economic Models, Inc.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">RFS</ENT>
                            <ENT>Renewable Fuel Standard.</ENT>
                        </ROW>
                        <ROW>
                            <PRTPAGE P="52543"/>
                            <ENT I="01">RIN</ENT>
                            <ENT>Regulation identifier number.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">ROD</ENT>
                            <ENT>Record of Decision.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">ROLL</ENT>
                            <ENT>Tire rolling resistance.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">RPE</ENT>
                            <ENT>Retail Price Equivalent.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">RPM</ENT>
                            <ENT>Rotations Per Minute.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">RRC</ENT>
                            <ENT>Rolling Resistance Coefficient.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">RWD</ENT>
                            <ENT>Rear Wheel Drive.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">SAE</ENT>
                            <ENT>Society of Automotive Engineers.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">SAFE</ENT>
                            <ENT>Safer Affordable Fuel-Efficient.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">SBREFA</ENT>
                            <ENT>Small Business Regulatory Enforcement Fairness Act.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">SC</ENT>
                            <ENT>Social Cost.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">SCC</ENT>
                            <ENT>Social Cost of Carbon.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">SEC</ENT>
                            <ENT>Securities and Exchange Commission.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">SGDI</ENT>
                            <ENT>Stoichiometric Gasoline Direct Injection.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">SHEV</ENT>
                            <ENT>Strong Hybrid Electric Vehicle.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">SI</ENT>
                            <ENT>Spark Ignition.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">SIP</ENT>
                            <ENT>State Implementation Plan.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">SKIP</ENT>
                            <ENT>refers to skip input in market data input file.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                SO
                                <E T="0732">2</E>
                            </ENT>
                            <ENT>Sulfur Dioxide.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">SOC</ENT>
                            <ENT>State of Charge.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">SOHC</ENT>
                            <ENT>Single Overhead Camshaft.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">SOX</ENT>
                            <ENT>Sulfur Oxide.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">SPR</ENT>
                            <ENT>Strategic Petroleum Reserve.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">SUV</ENT>
                            <ENT>Sport Utility Vehicle.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">SwRI</ENT>
                            <ENT>Southwest Research Institute.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">TAR</ENT>
                            <ENT>Technical Assessment Report.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">TSD</ENT>
                            <ENT>Technical Support Document.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">UAW</ENT>
                            <ENT>United Automobile, Aerospace &amp; Agricultural Implement Workers of America.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">UF</ENT>
                            <ENT>Utility Factor.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">UMRA</ENT>
                            <ENT>Unfunded Mandates Reform Act of 1995.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">VCR</ENT>
                            <ENT>Variable Compression Ratio.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">VMT</ENT>
                            <ENT>Vehicle Miles Traveled.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">VOC</ENT>
                            <ENT>Volatile Organic Compounds.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">VSL</ENT>
                            <ENT>Value of a Statistical Life.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">VTG</ENT>
                            <ENT>Variable Turbo Geometry.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">VTGE</ENT>
                            <ENT>Variable Turbo Geometry (Electric).</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">VVL</ENT>
                            <ENT>Variable Valve Lift.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">VVT</ENT>
                            <ENT>Variable Valve Timing.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">WF</ENT>
                            <ENT>Work Factor.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">ZEV</ENT>
                            <ENT>Zero Emission Vehicle.</ENT>
                        </ROW>
                    </GPOTABLE>
                    <HD SOURCE="HD1">Does this action apply to me?</HD>
                    <P>
                        This final rule affects companies that manufacture or sell new passenger automobiles (passenger cars), non-passenger automobiles (light trucks), and heavy-duty pickup trucks and vans (HDPUVs), as defined under NHTSA's Corporate Average Fuel Economy (CAFE) and medium and heavy duty (MD/HD) fuel efficiency (FE) regulations.
                        <SU>1</SU>
                        <FTREF/>
                         Regulated categories and entities include:
                    </P>
                    <FTNT>
                        <P>
                            <SU>1</SU>
                             “Passenger car,” “light truck,” and “heavy-duty pickup trucks and vans” are defined in 49 CFR part 523.
                        </P>
                    </FTNT>
                    <GPOTABLE COLS="3" OPTS="L2,nj,tp0,i1" CDEF="s50,12,r100">
                        <TTITLE> </TTITLE>
                        <BOXHD>
                            <CHED H="1">Category</CHED>
                            <CHED H="1">
                                NAICS codes 
                                <SU>a</SU>
                            </CHED>
                            <CHED H="1">Examples of potentially regulated entities</CHED>
                        </BOXHD>
                        <ROW>
                            <ENT I="01">Industry</ENT>
                            <ENT>
                                335111
                                <LI>336112</LI>
                            </ENT>
                            <ENT>Motor Vehicle Manufacturers.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">Industry</ENT>
                            <ENT>
                                811111
                                <LI>811112</LI>
                                <LI>811198</LI>
                                <LI>423110</LI>
                            </ENT>
                            <ENT>Commercial Importers of Vehicles and Vehicle Components.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">Industry</ENT>
                            <ENT>
                                335312
                                <LI>336312</LI>
                                <LI>336399</LI>
                                <LI>811198</LI>
                            </ENT>
                            <ENT>Alternative Fuel Vehicle Converters.</ENT>
                        </ROW>
                        <TNOTE>
                            <SU>a</SU>
                             North American Industry Classification System (NAICS).
                        </TNOTE>
                    </GPOTABLE>
                    <P>
                        This list is not intended to be exhaustive, but rather provides a guide regarding entities likely to be regulated by this action. To determine whether particular activities may be regulated by this action, you should carefully examine the regulations. You may direct questions regarding the applicability of this action to the persons listed in 
                        <E T="02">FOR FURTHER INFORMATION CONTACT</E>
                        .
                    </P>
                    <HD SOURCE="HD1">Table of Contents</HD>
                    <EXTRACT>
                        <FP SOURCE="FP-2">I. Executive Summary</FP>
                        <FP SOURCE="FP-2">II. Overview of the Final Rule</FP>
                        <FP SOURCE="FP1-2">
                            A. Summary of the NPRM
                            <PRTPAGE P="52544"/>
                        </FP>
                        <FP SOURCE="FP1-2">B. Public Participation Opportunities and Summary of Comments</FP>
                        <FP SOURCE="FP1-2">C. Changes to the CAFE Model in Light of Public Comments and New Information</FP>
                        <FP SOURCE="FP1-2">D. Final Standards—Stringency</FP>
                        <FP SOURCE="FP1-2">E. Final Standards—Impacts</FP>
                        <FP SOURCE="FP1-2">1. Light Duty Effects</FP>
                        <FP SOURCE="FP1-2">2. Heavy Duty Pickup Trucks and Vans Effects</FP>
                        <FP SOURCE="FP1-2">F. Final Standards Are Maximum Feasible</FP>
                        <FP SOURCE="FP1-2">G. Final Standards Are Feasible in the Context of EPA's Final Standards and California's Standards</FP>
                        <FP SOURCE="FP-2">III. Technical Foundation for Final Rule Analysis</FP>
                        <FP SOURCE="FP1-2">A. Why is NHTSA conducting this analysis?</FP>
                        <FP SOURCE="FP1-2">1. What are the key components of NHTSA's analysis?</FP>
                        <FP SOURCE="FP1-2">2. How do requirements under EPCA/EISA shape NHTSA's analysis?</FP>
                        <FP SOURCE="FP1-2">3. What updated assumptions does the current model reflect as compared to the 2022 final rule and the 2023 NPRM?</FP>
                        <FP SOURCE="FP1-2">B. What is NHTSA analyzing?</FP>
                        <FP SOURCE="FP1-2">C. What inputs does the compliance analysis require?</FP>
                        <FP SOURCE="FP1-2">1. Technology Options and Pathways</FP>
                        <FP SOURCE="FP1-2">2. Defining Manufacturers' Current Technology Positions in the Analysis Fleet</FP>
                        <FP SOURCE="FP1-2">3. Technology Effectiveness Values</FP>
                        <FP SOURCE="FP1-2">4. Technology Costs</FP>
                        <FP SOURCE="FP1-2">5. Simulating Existing Incentives, Other Government Programs, and Manufacturer ZEV Deployment Plans</FP>
                        <FP SOURCE="FP1-2">a. Simulating ZEV Deployment Unrelated to NHTSA's Standards</FP>
                        <FP SOURCE="FP1-2">b. IRA Tax Credits</FP>
                        <FP SOURCE="FP1-2">6. Technology Applicability Equations and Rules</FP>
                        <FP SOURCE="FP1-2">D. Technology Pathways, Effectiveness, and Cost</FP>
                        <FP SOURCE="FP1-2">1. Engine Paths</FP>
                        <FP SOURCE="FP1-2">2. Transmission Paths</FP>
                        <FP SOURCE="FP1-2">3. Electrification Paths</FP>
                        <FP SOURCE="FP1-2">4. Road Load Reduction Paths</FP>
                        <FP SOURCE="FP1-2">a. Mass Reduction</FP>
                        <FP SOURCE="FP1-2">b. Aerodynamic Improvements</FP>
                        <FP SOURCE="FP1-2">c. Low Rolling Resistance Tires</FP>
                        <FP SOURCE="FP1-2">5. Simulating Air Conditioning Efficiency and Off-Cycle Technologies</FP>
                        <FP SOURCE="FP1-2">E. Consumer Responses to Manufacturer Compliance Strategies</FP>
                        <FP SOURCE="FP1-2">1. Macroeconomic and Consumer Behavior Assumptions</FP>
                        <FP SOURCE="FP1-2">2. Fleet Composition</FP>
                        <FP SOURCE="FP1-2">a. Sales</FP>
                        <FP SOURCE="FP1-2">b. Scrappage</FP>
                        <FP SOURCE="FP1-2">3. Changes in Vehicle Miles Traveled (VMT)</FP>
                        <FP SOURCE="FP1-2">4. Changes to Fuel Consumption</FP>
                        <FP SOURCE="FP1-2">F. Simulating Emissions Impacts of Regulatory Alternatives</FP>
                        <FP SOURCE="FP1-2">G. Simulating Economic Impacts of Regulatory Alternatives</FP>
                        <FP SOURCE="FP1-2">1. Private Costs and Benefits</FP>
                        <FP SOURCE="FP1-2">a. Costs to Consumers</FP>
                        <FP SOURCE="FP1-2">(1) Technology Costs</FP>
                        <FP SOURCE="FP1-2">(2) Consumer Sales Surplus</FP>
                        <FP SOURCE="FP1-2">(3) Ancillary Costs of Higher Vehicle Prices</FP>
                        <FP SOURCE="FP1-2">b. Benefits to Consumers</FP>
                        <FP SOURCE="FP1-2">(1) Fuel Savings</FP>
                        <FP SOURCE="FP1-2">(2) Refueling Benefit</FP>
                        <FP SOURCE="FP1-2">(3) Additional Mobility</FP>
                        <FP SOURCE="FP1-2">2. External Costs and Benefits</FP>
                        <FP SOURCE="FP1-2">a. Costs</FP>
                        <FP SOURCE="FP1-2">(1) Congestion and Noise</FP>
                        <FP SOURCE="FP1-2">(2) Fuel Tax Revenue</FP>
                        <FP SOURCE="FP1-2">b. Benefits</FP>
                        <FP SOURCE="FP1-2">(1) Climate Benefits</FP>
                        <FP SOURCE="FP1-2">(a) Social Cost of Greenhouse Gases Estimates</FP>
                        <FP SOURCE="FP1-2">(b) Discount Rates for Climate Related Benefits</FP>
                        <FP SOURCE="FP1-2">(c) Comments and Responses About the Agency's Choice of Social Cost of Carbon Estimates and Discount Rates</FP>
                        <FP SOURCE="FP1-2">(2) Reduced Health Damages</FP>
                        <FP SOURCE="FP1-2">(3) Reduction in Petroleum Market Externalities</FP>
                        <FP SOURCE="FP1-2">(4) Changes in Labor Use and Employment</FP>
                        <FP SOURCE="FP1-2">3. Costs and Benefits Not Quantified</FP>
                        <FP SOURCE="FP1-2">H. Simulating Safety Effects of Regulatory Alternatives</FP>
                        <FP SOURCE="FP1-2">1. Mass Reduction Impacts</FP>
                        <FP SOURCE="FP1-2">2. Sales/Scrappage Impacts</FP>
                        <FP SOURCE="FP1-2">3. Rebound Effect Impacts</FP>
                        <FP SOURCE="FP1-2">4. Value of Safety Impacts</FP>
                        <FP SOURCE="FP-2">IV. Regulatory Alternatives Considered in This Final Rule</FP>
                        <FP SOURCE="FP1-2">A. General Basis for Alternatives Considered</FP>
                        <FP SOURCE="FP1-2">B. Regulatory Alternatives Considered</FP>
                        <FP SOURCE="FP1-2">1. Reference Baseline/No-Action Alternative</FP>
                        <FP SOURCE="FP1-2">2. Alternative Baseline/No-Action Alternative</FP>
                        <FP SOURCE="FP1-2">3. Action Alternatives for Model Years 2027-2032 Passenger Cars and Light Trucks</FP>
                        <FP SOURCE="FP1-2">a. Alternative PC1LT3</FP>
                        <FP SOURCE="FP1-2">b. Alternative PC2LT002—Final Standards</FP>
                        <FP SOURCE="FP1-2">c. Alternative PC2LT4</FP>
                        <FP SOURCE="FP1-2">d. Alternative PC3LT5</FP>
                        <FP SOURCE="FP1-2">e. Alternative PC6LT8</FP>
                        <FP SOURCE="FP1-2">f. Other Alternatives Suggested by Commenters for Passenger Car and LT CAFE Standards</FP>
                        <FP SOURCE="FP1-2">4. Action Alternatives for Model Years 2030-2035 Heavy-Duty Pickups and Vans</FP>
                        <FP SOURCE="FP1-2">a. Alternative HDPUV4</FP>
                        <FP SOURCE="FP1-2">b. Alternative HDPUV108—Final Standards</FP>
                        <FP SOURCE="FP1-2">c. Alternative HDPUV10</FP>
                        <FP SOURCE="FP1-2">d. Alternative HDPUV14</FP>
                        <FP SOURCE="FP-2">V. Effects of the Regulatory Alternatives</FP>
                        <FP SOURCE="FP1-2">A. Effects on Vehicle Manufacturers</FP>
                        <FP SOURCE="FP1-2">1. Passenger Cars and Light Trucks</FP>
                        <FP SOURCE="FP1-2">2. Heavy-Duty Pickups and Vans</FP>
                        <FP SOURCE="FP1-2">B. Effects on Society</FP>
                        <FP SOURCE="FP1-2">1. Passenger Cars and Light Trucks</FP>
                        <FP SOURCE="FP1-2">2. Heavy-Duty Pickups and Vans</FP>
                        <FP SOURCE="FP1-2">C. Physical and Environmental Effects</FP>
                        <FP SOURCE="FP1-2">1. Passenger Cars and Light Trucks</FP>
                        <FP SOURCE="FP1-2">2. Heavy-Duty Pickups and Vans</FP>
                        <FP SOURCE="FP1-2">D. Sensitivity Analysis, Including Alternative Baseline</FP>
                        <FP SOURCE="FP1-2">1. Passenger Cars and Light Trucks</FP>
                        <FP SOURCE="FP1-2">2. Heavy-Duty Pickups and Vans</FP>
                        <FP SOURCE="FP-2">VI. Basis for NHTSA's Conclusion That the Standards Are Maximum Feasible</FP>
                        <FP SOURCE="FP1-2">A. EPCA, as Amended by EISA</FP>
                        <FP SOURCE="FP1-2">1. Lead Time</FP>
                        <FP SOURCE="FP1-2">a. Passenger Cars and Light Trucks</FP>
                        <FP SOURCE="FP1-2">b. Heavy-Duty Pickups and Vans</FP>
                        <FP SOURCE="FP1-2">2. Separate Standards for Passenger Cars, Light Trucks, and Heavy-Duty Pickups and Vans, and Minimum Standards for Domestic Passenger Cars</FP>
                        <FP SOURCE="FP1-2">3. Attribute-Based and Defined by a Mathematical Function</FP>
                        <FP SOURCE="FP1-2">4. Number of Model Years for Which Standards May Be Set at a Time</FP>
                        <FP SOURCE="FP1-2">5. Maximum Feasible Standards</FP>
                        <FP SOURCE="FP1-2">a. Passenger Cars and Light Trucks</FP>
                        <FP SOURCE="FP1-2">(1) Technological Feasibility</FP>
                        <FP SOURCE="FP1-2">(2) Economic Practicability</FP>
                        <FP SOURCE="FP1-2">(3) The Effect of Other Motor Vehicle Standards of the Government on Fuel Economy</FP>
                        <FP SOURCE="FP1-2">(4) The Need of the U.S. To Conserve Energy</FP>
                        <FP SOURCE="FP1-2">(a) Consumer Costs and Fuel Prices</FP>
                        <FP SOURCE="FP1-2">(b) National Balance of Payments</FP>
                        <FP SOURCE="FP1-2">(c) Environmental Implications</FP>
                        <FP SOURCE="FP1-2">(d) Foreign Policy Implications</FP>
                        <FP SOURCE="FP1-2">(5) Factors That NHTSA Is Prohibited From Considering</FP>
                        <FP SOURCE="FP1-2">(6) Other Considerations in Determining Maximum Feasible CAFE Standards</FP>
                        <FP SOURCE="FP1-2">b. Heavy-Duty Pickups and Vans</FP>
                        <FP SOURCE="FP1-2">(1) Appropriate</FP>
                        <FP SOURCE="FP1-2">(2) Cost-Effective</FP>
                        <FP SOURCE="FP1-2">(3) Technologically Feasible</FP>
                        <FP SOURCE="FP1-2">B. Comments Regarding the Administrative Procedure Act (APA) and Related Legal Concerns</FP>
                        <FP SOURCE="FP1-2">C. National Environmental Policy Act</FP>
                        <FP SOURCE="FP1-2">1. Environmental Consequences</FP>
                        <FP SOURCE="FP1-2">a. Energy</FP>
                        <FP SOURCE="FP1-2">(1) Direct and Indirect Impacts</FP>
                        <FP SOURCE="FP1-2">(2) Cumulative Impacts</FP>
                        <FP SOURCE="FP1-2">b. Air Quality</FP>
                        <FP SOURCE="FP1-2">(1) Direct and Indirect Impacts</FP>
                        <FP SOURCE="FP1-2">(a) Criteria Pollutants</FP>
                        <FP SOURCE="FP1-2">(b) Toxic Air Pollutants</FP>
                        <FP SOURCE="FP1-2">(c) Health Impacts</FP>
                        <FP SOURCE="FP1-2">(2) Cumulative Impacts</FP>
                        <FP SOURCE="FP1-2">(a) Criteria Pollutants</FP>
                        <FP SOURCE="FP1-2">(b) Toxic Air Pollutants</FP>
                        <FP SOURCE="FP1-2">(c) Health Impacts</FP>
                        <FP SOURCE="FP1-2">c. Greenhouse Gas Emissions and Climate Change</FP>
                        <FP SOURCE="FP1-2">(1) Direct and Indirect Impacts</FP>
                        <FP SOURCE="FP1-2">(a) Greenhouse Gas Emissions</FP>
                        <FP SOURCE="FP1-2">(b) Climate Change Indicators (Carbon Dioxide Concentration, Global Mean Surface Temperature, Sea Level, Precipitation, and Ocean pH)</FP>
                        <FP SOURCE="FP1-2">(2) Cumulative Impacts</FP>
                        <FP SOURCE="FP1-2">(a) Greenhouse Gas Emissions</FP>
                        <FP SOURCE="FP1-2">(b) Climate Change Indicators (Carbon Dioxide Concentration, Global Mean Surface Temperature, Sea Level, Precipitation, and Ocean pH)</FP>
                        <FP SOURCE="FP1-2">(c) Health, Societal, and Environmental Impacts of Climate Change</FP>
                        <FP SOURCE="FP1-2">(d) Qualitative Impacts Assessment</FP>
                        <FP SOURCE="FP1-2">2. Conclusion</FP>
                        <FP SOURCE="FP1-2">D. Evaluating the EPCA/EISA Factors and Other Considerations To Arrive at the Final Standards</FP>
                        <FP SOURCE="FP1-2">1. Passenger Cars and Light Trucks</FP>
                        <FP SOURCE="FP1-2">2. Heavy-Duty Pickups and Vans</FP>
                        <FP SOURCE="FP1-2">3. Severability</FP>
                        <FP SOURCE="FP-2">VII. Compliance and Enforcement</FP>
                        <FP SOURCE="FP1-2">A. Background</FP>
                        <FP SOURCE="FP1-2">B. Overview of Enforcement</FP>
                        <FP SOURCE="FP1-2">1. Light Duty CAFE Program</FP>
                        <FP SOURCE="FP1-2">a. Determining Compliance</FP>
                        <FP SOURCE="FP1-2">b. Flexibilities</FP>
                        <FP SOURCE="FP1-2">c. Civil Penalties</FP>
                        <FP SOURCE="FP1-2">2. Heavy-Duty Pickup Trucks and Vans</FP>
                        <FP SOURCE="FP1-2">a. Determining Compliance</FP>
                        <FP SOURCE="FP1-2">b. Flexibilities</FP>
                        <FP SOURCE="FP1-2">c. Civil Penalties</FP>
                        <FP SOURCE="FP1-2">
                            C. Changes Made by This Final Rule
                            <PRTPAGE P="52545"/>
                        </FP>
                        <FP SOURCE="FP1-2">1. Elimination of OC and AC Efficiency FCIVs for BEVs in the CAFE Program</FP>
                        <FP SOURCE="FP1-2">2. Addition of a Utility Factor for Calculating FCIVs for PHEVs</FP>
                        <FP SOURCE="FP1-2">3. Phasing Out OC FCIVs by MY 2033</FP>
                        <FP SOURCE="FP1-2">4. Elimination of the 5-Cycle and Alternative Approval Pathways for CAFE</FP>
                        <FP SOURCE="FP1-2">5. Requirement To Respond To Requests for Information Regarding Off-Cycle Requests Within 60 Days for LDVs for MYs 2025 and 2026</FP>
                        <FP SOURCE="FP1-2">6. Elimination of OC Technology Credits for Heavy-Duty Pickup Trucks and Vans Starting in Model Year 2030</FP>
                        <FP SOURCE="FP1-2">7. Technical Amendments for Advanced Technology Credits</FP>
                        <FP SOURCE="FP1-2">8. Technical Amendments to Part 523</FP>
                        <FP SOURCE="FP1-2">a. 49 CFR 523.2 Definitions</FP>
                        <FP SOURCE="FP1-2">b. 49 CFR 523.3 Automobile</FP>
                        <FP SOURCE="FP1-2">c. 49 CFR 523.4 Passenger Automobile</FP>
                        <FP SOURCE="FP1-2">d. 49 CFR 523.5 Non-Passenger Automobile</FP>
                        <FP SOURCE="FP1-2">e. 49 CFR 523.6 Heavy-Duty Vehicle</FP>
                        <FP SOURCE="FP1-2">f. 49 CFR 523.8 Heavy-Duty Vocational Vehicle</FP>
                        <FP SOURCE="FP1-2">9. Technical Amendments to Part 531</FP>
                        <FP SOURCE="FP1-2">a. 49 CFR 531.1 Scope</FP>
                        <FP SOURCE="FP1-2">b. 49 CFR 531.4 Definitions</FP>
                        <FP SOURCE="FP1-2">c. 49 CFR 531.5 Fuel Economy Standards</FP>
                        <FP SOURCE="FP1-2">10. Technical Amendments to Part 533</FP>
                        <FP SOURCE="FP1-2">a. 49 CFR 533.1 Scope</FP>
                        <FP SOURCE="FP1-2">b. 49 CFR 533.4 Definitions</FP>
                        <FP SOURCE="FP1-2">11. Technical Amendments to Part 535</FP>
                        <FP SOURCE="FP1-2">a. 49 CFR 535.4 Definitions</FP>
                        <FP SOURCE="FP1-2">b. 49 CFR 535.7 Average, Banking, and Trading (ABT) Credit Program</FP>
                        <FP SOURCE="FP1-2">12. Technical Amendments to Part 536</FP>
                        <FP SOURCE="FP1-2">13. Technical Amendments to Part 537</FP>
                        <FP SOURCE="FP1-2">a. 49 CFR 537.2 Scope</FP>
                        <FP SOURCE="FP1-2">b. 49 CFR 537.3 Applicability</FP>
                        <FP SOURCE="FP1-2">c. 49 CFR 537.4 Definitions</FP>
                        <FP SOURCE="FP1-2">d. 49 CFR 537.7 Pre-Model Year and Mid-Model Year Reports</FP>
                        <FP SOURCE="FP1-2">D. Non-Fuel Saving Credits or Flexibilities</FP>
                        <FP SOURCE="FP1-2">E. Additional Comments</FP>
                        <FP SOURCE="FP1-2">1. AC FCIVs</FP>
                        <FP SOURCE="FP1-2">2. Credit Transfer Cap AC</FP>
                        <FP SOURCE="FP1-2">3. Credit Trading Between HDPUV and Light Truck Fleets</FP>
                        <FP SOURCE="FP1-2">4. Adjustment for Carry Forward and Carryback Credits</FP>
                        <FP SOURCE="FP1-2">5. Increasing Carryback Period</FP>
                        <FP SOURCE="FP1-2">6. Flex Fuel Vehicle Incentives</FP>
                        <FP SOURCE="FP1-2">7. Reporting</FP>
                        <FP SOURCE="FP1-2">8. Petroleum Equivalency Factor for HDPUVs</FP>
                        <FP SOURCE="FP1-2">9. Incentives for Fuel Cell Electric Vehicles</FP>
                        <FP SOURCE="FP1-2">10. EV Development</FP>
                        <FP SOURCE="FP1-2">11. PHEV in HDPUV</FP>
                        <FP SOURCE="FP-2">VIII. Regulatory Notices and Analyses</FP>
                        <FP SOURCE="FP1-2">A. Executive Order 12866, Executive Order 13563, and Executive Order 14094</FP>
                        <FP SOURCE="FP1-2">B. DOT Regulatory Policies and Procedures</FP>
                        <FP SOURCE="FP1-2">C. Executive Order 14037</FP>
                        <FP SOURCE="FP1-2">D. Environmental Considerations</FP>
                        <FP SOURCE="FP1-2">1. National Environmental Policy Act (NEPA)</FP>
                        <FP SOURCE="FP1-2">2. Clean Air Act (CAA) as Applied to NHTSA's Final Rule</FP>
                        <FP SOURCE="FP1-2">3. National Historic Preservation Act (NHPA)</FP>
                        <FP SOURCE="FP1-2">4. Fish and Wildlife Conservation Act (FWCA)</FP>
                        <FP SOURCE="FP1-2">5. Coastal Zone Management Act (CZMA)</FP>
                        <FP SOURCE="FP1-2">6. Endangered Species Act (ESA)</FP>
                        <FP SOURCE="FP1-2">7. Floodplain Management (Executive Order 11988 and DOT Order 5650.2)</FP>
                        <FP SOURCE="FP1-2">8. Preservation of the Nation's Wetlands (Executive Order 11990 and DOT Order 5660.1a)</FP>
                        <FP SOURCE="FP1-2">9. Migratory Bird Treaty Act (MBTA), Bald and Golden Eagle Protection Act (BGEPA), Executive Order 13186</FP>
                        <FP SOURCE="FP1-2">10. Department of Transportation Act (Section 4(f))</FP>
                        <FP SOURCE="FP1-2">11. Executive Order 12898: “Federal Actions To Address Environmental Justice in Minority Populations and Low-Income Populations”; Executive Order 14096: “Revitalizing Our Nation's Commitment to Environmental Justice for All”</FP>
                        <FP SOURCE="FP1-2">12. Executive Order 13045: “Protection of Children From Environmental Health Risks and Safety Risks”</FP>
                        <FP SOURCE="FP1-2">E. Regulatory Flexibility Act</FP>
                        <FP SOURCE="FP1-2">F. Executive Order 13132 (Federalism)</FP>
                        <FP SOURCE="FP1-2">G. Executive Order 12988 (Civil Justice Reform)</FP>
                        <FP SOURCE="FP1-2">H. Executive Order 13175 (Consultation and Coordination With Indian Tribal Governments)</FP>
                        <FP SOURCE="FP1-2">I. Unfunded Mandates Reform Act</FP>
                        <FP SOURCE="FP1-2">J. Regulation Identifier Number</FP>
                        <FP SOURCE="FP1-2">K. National Technology Transfer and Advancement Act</FP>
                        <FP SOURCE="FP1-2">L. Department of Energy Review</FP>
                        <FP SOURCE="FP1-2">M. Paperwork Reduction Act</FP>
                        <FP SOURCE="FP1-2">N. Congressional Review Act</FP>
                    </EXTRACT>
                    <HD SOURCE="HD1">I. Executive Summary</HD>
                    <P>
                        NHTSA, on behalf of the Department of Transportation, is finalizing new corporate average fuel economy (CAFE) standards for passenger cars and light trucks for model years 2027-2031,
                        <SU>2</SU>
                        <FTREF/>
                         setting forth augural standards for MY 2032,
                        <SU>3</SU>
                        <FTREF/>
                         and finalizing new fuel efficiency standards for heavy-duty pickup trucks and vans 
                        <SU>4</SU>
                        <FTREF/>
                         (HDPUVs) for model years 2030-2035. This final rule responds to NHTSA's statutory obligation to set CAFE and HDPUV standards at the maximum feasible level that the agency determines vehicle manufacturers can achieve in each MY, in order to improve energy conservation.
                        <SU>5</SU>
                        <FTREF/>
                         Improving energy conservation by raising CAFE and HDPUV standard stringency not only helps consumers save money on fuel, but also improves national energy security and reduces harmful emissions.
                    </P>
                    <FTNT>
                        <P>
                            <SU>2</SU>
                             Passenger cars are generally sedans, station wagons, and two-wheel drive crossovers and sport utility vehicles (CUVs and SUVs), while light trucks are generally four-wheel drive sport utility vehicles, pickups, minivans, and passenger/cargo vans. “Passenger car” and “light truck” are defined more precisely at 49 CFR part 523.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>3</SU>
                             MY 2032, is “augural,” as in the 2012 final rule that established CAFE standards for MYs 2017 and beyond. The 2012 final rule citation is 77 FR 62624 (Oct. 15, 2012).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>4</SU>
                             HDPUVs are generally Class 2b/3 work trucks, fleet SUVs, work vans, and cutaway chassis-cab vehicles. “Heavy-duty pickup trucks and vans” are more precisely defined at 49 CFR part 523.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>5</SU>
                             
                            <E T="03">See</E>
                             49 U.S.C. 32902.
                        </P>
                    </FTNT>
                    <P>
                        Based on the information currently before us, NHTSA estimates that relative to the reference baseline 
                        <SU>6</SU>
                        <FTREF/>
                         this final rule will reduce gasoline consumption by 64 billion gallons relative to reference baseline levels for passenger cars and light trucks and will reduce fuel consumption by approximately 5.6 billion gallons relative to reference baseline levels for HDPUVs through calendar year 2050. If compared to the alternative baseline, which has lower levels of electric vehicle penetration than the reference baseline, fuel savings will be greater at approximately 115 billion gallons.
                        <SU>7</SU>
                        <FTREF/>
                         Reducing gasoline consumption has multiple benefits—it improves our nation's energy security, it saves consumers money, and reduces harmful pollutant emissions that lead to adverse human and environmental health outcomes and climate change. NHTSA estimates that relative to the reference baseline, this final rule will reduce carbon dioxide (CO
                        <E T="52">2</E>
                        ) emissions by 659 million metric tons for passenger cars and light trucks, and by 55 million metric tons for HDPUVs through calendar year 2050. Again, these relative reductions are greater if the rule is compared to the alternative baseline, but demonstrating a similar level of absolute carbon dioxide emissions.
                        <SU>8</SU>
                        <FTREF/>
                         While consumers could pay more for new vehicles upfront, we estimate that they would save money on fuel costs over the lifetimes of those new vehicles—in the reference baseline analysis lifetime fuel savings exceed modeled regulatory costs by roughly $247, on average, for passenger car and light truck buyers of MY 2031 vehicles, and roughly $491, on average, for HDPUV buyers of MY 2038 vehicles. By comparison, in the No ZEV alternative baseline analysis, lifetime fuel savings exceed modeled regulatory costs by roughly $400, on average, for passenger car and light truck buyers of MY 2031 vehicles. Net benefits for the preferred 
                        <PRTPAGE P="52546"/>
                        alternative for passenger cars and light trucks are estimated to be $35.2 billion at a 3 percent discount rate (DR),
                        <SU>9</SU>
                        <FTREF/>
                         and $30.8 billion at a 7 percent DR, and for HDPUVs, net benefits are estimated to be $13.6 billion at a 3 percent DR, and $11.8 billion at a 7 percent DR. Net benefits are higher if the final rules are assessed relative to the alternative baseline, estimated to be $44.9 billion at a 3 percent DR and $39.8 billion at 7 percent DR.
                        <SU>10</SU>
                        <FTREF/>
                         (For simplicity, however, all projections presented in this document use the reference baseline unless otherwise stated.)
                    </P>
                    <FTNT>
                        <P>
                            <SU>6</SU>
                             NHTSA performed an analysis considering an alternative baseline, referenced herein as the “No ZEV alternative baseline.” The alternative baseline does not assume manufacturers will consider, or preemptively react to, or voluntarily deploy electric vehicles consistent with any of the California light-duty vehicle Zero Emission Vehicle programs (specifically, ACC I and ACC II) during any of the model years simulated in the analysis, regardless of the fact that ACC I is a legally binding program, and regardless of manufacturer commitments to deploy electric vehicles consistent with ACC II. See TSD Chapter 1.4.2, RIA 3.2, and Section IV.B.2 of this document for further discussion.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>7</SU>
                             Under the CAFE standards finalized in this rule, the absolute amount of fuel use predicted through CY 2050 only differs by 1.4 percent between the reference and alternative baseline analysis.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>8</SU>
                             There is a 1 percent difference between the absolute volume of carbon dioxide (measured in million metric tons, or mmt) produced through CY 2050 in the reference baseline analysis and alternative baseline analysis under the final standards.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>9</SU>
                             The Social Cost of Greenhouse Gases (SC-GHG) assumed a 2 percent discount rate for the net benefit values discussed here.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>10</SU>
                             While the absolute fuel consumption and carbon dioxide emissions are similar when the final standards are applied over both baselines considered, the higher net benefits for the alternative baseline are a result of a larger portion of the reduced fuel use and reduced carbon dioxide being attributed to the CAFE standards rather than to the baseline.
                        </P>
                    </FTNT>
                    <P>
                        The record for this action is comprised of the notice of proposed rulemaking (NPRM) and this final rule, a Technical Support Document (TSD), a Final Regulatory Impact Assessment (FRIA), and a Draft and Final EIS, along with extensive analytical documentation, supporting references, and many other resources. Most of these resources are available on NHTSA's website,
                        <SU>11</SU>
                        <FTREF/>
                         and other references not available on NHTSA's website can be found in the rulemaking docket, the docket number of which is listed at the beginning of this preamble.
                    </P>
                    <FTNT>
                        <P>
                            <SU>11</SU>
                             See NHTSA. 2023. Corporate Average Fuel Economy. Available at: 
                            <E T="03">https://www.nhtsa.gov/laws-regulations/corporate-average-fuel-economy</E>
                            . (Accessed: Feb. 23, 2024).
                        </P>
                    </FTNT>
                    <P>
                        The final rule considers a range of regulatory alternatives for each fleet, consistent with NHTSA's obligations under the Administrative Procedure Act (APA), National Environmental Policy Act (NEPA), and E.O. 12866. Specifically, NHTSA considered five regulatory alternatives for passenger cars and light trucks, as well as the No-Action Alternative. Each alternative is labeled for the type of vehicle and the rate of increase in fuel economy stringency based on changes for each model year, for example, PC1LT3 represents a 1 percent increase in Passenger Car standards and a 3 percent increase in Light Truck standards. We include four regulatory alternatives for HDPUVs, each representing different possible rates of year-over-year increase in the stringency of new fuel economy and fuel efficiency standards, as well as the No-Action Alternative. For example, HDPUV4 represents a 4 percent increase in fuel efficiency standards applicable to HDPUVs. The regulatory alternatives are as follows: 
                        <SU>12</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>12</SU>
                             In a departure from recent CAFE rulemaking trends, we have applied different rates of stringency increase to the passenger car and the light truck fleets in different model years, because the record indicated that different rates of fuel economy were possible. Rather than have both fleets increase their respective standards at the same rate, light truck standards increase at a different rate than passenger car standards in the first two years of the program. This is consistent with NHTSA's obligation to set maximum feasible CAFE standards separately for passenger cars and light trucks (
                            <E T="03">see</E>
                             49 U.S.C. 32902), which gives NHTSA discretion, by law, to set CAFE standards that increase at different rates for cars and trucks. Section VI of this preamble also discusses in greater detail how this approach carries out NHTSA's responsibility under the Energy Policy and Conservation Act (EPCA) to set maximum feasible standards for both passenger cars and light trucks.
                        </P>
                        <P>
                            <SU>13</SU>
                             Percentages in the table represent the year over year reduction in gal/mile applied to the mpg values on the target curves. The reduction in gal/mile results in an increased mpg.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="176">
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                    </GPH>
                    <GPH SPAN="3" DEEP="162">
                        <PRTPAGE P="52547"/>
                        <GID>ER24JN24.001</GID>
                    </GPH>
                    <P>
                        After
                        <FTREF/>
                         assessing these alternatives against the reference baseline and the alternative baseline, and evaluating numerous sensitivity cases, NHTSA is finalizing stringency increases at 2 percent per year for passenger cars for MYs 2027 through 2031, and at 0 percent per year for light trucks for MYs 2027 and 2028, and 2 percent per year for MYs 2029-2031. NHTSA is also setting forth an augural MY 2032 standard that increases at a rate of 2 percent for both passenger cars and light trucks. NHTSA is finalizing stringency increases at 10 percent per year for HDPUVs for MYs 2030-2032, and 8 percent per year for MYs 2033-2035. The regulatory alternatives representing these final stringency increases are called “PC2LT002” for passenger cars and light trucks, and “HDPUV108” for HDPUVs. These standards are also referred to throughout the rulemaking documents as the “preferred alternative” or “final standards.” NHTSA concludes that these levels are the maximum feasible for these model years as discussed in more detail in Section VI of this preamble, and in particular given the statutory constraints that prevent NHTSA from considering the fuel economy of battery electric vehicles (BEVs) in determining maximum feasible CAFE standards.
                        <SU>15</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>14</SU>
                             For HDPUVs, the different regulatory alternatives are also defined in terms of percent-increases in stringency from year to year, but in terms of fuel consumption reductions rather than fuel economy increases, so that increasing stringency appears to result in standards going down (representing a direct reduction in fuel consumed) over time rather than up. Also, unlike for the passenger car and light truck standards, because HDPUV standards are measured using a fuel consumption metric, year-over-year percent changes do actually represent gallon/mile differences across the work-factor range.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>15</SU>
                             49 U.S.C. 32902(h) states that when determining what levels of CAFE standards are maximum feasible, NHTSA “(1) may not consider the fuel economy of dedicated automobiles [including battery-electric vehicles]; (2) shall consider dual fueled automobiles to be operated only on gasoline or diesel fuel; and (3) may not consider, when prescribing a fuel economy standard, the trading, transferring, or availability of credits under section 32903.”
                        </P>
                    </FTNT>
                    <P>NHTSA notes that due to the statutory constraints that prevent NHTSA from considering the fuel economy of dedicated alternative fueled vehicles, the full (including electric-only operation) fuel economy of dual-fueled alternative fueled vehicles, and the availability of over-compliance credits when determining what standards are maximum feasible, many aspects of our analysis are different from what they would otherwise be without the statutory restrictions—in particular, the technologies chosen to model possible compliance options, the estimated costs, benefits, and achieved levels of fuel economy, as well as the current and projected adoption of alternative fueled vehicles. NHTSA evaluates the results of that constrained analysis by weighing the four enumerated statutory factors to determine which standards are maximum feasible, as discussed in Section VI.A.5.</P>
                    <P>For passenger cars and light trucks, NHTSA notes that the final year of standards, MY 2032, is “augural,” as in the 2012 final rule which established CAFE standards for model years 2017 and beyond. Augural standards mean that they are NHTSA's best estimate of what the agency would propose, based on the information currently before it, if the agency had authority to set CAFE standards for more than five model years in one action. The augural standards do not, and will not, have any effect in themselves and are not binding unless adopted in a subsequent rulemaking. Consistent with past practice, NHTSA is including augural standards for MY 2032 to give its best estimate of what those standards would be to provide as much predictability as possible to manufacturers and to be consistent with the time frame of the Environmental Protection Agency (EPA) standards for greenhouse gas (GHG) emissions from motor vehicles. Due to statutory lead time constraints for HDPUV standards, NHTSA's final rule for HDPUV standards must begin with MY 2030. There is no restriction on the number of model years for which NHTSA may set HDPUV standards, so none of the HDPUV standards are augural.</P>
                    <P>
                        The CAFE standards remain vehicle-footprint-based, like the current CAFE standards in effect since MY 2011, and the HDPUV standards remain work-factor-based, like the HDPUV standards established in the 2011 “Phase 1” rulemaking used in the 2016 “Phase 2” rulemaking. The footprint of a vehicle is the area calculated by multiplying the wheelbase times the track width, essentially the rectangular area of a vehicle measured from tire to tire where the tires hit the ground. The work factor (WF) of a vehicle is a unit established to measure payload, towing capability, and whether or not a vehicle has four-wheel drive. This means that the standards are defined by mathematical equations that represent linear functions relating vehicle footprint to fuel economy targets for passenger cars and light trucks,
                        <SU>16</SU>
                        <FTREF/>
                         and relating WF to fuel consumption targets for HDPUVs.
                    </P>
                    <FTNT>
                        <P>
                            <SU>16</SU>
                             Generally, passenger cars have more stringent targets than light trucks regardless of footprint, and smaller vehicles will have more stringent targets than larger vehicles, because smaller vehicles are generally more fuel efficient. No individual vehicle or vehicle model need meet its target exactly, but a manufacturer's compliance is determined by how its average fleet fuel economy compares to the average fuel economy of the targets of the vehicles it manufactures.
                        </P>
                    </FTNT>
                    <P>
                        The target curves for passenger cars, light trucks, and compression-ignition and spark-ignition HDPUVs are set forth in Sections II and IV; curves for model years prior to the years of the rulemaking time frame are included in the figures for context. NHTSA 
                        <PRTPAGE P="52548"/>
                        underscores that the equations and coefficients defining the curves are the CAFE and HDPUV standards, and not the mpg and gallon/100-mile estimates that the agency currently estimates could result from manufacturers complying with the curves. We provide mpg and gallon/100-mile estimates for ease of understanding after we illustrate the footprint curves, but the equations and coefficients are the actual standards. NHTSA is also finalizing new minimum domestic passenger car CAFE standards (MDPCS) for model years 2027-2031 as required by the Energy Policy and Conservation Act of 1975 (EPCA), as amended by the EISA, and applied to vehicles defined as manufactured in the United States. Section 32902(b)(4) of 49 U.S.C. requires NHTSA to project the minimum domestic standard when it promulgates passenger car standards for a MY; these standards are shown in Table I-3 below. NHTSA retains the 1.9 percent offset first used in the 2020 final rule, reflecting prior differences between passenger car footprints originally forecast by the agency and passenger car footprints as they occurred in the real world, such that the minimum domestic passenger car standard is as shown in the table below.
                    </P>
                    <GPH SPAN="3" DEEP="75">
                        <GID>ER24JN24.002</GID>
                    </GPH>
                    <P>
                        Recognizing that many readers think about CAFE standards in terms of the mpg values that the standards are projected to eventually require, NHTSA currently estimates that the standards would require roughly 50.4 mpg in MY 2031, on an average industry fleet-wide basis, for passenger cars and light trucks. NHTSA notes both that real-world fuel economy is generally 20-30 percent lower than the estimated required CAFE level stated above,
                        <SU>17</SU>
                        <FTREF/>
                         and also that the actual CAFE standards are the footprint target curves for passenger cars and light trucks. This last note is important, because it means that the ultimate fleet-wide levels will vary depending on the mix of vehicles that industry produces for sale in those model years. NHTSA also calculates and presents “estimated achieved” fuel economy levels, which differ somewhat from the estimated required levels for each fleet, for each year.
                        <SU>18</SU>
                        <FTREF/>
                         NHTSA estimates that the industry-wide average fuel economy achieved in MY 2031 for passenger cars and light trucks combined could increase from about 52.1 mpg under the No-Action Alternative to 52.5 mpg under the standards.
                    </P>
                    <FTNT>
                        <P>
                            <SU>17</SU>
                             CAFE compliance is evaluated per 49 U.S.C. 32904(c) Testing and Calculation Procedures, which states that the EPA Administrator (responsible under EPCA/EISA for measuring vehicle fuel economy) shall use the same procedures used for model year 1975 (weighted 55 percent urban cycle and 45 percent highway cycle) or comparable procedures. Colloquially, this is known as the 2-cycle test. The “real-world” or 5-cycle evaluation includes the 2-cycle tests, and three additional tests that are used to adjust the city and highway estimates to account for higher speeds, air conditioning use, and colder temperatures. In addition to calculating vehicle fuel economy, EPA is responsible for providing the fuel economy data that is used on the fuel economy label on all new cars and light trucks, which uses the “real-world” values. In 2006, EPA revised the test methods used to determine fuel economy estimates (city and highway) appearing on the fuel economy label of all new cars and light trucks sold in the U.S., effective with 2008 model year vehicles.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>18</SU>
                             NHTSA's analysis reflects that manufacturers nearly universally make the technological improvements prompted by CAFE standards at times that coincide with existing product “refresh” and “redesign” cycles, rather than applying new technology every year regardless of those cycles. It is significantly more cost-effective to make fuel economy-improving technology updates when a vehicle is being updated. See TSD 2.2.1.7 for additional discussion about manfacturer refresh and redesign cycles.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="237">
                        <PRTPAGE P="52549"/>
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                    </GPH>
                    <P>
                        To the extent that manufacturers appear to be over-complying in our analysis with required fuel economy levels in the passenger car fleet, NHTSA notes that this is due to the inclusion of several all-electric manufacturers in the reference baseline analysis, which affects the overall average achieved levels. Manufacturers with more traditional fleets do not over-comply at such high levels in our analysis, and our analysis considers the compliance paths for both manufacturer groups. In contrast, while it looks like some manufacturers are falling short of required fuel economy levels in the light truck fleet (and choosing instead to pay civil penalties), NHTSA notes that this appears to be an economic decision by a relatively small number of companies. In response to comments from vehicle manufacturers, in particular manufacturers that commented that they cannot stop manufacturing large fuel inefficient light trucks while also transitioning to manufacturing electric vehicles, NHTSA has reconsidered light truck stringency levels and notes that manufacturers no longer face CAFE civil penalties as modeled in the NPRM. Please see Section VI.D of this preamble for more discussion on these topics and how the agency has considered them in determining maximum feasible standards for this final rule.
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>19</SU>
                             There is no actual legal requirement for combined passenger car and light truck fleets, but NHTSA presents information this way in recognition of the fact that many readers will be accustomed to seeing such a value.
                        </P>
                        <P>
                            <SU>20</SU>
                             The MY 2022 baseline fleet that was used from 2022 NHTSA Pre-Model Year (PMY) data consists of 38% passenger car and 62% light truck.
                        </P>
                    </FTNT>
                    <P>
                        For HDPUVs, NHTSA currently projects that the standards would require, on an average industry fleet-wide basis for the HDPUV fleet, roughly 2.851 gallons per 100 miles in MY 2035.
                        <SU>21</SU>
                        <FTREF/>
                         HDPUV standards are attribute-based like passenger car and light truck standards, so here, too, ultimate fleet-wide levels will vary depending on what industry produces for sale.
                    </P>
                    <FTNT>
                        <P>
                            <SU>21</SU>
                             The HDPUV standards measure compliance in direct fuel consumption and uses gallons consumed per 100 miles of operation as a metric. 
                            <E T="03">See</E>
                             49 CFR 535.6.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="155">
                        <GID>ER24JN24.004</GID>
                    </GPH>
                    <P>
                        For all fleets, average requirements and average achieved CAFE and HDPUV fuel efficiency levels would ultimately depend on manufacturers' and consumers' responses to standards, technology developments, economic conditions, fuel prices, and other factors.
                        <PRTPAGE P="52550"/>
                    </P>
                    <P>
                        Our technical analysis for this final rule keeps the same general framework as past CAFE and HDPUV rules, but as applied to the most up-to-date fleet available at the time of the analysis. NHTSA has updated technologies considered in our analysis (removing technologies which are already universal or nearly so and technologies which are exiting the fleet, adding certain advanced engine technologies); 
                        <SU>22</SU>
                        <FTREF/>
                         updated macroeconomic input assumptions, as with each round of rulemaking analysis; improved user control of various input parameters; updated our approach to modeling manufacturers' expected compliance with states' Zero Emission Vehicle (ZEV) programs and deployment of additional electric vehicles consistent with manufacturer commitments; accounted for changes to DOE's Petroleum Equivalency Factor (PEF),
                        <SU>23</SU>
                        <FTREF/>
                         for the reference baseline assumptions; expanded accounting for Federal incentives such as Inflation Reduction Act programs; expanded procedures for estimating new vehicle sales and fleet shares; updated inputs for projecting aggregate light-duty Vehicle Miles Traveled (VMT); and added various output values and options.
                        <SU>24</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>22</SU>
                             See TSD Chapter 1.1 for a complete list of technologies added or removed from the analysis.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>23</SU>
                             For more information on DOE's final rule, see 89 FR 22041 (Mar. 29, 2024). For more information on how DOE's revised PEF affects NHTSA's results in this final rule, please see Chapter 9 of the FRIA.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>24</SU>
                             See TSD Chapter 1.1 for a detailed discussion of analysis updates.
                        </P>
                    </FTNT>
                    <P>NHTSA concludes, as we explain in more detail below, that Alternative PC2LT002 is the maximum feasible alternative that manufacturers can achieve for model years 2027-2031 passenger cars and light trucks, based on a variety of reasons. Energy conservation is still paramount, for the consumer benefits, energy security benefits, and environmental benefits that it provides. Moreover, although the vehicle fleet is undergoing a significant transformation now and in the coming years, for reasons other than the CAFE standards, NHTSA believes that a significant percentage of the on-road (and new) vehicle fleet may remain propelled by internal combustion engines (ICEs) through 2031. NHTSA believes that the final standards will encourage manufacturers producing those ICE vehicles during the standard-setting time frame to achieve significant fuel economy, improve energy security, and reduce harmful pollution by a large amount. At the same time, NHTSA is finalizing standards that our estimates project will continue to save consumers money and fuel over the lifetime of their vehicles while being economically practicable and technologically feasible for manufacturers to achieve.</P>
                    <P>
                        Although all of the other alternatives, except for the no-action alternative, would conserve more energy and provide greater fuel savings benefits and certain pollutant emissions reductions, NHTSA's statutorily-constrained analysis currently estimates that those alternatives may not be achievable for many manufacturers in the rulemaking time frame.
                        <SU>25</SU>
                        <FTREF/>
                         Additionally, the analysis indicates compliance with those more stringent alternatives would impose significant costs (under the constrained analysis) on individual consumers without corresponding fuel savings benefits large enough to, on average, offset those costs. Within that framework, NHTSA's analysis suggests that the more stringent alternatives could push more technology application than would be economically practicable, given anticipated reference baseline activity that will already be consuming manufacturer resources and capital and the constraints of planned manufacturer redesign cycles. In contrast to all other action alternatives, except for the no-action alternative, Alternative PC2LT002 comes at a cost we believe the market can bear without creating consumer acceptance or sales issues, appears to be much more achievable, and will still result in consumer net benefits on average. The alternative also achieves large fuel savings benefits and significant reductions in emissions compared to the no-action alternative. NHTSA concludes Alternative PC2LT002 is the appropriate choice given this record.
                    </P>
                    <FTNT>
                        <P>
                            <SU>25</SU>
                             See Section VI for a complete discussion.
                        </P>
                    </FTNT>
                    <P>
                        For HDPUVs, NHTSA concludes, as explained in more detail below, that Alternative HDPUV108 is the maximum feasible alternative that manufacturers can achieve for model years 2030-2035 HDPUVs. It has been seven years since NHTSA revisited HDPUV standards, and our analysis suggests that there is much opportunity for cost-effective improvements in this segment, broadly speaking. At the same time, we recognize that these vehicles are primarily used to conduct work for a large number of businesses. Although Alternatives HDPUV10 and HDPUV14 would conserve more energy and provide greater fuel savings benefits and CO
                        <E T="52">2</E>
                         emissions reductions, they are more costly than HDPUV108, and NHTSA currently estimates that Alternative HDPUV108 is the most cost-effective under a variety of metrics and at either a 3 percent or a 7 percent DR, while still being appropriate and technologically feasible. NHTSA is allowed to consider electrification in determining maximum feasible standards for HDPUVs. As a result, NHTSA concludes that HDPUV108 is the appropriate choice given the record discussed in more detail below, and we believe it balances EPCA's overarching objective of energy conservation while remaining cost-effective and technologically feasible.
                    </P>
                    <P>
                        For passenger cars and light trucks, NHTSA estimates that this final rule would reduce average fuel outlays over the lifetimes of MY 2031 vehicles by about $639 per vehicle relative to the reference baseline, while increasing the average cost of those vehicles by about $392 over the reference baseline, at a 3 percent discount rate; this represents a difference of $247. With climate benefits discounted at 2 percent and all other benefits and costs discounted at 3 percent, when considering the entire CAFE fleet for model years 1983-2031, NHTSA estimates $24.5 billion in monetized costs and $59.7 billion in monetized benefits attributable to the standards, such that the present value of aggregate net monetized benefits to society would be $35.2 billion.
                        <SU>26</SU>
                        <FTREF/>
                         Again, the net benefits are larger if the final rule is assessed relative to the alternative baseline.
                    </P>
                    <FTNT>
                        <P>
                            <SU>26</SU>
                             These values are from our “model year” analysis, reflecting the entire fleet from MYs 1983-2031, consistent with past practice. Model year and calendar year perspectives are discussed in more detail below in this section.
                        </P>
                    </FTNT>
                    <P>
                        For HDPUVs, NHTSA estimates that this final rule could reduce average fuel outlays over the lifetimes of MY 2038 vehicles by about $717 per vehicle, while increasing the average cost of those vehicles by about $226 over the reference baseline, at a 3 percent discount rate; this represents a difference of $491. With climate benefits discounted at 2 percent and all other benefits and costs discounted at 3 percent, when considering the entire on-road HDPUV fleet for calendar years 2022-2050, NHTSA estimates $3.4 billion in monetized costs and $17 billion in monetized benefits attributable to the standards, such that the present value of aggregate net monetized benefits to society would be $13.6 billion.
                        <SU>27</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>27</SU>
                             These values are from our “calender year” analysis, reflecting the on-the-road fleet from CYs 2022-2050. Model year and calendar year perspectives are discussed in more detail below in this section.
                        </P>
                    </FTNT>
                    <P>
                        These assessments do not include important unquantified effects, such as energy security benefits, equity and distributional effects, and certain air quality benefits from the reduction of 
                        <PRTPAGE P="52551"/>
                        toxic air pollutants and other emissions, among other things, so the net benefit estimate is a conservative one.
                        <SU>28</SU>
                        <FTREF/>
                         In addition, the power sector emissions modeling reflected in this analysis is subject to uncertainty and may be conservative to the extent that other components that influence energy markets, such as recently finalized Federal rules and additional modeled policies like Federal tax credits, are incorporated in those estimates. That said, NHTSA performed additional modeling to test the sensitivity of those estimates and found that in the context of total emissions, any changes from using different power sector forecasts are extremely small. This is discussed in more detail in FRIA Chapter 9.
                    </P>
                    <FTNT>
                        <P>
                            <SU>28</SU>
                             These cost and benefit estimates are based on many different and uncertain inputs, and NHTSA has conducted several dozen sensitivity analyses varying individual inputs to evaluate the effect of that uncertainty. For example, while NHTSA's reference baseline analysis constrains the application of high compression ratio engines to some vehicles based on performance and other considerations, we also conducted a sensitivity analysis that removed all of those constraints. Results of this and other sensitivity analyses are discussed in Section V of this preamble, in Chapter 9 of the FRIA, and (if large or otherwise significant) in Section VI.D of this preamble.
                        </P>
                    </FTNT>
                    <P>Table I-6 presents aggregate benefits and costs for new vehicle buyers and for the average individual new vehicle buyer.</P>
                    <GPH SPAN="3" DEEP="277">
                        <GID>ER24JN24.005</GID>
                    </GPH>
                    <P>
                        NHTSA recognizes that EPA has recently issued a final rule to set new multi-pollutant emissions standards for model years 2027 and later light-duty (LD) and medium-duty vehicles (MDV).
                        <SU>29</SU>
                        <FTREF/>
                         EPA describes its final rule as building upon EPA's final standards for Federal GHG emissions standards for passenger cars and light trucks for model years 2023 through 2026 and leverages advances in clean car technology to unlock benefits to Americans ranging from reducing pollution, to improving public health, to saving drivers money through reduced fuel and maintenance costs.
                        <SU>30</SU>
                        <FTREF/>
                         EPA's standards phase in over model years 2027 through 2032.
                        <SU>31</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>29</SU>
                             Multi-Pollutant Emissions Standards for Model Years 2027 and Later Light-Duty and Medium-Duty Vehicles; Final Rule, 89 FR 27842 (Apr. 18, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>30</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>31</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <P>
                        NHTSA coordinated with EPA in developing our final rule to avoid inconsistencies and produce requirements that are consistent with NHTSA's statutory authority. The final rules nevertheless differ in important ways. First, NHTSA's final rule, consistent with its statutory authority and mandate under EPCA/EISA, focuses on improving vehicle fuel economy and not directly on reducing vehicle emissions—though reduced emissions are a follow-on effect of improved fuel economy. Second, the biggest difference between the two final rules is due to EPCA/EISA's statutory prohibition against NHTSA considering the fuel economy of dedicated alternative fueled vehicles, including BEVs, and including the full fuel economy of dual-fueled alternative fueled vehicles in determining the maximum feasible fuel economy level that manufacturers can achieve for passenger cars and light trucks, even though manufacturers may use BEVs and dual-fueled alternative fuel vehicles (AFV) like PHEVs to comply with CAFE standards. EPA is not prohibited from considering BEVs or PHEVs as a compliance option. EPA's final rule is informed by, among other considerations, trends in the automotive industry (including the proliferation of announced investments by automakers in electrifying their fleets), tax incentives under the Inflation Reduction Act (IRA), and other factors in the rulemaking record that are leading to a rapid transition in the automotive industry toward less-pollutant-emitting vehicle technologies. NHTSA, in contrast, may 
                        <E T="03">not</E>
                         consider BEVs as a compliance option for the passenger car and light truck fleets even though manufacturers may, in fact, use BEVs to comply with CAFE standards. This constraint means that not only are NHTSA's stringency rates of increase 
                        <PRTPAGE P="52552"/>
                        different from EPA's but also the shapes of our standards are different based upon the different scopes.
                    </P>
                    <P>Recognizing these statutory restrictions and their effects on NHTSA's analysis (and that EPA's analysis and decisions are not subject to such constraints) NHTSA sought to optimize the effectiveness of the final CAFE standards consistent with our statutory factors. Our statutorily constrained simulated industry response shows a reasonable path forward to compliance with CAFE standards, but we want to stress that our analysis simply shows feasibility and does not dictate a required path to compliance. Because the standards are performance-based, manufacturers are always free to apply their expertise to find the appropriate technology path that best meets all desired outcomes. Indeed, as explained in greater detail later on in this final rule, it is entirely possible and reasonable that a vehicle manufacturer will use technology options to meet NHTSA's standards that are significantly different from what NHTSA's analysis for this final rule suggests given the statutory constraints under which it operates. NHTSA has ensured that these final standards take account of statutory objectives and constraints while minimizing compliance costs.</P>
                    <P>As discussed before, NHTSA does not face the same statutory limitations in setting standards for HDPUVs as it does in setting standards for passenger cars and light trucks. This allows NHTSA to consider a broader array of technologies in setting maximum feasible standards for HDPUVs. However, we are still considerate of factors that allow these vehicles to maintain utility and do work for the consumer when we set the standards.</P>
                    <P>
                        Additionally, NHTSA has considered and accounted for the electric vehicles that manufacturers' have indicated they intend to deploy in our analysis, as part of the analytical reference baseline.
                        <SU>32</SU>
                        <FTREF/>
                         Some of this deployment would be consistent with manufacturer compliance with California's Advanced Clean Cars (ACC) I and Advanced Clean Trucks (ACT). We find that manufacturers will comply with ZEV requirements in California and a number of other states in the absence of CAFE standards, and accounting for that expected compliance allows us to present a more realistic picture of the state of fuel economy even in the absence of changes to the CAFE standards. In the proposal, we also included the main provisions of California's Advanced Clean Cars II program (ACC II), which California has adopted but which has not been granted a Clean Air Act preemption waiver by EPA. Because ACC II has not been granted a waiver, we have not included it in our analysis as a legal requirement applying to manufacturers. However, manufacturers have indicated that they intend to deploy additional electric vehicles regardless of whether the waiver is granted, and our analysis reflects these vehicles. Reflecting this expected deployment of electric vehicles for non-CAFE compliance reasons in the analysis improves the accuracy of this reference baseline in reflecting the state of the world without the revised CAFE standards, and thus the information available to decision-makers in their decision as to what standards are maximum feasible, and to the public. However, in order to ensure that the analysis is robust to other possible futures, NHTSA also prepared an alternative baseline—one that reflected none of these electric vehicles (No ZEV Alternative Baseline). The net benefits of the standards are larger under this alternative baseline than they are under the reference baseline, and the technology deployment scenario is reasonable under the alternative baseline, further reinforcing NHTSA's conclusion that the final standards are reasonable, appropriate, and maximum feasible regardless of the deployment of electric vehicles that occurs independent of the standards.
                    </P>
                    <FTNT>
                        <P>
                            <SU>32</SU>
                             Specifically, we include the main provisions of the ACC I and ACT programs, and additional electric vehicles automakers have indicated to NHTSA that they intend to deploy, as discussed further below in Section III.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA notes that while the current estimates of costs and benefits are important considerations and are directed by E.O. 12866, cost-benefit analysis provides only one informative data point in addition to the host of considerations that NHTSA must balance by statute when determining maximum feasible standards. Specifically, for passenger cars and light trucks, NHTSA is required to consider four statutory factors—technological feasibility, economic practicability, the effect of other motor vehicle standards of the Government on fuel economy, and the need of the United States to conserve energy. For HDPUVs, NHTSA is required to consider three statutory factors—whether standards are appropriate, cost-effective, and technologically reasonable—to determine whether the standards it adopts are maximum feasible.
                        <SU>33</SU>
                        <FTREF/>
                         As will be discussed further below, NHTSA concludes that Alternatives PC2LT002 and HDPUV108 are maximum feasible on the basis of these respective factors, and the cost-benefit analysis, while informative, is not one of the statutorily-required factors. NHTSA also considered several dozen sensitivity cases varying different inputs and concluded that even when varying inputs resulted in changes to net benefits or (on rare occasions) changed the relative order of regulatory alternatives in terms of their net benefits, those changes were not significant enough to outweigh our conclusion that Alternatives PC2LT002 and HDPUV108 are maximum feasible.
                    </P>
                    <FTNT>
                        <P>
                            <SU>33</SU>
                             49 U.S.C. 32902(k).
                        </P>
                    </FTNT>
                    <P>NHTSA further notes that CAFE and HDPUV standards apply only to new vehicles, meaning that the costs attributable to new standards are “front-loaded” because they result primarily from the application of fuel-saving technology to new vehicles. By contrast, the impact of new CAFE and HDPUV standards on fuel consumption and energy savings, air pollution, and GHGs—and the associated benefits to society—occur over an extended time, as drivers buy, use, and eventually scrap these new vehicles. By accounting for many model years and extending well into the future to 2050, our analysis accounts for these differing patterns in impacts, benefits, and costs. Given the front-loaded costs versus longer-term benefits, it is likely that an analysis extending even further into the future would find additional net present benefits.</P>
                    <P>The bulk of our analysis for passenger cars and light trucks presents a “model year” (MY) perspective rather than a “calendar year” (CY) perspective. The MY perspective considers the lifetime impacts attributable to all passenger cars and light trucks produced prior to MY 2032, accounting for the operation of these vehicles over their entire lives (with some MY 2031 vehicles estimated to be in service as late as 2050). This approach emphasizes the role of the model years for which new standards are being finalized, while accounting for the potential that the standards could induce some changes in the operation of vehicles produced prior to MY 2027 (for passenger cars and light trucks), and that, for example, some individuals might choose to keep older vehicles in operation, rather than purchase new ones.</P>
                    <P>
                        The calendar year perspective we present includes the annual impacts attributable to all vehicles estimated to be in service in each calendar year for which our analysis includes a representation of the entire registered passenger car, light truck, and HDPUV fleet. For this final rule, this calendar 
                        <PRTPAGE P="52553"/>
                        year perspective covers each of calendar years 2022-2050, with differential impacts accruing as early as MY 2022.
                        <SU>34</SU>
                        <FTREF/>
                         Compared to the MY perspective, the calendar year perspective includes model years of vehicles produced in the longer term, beyond those model years for which standards are being finalized.
                    </P>
                    <FTNT>
                        <P>
                            <SU>34</SU>
                             For a presentation of effects by calendar year, please see Chapter 8.2.4.6 of the FRIA.
                        </P>
                    </FTNT>
                    <P>
                        The tables below summarize estimates of selected impacts viewed from each of these two perspectives, for each of the regulatory alternatives considered in this final rule, relative to the reference baseline.
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>35</SU>
                             FRIA Chapter 1, Figure 1-1 provides a graphical comparison of energy sources and their relative change over the standard setting years.
                        </P>
                        <P>
                            <SU>36</SU>
                             The additional electricity use during regulatory years is attributed to an increase in the number of PHEVs; PHEV fuel economy is only considered in charge-sustaining (
                            <E T="03">i.e.,</E>
                             gasoline-only) mode in the compliance analysis, but electricity consumption is computed for the effects analysis.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="197">
                        <GID>ER24JN24.006</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="140">
                        <GID>ER24JN24.007</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="295">
                        <PRTPAGE P="52554"/>
                        <GID>ER24JN24.008</GID>
                    </GPH>
                    <P>
                         
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>37</SU>
                             Climate benefits are based on changes (reductions) in CO
                            <E T="52">2</E>
                            , CH
                            <E T="52">4</E>
                            , and N
                            <E T="52">2</E>
                            O emissions and are calculated using three different estimates of the SCC, SC-CH
                            <E T="52">4</E>
                            , and SC-N
                            <E T="52">2</E>
                            O. Each estimate assumes a different discount rate (1.5 percent, 2 percent, and 2.5 percent). For the presentational purposes of this table and other similar summary tables, we show the benefits associated with the SC-GHG at a 2 percent discount rate. See Section III.G of this preamble for more information.
                        </P>
                        <P>
                            <SU>38</SU>
                             For this and similar tables in this section, net benefits may differ from benefits minus costs due to rounding.
                        </P>
                        <P>
                            <SU>39</SU>
                             Climate benefits are based on changes (reductions) in CO
                            <E T="52">2</E>
                            , CH
                            <E T="52">4</E>
                            , and N
                            <E T="52">2</E>
                            O emissions and are calculated using three different estimates of the SCC, SC-CH
                            <E T="52">4</E>
                            , and SC-N
                            <E T="52">2</E>
                            O. Each estimate assumes a different discount rate (1.5 percent, 2 percent, and 2.5 percent). For the presentational purposes of this table and other similar summary tables, we show the benefits associated with the SC-GHG at a 2 percent discount rate. See Section III.G of this preamble for more information.
                        </P>
                        <P>
                            <SU>40</SU>
                             See 
                            <E T="03">https://www.whitehouse.gov/omb/information-regulatory-affairs/reports/</E>
                             for examples of how this reporting is used by the Federal Government.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="258">
                        <PRTPAGE P="52555"/>
                        <GID>ER24JN24.009</GID>
                    </GPH>
                    <P>
                        Our net benefit estimates are likely to be conservative both because (as discussed above) our analysis only extends to MY 2031 and calendar year 2050 (LD) and calendar year 2050 (HDPUV), and because there are additional important health, environmental, and energy security benefits that could not be fully quantified or monetized. Finally, for purposes of comparing the benefits and costs of CAFE and HDPUV standards to the benefits and costs of other Federal regulations, policies, and programs under the Regulatory Right-to-Know Act,
                        <SU>40</SU>
                         we have computed “annualized” benefits and costs relative to the reference baseline, as follows:
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>41</SU>
                             Climate benefits are based on changes (reductions) in CO
                            <E T="52">2</E>
                            , CH
                            <E T="52">4</E>
                            , and N
                            <E T="52">2</E>
                            O emissions and are calculated using three different estimates of the SCC, SC-CH
                            <E T="52">4</E>
                            , and SC-N
                            <E T="52">2</E>
                            O. Each estimate assumes a different discount rate (1.5 percent, 2 percent, and 2.5 percent). For the presentational purposes of this table and other similar summary tables, we show the benefits associated with the SC-GHG at a 2 percent discount rate. See Section III.G of this preamble for more information.
                        </P>
                        <P>
                            <SU>42</SU>
                             For this and similar tables in this section, net benefits may differ from benefits minus costs due to rounding.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="310">
                        <PRTPAGE P="52556"/>
                        <GID>ER24JN24.010</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="265">
                        <GID>ER24JN24.011</GID>
                    </GPH>
                    <PRTPAGE P="52557"/>
                    <P>
                        It
                        <FTREF/>
                         is also worth emphasizing that, although NHTSA is prohibited from considering the availability of certain flexibilities in making our determination about the levels of CAFE standards that would be maximum feasible, manufacturers have a variety of flexibilities available to aid their compliance. Section VII of this preamble summarizes these flexibilities and what NHTSA has finalized for this final rule. NHTSA is finalizing changes to these flexibilities as shown in Table I-13 and Table I-14.
                    </P>
                    <FTNT>
                        <P>
                            <SU>43</SU>
                             Climate benefits are based on changes (reductions) in CO
                            <E T="52">2</E>
                            , CH
                            <E T="52">4</E>
                            , and N
                            <E T="52">2</E>
                            O emissions and are calculated using three different estimates of the SCC, SC-CH
                            <E T="52">4</E>
                            , and SC-N
                            <E T="52">2</E>
                            O. Each estimate assumes a different discount rate (1.5 percent, 2 percent, and 2.5 percent). For the presentational purposes of this table and other similar summary tables, we show the benefits associated with the SC-GHG at a 2 percent discount rate. See Section III.G of this preamble for more information.
                        </P>
                    </FTNT>
                    <BILCOD>BILLING CODE 4910-59-P</BILCOD>
                    <GPH SPAN="3" DEEP="640">
                        <PRTPAGE P="52558"/>
                        <GID>ER24JN24.012</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="587">
                        <PRTPAGE P="52559"/>
                        <GID>ER24JN24.013</GID>
                    </GPH>
                    <BILCOD>BILLING CODE 4910-59-C</BILCOD>
                    <P>The following sections of this preamble discuss the technical foundation for the agency's analysis, the regulatory alternatives considered in this final rule, the estimated effects of the regulatory alternatives, the basis for NHTSA's conclusion that the standards are maximum feasible, and NHTSA's approach to compliance and enforcement. The extensive record supporting NHTSA's conclusion is documented in this preamble, in the TSD, the FRIA, the Final EIS, and the additional materials on NHTSA's website and in the rulemaking docket.</P>
                    <HD SOURCE="HD1">II. Overview of the Final Rule</HD>
                    <HD SOURCE="HD2">A. Summary of the NPRM</HD>
                    <P>
                        In the NPRM, NHTSA proposed new fuel economy standards for LDVs for 
                        <PRTPAGE P="52560"/>
                        model years 2027-2031 and new fuel efficiency standards for HDPUVs for model years 2030-2035. NHTSA also set forth proposed augural standards for LDVs for model year 2032. NHTSA explained that it was proposing the standards in response to the agency's statutory mandate to improve energy conservation and reduce the nation's energy dependence on foreign sources. NHTSA also explained that the proposal was also consistent with Executive Order (E.O.) 14037, “Strengthening American Leadership in Clean Cars and Trucks,” (August 5, 2021),
                        <SU>44</SU>
                        <FTREF/>
                         which directed the Secretary of Transportation (by delegation, NHTSA) to consider beginning work on rulemakings under the Energy Independence and Security Act of 2007 (EISA) to establish new fuel economy standards for LDVs beginning with model year 2027 and extending through at least model year 2030, and to establish new fuel efficiency standards for HDPUVs beginning with model year 2028 and extending through at least model year 2030,
                        <SU>45</SU>
                        <FTREF/>
                         consistent with applicable law.
                        <SU>46</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>44</SU>
                             E.O. 14037 of Aug 5, 2021 (86 FR 43583).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>45</SU>
                             Due to statutory lead time constraints for HDPUV standards, NHTSA's proposal for HDPUV standards must begin with model year 2030.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>46</SU>
                             
                            <E T="03">See</E>
                             49 U.S.C. Chapter 329, generally.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA discussed the fact that EPA issued a proposal to set new multi-pollutant emissions standards for model years 2027 and later for light-duty and medium-duty vehicles. NHTSA explained that we coordinated with EPA in developing our proposal to avoid inconsistencies and produce requirements that are consistent with NHTSA's statutory authority. The proposals nevertheless differed in important ways, described in detail in the NPRM. EPA has since issued a final rule associated with its proposal,
                        <SU>47</SU>
                        <FTREF/>
                         and the interaction between EPA's final standards and NHTSA's final standards is discussed in more detail below.
                    </P>
                    <FTNT>
                        <P>
                            <SU>47</SU>
                             89 FR 27842 (Apr. 18, 2024).
                        </P>
                    </FTNT>
                    <P>
                        NHTSA also explained that it had considered and accounted for manufacturers' expected compliance with California's Advanced Clean Cars (ACC I) program and Advanced Clean Trucks (ACT) regulations in our analysis, as part of the analytical reference baseline.
                        <SU>48</SU>
                        <FTREF/>
                         We stated that manufacturers will comply with current ZEV requirements in California and a number of other states in the absence of CAFE standards, and accounting for that expected compliance allows us to present a more realistic picture of the state of fuel economy even in the absence of changes to the CAFE standards. NHTSA also incorporated deployment of electric vehicles that would be consistent with California's ACC II program, which has not received a preemption waiver from EPA. However, automakers have indicated their intent to deploy electric vehicles consistent with the levels that would be required under ACCII if a waiver were to be granted, and as such its inclusion similarly makes the reference baseline more accurate. Reflecting expected compliance with the current ZEV programs and manufacturer deployment of EVs consistent with levels that would be required under the ACC II program in the analysis helps to improve the accuracy of the reference baseline in reflecting the state of the world without the revised CAFE standards, and thus the information available to policymakers in their decision as to what standards are maximum feasible and to the public in commenting on those standards. NHTSA also described several other improvements and updates it made to the analysis since the 2022 final rule based on NHTSA analysis, new data, and stakeholder meetings for the NPRM.
                    </P>
                    <FTNT>
                        <P>
                            <SU>48</SU>
                             Specifically, we include the main provisions of the ACC I, ACC II, (as currently submitted to EPA), and ACT programs, as discussed further below in Section III.C.5.a.
                        </P>
                    </FTNT>
                    <P>NHTSA proposed fuel economy standards for model years 2027-2032 (model year 2032 being proposed augural standards) that increased at a rate of 2 percent per year for both passenger cars and 4 percent per year for light trucks, and fuel efficiency standards for model years 2030-2035 that increased at a rate of 10 percent per year for HDPUVs. NHTSA also took comment on a wide range of alternatives, including no-action alternatives for both light duty vehicles and HDPUVs (retaining the 2022 passenger car and light truck standards and the 2016 final rule for HDPUV standards) and updates to the compliance flexibilities. The proposal was accompanied by a Preliminary Regulatory Impact Analysis (PRIA), a Draft Environmental Impact Statement (Draft EIS), Technical Support Document (TSD) and the CAFE Model software source code and documentation, all of which were also subject to comment in their entirety and all of which received significant comments.</P>
                    <P>
                        NHTSA tentatively concluded that Alternative PC2LT4 was maximum feasible for LDVs for model years 2027-2031 and Alternative HDPUV10 was maximum feasible for HDPUVs for model years 2030-2035. NHTSA explained that average requirements and achieved CAFE levels would ultimately depend on manufacturers' and consumers' responses to standards, technology developments, economic conditions, fuel prices, and other factors. NHTSA estimated that the proposal would reduce gasoline consumption by 88 billion gallons relative to reference baseline levels for LDVs, and by approximately 2.6 billion gallons relative to reference baseline levels for HDPUVs through calendar year 2050. NHTSA also estimated that the proposal would reduce carbon dioxide (CO
                        <E T="52">2</E>
                        ) emissions by 885 million metric tons for LDVs, and by 22 million metric tons for HDPUVs through calendar year 2050.
                    </P>
                    <P>In terms of economic effects, NHTSA estimated that while consumers would pay more for new vehicles upfront, they would save money on fuel costs over the lifetimes of those new vehicles—lifetime fuel savings exceed modeled regulatory costs by roughly $100, on average, for model year 2032 LDVs, and by roughly $300, on average, for buyers of model year 2038 HDPUVs. NHTSA estimated that net benefits for the preferred alternative for LDVs would be $16.8 billion at a 3 percent discount rate, and $8.4 billion at a 7 percent discount rate, and for the preferred alternative for HDPUVs would be $2.2 billion at a 3 percent discount rate, and $1.4 billion at a 7 percent discount rate.</P>
                    <P>
                        NHTSA also addressed the question of harmonization with other motor vehicle standards of the Government that affect fuel economy. Even though NHTSA and EPA issued separate rather than joint notices, NHTSA explained that it had worked closely with EPA in developing the respective proposals, and that the agencies had sought to minimize inconsistency between the programs where doing so was consistent with the agencies' respective statutory mandates. NHTSA emphasized that differences between the proposals, especially as regards programmatic flexibilities, were not new in the proposal, and that differences were often a result of the different statutory frameworks. NHTSA reminded readers that since the agencies had begun regulating concurrently in 2010, these differences have meant that manufacturers have had (and will have) to plan their compliance strategies considering both the CAFE standards and the GHG standards and assure that they are in compliance with both. NHTSA was also confident that industry would still be able to build a single fleet of vehicles to meet both the NHTSA and EPA standards. NHTSA sought comment broadly on all aspects of the proposal.
                        <PRTPAGE P="52561"/>
                    </P>
                    <HD SOURCE="HD2">B. Public Participation Opportunities and Summary of Comments</HD>
                    <P>
                        The NPRM was published on NHTSA's website on July 28, 2023, and published in the 
                        <E T="04">Federal Register</E>
                         on August 17, 2023,
                        <SU>49</SU>
                        <FTREF/>
                         beginning a 60-day comment period. The agency left the docket open for considering late comments to the extent practicable. A separate 
                        <E T="04">Federal Register</E>
                         notice, published on August 25, 2023,
                        <SU>50</SU>
                        <FTREF/>
                         announced a virtual public hearing taking place on September 28 and 29, 2023. Approximately 155 individuals and organizations signed up to participate in the hearing. The hearing started at 9:30 a.m. EDT on September 28th and ended at approximately 5:00 p.m., completing the entire list of participants within a single day,
                        <SU>51</SU>
                        <FTREF/>
                         resulting in a 141-page transcript.
                        <SU>52</SU>
                        <FTREF/>
                         The hearing also collected many pages of comments from participants, in addition to the hearing transcript, all of which were submitted to the docket for the rule.
                    </P>
                    <FTNT>
                        <P>
                            <SU>49</SU>
                             88 FR 56128 (Aug. 17, 2023).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>50</SU>
                             88 FR 58232 (Aug. 25, 2023).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>51</SU>
                             A recording of the hearing is provided on NHTSA's website. Avilable at: 
                            <E T="03">https://www.nhtsa.gov/events/cafe-standards-public-hearing-september-2023.</E>
                             (Acccessed: Jan. 29, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>52</SU>
                             The transcript, as captured by the stenographer or captioning folks to their best of abilities, is available in the docket for this rule.
                        </P>
                    </FTNT>
                    <P>Including the 2,269 comments submitted as part of the public hearings, NHTSA's docket received a total of 63,098 comments, with tens of thousands of comments submitted by individuals and over 100 deeply substantive comments that included many attachments submitted by stakeholder organizations. NHTSA also received five comments on its Draft EIS to the separate EIS docket NHTSA-2022-0075, in addition to 17 comments on the EIS scoping notice that informed NHTSA's preparation of the Draft EIS.</P>
                    <P>Many commenters supported the proposal. Commenters supporting the proposal emphasized the importance of increased fuel economy for consumers, as well as cited concerns about climate change, which are relevant to the need of the United States to conserve energy. Commenters also expressed the need for harmonization and close coordination between NHTSA, EPA, and DOE for their respective programs. Many citizens, environmental groups, some States and localities, and some vehicle manufacturers stated strong support for NHTSA finalizing the most stringent alternative.</P>
                    <P>Many manufacturers urged NHTSA to consider the impact of EPA's standards as well as the impact of DOE's Petroleum Equivalency Factor (PEF) rule on fleet compliance (discussed in more detail below). Many manufacturers supported alignment with EPA's and DOE's standards. Manufacturers were also supportive of keeping the footprint-based standards for LD vehicles and work factor-based standards for HDPUVs. Manufacturers and others were also supportive of continuing the HD Phase 2 approach for HDPUVs by having separate standards for compression ignition (CI) and spark ignition (SI) vehicles, as well as continuing to use a zero fuel consumption value for alternative fuel vehicles such as battery electric vehicles.</P>
                    <P>In other areas, commenters expressed mixed views on the compliance and flexibilities proposed in the notice. Manufacturers were supportive of maintaining the Minimum Domestic Passenger Car Standard (MDPCS) offset relative to the standards. Most manufacturers and suppliers did not support phasing out off-cycle and AC efficiency fuel consumption improvement values (FCIVs), whereas NGOs and electric vehicle manufacturers supported removing all flexibilities. Many fuel and alternative fuel associations opposed the regulation due to lack of consideration for other types of fuels in NHTSA's analysis.</P>
                    <P>NHTSA also received several comments on subjects adjacent to the rule but beyond the agency's authority to influence. NHTSA has reviewed all comments and accounted for them where legally possible in the modeling and qualitatively, as discussed below and throughout the rest of the preamble and in the TSD.</P>
                    <P>
                        NHTSA received a range of comments about the interaction between DOE's Petroleum Equivalency Factor (PEF) proposal and NHTSA's CAFE proposal, mainly from vehicle manufacturers. Several stakeholders commented in support of the proposed PEF,
                        <SU>53</SU>
                        <FTREF/>
                         while others commented that the PEF should remain at the pre-proposal level, or even increase.
                        <SU>54</SU>
                        <FTREF/>
                         The American Automotive Policy Council (AAPC), the policy organization that represents the “Detroit Three” or D3—Ford, General Motors, and Stellantis—commented that DOE's proposed PEF reduction inappropriately devalues electrification, and accordingly “a devalued PEF yields a dramatic deficiency in light-duty trucks, that make up 83% of the D3's product portfolio.” 
                        <SU>55</SU>
                        <FTREF/>
                         The AAPC also commented that “NHTSA's inclusion of the existing PEF for EVs in 2026 creates an artificially high CAFE compliance baseline, and the proposed PEF post-2027 removes the only high-leverage compliance tool available to auto manufacturers.” 
                        <SU>56</SU>
                        <FTREF/>
                         Relatedly, as part of their comments generally opposing DOE's proposed PEF level, other automakers provided alternative values for the PEF,
                        <SU>57</SU>
                        <FTREF/>
                         or supported a phase-in of the PEF to better allow manufacturers to restructure their product mix.
                        <SU>58</SU>
                        <FTREF/>
                         Other stakeholders urged NHTSA to delay the CAFE rule until DOE adopts a revised PEF,
                        <SU>59</SU>
                        <FTREF/>
                         or stated that NHTSA should reopen comments on its proposal following final DOE action on the PEF.
                        <SU>60</SU>
                        <FTREF/>
                         Finally, some commenters recommended that NHTSA apply a PEF to the HDPUV segment.
                        <SU>61</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>53</SU>
                             Toyota, Docket No. NHTSA-2023-0022-61131, at 9-12; Arconic, Docket No. NHTSA-2023-0022-48374, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>54</SU>
                             HATCI, Docket No. NHTSA-2023-0022-48991-A1, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>55</SU>
                             AAPC, Docket No. NHTSA-2023-0022-60610, at 3-5.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>56</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>57</SU>
                             HATCI, Docket No. NHTSA-2023-0022-48991-A1, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>58</SU>
                             HATCI, Docket No. NHTSA-2023-0022-48991-A1, at 2; Volkswagen, Docket No. NHTSA-2023-0022-58702, at 7; Porsche, Docket No. NHTSA-2023-0022-59240, at 7; GM, Docket No. NHTSA-2023-0022-60686, at 6. (
                            <E T="03">e.g.,</E>
                             “In the event that the proposed lower PEF is adopted with a 3-year delay (
                            <E T="03">i.e.,</E>
                             lower PEF starts in the 2030 model year), GM could support the NHTSA CAFE Preferred Alternative; however, we note that there are likely to be substantial CAFE/GHG alignment issues starting in 2030.”).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>59</SU>
                             NAM, Docket No. NHTSA-2023-0022-59289, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>60</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-60652, at 5-6.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>61</SU>
                             MECA Clean Mobility, Docket No. NHTSA-2023-0022-63053, at 4-5; The Aluminum Association, Docket No. NHTSA-2023-0022-58486, at 3; Arconic Corporation, Docket No. NHTSA-2023-0022-48374, at 2.
                        </P>
                    </FTNT>
                    <P>
                        Regarding comments that were supportive of or opposing the new PEF, those comments are beyond the scope of this rulemaking. By statute, DOE is required to determine the PEF value and EPA is required to use DOE's value for calculation of a vehicle's CAFE value.
                        <SU>62</SU>
                        <FTREF/>
                         NHTSA has no control over the selection of the PEF value or fuel economy calculation procedures; accordingly, the PEF value is just one input among many inputs used in NHTSA's analysis. While NHTSA was in close coordination with DOE during the pendency of the PEF update process, stakeholder comments about the PEF value and whether the value should be phased in were addressed in DOE's final rule.
                        <SU>63</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>62</SU>
                             49 U.S.C. 32904.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>63</SU>
                             89 FR 22041 (March 29, 2024).
                        </P>
                    </FTNT>
                    <P>
                        As NHTSA does not take a position on the PEF value, the agency believes it was appropriate to use the most up-to-date input assumption at each stage of 
                        <PRTPAGE P="52562"/>
                        the analysis to provide stakeholders the best information about the effects of different levels of CAFE standards. NHTSA also included sensitivity analyses in the NPRM with DOE's pre-proposal PEF value so that all stakeholders had notice of and the opportunity to comment on a scenario where the PEF did not change.
                        <SU>64</SU>
                        <FTREF/>
                         NHTSA accordingly disagrees that the agency needed to reopen comments on the proposal following final DOE action on the PEF.
                    </P>
                    <FTNT>
                        <P>
                            <SU>64</SU>
                             PRIA, Chapter 9.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA agrees with AAPC that when a manufacturer's portfolio consists predominantly of lower fuel economy light trucks, as in the particular case of the D3, averaging the fuel economy of those vehicles with high fuel economy BEVs would help them comply with fuel economy standards more so than if BEVs had a lower fuel economy due to a lower PEF. However, this concern is somewhat ameliorated by the changes in DOE's final PEF rule, including a gradual reduction of the fuel content factor.
                        <SU>65</SU>
                        <FTREF/>
                         Furthermore NHTSA has determined that the final standards are the maximum feasible fuel economy level that manufacturers can achieve even without producing additional electric vehicles. And, NHTSA disagrees that including in the modeling the old PEF in 2026 and prior and the new PEF in 2027 and beyond “removes the 
                        <E T="03">only</E>
                         high-leverage compliance tool available to auto manufacturers” (emphasis added), as there are several compliance tools available to manufacturers, including increasing the fuel economy of their ICE vehicles. As discussed further in Section VI, NHTSA believes that the standards finalized in this rule explicitly contemplate the concerns expressed by and the capability of all manufacturers.
                    </P>
                    <FTNT>
                        <P>
                            <SU>65</SU>
                             89 FR 22041, at 22050 (March 29, 2024) (“After careful consideration of the comments, DOE concludes that removing the fuel content factor will, over the long term, further the statutory goals of conserving all forms of energy while considering the relative scarcity and value to the United States of all fuels used to generate electricity. This is because, as explained in the 2023 NOPR and in more detail below, by significantly overvaluing the fuel savings effects of EVs in a mature EV market with CAFE standards in place, the fuel content factor will disincentivize both increased production of EVs and increased deployment of more efficient ICE vehicles. Hence, the fuel content factor results in higher petroleum use than would otherwise occur.”).
                        </P>
                    </FTNT>
                    <P>NHTSA will not use a PEF for HDPUV compliance at this time. NHTSA will continue to use the framework that was put in place by the HD Phase 2 rule, and in coordination with EPA's final rule, by using zero upstream energy consumption for compliance calculations (note that NHTSA does consider upstream effects of electricity use in its effects modeling). Any potential future action on developing PEF for HDPUV compliance would most likely occur in a standalone future rulemaking after NHTSA has a more thorough opportunity to consider the costs and benefits of such an approach and all stakeholders can present feedback on the issue.</P>
                    <P>
                        NHTSA also received a range of comments about BEV infrastructure. Comments covered both the amount and quality of BEV charging infrastructure and the state of electric grid infrastructure. Some stakeholders, including groups representing charging station providers and electricity providers, commented that although additional investments will be required to support future demand for public chargers and the electricity required for BEV charging, their preparation and planning for the BEV transition is already underway.
                        <SU>66</SU>
                        <FTREF/>
                         Many stakeholders emphasized the role of a robust public charging network to facilitate the BEV transition,
                        <SU>67</SU>
                        <FTREF/>
                         and broadly urged the Administration to work amongst the agencies and with automakers, utilities, and other interested parties to ensure that BEV charging infrastructure buildout, including developing minimum standards for public charging efficiency, and BEV deployment happen hand in hand.
                        <SU>68</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>66</SU>
                             ZETA, Docket No. NHTSA-2023-0022-60508, at 29-70.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>67</SU>
                             Climate Hawks Civic Action, Docket No. NHTSA-2023-0022-61094, at 2059; U.S. Chamber of Commerce, Docket No. NHTSA-2023-0022-61069, at 5-6.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>68</SU>
                             ZETA, Docket No. NHTSA-2023-0022-60508, at 29-70; MEMA, Docket No. NHTSA-2023-0022-59204, at 10; NAM, Docket No. NHTSA-2023-0022-59203-A1, at 1.
                        </P>
                    </FTNT>
                    <P>
                        In contrast, some stakeholders emphasized the current lack of public BEV charging infrastructure as a barrier to EV adoption.
                        <SU>69</SU>
                        <FTREF/>
                         Stakeholders also highlighted mechanical problems with existing charging stations,
                        <SU>70</SU>
                        <FTREF/>
                         which they stated contributes to dissatisfaction with public charging stations among electric vehicle owners.
                        <SU>71</SU>
                        <FTREF/>
                         Other stakeholders commented that the country's electricity transmission infrastructure is not currently in a position to support the expected electricity demand from the BEV transition and may not be in the future for several reasons,
                        <SU>72</SU>
                        <FTREF/>
                         such as the lack of materials needed to expand and upgrade the grid.
                        <SU>73</SU>
                        <FTREF/>
                         To combat those concerns, other stakeholders recommended that administration officials and congressional leaders prioritize policies that would strengthen transmission systems and infrastructure and speed up their growth.
                        <SU>74</SU>
                        <FTREF/>
                         Stakeholders also recommended that NHTSA capture some elements of charging and grid infrastructure issues in its analysis,
                        <SU>75</SU>
                        <FTREF/>
                         and outside of the analysis and this rulemaking, identify ways to assist in the realization of adequate BEV infrastructure.
                        <SU>76</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>69</SU>
                             U.S. Chamber of Commerce, Docket No. NHTSA-2023-0022-61069, at 5; NATSO et al., Docket No. NHTSA-2023-0022-61070, at 5-7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>70</SU>
                             ACI, Docket No. NHTSA-2023-0022-50765, at 4; CFDC et al, Docket No. NHTSA-2023-0022-62242, at 16; NADA, NHTSA-2023-0022-58200, at 10.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>71</SU>
                             CFDC et al, Docket No. NHTSA-2023-0022-62242, at 16.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>72</SU>
                             NAM, Docket No. NHTSA-2023-0022-59289, at 3; ACI, Docket No. NHTSA-2023-0022-50765, at 4; Missouri Corn Growers Association, Docket No. NHTSA-2023-0022-58413, at 2; NCB, Docket No. NHTSA-2023-0022-53876, at 1; AFPM, Docket No. NHTSA-2023-0022-61911-A2, at 41; NATSO et al., Docket No. NHTSA-2023-0022-61070, at 8; West Virginia Attorney General's Office, Docket No. NHTSA-2023-0022-63056, at 12-13; MOFB, Docket No. NHTSA-2023-0022-61601, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>73</SU>
                             AFPM, Docket No. NHTSA-2023-0022-61911-A2, at 41.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>74</SU>
                             NAM, Docket No. NHTSA-2023-0022-59203, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>75</SU>
                             For example, some stakeholders stated that technologies like direct current fast chargers (DCFCs) should be prioritized in publicly funded projects and infrastructure decisions, and should be considered to varying extents in NHTSA's analysis. 
                            <E T="03">See, e.g.,</E>
                             MEMA, Docket No. NHTSA-2023-0022-59204, at 6-7; Alliance for Vehicle Efficiency (AVE), Docket No. NHTSA-2023-0022-60213, at 7; AFPM, Docket No. NHTSA-2023-0022-61911, at 47. Stakeholders also recommended, as an example, NHTSA account for the long lead time for critical grid infrastructure upgrades. MEMA, Docket No. NHTSA-2023-0022-59204-A1, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>76</SU>
                             MEMA, Docket No. NHTSA-2023-0022-59204-A1, at 3-5.
                        </P>
                    </FTNT>
                    <P>NHTSA acknowledges and appreciates all the comments received on charging infrastructure, which include both broad comments on future grid infrastructure needs, as well as increased deployment of reliable and convenient charging stations. NHTSA agrees with commenters in that infrastructure is an important aspect of a successful transition to BEVs in the future. We also agree that infrastructure improvements are necessary and directly related to keeping pace with projected levels of BEV supply and demand as projected by other agencies and independent forecasters.</P>
                    <P>
                        With that said, NHTSA projects that manufacturers will deploy a wide variety of technologies to meet the final CAFE standards that specifically are 
                        <E T="03">not</E>
                         BEVs, considering NHTSA's statutory limitations. As discussed further throughout this preamble, NHTSA does not consider adoption of BEVs in the LD fleet beyond what is already in the reference baseline. Results in Chapter 8 of the FRIA show increased technology penetrations of more efficient 
                        <PRTPAGE P="52563"/>
                        conventional ICEs, increased penetration of advanced transmissions, increased mass reduction technologies, and other types of electrification such as mild and strong hybrids.
                    </P>
                    <P>
                        In addition, as discussed further below, NHTSA has coordinated with DOE and EPA while developing this final rule, as requested by commenters. Experts at NHTSA's partner agencies have found that the grid and associated charging infrastructure could handle the increase in BEVs related to both EPA's light- and medium-duty vehicle multi-pollutant rule and the HD Phase 3 GHG rule 
                        <SU>77</SU>
                        <FTREF/>
                        —significantly more BEVs than NHTSA projects in the LD and HDPUV reference baselines examined in this rule. Thus, infrastructure beyond what is planned for buildout in the rulemaking timeframe, accounting not only for electricity generation and distribution, but considering load-balancing management measures, as well, to improve grid operations, would not be required. It should also be noted that expert projections show an order of magnitude increase in available (domestic) public charging ports between the release of the final rule and the rulemaking timeframe,
                        <SU>78</SU>
                        <FTREF/>
                         not accounting for the additional availability of numerous residential and depot chargers. Battery energy storage integration with DC fast chargers can further expedite deployment of necessary infrastructure, reducing lead time for distribution upgrades while increasing the likelihood of meeting public charging needs in the next decade.
                        <SU>79</SU>
                        <FTREF/>
                         The National Electric Vehicle Infrastructure (NEVI) program is also investing $5 billion in federal funding to deploy a national network of public EV chargers.
                        <SU>80</SU>
                        <FTREF/>
                         Additionally, federally funded charging stations are required to adhere to a set of nationally recognized standards, such as a minimum of 97% annual-uptime,
                        <SU>81</SU>
                        <FTREF/>
                         which is anticipated to greatly improve charging reliability concerns of today.
                    </P>
                    <FTNT>
                        <P>
                            <SU>77</SU>
                             National Renewable Energy Laboratory, Lawrence Berkeley National Laboratory, Kevala Inc., and U.S. Department of Energy. 2024. Multi-State Transportation Electrification Impact Study: Preparing the Grid for Light-, Medium-, and Heavy-Duty Electric Vehicles. DOE/EE-2818, U.S. Department of Energy, (Accessed: May 1, 2024); EPA GHG final rule. RIA Chapter 5.3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>78</SU>
                             Rho Motion. EV Charging Quarterly Outlook—Quarter 1 2024. Proprietary data. Subscription information available at: 
                            <E T="03">https://rhomotion.com/.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>79</SU>
                             Poudel, S., et al. Innovative Charging Solutions for Deploying the National Charging Network: Technoeconomic Analysis. United States.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>80</SU>
                             U.S Department of Transportation, Federal Highway Administration. March 5, 2024. National Electric Vehicle Infrastructure (NEVI) Program. Available at: 
                            <E T="03">https://www.fhwa.dot.gov/environment/nevi/.</E>
                             (Accessed: May 9, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>81</SU>
                             U.S. Department of Transportation, Federal Highway Administration. Feb. 28, 2023. National Electric Vehicle Infrastructure Standards and Requirements. Available at: 
                            <E T="03">https://www.federalregister.gov/documents/2023/02/28/2023-03500/national-electric-vehicle-infrastructure-standards-and-requirements.</E>
                             (Accessed: May 1, 2024).
                        </P>
                    </FTNT>
                    <P>For the HDPUV analysis, NHTSA does consider adoption of BEVs in the standard setting years, and we do see an uptake of BEVs; however, the population of the HDPUV fleet is extremely small, consisting of fewer than 1 million vehicles, compared to the LD fleet that consists of over 14 million vehicles. This means that any potential impact of HDPUV BEV adoption on the electric grid would be similarly small. We also want to note that the adoption of these HDPUV BEVs is driven primarily by factors other than NHTSA's standards, including the market demand for increased fuel efficiency and state ZEV programs, as shown in detail in Section V of this preamble and FRIA Chapter 8.3.2. However, as with LD standards examined in this rule, most manufacturers could choose to meet the preferred standards with limited BEVs. There are still opportunities in the advanced engines, advanced transmissions, and strong hybrid technologies that could be used to meet the HDPUV preferred standards starting in model year 2030.</P>
                    <P>
                        Although NHTSA does not consider BEVs in its analysis of CAFE stringency, and there is minimal BEV adoption driven by the HDPUV FE standards, NHTSA coordinated with both DOE and EPA on many of the challenges raised by commenters to understand how the infrastructure will be developing and improving in the future. Our review of efforts taking place under the NEVI Program and consultation with DOE and EPA leads us to conclude that (1) there will be sufficient EV infrastructure to support the vehicles included in the light-duty reference baseline and in the HDPUV analysis; and (2) it is reasonable to anticipate that the power sector can continue to manage and improve the electricity distribution system to support the increase in BEVs. DOE and EPA conducted analyses that evaluate potential grid impacts of LD and HD fleet that contain significantly more BEVs than NHTSA's light-duty reference baseline and HDPUV fleets. Their analyses conclude that the implementation of EPA's LD and HD rules can be achieved. DOE and EPA found that sufficient electric grid charging and infrastructure 
                        <SU>82</SU>
                        <FTREF/>
                         can be deployed, numerous federal programs are providing funding to upgraded charging and grid infrastructure, and managed charging and innovative charging solutions can reduce needed grid updates.
                        <SU>83</SU>
                        <FTREF/>
                         The analyses conducted for this assessment of the power sector section covered multiple inputs and assumptions across EPA and DOE tools, such as PEV adoption and EVSE access and utilization, to make sure that all aspects of the grid scenarios modeled are analyzed through 2050 between the no action and action alternative in EPA's rule.
                    </P>
                    <FTNT>
                        <P>
                            <SU>82</SU>
                             
                            <E T="03">See</E>
                             discussion at EPA, Regulatory Impact Analysis, Multi-Pollutant Emissions Standards for Model Years 2027 and Later Light-Duty and Medium-Duty Vehicles, Chapter 5.4.5. 
                            <E T="03">Available at https://www.epa.gov/system/files/documents/2024-03/420r24004.pdf</E>
                             (last accessed May 22, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>83</SU>
                             
                            <E T="03">See id.</E>
                        </P>
                    </FTNT>
                    <P>
                        NHTSA also received several comments regarding critical materials used to make EV batteries. In support of its comments that the EV supply chain is committed to supporting full electrification, ZETA provided a thorough recitation of policy drivers supporting critical minerals development, projected demand for critical minerals, and ongoing investments and support from its members for critical mineral production, refining, and processing.
                        <SU>84</SU>
                        <FTREF/>
                         Similarly, stakeholders commented about different federal and industry programs, incentives, and investments to promote the production and adoption of electric vehicles.
                        <SU>85</SU>
                        <FTREF/>
                         Similar to comments on EV infrastructure, many stakeholders commented that federal agencies should work together to ensure a reliable supply chain for critical minerals.
                        <SU>86</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>84</SU>
                             ZETA, Docket No. NHTSA-2023-0022-60508, at 29-39.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>85</SU>
                             States and Cities, Docket No. NHTSA-2023-0022-61904, Appendix at 36-39; ICCT, Docket No. NHTSA-2023-0022-54064, at 2, 7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>86</SU>
                             NAM, Docket No. NHTSA-2023-0022-59203, at 1.
                        </P>
                    </FTNT>
                    <P>
                        Other stakeholders commented about several critical minerals issues they perceived to be barriers to a largescale transition to EVs.
                        <SU>87</SU>
                        <FTREF/>
                         Stakeholders commented generally on a limited or unavailable supply of certain critical minerals,
                        <SU>88</SU>
                        <FTREF/>
                         and more specifically the 
                        <PRTPAGE P="52564"/>
                        lack of mineral extraction and production in the United States, stating that domestic production of critical minerals is insufficient to meet projected demands.
                        <SU>89</SU>
                        <FTREF/>
                         Stakeholders also commented on the potential environmental impact of mining critical minerals,
                        <SU>90</SU>
                        <FTREF/>
                         particularly as vehicle manufacturers produce EVs with increasing battery pack sizes.
                        <SU>91</SU>
                        <FTREF/>
                         Other stakeholders commented that all of these factors (including costs and environmental impact) should be considered in NHTSA's analysis.
                        <SU>92</SU>
                        <FTREF/>
                         Finally, several stakeholders commented on how critical minerals' energy security issues interact with NHTSA's balancing factors to set maximum feasible standards and those comments are addressed in Section VI.5; other stakeholders commented on how critical minerals sourcing interacts with NHTSA's assumptions about tax credits and those comments are addressed in Section III.C.
                    </P>
                    <FTNT>
                        <P>
                            <SU>87</SU>
                             ACI, Docket No. NHTSA-2023-0022-50765, at 4-7; RFAet al, Docket No. NHTSA-2023-0022-57625, at 2; NAM, Docket No. NHTSA-2023-0022-59203, at 3; AHUA, Docket No. NHTSA-2023-0022-58180, at 6-7; CFDC et al, Docket No. NHTSA-2023-0022-62242, at 22-23; West Virginia Attorney General's Office et al., Docket No. NHTSA-2023-0022-63056, at 13-14.; Valero, Docket No. NHTSA-2023-0022-58547; Mario Loyola and Steven G. Bradbury, Docket No. NHTSA-2023-0022-61952, at 10; MCGA, Docket No. NHTSA-2023-0022-60208; The Alliance, Docket No. NHTSA-2023-0022-60652.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>88</SU>
                             Nissan, Docket No. NHTSA-2023-0022-60696, at 7; AVE, Docket No. NHTSA-2023-0022-60213, at 3-4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>89</SU>
                             ACI, Docket No. NHTSA-2023-0022-50765, at 5; API, Docket No. NHTSA-2023-0022-60234, at 4; AFPM, Docket No. NHTSA-2023-0022-61911, at 2-11.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>90</SU>
                             ACE, Docket No. NHTSA-2023-0022-60683, at 2-3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>91</SU>
                             ACI, Docket No. NHTSA-2023-0022-50765.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>92</SU>
                             ACE, Docket No. NHTSA-2023-0022-60683, at 3; MECA, Docket No. NHTSA-2023-0022-63053, at 8.
                        </P>
                    </FTNT>
                    <P>We appreciate the commenters' feedback in this area and believe that the comments are important to note. However, as we have discussed earlier in this section, the CAFE standards final rulemaking analysis does not include adoption of BEVs beyond what is represented in the reference baseline. We do allow adoption of BEVs in the HDPUV fleet, as EPCA/EISA does not limit consideration of HDPUV technologies in the same way as LD technologies; however, as discussed above, BEV adoption is driven primarily by reasons other than NHTSA's fuel efficiency standards and the number of vehicles that adopt BEV technology in our analysis is relatively (compared to the LD fleet) small. That said, NHTSA believes that commenters' concerns are either currently addressed or are being actively addressed by several public and private endeavors.</P>
                    <P>
                        NHTSA, in coordination with DOE and EPA, reviewed current supply chain and updated analyses on critical materials. In particular, the DOE, through Argonne National Laboratory, conducted an updated assessment of developing and securing mineral supply for the U.S. electric vehicle industry, the Securing Critical Minerals report.
                        <SU>93</SU>
                        <FTREF/>
                         The Argonne study focuses on five materials identified in a previous assessment,
                        <SU>94</SU>
                        <FTREF/>
                         including lithium, nickel, cobalt, graphite, and manganese.
                        <SU>95</SU>
                        <FTREF/>
                         The study collects and examines potential domestic sources of materials, as well as sources outside the U.S. including Free Trade Agreement (FTA) partners, members of the Mineral Security Partnership (MSP), economic allies without FTAs (referred to as “Non-FTA countries” in the Argonne study), and Foreign Entity of Concern (FEOC) sources associated with covered nations, to support domestic critical material demand from anticipated electric vehicle penetration. The assessment considers geological resources and current international development activities that contribute to the understanding of mineral supply security as jurisdictions around the world seek to reduce emissions. The study also highlights current activities that are intended to expand a secure supply chain for critical minerals both domestically and among U.S. allies and partner nations; and considers the potential to meet U.S. demand with domestic and other secure sources. The DOE Securing Critical Minerals report concluded that the U.S. is “well-positioned to meet its lithium demand through domestic production.” In the near- and medium-term there is sufficient capacity in FTA and MSP countries to meet demand for nickel and cobalt; however, the U.S. will likely need to rely at least partly on non-FTA counties given expected competition for these minerals from other countries' decarbonization goals. In the near-term, meeting U.S. demand with natural graphite supply from domestic FTA and MSP sources is unlikely. In the medium-term, there is potential for new capacity in both FTA and non-FTA countries, and for synthetic graphite production to scale. The U.S. can rely on FTA and MSP partners, as well as other economic and defense partners, to fill supply gaps; countries with which the U.S. has good trade relations are anticipated to have the ability to assist the U.S. in securing the minerals needed to meet EV 
                        <E T="03">and</E>
                         ESS (energy storage system) deployment targets set by the Biden Administration.
                        <SU>96</SU>
                        <FTREF/>
                         NHTSA considers Argonne's assessment to be thorough and up to date. In addition, it should be noted that DOE's assessments consider critical minerals and battery components to support more than ten million EVs by 2035 
                        <E T="51">97 98</E>
                        <FTREF/>
                        —significantly more than we project in our reference baseline.
                    </P>
                    <FTNT>
                        <P>
                            <SU>93</SU>
                             Barlock, T. et al. Securing Critical Materials for the U.S. Electric Vehicle Industry: A Landscape Assessment of Domestic and International Supply Chains for Five Key Battery Materials. United States. Available at: 
                            <E T="03">https://doi.org/10.2172/2319240.</E>
                             (Accessed: May 1, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>94</SU>
                             Department of Energy, July 2023. Critical Materials Assessment. Available at: 
                            <E T="03">https://www.energy.gov/sites/default/files/2023-07/doe-critical-material-assessment_07312023.pdf.</E>
                             (Accessed: May 1, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>95</SU>
                             The 2023 DOE Critical Minerals Assessment classifies manganese as “non critical”, as reflected in the Securing Critical Minerals report referenced.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>96</SU>
                             Associated with the implementation of the BIL and IRA.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>97</SU>
                             See Figure 14 in Barlock, T.A. et al. February 2024. Securing Critical Materials for the U.S. Electric Vehicle Industry. ANL-24/06. Final Report. Available at: 
                            <E T="03">https://publications.anl.gov/anlpubs/2024/03/187907.pdf.</E>
                             (Accessed: Apr. 5, 2024).
                        </P>
                        <P>
                            <SU>98</SU>
                             See in Gohlke, D. et al. March 2024. Quantification of Commercially Planned Battery Component Supply in North America through 2035. ANL-24/14. Final Report. Available at: 
                            <E T="03">https://publications.anl.gov/anlpubs/2024/03/187735.pdf</E>
                             (Accessed: June 3, 2024).
                        </P>
                    </FTNT>
                    <P>
                        NHTSA also received a wide variety of comments on alternative fuels including ethanol and biofuels. A group of commenters representing ethanol and biofuel producers objected to NHTSA's handling of BEVs in the analysis, in part because of their views on NHTSA's ability to consider those vehicles under 49 U.S.C. 32902(h), raised energy security concerns with reduced demand for and reliance on U.S.-produced alternative fuels as a result of these regulations, and commented that BEVs would increase reliance on foreign supply chains.
                        <SU>99</SU>
                        <FTREF/>
                         Other commenters shared similar sentiments regarding alternative fuels. These commenters stated that NHTSA failed to consider other fuels like ethanol and biofuels as a way to improve fuel economy in the analysis as part of a holistic approach to reducing the U.S.'s gasoline consumption, and therefore the proposed rule was arbitrary.
                        <SU>100</SU>
                        <FTREF/>
                         Commenters also stated that NHTSA did not consider the Renewable Fuel Standard (RFS) regulation in this rulemaking, and argued that NHTSA's failure to do so was arbitrary.
                        <SU>101</SU>
                        <FTREF/>
                         Finally, commenters recommended that NHTSA consider high octane renewable fuels as a way to improve fuel economy for conventional ICEs.
                        <SU>102</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>99</SU>
                             BSC, Docket No. NHTSA-2023-0022-50824 at 1; MME, Docket No. NHTSA-2023-0022-50861 at 2; WPE, Docket No. NHTSA-2023-0022-52616 at 2; POET, Docket No. NHTSA-2023-0022-61561 at 6; SIRE, Docket No. NHTSA-2023-0022-57940 at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>100</SU>
                             Growth Energy, Docket No. NHTSA-2023-0022-61555 at 1; KCGA, Docket No. NHTSA-2023-0022-59007 at 5; POET, Docket No. NHTSA-2023-0022-61561 at 5; Toyota, Docket No. NHTSA-2023-0022-61131 at 2; Commenwealth Agri Energy LLC, Docket No. NHTSA-2023-0022-61599 at 3; MEMA, Docket No. NHTSA-2023-0022-59204 at 3; AFPM, Docket No. NHTSA-2023-0022-61911 at 25.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>101</SU>
                             Growth Energy, Docket No. NHTSA-2023-0022-61555 at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>102</SU>
                             NCB, Docket No. NHTSA-2023-0022-53876 at 2; CFDC et al., Docket No. NHTSA-2023-0022-
                            <PRTPAGE/>
                            62242 at 17-20; NATSO et al., Docket No. NHTSA-2023-0022-61070 at 9.
                        </P>
                    </FTNT>
                    <PRTPAGE P="52565"/>
                    <P>
                        NHTSA believes that fuel producers' comments about NHTSA's purported inability to consider BEVs under 49 U.S.C. 32902(h) are somewhat misguided, considering that EPCA's definition of “alternative fuel” in 49 U.S.C. 32901 also includes ethanol, other alcohols, and fuels derived from biological materials, among other fuels.
                        <SU>103</SU>
                        <FTREF/>
                         This means that if NHTSA were to adopt the fuel producers' interpretation of 49 U.S.C. 32902(h) to restrict BEV adoption in the reference baseline, NHTSA would have to take an analogous approach to limit the agency's consideration of vehicles fueled by other alternative fuels, for example, ethanol, in the reference baseline. This is because 49 U.S.C. 32902(h) does not just place guardrails on NHTSA's consideration of manufacturers producing BEVs in response to CAFE standards, but all dedicated alternative fueled automobiles, and fuels produced by the commenters here are, as listed above, considered alternative fuels. NHTSA does consider some alternative-fueled vehicle adoption in the reference baseline where that adoption is driven for reasons other than NHTSA's standards (see Section IV), and the commenters do mention the RFS as a driver of the increased use of renewable alternative fuels like ethanol and biofuels. However, the RFS is a regulation that increases the use of renewable fuels to replace petroleum derived fuels in motor gasoline, and to the extent that EPA has approved the use of E15 in all model year 2001 and newer gasoline vehicles produced for the U.S. market, we account for that in our analysis. NHTSA also considers flexible fuel vehicles (FFVs) that exist in the reference baseline fleet in the analysis, however FFVs are also subject to the restrictions in 49 U.S.C. 32902(h)(2).
                        <SU>104</SU>
                        <FTREF/>
                         NHTSA applies the same CAFE Model restrictions in the standard-setting analysis to FFVs that apply to PHEVs to ensure that the agency is not improperly considering the alternative-fueled operation of dual-fueled vehicles when setting CAFE standards.
                        <SU>105</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>103</SU>
                             49 U.S.C. 32901(a)(1).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>104</SU>
                             49 U.S.C. 32901(a)(9); 49 U.S.C. 32902(h)(2).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>105</SU>
                             CAFE Model Documentation, S5.
                        </P>
                    </FTNT>
                    <P>
                        There is also a practical consideration that while blending ethanol or biofuels with gasoline has the potential to reduce U.S. reliance on petroleum, renewable fuels like ethanol and biofuels decrease fuel economy.
                        <SU>106</SU>
                        <FTREF/>
                         The fuel economy of FFVs operating on high-ethanol blends are worse than when operating on conventional gasoline, because although ethanol has a higher octane rating than petroleum gasoline, it is less energy dense. For example, a model year 2022 Ford F150 4WD achieves a real world combined 20 mpg rating on conventional gas versus 15 mpg on alternative E85 fuel.
                        <SU>107</SU>
                        <FTREF/>
                         FFVs do see a compliance boost in the CAFE program with a 0.15 multiplier,
                        <SU>108</SU>
                        <FTREF/>
                         however, again NHTSA's consideration of those vehicles' fuel economy values to set higher fuel economy standards is limited by 49 U.S.C. 32902(h)(2).
                    </P>
                    <FTNT>
                        <P>
                            <SU>106</SU>
                             
                            <E T="04">Fueleconomy.gov.</E>
                             New Flex-fuel Vehicles for model year 2012 to model year 2025. Available at: 
                            <E T="03">https://www.fueleconomy.gov/feg/flextech.shtml.</E>
                             (Accessed: Apr. 12, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>107</SU>
                             DOE Alternative Fuels Data Center. Ethanol E85 Vehicles for model year 2022-2024. Available at: 
                            <E T="03">https://afdc.energy.gov/vehicles/search/data.</E>
                             (Accessed: Apr. 12, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>108</SU>
                             40 CFR 600.510-12(c)(2)(v).
                        </P>
                    </FTNT>
                    <P>Regarding comments about energy security, we discuss this further in preamble Section VI. As mentioned above, commenters suggested that consideration of BEVs also impacts NHTSA's statutory considerations of energy security. However, NHTSA does not consider BEVs in its standard-setting, and notes that this final rule is not a BEV mandate, as claimed by some commenters. Results in preamble Section V and FRIA Chapter 8 show that manufacturers have a wide variety of technology options to meet both LD and HDPUV standards, and the paths to compliance modeled in this analysis represent only a possible path, and not a required path. NHTSA does not mandate any one technology that manufacturers must use, hence why we have evaluated an array of technologies for manufacturers to use for meeting the standards. As with other technologies in the analysis, nothing prevents manufacturers from using FFVs or other dedicated alternative fueled vehicles to comply with CAFE standards.</P>
                    <P>
                        Finally, NHTSA received a wide variety of comments on compliance aspects of the CAFE program. Although most of them have been summarized and discussed in Section VII of this preamble, we received comments regarding the fuel economy utility factor (UF) compliance calculation for plug-in hybrids. Mitsubishi commented that NHTSA failed to account for EPA's proposal to update the UF calculation for the combined fuel economy for PHEVs, stating that “[t]he result is that NHTSA overestimated the value of PHEV CAFE compliance and underestimated the costs of achieving compliance.” 
                        <SU>109</SU>
                        <FTREF/>
                         On the other hand, ICCT and the Strong PHEV Coalition supported NHTSA using EPA's new proposed UF approach for the rulemaking analysis.
                        <SU>110</SU>
                        <FTREF/>
                         MECA supported NHTSA's continued use of SAE J2841 and recommended that, at a minimum, we should not reduce the UF from the current levels.
                        <SU>111</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>109</SU>
                             Mitsubishi, Docket No. NHTSA-2023-0022-61637 at 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>110</SU>
                             ICCT, Docket No. NHTSA-2023-0022-54064 at 25; Strong PHEV Colaition, Docket No. NHTSA-2023-0022-60193 at 6.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>111</SU>
                             MECA, Docket No. NHTSA-2023-0022-63053, at 6.
                        </P>
                    </FTNT>
                    <P>
                        We appreciate stakeholders providing comments to NHTSA on PHEV fuel economy calculations. While in the CAFE modeling NHTSA uses SAE J2841 to calculate PHEV fuel economy, for CAFE compliance, NHTSA must use EPA's test procedures.
                        <SU>112</SU>
                        <FTREF/>
                         This means that EPA will report fuel economy values to NHTSA beginning in model year 2031 consistent with the new PHEV UF finalized in EPA's final rule. NHTSA chose to use SAE J841 as a simplifying assumption in the model for this analysis to reduce analytical complexity and based on a lack of readily available data from manufacturers; however, choosing to use SAE J2841 versus another PHEV UF results in functionally no difference in NHTSA's standard setting analysis because for the purpose of setting fuel economy standards, NHTSA cannot consider the electric portion of PHEV operation, per statute.
                        <SU>113</SU>
                        <FTREF/>
                         For more detailed discussion of modeled PHEV fuel economy values, see TSD Chapter 3.3.
                    </P>
                    <FTNT>
                        <P>
                            <SU>112</SU>
                             40 CFR 600.116-12: Special procedures related to electric vehicles and hybrid electric vehicles.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>113</SU>
                             U.S.C 32902(h)(2).
                        </P>
                    </FTNT>
                    <P>Discussion and responses to other comments can be found throughout this preamble in areas applicable to the comment received.</P>
                    <P>Nearly every aspect of the NPRM analysis and discussion received some level of comment by at least one commenter. Overall, the comments received included both broad assessments and pointed analyses, and the agency appreciates the level of engagement of commenters in the public comment process and the information and opinions provided.</P>
                    <HD SOURCE="HD2">C. Changes to the CAFE Model in Light of Public Comments and New Information</HD>
                    <P>
                        Comments received to the NPRM were considered carefully within the statutory authority provided by the law, because they are critical for 
                        <PRTPAGE P="52566"/>
                        understanding stakeholders' positions, as well as for gathering additional information that can help to inform the agency about aspects or effects of the proposal that the agency may not have considered at the time of the proposal was issued. The views, data, requests, and suggestions contained in the comments help us to form solutions and make appropriate adjustments to our proposals so that we may be better assured that the final standards we set are reasonable for the rulemaking time frame. For this final rule, the agency made substantive changes resulting directly from the suggestions and recommendations from commenters, as well as new information obtained since the time the proposal was developed, and corrections both highlighted by commenters and discovered internally. These changes reflect DOT's long-standing commitment to ongoing refinement and improvement of its approach to estimating the potential impacts of new CAFE standards. Through further consideration and deliberation, and also in response to many public comments received since then, NHTSA has made a number of changes to the CAFE Model since the 2023 NPRM, including those that are listed below and detailed in Section II and III, as well as in the TSD and FRIA that accompany this final rule.
                    </P>
                    <HD SOURCE="HD2">D. Final Standards—Stringency</HD>
                    <P>
                        NHTSA is establishing new CAFE standards for passenger cars (PCs) and light trucks (LTs) produced for model years 2027-2031, setting forth augural CAFE standards for PCs and LTs for model year 2032, and establishing fuel efficiency standards for HDPUVs for model years 2030-2035. Passenger cars are generally sedans, station wagons, and two-wheel drive crossovers and sport utility vehicles (CUVs and SUVs), while light trucks are generally 4WD sport utility vehicles, pickups, minivans, and passenger/cargo vans.
                        <SU>114</SU>
                        <FTREF/>
                         NHTSA is establishing standards (represented by alternative PC2LT002, which is the preferred alternative in our analysis) that increase in stringency at 2 percent per year for PCs produced for model years 2027-2031 (and setting forth augural standards that would increase by another 2 percent for PCs produced in model year 2032), at 0 percent per year for LTs produced in model years 2027-2028 and 2 percent per year for LTs produced in model years 2029-2031 (and setting forth augural standards that would increase by another 2 percent for LTs produced in model year 2032). Passenger car and light truck standards are all attribute-based. NHTSA is setting CAFE standards defined by a mathematical function of vehicle footprint,
                        <SU>115</SU>
                        <FTREF/>
                         which has an observable correlation with fuel economy. The final standards, and regulatory alternatives, take the form of fuel economy targets expressed as functions of vehicle footprint, which are separate for PCs and LTs. Section IV below discusses NHTSA's continued reliance on footprint as the relevant attribute for PCs and LTs in this final rule.
                    </P>
                    <FTNT>
                        <P>
                            <SU>114</SU>
                             “Passenger car” and “light truck” are defined at 49 CFR part 523.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>115</SU>
                             Vehicle footprint is roughly measured as the rectangle that is made by the four points where the vehicle's tires touch the ground. Generally, passenger cars have more stringent targets than light trucks regardless of footprint, and smaller vehicles will have more stringent targets than larger vehicles. No individual vehicle or vehicle model need meet its target exactly, but a manufacturer's compliance is determined by how its average fleet fuel economy compares to the average fuel economy of the targets of the vehicles it manufactures.
                        </P>
                    </FTNT>
                    <P>The target curves for the final passenger car and light truck standards are as follows; curves for model years 2024-2026 are included in the figures for context. NHTSA underscores that the equations and coefficients defining the curves are, in fact, the CAFE standards, and not the mpg numbers that the agency estimates could result from manufacturers complying with the curves. Because the estimated mpg numbers are an effect of the final standards, they are presented in Section II.E. To give context to what the passenger car footprint curve is showing in Figure II-1, for model year 2024, the target for the smallest footprint passenger cars is 55.4 mpg, and the target for the largest footprint passenger cars is 41.5 mpg. For model year 2031, the smallest footprint passenger cars have a target of 74.1 mpg and the largest passenger cars have a target of 55.4 mpg.</P>
                    <GPH SPAN="3" DEEP="328">
                        <PRTPAGE P="52567"/>
                        <GID>ER24JN24.014</GID>
                    </GPH>
                    <P>To give context to what the light truck footprint curve is showing in Figure II-2, the smallest footprint truck fuel economy target is 44.5 mpg, and the largest truck fuel economy target is 26.7 mpg. And in model year 2031, the smallest truck footprint target is 57.1 mpg, and the largest truck footprint target is 34.3 mpg.</P>
                    <GPH SPAN="3" DEEP="332">
                        <PRTPAGE P="52568"/>
                        <GID>ER24JN24.015</GID>
                    </GPH>
                    <P>
                        NHTSA has also amended the minimum domestic passenger car standard (MDPCS) for model years 2027-2031 and set forth an augural MDPCS for model year 2032. Section 32902(b)(4) of 49 U.S.C. requires NHTSA to project the MDPCS when it promulgates passenger car standards for a model year, as a result the MDPCSs are established as specific mpg values. NHTSA retains the 1.9-percent offset to the MDPCS, first used in the 2020 final rule, to account for recent projection errors as part of estimating the total passenger car fleet fuel economy.
                        <SU>116</SU>
                        <FTREF/>
                         The final MDPCS for model years 2027-2031 and the augural MDPCS for model year 2032 for the preferred alternative are presented in Table II-1.
                    </P>
                    <FTNT>
                        <P>
                            <SU>116</SU>
                             Section VI.A.2 (titled “Separate Standards for Passenger Cars, Light Trucks, and Heavy-Duty Pickups and Vans, and Minimum Standards for Domestic Passenger Cars”) discusses the basis for the offset.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="75">
                        <GID>ER24JN24.016</GID>
                    </GPH>
                    <P>
                        Heavy-duty pickup trucks and vans are work vehicles that have GVWR between 8,501 pounds to 14,000 pounds (known as Class 2b through 3 vehicles) manufactured as complete vehicles by a single or final stage manufacturer or manufactured as incomplete vehicles as designated by a manufacturer.
                        <SU>117</SU>
                        <FTREF/>
                         The majority of these HDPUVs are 
                        <FR>3/4</FR>
                        -ton and 1-ton pickup trucks, 12- and 15-passenger vans, and large work vans that are sold by vehicle manufacturers as complete vehicles, with no secondary manufacturer making substantial modifications prior to registration and use. The final standards, represented by alternative HDPUV108 in NHTSA's analysis, increases at a rate of 10 percent per year for model years 2030-2032 and 8 percent per year for model years 2033-2035. The final standards, like the proposed standards, are defined by a linear work factor target function with two sets of sub-configurations with one for spark ignition (SI) that represents gasoline, CNG, strong hybrids, and PHEVs and the other for compression ignition (CI) that represents diesels, BEVs and FCEVs. The target linear curves for HDPUV are still in the same units as in Phase 2 final rule in gallons per 100 miles and for context both the 
                        <PRTPAGE P="52569"/>
                        SI and CI curves are shown for model years
                        <FTREF/>
                         2026-2035.
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>117</SU>
                             
                            <E T="03">See</E>
                             49 CFR 523.7, 40 CFR 86.1801-12, 40 CFR 86.1819-17, 40 CFR 1037.150.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>118</SU>
                             The passenger car, light truck, and HDPUV target curve function coefficients are defined in Equation IV-1, Equation IV-2, and Equation IV-3, respectively. See Final TSD Chapter 1.2.1 for a complete discussion about the footprint and work factor curve functions and how they are calculated.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>119</SU>
                             The passenger car, light truck, and HDPUV target curve function coefficients are defined in Equation IV-1, Equation IV-2, and Equation IV-3, respectively. See Final TSD Chapter 1.2.1 for a complete discussion about the footprint and work factor curve functions and how they are calculated.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="71">
                        <GID>ER24JN24.017</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="320">
                        <GID>ER24JN24.018</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="71">
                        <GID>ER24JN24.019</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="315">
                        <PRTPAGE P="52570"/>
                        <GID>ER24JN24.020</GID>
                    </GPH>
                    <HD SOURCE="HD2">E. Final Standards—Impacts</HD>
                    <P>As for past CAFE rulemakings, NHTSA has used the CAFE Model to estimate the effects of this final rule's light duty CAFE and HDPUV fuel efficiency standards and of other regulatory alternatives under consideration. Some inputs to the CAFE Model are derived from other models, such as Argonne National Laboratory's Autonomie vehicle simulation tool and Argonne's GREET fuel-cycle emissions analysis model, the U.S. Energy Information Administration's (EIA's) National Energy Modeling System (NEMS), and EPA's Motor Vehicle Emissions Simulator (MOVES) vehicle emissions model. Especially given the scope of NHTSA's analysis, these inputs involve a number of uncertainties. NHTSA underscores that all results of today's analysis simply represent the agency's best estimates based on the information currently before us and on the agency's reasonable judgment.</P>
                    <HD SOURCE="HD3">1. Light Duty Effects</HD>
                    <P>
                        NHTSA estimates that this final rule would increase the eventual average of manufacturers' CAFE requirements to about 50.4 mpg by 2031 rather than, under the No-Action Alternative (
                        <E T="03">i.e.,</E>
                         the baseline standards issued in 2023 ending with model year 2026 standards carried forward indefinitely), about 46.9 mpg. For passenger cars, the standards in 2031 are estimated to require 65.1 mpg, and for light trucks, 45.2 mpg. This compares with 58.8 mpg and 42.6 mpg for cars and trucks, respectively, under the No-Action Alternative.
                    </P>
                    <GPH SPAN="3" DEEP="96">
                        <GID>ER24JN24.021</GID>
                    </GPH>
                    <P>The model year 2032 augural CAFE standard is estimated to require a fleet average fuel economy of 51.4 mpg rather than, under the No-Action Alternative, about 46.9 mpg. For passenger cars, the average in 2032 is estimated to require 66.4 mpg, and for the light trucks, 46.2 mpg.</P>
                    <GPH SPAN="3" DEEP="101">
                        <PRTPAGE P="52571"/>
                        <GID>ER24JN24.022</GID>
                    </GPH>
                    <P>Because manufacturers do not comply exactly with each standard in each model year, but rather focus their compliance efforts when and where it is most cost-effective to do so, “estimated achieved” fuel economy levels differ somewhat from “estimated required” levels for each fleet, for each year. NHTSA estimates that the industry-wide average fuel economy achieved in model year 2031 could increase from about 52.1 mpg under the No-Action Alternative to 52.5 mpg under the final rule's standards.</P>
                    <GPH SPAN="3" DEEP="108">
                        <GID>ER24JN24.023</GID>
                    </GPH>
                    <P>The augural achieved CAFE level in model year 2032 is estimated to be 53.5 mpg rather than, under the No-Action Alternative, about 53 mpg. For passenger cars, the fleet average in 2032 is estimated to achieve 72.3 mpg, and for light trucks 47.3 mpg.</P>
                    <GPH SPAN="3" DEEP="101">
                        <GID>ER24JN24.024</GID>
                    </GPH>
                    <P>
                        NHTSA's analysis estimates manufacturers' potential responses to the combined effect of CAFE standards and separate (reference baseline, model years 2024-2026) CO
                        <E T="52">2</E>
                         standards, ZEV programs, and fuel prices. Together, the regulatory programs are more binding (
                        <E T="03">i.e.,</E>
                         require more of manufacturers) than any single program considered in isolation, and today's analysis, like past analyses, shows some estimated overcompliance with the final CAFE standards for both the passenger car and light truck fleets.
                    </P>
                    <P>
                        NHTSA measures and reports benefits and costs from increasing fuel economy and efficiency standards from two different perspectives. First, the agency's “model year” perspective focuses on benefits and costs of establishing alternative CAFE standards for model years 2027 through 2031 (and fuel efficiency standards for HDPUVs for model years 2030 through 2035), and measures these over each separate model year's entire lifetime. The calendar year perspective we present includes the annual impacts attributable to all vehicles estimated to be in service in each calendar year for which our analysis includes a representation of the entire registered passenger car, light truck, and HDPUV fleet. For this final rule, this calendar year perspective covers each of calendar years 2022-2050, with differential impacts accruing as early as MY 2022.
                        <SU>120</SU>
                        <FTREF/>
                         Compared to the model year perspective, the calendar year perspective includes model years of vehicles produced in the longer term, beyond those model years for which standards are being finalized. The strengths and limitations of each accounting perspective is discussed in detail in FRIA Chapter 5.
                    </P>
                    <FTNT>
                        <P>
                            <SU>120</SU>
                             For a presentation of effects by calendar year, please see Chapter 8.2.4.6 of the FRIA.
                        </P>
                    </FTNT>
                    <P>The table below summarizes estimates of selected impacts viewed from each of these two perspectives, for each of the regulatory alternatives considered in this final rule, relative to the reference baseline.</P>
                    <GPH SPAN="3" DEEP="165">
                        <PRTPAGE P="52572"/>
                        <GID>ER24JN24.025</GID>
                    </GPH>
                    <P>
                        NHTSA
                        <FTREF/>
                         estimates for the final standards are compared to levels of gasoline and electricity consumption NHTSA projects would occur under the No-Action Alternative (i.e., the reference baseline) as shown in Table II-8.
                        <SU>123</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>121</SU>
                             FRIA Chapter 1, Figure 1-1 provides  a graphical comparison of energy sources and their relative change over the standard setting years.
                        </P>
                        <P>
                            <SU>122</SU>
                             The additional electricity use during regulatory years is attributed to an increase in the number of PHEVs; PHEV fuel economy is only considered in charge-sustaining (i.e., gasoline-only) mode in the compliance analysis, but electricity consumption is computed for the effects analysis.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>123</SU>
                             While NHTSA does not condider electrification in its analysis during the rulemaking time frame, the analysis still reflects application of electric vehicles in the baseline fleet and during the model years, such that electrification (and thus, electricity consumption) increases in NHTSA's is not considering it in our decision-making.
                        </P>
                    </FTNT>
                    <P>NHTSA's analysis also estimates total annual consumption of fuel by the entire on-road light-duty fleet from calendar year 2022 through calendar year 2050. On this basis, gasoline and electricity consumption by the U.S. light-duty vehicle fleet evolves as shown in Figure II-5 and Figure II-6, each of which shows projections for the No-Action Alternative, PC2LT002 (the Preferred Alternative), PC1LT3, PC2LT4, PC3LT5, and PC6LT8.</P>
                    <GPH SPAN="3" DEEP="301">
                        <GID>ER24JN24.026</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="297">
                        <PRTPAGE P="52573"/>
                        <GID>ER24JN24.027</GID>
                    </GPH>
                    <P>
                        Accounting for emissions from both vehicles and upstream energy sector processes (
                        <E T="03">e.g.,</E>
                         petroleum refining and electricity generation), which are relevant to NHTSA's evaluation of the need of the United States to conserve energy, NHTSA estimates that the final rule would reduce greenhouse gas emissions by about 659 million metric tons of carbon dioxide (CO
                        <E T="52">2</E>
                        ), about 825 thousand metric tons of methane (CH
                        <E T="52">4</E>
                        ), and about 24 thousand metric tons of nitrous oxide (N
                        <E T="52">2</E>
                        O).
                    </P>
                    <GPH SPAN="3" DEEP="120">
                        <GID>ER24JN24.028</GID>
                    </GPH>
                    <P>
                        Emissions reductions accrue over time, as the example for CO
                        <E T="52">2</E>
                         emissions shows in Figure II-7.
                    </P>
                    <GPH SPAN="3" DEEP="285">
                        <PRTPAGE P="52574"/>
                        <GID>ER24JN24.029</GID>
                    </GPH>
                    <P>For the “standard setting” analysis, the FRIA accompanying today's notice provides additional detail regarding projected criteria pollutant emissions and health effects, as well as the inclusion of these impacts in today's benefit-cost analysis. For the “unconstrained” or “EIS” analysis, the Final EIS accompanying today's notice presents much more information regarding projected criteria pollutant emissions, as well as model-based estimates of corresponding impacts on several measures of urban air quality and public health. As mentioned above, these estimates of criteria pollutant emissions are based on a complex analysis involving interacting simulation techniques and a myriad of input estimates and assumptions. Especially extending well past 2050, the analysis involves a multitude of uncertainties.</P>
                    <P>To illustrate the effectiveness of the technology added in response to today's final rule, Table II-10 presents NHTSA's estimates for increased vehicle cost and lifetime fuel expenditures. For more detailed discussion of these and other results related to LD final standards, see Section V below.</P>
                    <GPH SPAN="3" DEEP="114">
                        <GID>ER24JN24.030</GID>
                    </GPH>
                    <P>With the SC-GHG discounted at 2.0 percent and other benefits and costs discounted at 3 percent, NHTSA estimates that monetized costs and benefits could be approximately $24.5 billion and $59.7 billion, respectively, such that the present value of aggregate monetized net benefits to society could be approximately $35.2 billion. With the SC-GHG discounted at 2.0 percent and other benefits and costs discounted at 7 percent, NHTSA estimates approximately $16.2 billion in monetized costs and $47.0 billion in monetized benefits could be attributable to vehicles produced during and prior to model year 2031 over the course of their lives, such that the present value of aggregate net monetized benefits to society could be approximately $30.8 billion.</P>
                    <GPH SPAN="3" DEEP="226">
                        <PRTPAGE P="52575"/>
                        <GID>ER24JN24.031</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="226">
                        <GID>ER24JN24.032</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="181">
                        <GID>ER24JN24.033</GID>
                    </GPH>
                    <PRTPAGE P="52576"/>
                    <HD SOURCE="HD3">2. Heavy Duty Pickup Trucks and Vans Effects</HD>
                    <P>
                        NHTSA estimates that the final rule would increase HDPUV fuel efficiency standards to about 2.851 gals/100 mile by 2035 rather than, under the No-Action Alternative (
                        <E T="03">i.e.,</E>
                         the baseline standards issued in 2016 final rule for Phase 2 ending with model year 2029 standards carried forward indefinitely), about 5.023 gals/100mile. Unlike the light-duty CAFE program, NHTSA may consider AFVs when setting maximum feasible standards for HDPUVs. Additionally, for purposes of calculating average fuel efficiency for HDPUVs, NHTSA considers EVs, fuel cell vehicles, and the proportion of electric operation of EVs and PHEVs that is derived from electricity that is generated from sources that are not onboard the vehicle to have a fuel efficiency value of 0 gallons/mile. NHTSA estimates that the final rule would achieve an average fuel efficiency 2.565 gals/100 mile by 2035 rather than, under the No-Action Alternative, about 2.716 gals/100 mile.
                    </P>
                    <GPH SPAN="3" DEEP="100">
                        <GID>ER24JN24.034</GID>
                    </GPH>
                    <P>
                        NHTSA estimates that over the lives of vehicles subject to these final HDPUV standards, the final standards would save about 5.6 billion gallons of gasoline and increase electricity consumption (as the percentage of electric vehicles increases over time) by about 56 TWh (a 5.4 percent increase), compared to levels of gasoline and electricity consumption NHTSA projects would occur under the reference baseline standards (
                        <E T="03">i.e.,</E>
                         the No-Action Alternative) as shown in Table II-15.
                    </P>
                    <GPH SPAN="3" DEEP="77">
                        <GID>ER24JN24.035</GID>
                    </GPH>
                    <P>NHTSA's analysis also estimates total annual consumption of fuel by the entire on-road HDPUV fleet from calendar year 2022 through calendar year 2050. On this basis, gasoline and electricity consumption by the U.S. HDPUV fleet evolves as shown in Figure II-8 and Figure II-9, each of which shows projections for the No-Action Alternative, HDPUV4, HDPUV108 (the Preferred Alternative), HDPUV10, and HDPUV14.</P>
                    <GPH SPAN="3" DEEP="267">
                        <PRTPAGE P="52577"/>
                        <GID>ER24JN24.036</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="264">
                        <GID>ER24JN24.037</GID>
                    </GPH>
                    <P>
                        Accounting for emissions from both vehicles and upstream energy sector processes (
                        <E T="03">e.g.,</E>
                         petroleum refining and electricity generation), which are relevant to NHTSA's evaluation of the need of the United States to conserve energy, NHTSA estimates that the final HDPUV standards would reduce greenhouse gas emissions by about 55 million metric tons of carbon dioxide (CO
                        <E T="52">2</E>
                        ), about 65 thousand metric tons of methane (CH
                        <E T="52">4</E>
                        ), and about 3 thousand metric tons of nitrous oxide (N
                        <E T="52">2</E>
                        O).
                    </P>
                    <GPH SPAN="3" DEEP="120">
                        <PRTPAGE P="52578"/>
                        <GID>ER24JN24.038</GID>
                    </GPH>
                    <P>
                        NHTSA's analysis also estimates annual emissions attributable to the entire on-road HDPUV fleet from calendar year 2022 through calendar year 2050. Also accounting for both vehicles and upstream processes, NHTSA estimates that CO
                        <E T="52">2</E>
                         emissions from the HDPUV standards could evolve over time as shown in Figure II-10.
                    </P>
                    <GPH SPAN="3" DEEP="265">
                        <GID>ER24JN24.039</GID>
                    </GPH>
                    <P>To illustrate the effectiveness of the technology added to HDPUVs in response to today's final rule and the overall societal effects of the HDPUV standards, Table II-17 presents NHTSA's estimates for increased vehicle cost and lifetime fuel expenditures and Table II-18 summarizes the benefit-cost analysis. For more detailed discussion of these and other results related to HDPUV final standards, see Preamble Section V and Section VI below.</P>
                    <GPH SPAN="3" DEEP="114">
                        <GID>ER24JN24.040</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="226">
                        <PRTPAGE P="52579"/>
                        <GID>ER24JN24.041</GID>
                    </GPH>
                    <HD SOURCE="HD2">F. Final Standards Are Maximum Feasible</HD>
                    <P>NHTSA's conclusion, after consideration of the factors described below and information in the administrative record for this action, is that 2 percent increases in stringency for passenger cars for model years 2027-2031, 0 percent increases in stringency for light trucks in model years 2027-2028, and 2 percent increases in stringency for model years 2029-2031 for light trucks (Alternative PC2LT002) are maximum feasible. The Department of Transportation is deeply committed to working aggressively to improve energy conservation and reduce environmental harms and economic and security risks associated with energy use. NHTSA has concluded that Alternative PC2LT002 is technologically feasible, is economically practicable (based on manageable average per-vehicle cost increases, minimal effects on sales, and estimated increases in employment, among other considerations), and is complementary to other motor vehicle standards of the Government on fuel economy that are simultaneously applicable during model years 2027-2031, as described in more detail below.</P>
                    <P>After consideration of the technical capabilities, economic practicability, statutory requirements, and the Phase 2 final standards, NHTSA has concluded that a 10 percent increase in model years 2030-2032 and an 8 percent increase in model years 2033-2035 for the HDPUV fleet (HDPUV108) is maximum feasible. NHTSA's analysis shows that current Phase 2 standards do not require significant technological improvements through model year 2029, though we expect to see additional fuel efficient technology penetration in model years 2030 through 2035, which can be viewed in more detail in FRIA Chapter 8. Considering our statutory requirements, we have reduced the stringency to 8 percent increases in model years 2033-2035.</P>
                    <P>See preamble Section VI for more discussion on how we determined that the final CAFE and HDPUV standards are maximum feasible.</P>
                    <HD SOURCE="HD2">G. Final Standards Are Feasible in the Context of EPA's Final Standards and California's Standards</HD>
                    <P>The NHTSA and EPA final rules remain coordinated despite being issued as separate regulatory actions. NHTSA is finalizing CAFE standards that represent the maximum feasible under our program's statutory constraints, which differ to varying degrees by vehicle classification and model year from the GHG standards set forth by the EPA. Overall, EPA's GHG standards, developed under their program's authorities, place a higher degree of stringency on manufacturers in part because of their ability to consider all vehicle technologies, including alternative fueled vehicles, in setting standards. As with past rules, NHTSA's and EPA's programs also differ in other respects, such as programmatic flexibilities. Accordingly, NHTSA's coordination with EPA was limited to areas where each agency's statutory framework allowed some level of harmonization. These differences mean that manufacturers have had (and will continue to have) to plan their compliance strategies considering both the CAFE standards and the GHG standards to ensure that they maintain compliance with both. Because NHTSA and EPA are regulating the same vehicles and manufacturers will use many of the same technologies to meet each set of standards, NHTSA performed appropriate analyses to quantify the differences and their impacts. Auto manufacturers have shown a consistent historical ability to manage compliance strategies that account for the concurrent implementation of multiple regulatory programs. Past experience with these programs indicates that each manufacturer will optimize its compliance strategy around whichever standard is most binding for its fleet of vehicles. If different agencies' standards are more binding for some companies in certain years, this does not mean that manufacturers must build multiple fleets of vehicles, but rather that they will have to be more strategic about how they build their fleet. More detailed discussion of this issue can be found in Section VI.A of this preamble. Critically, NHTSA has concluded that it is feasible for manufacturers to meet the NHTSA standards in a regulatory framework that includes the EPA standards.</P>
                    <P>
                        NHTSA has also considered and accounted for manufacturers' expected compliance with California's ZEV program (ACC I and ACT) and its adoption by other states in developing the reference baseline for this final rule. We have also accounted for the Framework Agreements between manufacturers who have committed to meeting those Agreements. Finally, we accounted for additional ZEV deployment that manufacturers have 
                        <PRTPAGE P="52580"/>
                        committed to undertake, which would be consistent with the requirements of ACC II. NHTSA's assessment regarding the inclusion of ZEVs in the reference baseline is detailed in Preamble Section III.C.5 and Section IV.B.1, and well as in Chapter 3.1 of the accompanying FRIA.
                    </P>
                    <P>NHTSA also conducted an analysis using an alternative baseline, under which NHTSA removed not only the electric vehicles that would be deployed to comply with ACC I, but also those that would be deployed consistent with manufacturer commitments to deploy additional electric vehicles regardless of legal requirements, consistent with the levels under ACC II. NHTSA describes this as the “No ZEV alternative baseline.” For further reading on this alternative baseline, see RIA Chapters 3 and 8 and Preamble Section IV.B for comparison of the baselines.</P>
                    <HD SOURCE="HD1">III. Technical Foundation for Final Rule Analysis</HD>
                    <HD SOURCE="HD2">A. Why is NHTSA conducting this analysis?</HD>
                    <P>
                        NHTSA is finalizing CAFE standards that will increase at 2 percent per year for passenger cars during MYs 2027 through 2031, and for light trucks, standards that will not increase beyond the MY 2026 standards in MYs 2027 through 2028, thereafter increasing at 2 percent per year for MYs 2029 through 2031. The final HDPUV standards will increase at 10 percent per year during MYs 2030 through 2032, and then increase at 8 percent for MYs 2033 through 2035. NHTSA estimates these stringency increases in the passenger car and light truck fleets will reduce gasoline consumption through calendar year 2050 by about 64 billion gallons and increase electricity consumption by about 333 terawatt-hours (TWh). The stringency increases in the HDPUV fleet will reduce gasoline consumption by about 5.6 billion gallons and increase electricity consumption by about 56 TWh through calendar year 2050. Accounting for emissions from both vehicles and upstream energy sector processes (
                        <E T="03">e.g.,</E>
                         petroleum refining and electricity generation), NHTSA estimates that the CAFE standards will reduce greenhouse gas emissions by about 659 million metric tons of carbon dioxide (CO
                        <E T="52">2</E>
                        ), about 825 thousand metric tons of methane (CH
                        <E T="52">4</E>
                        ), and about 23.5 thousand metric tons of nitrous oxide (N
                        <E T="52">2</E>
                        0). The HDPUV standards are estimated to further reduce greenhouse gas emissions by 55 million metric tons of CO
                        <E T="52">2</E>
                        , 65 thousand metric tons of CH
                        <E T="52">4</E>
                         and 3 thousand metric tons of N
                        <E T="52">2</E>
                        0.
                    </P>
                    <P>
                        When NHTSA promulgates new regulations, it generally presents an analysis that estimates the impacts of those regulations, and the impacts of other regulatory alternatives. These analyses derive from statutes such as the Administrative Procedure Act (APA) and NEPA, from E.O.s (such as E.O. 12866 and 13563), and from other administrative guidance (
                        <E T="03">e.g.,</E>
                         Office of Management and Budget (OMB) Circular A-4). For CAFE and HDPUV standards, EPCA, as amended by EISA, contains a variety of provisions that NHTSA seeks to account for analytically. Capturing all of these requirements analytically means that NHTSA presents an analysis that spans a meaningful range of regulatory alternatives, that quantifies a range of technological, economic, and environmental impacts, and that does so in a manner that accounts for EPCA/EISA's various express requirements for the CAFE and HDPUV programs (
                        <E T="03">e.g.,</E>
                         passenger cars and light trucks must be regulated separately; the standard for each fleet must be set at the maximum feasible level in each MY; etc.).
                    </P>
                    <P>
                        NHTSA's standards are thus supported by, although not dictated by, extensive analysis of potential impacts of the regulatory alternatives under consideration. Together with this preamble, a TSD, a FRIA, and a Final EIS, provide a detailed enumeration of related methods, estimates, assumptions, and results. These additional analyses can be found in the rulemaking docket for this final rule 
                        <SU>124</SU>
                        <FTREF/>
                         and on NHTSA's website.
                        <SU>125</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>124</SU>
                             Docket No. NHTSA-2023-0022, which can be accessed at 
                            <E T="03">https://www.regulations.gov.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>125</SU>
                             See NHTSA. 2023. Corporate Average Fuel Economy. Available at: 
                            <E T="03">https://www.nhtsa.gov/laws-regulations/corporate-average-fuel-economy.</E>
                             (Accessed: Feb. 23, 2024).
                        </P>
                    </FTNT>
                    <P>
                        This section provides further detail on the key features and components of NHTSA's analysis. It also describes how NHTSA's analysis has been constructed specifically to reflect governing law applicable to CAFE and HDPUV standards (which may vary between programs). Finally, the discussion reviews how NHTSA's analysis has been expanded and improved in response to comments received on the 2023 proposal,
                        <SU>126</SU>
                        <FTREF/>
                         as well as additional work conducted over the last year. The analysis for this final rule aided NHTSA in implementing its statutory obligations, including the weighing of various considerations, by reasonably informing decision-makers about the estimated effects of choosing different regulatory alternatives.
                    </P>
                    <FTNT>
                        <P>
                            <SU>126</SU>
                             88 FR 56128 (Aug. 17, 2023).
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">1. What are the key components of NHTSA's analysis?</HD>
                    <P>
                        NHTSA's analysis makes use of a range of data (
                        <E T="03">i.e.,</E>
                         observations of things that have occurred), estimates (
                        <E T="03">i.e.,</E>
                         things that may occur in the future), and models (
                        <E T="03">i.e.,</E>
                         methods for making estimates). Two examples of 
                        <E T="03">data</E>
                         include (1) records of actual odometer readings used to estimate annual mileage accumulation at different vehicle ages and (2) CAFE compliance data used as the foundation for the “analysis fleets” containing, among other things, production volumes and fuel economy/fuel efficiency levels of specific configurations of specific vehicle models produced for sale in the U.S. Two examples of 
                        <E T="03">estimates</E>
                         include (1) forecasts of future Gross Domestic Product (GDP) growth used, with other estimates, to forecast future vehicle sales volumes and (2) technology cost estimates, which include estimates of the technologies' “direct cost,” marked up by a “retail price equivalent” (RPE) factor used to estimate the ultimate cost to consumers of a given fuel-saving technology, and an estimate of “cost learning effects” (
                        <E T="03">i.e.,</E>
                         the tendency that it will cost a manufacturer less to apply a technology as the manufacturer gains more experience doing so).
                    </P>
                    <P>NHTSA uses the CAFE Compliance and Effects Modeling System (usually shortened to the “CAFE Model”) to estimate manufacturers' potential responses to new CAFE, HDPUV, and GHG standards and to estimate various impacts of those responses. DOT's Volpe National Transportation Systems Center (often simply referred to as the “Volpe Center”) develops, maintains, and applies the model for NHTSA. NHTSA has used the CAFE Model to perform analyses supporting every CAFE rulemaking since 2001. The 2016 rulemaking regarding HDPUV fuel efficiency standards, NHTSA's most recent HDPUV rulemaking, also used the CAFE Model for analysis.</P>
                    <P>
                        The basic design of the CAFE Model is as follows: The system first estimates how vehicle manufacturers might respond to a given regulatory scenario, and from that potential compliance solution, the system estimates what impact that response will have on fuel consumption, emissions, safety impacts, and economic externalities. In a highly summarized form, TSD Figure 1-1 shows the basic categories of CAFE Model procedures and the sequential logical flow between different stages of the modeling.
                        <SU>127</SU>
                        <FTREF/>
                         The diagram does not present specific model inputs or 
                        <PRTPAGE P="52581"/>
                        outputs, as well as many specific procedures and model interactions. The model documentation accompanying this final rule presents these details.
                        <SU>128</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>127</SU>
                             TSD Chapter 1, see Figure 1-1: CAFE Model Procedures and Logical Flow.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>128</SU>
                             CAFE Model Documentation for 2024 FRM.
                        </P>
                    </FTNT>
                    <P>
                        More specifically, the model may be characterized as an integrated system of models. For example, one model estimates manufacturers' responses, another estimates resultant changes in total vehicle sales, and still another estimates resultant changes in fleet turnover (
                        <E T="03">i.e.,</E>
                         scrappage). Additionally, and importantly, the model does not determine the form or stringency of the standards. Instead, the model applies inputs specifying the form and stringency of standards to be analyzed and produces outputs showing the impacts of manufacturers working to meet those standards, which become part of the basis for comparing different potential stringencies. A regulatory scenario, meanwhile, involves specification of the form, or shape, of the standards (
                        <E T="03">e.g.,</E>
                         flat standards, or linear or logistic attribute-based standards), scope of passenger car, light truck, and HDPUV regulatory classes, and stringency of the CAFE or HDPUV standards for each MY to be analyzed. For example, a regulatory scenario may define CAFE or HDPUV standards for a particular class of vehicles that increase in stringency by a given percent per year for a given number of consecutive years.
                    </P>
                    <P>
                        Manufacturer compliance simulation and the ensuing effects estimation, collectively referred to as compliance modeling, encompass numerous subsidiary elements. Compliance simulation begins with a detailed user-provided initial forecast of the vehicle models offered for sale during the simulation period.
                        <SU>129</SU>
                        <FTREF/>
                         The compliance simulation then attempts to bring each manufacturer into compliance with the standards defined by the regulatory scenario contained within an input file developed by the user.
                        <SU>130</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>129</SU>
                             Because the CAFE Model is publicly available, anyone can develop their own initial forecast (or other inputs) for the model to use. The DOT-developed Market Data Input file that contains the forecast for this final rule is available on NHTSA's website at 
                            <E T="03">https://www.nhtsa.gov/corporate-average-fuel-economy/cafe-compliance-and-effects-modeling-system.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>130</SU>
                             With appropriate inputs, the model can also be used to estimate impacts of manufacturers' potential responses to new CO
                            <E T="52">2</E>
                             standards and to California's ZEV program.
                        </P>
                    </FTNT>
                    <P>
                        Estimating impacts involves calculating resultant changes in new vehicle costs, estimating a variety of costs (
                        <E T="03">e.g.,</E>
                         for fuel) and effects (
                        <E T="03">e.g.,</E>
                         CO
                        <E T="52">2</E>
                         emissions from fuel combustion) occurring as vehicles are driven over their lifetimes before eventually being scrapped, and estimating the monetary value of these effects. Estimating impacts also involves consideration of consumer responses—
                        <E T="03">e.g.,</E>
                         the impact of vehicle fuel economy/efficiency, operating costs, and vehicle price on consumer demand for passenger cars, light trucks, and HDPUVs. Both basic analytical elements involve the application of many analytical inputs. Many of these inputs are developed outside of the model and not by the model. For example, the model applies fuel prices; it does not estimate fuel prices.
                    </P>
                    <P>
                        NHTSA also uses EPA's Motor Vehicle Emission Simulator (MOVES) model to estimate “vehicle” or “downstream” emission factors for criteria pollutants,
                        <SU>131</SU>
                        <FTREF/>
                         and uses four Department of Energy (DOE) and DOE-sponsored models to develop inputs to the CAFE Model, including three developed and maintained by DOE's Argonne National Laboratory (Argonne). The agency uses the DOE Energy Information Administration's (EIA's) National Energy Modeling System (NEMS) to estimate fuel prices,
                        <SU>132</SU>
                        <FTREF/>
                         and uses Argonne's Greenhouse gases, Regulated Emissions, and Energy use in Transportation (GREET) model to estimate emissions rates from fuel production and distribution processes.
                        <SU>133</SU>
                        <FTREF/>
                         DOT also sponsored DOE/Argonne to use Argonne's Autonomie full-vehicle modeling and simulation system to estimate the fuel economy/efficiency impacts for over a million combinations of technologies and vehicle types.
                        <SU>134</SU>
                        <FTREF/>
                         The TSD and FRIA describe details of our use of these models. In addition, as discussed in the Final EIS accompanying this final rule, DOT relied on a range of models to estimate impacts on climate, air quality, and public health. The Final EIS discusses and describes the use of these models.
                    </P>
                    <FTNT>
                        <P>
                            <SU>131</SU>
                             See 
                            <E T="03">https://www.epa.gov/moves.</E>
                             This final rule uses version MOVES4 (the latest version at the time of analysis), available at 
                            <E T="03">https://www.epa.gov/moves/latest-version-motor-vehicle-emission-simulator-moves.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>132</SU>
                             See 
                            <E T="03">https://www.eia.gov/outlooks/aeo/.</E>
                             This final rule uses fuel prices estimated using the Annual Energy Outlook (AEO) 2023 version of NEMS (see 
                            <E T="03">https://www.eia.gov/outlooks/aeo/tables_ref.php.</E>
                            ).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>133</SU>
                             Information regarding GREET is available at 
                            <E T="03">https://greet.es.anl.gov/.</E>
                             This final rule uses the R&amp;D GREET 2023 version.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>134</SU>
                             As part of the Argonne simulation effort, individual technology combinations simulated in Autonomie were paired with Argonne's BatPaC model to estimate the battery cost associated with each technology combination based on characteristics of the simulated vehicle and its level of electrification. Information regarding Argonne's BatPaC model is available at 
                            <E T="03">https://www.anl.gov/cse/batpac-model-software</E>
                            . In addition, the impact of engine technologies on fuel consumption, torque, and other metrics was characterized using GT-POWER simulation modeling in combination with other engine modeling that was conducted by IAV Automotive Engineering, Inc. (IAV). The engine characterization “maps” resulting from this analysis were used as inputs for the Autonomie full-vehicle simulation modeling. Information regarding GT-POWER is available at 
                            <E T="03">https://www.gtisoft.com/gt-power/.</E>
                        </P>
                    </FTNT>
                    <P>
                        To prepare for the analysis that supports this final rule, DOT has refined and expanded the CAFE Model through ongoing development. Examples of such changes, some informed by past external comment, made since 2022 include: 
                        <SU>135</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>135</SU>
                             A more detailed list can be found in Chapter 1.1 of the TSD.
                        </P>
                    </FTNT>
                    <FP SOURCE="FP-1">• Updated analysis fleet</FP>
                    <FP SOURCE="FP-1">• Addition of HDPUVs, and associated required updates across entire model</FP>
                    <FP SOURCE="FP-1">• Updated technologies considered in the analysis</FP>
                    <FP SOURCE="FP-1">
                        ○ Addition of HCRE, HCRD and updated diesel technology models 
                        <SU>136</SU>
                        <FTREF/>
                    </FP>
                    <FTNT>
                        <P>
                            <SU>136</SU>
                             See technologies descriptions in TSD Chapter 3.
                        </P>
                    </FTNT>
                    <FP SOURCE="FP-1">
                        ○ Removal of EFR, DSLIAD, manual transmissions, AT6L2, EPS, IACC, LDB, SAX, and some P2 combinations 
                        <SU>137</SU>
                        <FTREF/>
                    </FP>
                    <FTNT>
                        <P>
                            <SU>137</SU>
                             See technologies description in 87 FR 25710 (May 2, 2022).
                        </P>
                    </FTNT>
                    <FP SOURCE="FP-1">• User control of additional input parameters</FP>
                    <FP SOURCE="FP-1">• Updated modeling approach to manufacturers' expected compliance with states' ZEV programs</FP>
                    <FP SOURCE="FP-1">• Expanded accounting for Federal incentives, such as the IRA</FP>
                    <FP SOURCE="FP-1">• Expanded procedures for estimating new vehicle sales and fleet shares</FP>
                    <FP SOURCE="FP-1">• VMT coefficient updates</FP>
                    <P>
                        In response to feedback, interagency meetings, comments from stakeholders, as well as continued development, DOT has made additional changes to the CAFE Model for the final rule. Since the 2023 NPRM, DOT has made the following changes to the CAFE Model and inputs, including: 
                        <SU>138</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>138</SU>
                             A more detailed list of updates can be found in Chapter 1.1 of the TSD.
                        </P>
                    </FTNT>
                    <FP SOURCE="FP-1">• Updated battery costs for electrified technologies</FP>
                    <FP SOURCE="FP-1">• Updated different phase-in penetration for different BEV ranges</FP>
                    <FP SOURCE="FP-1">• Updated ZEV State shares, credit values and projected ZEV requirements to inform the reference baseline</FP>
                    <FP SOURCE="FP-1">• Reclassified Rivian and Ford vehicles from HDPUV to LD based on official certification data submission</FP>
                    <FP SOURCE="FP-1">• Allow the user to directly input AC efficiency, AC leakage and off cycle credit limits for each MY, separately for conventional ICE vehicles and electric vehicles</FP>
                    <FP SOURCE="FP-1">
                        • Addressed issues with when road load technologies are applied to the fleet
                        <PRTPAGE P="52582"/>
                    </FP>
                    <FP SOURCE="FP-1">• Updated and expanded model reporting capabilities</FP>
                    <FP SOURCE="FP-1">• Updated IRA Tax Credit implementation</FP>
                    <FP SOURCE="FP-1">• Updated input factors for economic models</FP>
                    <FP SOURCE="FP-1">• Updated input factors for the safety models</FP>
                    <FP SOURCE="FP-1">• Updated emission modeling</FP>
                    <P>
                        These changes reflect DOT's long-standing commitment to ongoing refinement of its approach to estimating the potential impacts of new CAFE and HDPUV standards.
                        <SU>139</SU>
                        <FTREF/>
                         The TSD elaborates on these changes to the CAFE Model, as well as changes to inputs to the model for this analysis.
                    </P>
                    <FTNT>
                        <P>
                            <SU>139</SU>
                             A list accounting of major updates since the CAFE Model was developed in 2001 can be found in Chapter 1.1 of the TSD.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA underscores that this analysis uses the CAFE Model in a manner that explicitly accounts for the fact that in producing a single fleet of vehicles for sale in the United States, manufacturers make decisions that consider the combination of CAFE/HDPUV standards, EPA GHG standards, and various policies set at sub-national levels (
                        <E T="03">e.g.,</E>
                         ZEV regulatory programs, set by California and adopted by many other states). These regulations have important structural and other differences that affect the strategy a manufacturer could pursue in designing a fleet that complies with each of the above. As explained, NHTSA's analysis reflects a number of statutory and regulatory requirements applicable to CAFE/HDPUV and EPA GHG standard-setting. As stated previously, NHTSA coordinated with EPA and DOE to optimize the effectiveness of NHTSA's standards while minimizing compliance costs, informed by public comments from all stakeholders and consistent with the statutory factors.
                    </P>
                    <HD SOURCE="HD3">2. How do requirements under EPCA/EISA shape NHTSA's analysis?</HD>
                    <P>EPCA contains multiple requirements governing the scope and nature of CAFE standard setting. Some of these have been in place since EPCA was first signed into law in 1975, and some were added in 2007, when Congress passed EISA and amended EPCA. EISA also gave NHTSA authority to set standards for HDPUVs, and that authority was generally less constrained than for CAFE standards. NHTSA's modeling and analysis to inform standard setting is guided and shaped by these statutory requirements. EPCA/EISA requirements regarding the technical characteristics of CAFE and HDPUV standards and the analysis thereof include, but are not limited to, the following:</P>
                    <P>
                        <E T="03">Corporate Average Standards:</E>
                         Section 32902 of 49 U.S.C. requires standards for passenger cars, light trucks, and HDPUVs to be corporate average standards, applying to the average fuel economy/efficiency levels achieved by each corporation's fleets of vehicles produced for sale in the U.S.
                        <SU>140</SU>
                        <FTREF/>
                         The CAFE Model calculates the CAFE and CO
                        <E T="52">2</E>
                         levels of each manufacturer's fleets based on estimated production volumes and characteristics, including fuel economy/efficiency levels, of distinct vehicle models that could be produced for sale in the U.S.
                    </P>
                    <FTNT>
                        <P>
                            <SU>140</SU>
                             This differs from certain other types of vehicle standards, such as safety standards. For example, every vehicle produced for sale in the U.S. must, on its own, meet all applicable Federal motor vehicle safety standards (FMVSS), but no vehicle produced for sale must, on its own, meet Federal fuel economy or efficiency standards. Rather, each manufacturer is required to produce a mix of vehicles that, taken together, achieve an average fuel economy/efficiency level no less than the applicable minimum level.
                        </P>
                    </FTNT>
                    <P>
                        <E T="03">Separate Standards for Passenger Cars, Light Trucks, and HDPUVs:</E>
                         Section 32902 of 49 U.S.C. requires the Secretary of Transportation to set CAFE standards separately for passenger cars and light trucks and allows the Secretary to prescribe separate standards for different classes of heavy-duty (HD) vehicles like HDPUVs. The CAFE Model accounts separately for differentiated standards and compliance pathways for passenger cars, light trucks, and HDPUVs when it analyzes CAFE/HDPUV or GHG standards.
                    </P>
                    <P>
                        <E T="03">Attribute-Based Standards:</E>
                         Section 32902 of 49 U.S.C. requires the Secretary of Transportation to define CAFE standards as mathematical functions expressed in terms of one or more vehicle attributes related to fuel economy, and NHTSA has extended this approach to HDPUV standards as well through regulation. This means that for a given manufacturer's fleet of vehicles produced for sale in the U.S. in a given regulatory class and MY, the applicable minimum CAFE requirement (or maximum HDPUV fuel consumption requirement) is computed based on the applicable mathematical function, and the mix and attributes of vehicles in the manufacturer's fleet. The CAFE Model accounts for such functions and vehicle attributes explicitly.
                    </P>
                    <P>
                        <E T="03">Separately Defined Standards for Each Model Year:</E>
                         Section 32902 of 49 U.S.C. requires the Secretary of Transportation (by delegation, NHTSA) to set CAFE standards (separately for passenger cars and light trucks) 
                        <SU>141</SU>
                        <FTREF/>
                         at the maximum feasible levels in each MY. Fuel efficiency levels for HDPUVs must also be set at the maximum feasible level, in tranches of (at least) 3 MYs at a time. The CAFE Model represents each MY explicitly, and accounts for the production relationships between MYs.
                        <SU>142</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>141</SU>
                             Chaper 329 of title 49 of the U.S. Code uses the term “non-passenger automobiles,” while NHTSA uses the term “light trucks” in its CAFE regulations. The terms' meanings are identical.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>142</SU>
                             For example, a new engine first applied to a given mode/configuration in MY 2027 will most likely persist in MY 2028 of that same vehicle model/configuration, in order to reflect the fact that manufacturers do not apply brand-new engines to a given vehicle model every single year. The CAFE Model is designed to account for these real-world factors.
                        </P>
                    </FTNT>
                    <P>
                        <E T="03">Separate Compliance for Domestic and Imported Passenger Car Fleets:</E>
                         Section 32904 of 49 U.S.C. requires the EPA Administrator to determine CAFE compliance separately for each manufacturer's fleets of domestic passenger cars and imported passenger cars, which manufacturers must consider as they decide how to improve the fuel economy of their passenger car fleets.
                        <SU>143</SU>
                        <FTREF/>
                         The CAFE Model accounts explicitly for this requirement when simulating manufacturers' potential responses to CAFE standards, and combines any given manufacturer's domestic and imported cars into a single fleet when simulating that manufacturer's potential response to GHG standards (because EPA does not have separate standards for domestic and imported passenger cars).
                    </P>
                    <FTNT>
                        <P>
                            <SU>143</SU>
                             There is no such requirement for light trucks or HDPUVs.
                        </P>
                    </FTNT>
                    <P>
                        <E T="03">Minimum CAFE Standards for Domestic Passenger Car Fleets:</E>
                         Section 32902 of 49 U.S.C. requires that domestic passenger car fleets meet a minimum standard, which is calculated as 92 percent of the industry-wide average level required under the applicable attribute-based CAFE standard, as projected by the Secretary at the time the standard is promulgated. The CAFE Model accounts explicitly for this requirement when simulating manufacturer compliance with CAFE standards and sets this requirement aside when simulating manufacturer compliance with GHG standards.
                    </P>
                    <P>
                        <E T="03">Civil Penalties for Noncompliance:</E>
                         Section 32912 of 49 U.S.C. (and implementing regulations) prescribes a rate (in dollars per tenth of a mpg) at which the Secretary is to levy civil penalties if a manufacturer fails to comply with a passenger car or light truck CAFE standard for a given fleet in a given MY, after considering available credits. Some manufacturers have historically chosen to pay civil penalties rather than achieve full numerical compliance across all fleets.
                        <SU>144</SU>
                        <FTREF/>
                         The 
                        <PRTPAGE P="52583"/>
                        CAFE Model calculates civil penalties (adjusted for inflation) for CAFE shortfalls and provides means to estimate that a manufacturer might stop adding fuel-saving technologies once continuing to do so would effectively be more “expensive” (after accounting for fuel prices and buyers' willingness to pay for fuel economy) than paying civil penalties. The CAFE Model does not allow civil penalty payment as an option for EPA's GHG standards or NHTSA's HDPUV standards.
                        <SU>145</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>144</SU>
                             NHTSA does not assume willingness to pay civil penalties for manufacturers who have commented publicly that they will not pay civil 
                            <PRTPAGE/>
                            penalties in the rulemaking time frame, MY 2027 to MY 2031.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>145</SU>
                             While civil penalties are an option in the HDPUV fleet manufacturers have not exercised this option in the real world. Additionally, the penalties for noncompliance are significantly higher, and thus manufacturers will try to avoid paying them. Setting the model to disallow civil penalties acts to best simulate this behavior. If the model does find no option other than “paying a civil penalty” in the HDPUV fleet, this cost should be considered a proxy for credit purchase.
                        </P>
                    </FTNT>
                    <P>
                        <E T="03">Dual-Fueled and Dedicated Alternative Fuel Vehicles:</E>
                         For purposes of calculating passenger car and light truck CAFE levels used to determine compliance, 49 U.S.C. 32905 and 32906 specify methods for calculating the fuel economy levels of vehicles operating on alternative fuels to gasoline or diesel, such as electricity. In some cases, after MY 2020, methods for calculating AFV fuel economy are governed by regulation. The CAFE Model can account for these requirements explicitly for each vehicle model. However, 49 U.S.C. 32902 prohibits consideration of the fuel economy of dedicated Alternative Fuel Vehicles (AFVs), and requires that the fuel economy of dual-fueled AFVs' fuel economy, such as plug-in electric vehicles (EVs), be calculated as though they ran only on gasoline or diesel, when NHTSA determines the maximum feasible fuel economy level that manufacturers can achieve, in a given year for which NHTSA is establishing CAFE standards. The CAFE Model therefore has an option to be run in a manner that excludes the additional application of dedicated AFVs and counts only the gasoline fuel economy of dual-fueled AFVs, in MYs for which maximum feasible standards are under consideration. As allowed under NEPA for analysis appearing in Environmental Impact Statements (EIS) that help inform decision makers about the environmental impacts of CAFE standards, the CAFE Model can also be run without this analytical constraint. The CAFE Model does account for dedicated and dual-fueled AFVs when simulating manufacturers' potential responses to EPA's GHG standards because the Clean Air Act (CAA), under which the EPA derives its authority to set GHG standards for motor vehicles, contains no restrictions in using AFVs for compliance. There are no specific statutory directions in EISA with regard to dedicated and dual-fueled AFV fuel efficiency for HDPUVs, so the CAFE Model reflects relevant regulatory provisions by calculating fuel consumption directly per 49 U.S.C. 32905 and 32906 specified methods.
                    </P>
                    <P>
                        <E T="03">ZEV Regulatory Programs:</E>
                         The CAFE Model can simulate manufacturers' compliance with state-level ZEV programs applicable in California and “Section 177” 
                        <SU>146</SU>
                        <FTREF/>
                         states. This approach involves identifying specific vehicle model/configurations that could be replaced with BEVs and converting to BEVs only enough sales count of the vehicle models to meet the manufacturer's compliance obligations under state-level ZEV programs, before beginning to consider the potential that other technologies could be applied toward compliance with CAFE, HDPUV, or GHG standards.
                    </P>
                    <FTNT>
                        <P>
                            <SU>146</SU>
                             The term “Section 177” states refers to states which have elected to adopt California's standards in lieu of Federal requirements, as allowed under section 177 of the CAA.
                        </P>
                    </FTNT>
                    <P>
                        <E T="03">Creation and Use of Compliance Credits:</E>
                         Section 32903 of 49 U.S.C. provides that manufacturers may earn CAFE “credits” by achieving a CAFE level beyond that required of a given passenger car or light truck fleet in a given MY and specifies how these credits may be used to offset the amount by which a different fleet falls short of its corresponding requirement. These provisions allow credits to be “carried forward” and “carried back” between MYs, transferred between regulated classes (domestic passenger cars, imported passenger cars, and light trucks), and traded between manufacturers. However, credit use for passenger car and light truck compliance is also subject to specific statutory limits. For example, CAFE compliance credits can be carried forward a maximum of five MYs and carried back a maximum of three MYs. Also, EPCA/EISA caps the amount of credits that can be transferred between passenger car and light truck fleets and prohibits manufacturers from applying traded or transferred credits to offset a failure to achieve the applicable minimum standard for domestic passenger cars. The CAFE Model can simulate manufacturers' potential use of CAFE credits carried forward from prior MYs or transferred from other fleets.
                        <SU>147</SU>
                        <FTREF/>
                         Section 32902 of 49 U.S.C. prohibits consideration of manufacturers' potential application of CAFE compliance credits when determining the maximum feasible fuel economy level that manufacturers can achieve for their fleets of passenger cars and light trucks. The CAFE Model can be operated in a manner that excludes the application of CAFE credits for a given MY under consideration for standard setting, and NHTSA operated the model with that constraint for the purpose of determining the appropriate CAFE standard for passenger cars and light trucks. No such statutory restrictions exist for setting HDPUV standards. For modeling EPA's GHG standards, the CAFE Model does not limit transfers because the CAA does not limit them. Insofar as the CAFE Model can be exercised in a manner that simulates trading of GHG compliance credits, such simulations treat trading as unlimited.
                        <SU>148</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>147</SU>
                             The CAFE Model does not explicitly simulate the potential that manufacturers would carry CAFE or GHG credits back (
                            <E T="03">i.e.,</E>
                             borrow) from future model years, or acquire and use CAFE compliance credits from other manufacturers. At the same time, because EPA has elected not to limit credit trading, the CAFE Model can be exercised (for purposes of evaluating GHG standards) in a manner that simulates unlimited (a.k.a. “perfect”) GHG compliance credit trading throughout the industry (or, potentially, within discrete trading “blocs”). Given these dynamics, and given also the fact that the agency has yet to resolve some of the analytical challenges associated with simulating use of these flexibilities, the agency has decided to support this final rule with a conservative analysis that sets aside the potential that manufacturers would depend widely on borrowing and trading—not to mention that, for purposes of determining maximum feasible CAFE standards, statute prohibits NHTSA from considering the trading, transferring, or availability of credits (
                            <E T="03">see</E>
                             49 U.S.C. 32902(h)). While compliance costs in real life may be somewhat different from what is modeled in the rulemaking record as a result of this decision, that is broadly true no matter what, and the agency does not believe that the difference would be so great that it would change the policy outcome. Furthermore, a manufacturer employing a trading strategy would presumably do so because it represents a lower-cost compliance option. Thus, the estimates derived from this modeling approach are likely to be conservative in this respect, with real-world compliance costs likely being lower.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>148</SU>
                             To avoid making judgments about possible future trading activity, the model simulates trading by combining all manufacturers into a single entity, so that the most cost-effective choices are made for the fleet as a whole.
                        </P>
                    </FTNT>
                    <P>
                        <E T="03">Statutory Basis for Stringency:</E>
                         Section 32902 of 49 U.S.C. requires the Secretary of Transportation (by delegation, NHTSA) to set CAFE standards for passenger cars and light trucks at the maximum feasible levels that manufacturers can achieve in a given MY, considering technological feasibility, economic practicability, the need of the United States to conserve energy, and the impact of other motor vehicle standards of the Government on fuel economy. For HDPUV standards, which must also achieve the maximum 
                        <PRTPAGE P="52584"/>
                        feasible improvement, the similar yet distinct factors of appropriateness, cost-effectiveness, and technological feasibility must be considered. EPCA/EISA authorizes the Secretary of Transportation (by delegation, NHTSA) to interpret these factors, and as the Department's interpretation has evolved, NHTSA has continued to expand and refine its qualitative and quantitative analysis to account for these statutory factors. For example, one of the ways that economic practicability considerations are incorporated into the analysis is through the technology effectiveness determinations: the Autonomie simulations reflect the agency's conservative assumption that it would not be economically practicable (nor, for HDPUVs, appropriate for vehicles with different use cases) for a manufacturer to “split” an engine shared among many vehicle model/configurations into myriad versions each optimized to a single vehicle model/configuration.
                    </P>
                    <P>
                        <E T="03">National Environmental Policy Act:</E>
                         NEPA requires NHTSA to consider the environmental impacts of its actions in its decision-making processes, including for CAFE standards. The Final EIS accompanying this final rule documents changes in emission inventories as estimated using the CAFE Model, but also documents corresponding estimates—based on the application of other models documented in the Final EIS—of impacts on the global climate, on air quality, and on human health.
                    </P>
                    <P>
                        <E T="03">Other Aspects of Compliance:</E>
                         Beyond these statutory requirements applicable to DOT, EPA, or both are a number of specific technical characteristics of CAFE, HDPUV, and/or GHG regulations that are also relevant to the construction of this analysis, like the “off-cycle” technology fuel economy/emissions improvements that apply for both CAFE and GHG compliance. Although too little information is available to account for these provisions explicitly in the same way that NHTSA has accounted for other technologies, the CAFE Model includes and makes use of inputs reflecting NHTSA's expectations regarding the extent to which manufacturers may earn such credits, along with estimates of corresponding costs. Similarly, the CAFE Model includes and makes use of inputs regarding credits EPA has elected to allow manufacturers to earn toward GHG levels (not CAFE or HDPUV) based on the use of air conditioner refrigerants with lower global warming potential, or on the application of technologies to reduce refrigerant leakage. In addition, the CAFE Model accounts for EPA “multipliers” for certain AFVs, based on current regulatory provisions or on alternative approaches. Although these are examples of regulatory provisions that arise from the exercise of discretion rather than specific statutory mandate, they can materially impact outcomes.
                    </P>
                    <HD SOURCE="HD3">3. What updated assumptions does the current model reflect as compared to the 2022 final rule and the 2023 NPRM?</HD>
                    <P>Besides the updates to the CAFE Model described above, any analysis of regulatory actions that will be implemented several years in the future, and whose benefits and costs accrue over decades, requires a large number of assumptions. Over such time horizons, many, if not most, of the relevant assumptions in such an analysis are inevitably uncertain. Each successive CAFE and HDPUV analysis seeks to update assumptions to better reflect the current state of the world and the best current estimates of future conditions.</P>
                    <P>A number of assumptions have been updated since the 2022 final rule and the 2023 NPRM. As discussed below, NHTSA continues to use a MY 2022 reference fleet for passenger cars and light trucks and continues to use an updated HDPUV analysis fleet (the last HDPUV analysis fleet was built in 2016). NHTSA has also updated estimates of manufacturers' compliance credit “holdings,” updated fuel price projections to reflect the U.S. EIA's 2023 Annual Energy Outlook (AEO), updated projections of GDP and related macroeconomic measures, and updated projections of future highway travel. While NHTSA would have made these updates as a matter of course, we note that the ongoing global economic recovery and the ongoing war in Ukraine have impacted major analytical inputs such as fuel prices, GDP, vehicle production and sales, and highway travel. Many inputs remain uncertain, and NHTSA has conducted sensitivity analyses around many inputs to attempt to capture some of that uncertainty. These and other updated analytical inputs are discussed in detail in the TSD and FRIA.</P>
                    <P>
                        Additionally, as discussed in the TSD,
                        <SU>149</SU>
                        <FTREF/>
                         NHTSA calculates the climate benefits resulting from anticipated reductions in emissions of each of three GHGs, CO
                        <E T="52">2</E>
                        , CH
                        <E T="52">4</E>
                        , and N
                        <E T="52">2</E>
                        O, using estimates of the social costs of greenhouse gases (SC-GHG) values reported in a recent report from EPA (henceforward referred to as the “2023 EPA SC-GHG Report”).
                        <SU>150</SU>
                        <FTREF/>
                         In the 2022 final rule and the 2023 NPRM, NHTSA used SC-GHG values recommended by the federal Interagency Working Group (IWG) on the SC-GHG for interim use until updated estimates are available. In this final rule, NHTSA has elected to use the updated values in the 2023 EPA SC-GHG Report to reflect the most recent scientific evidence on the cost of climate damages resulting from emission of GHGs. Those estimates of costs per ton of emissions (or benefits per ton of emissions reductions) are greater than those applied in the analysis supporting the 2022 final rule or the 2023 NPRM. Even still, the estimates NHTSA is now using are not able to fully quantify and monetize a number of important categories of climate damages; because of those omitted damages and other methodological limits, DOT believes its values for SC-GHG are conservative underestimates.
                    </P>
                    <FTNT>
                        <P>
                            <SU>149</SU>
                             See TSD Chapter 6.2.1
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>150</SU>
                             EPA 2023. EPA Report on the Social Cost of Greenhouse Gases: Estimates Incorporating Recent Scientific Advances. National Center for Environmental Economics, Office of Policy, Climate Change Division, Office of Air and Radiation. Washington, DC. Available at: 
                            <E T="03">https://www.epa.gov/environmental-economics/scghg</E>
                            . (Accessed: Mar. 22, 2024) (hereinafter, “2023 EPA SC-GHG Report”).
                        </P>
                    </FTNT>
                    <HD SOURCE="HD2">B. What is NHTSA analyzing?</HD>
                    <P>
                        NHTSA is analyzing the effects of different potential CAFE and HDPUV standards on industry, consumers, society, and the world at large. These different potential standards are identified as regulatory alternatives, and amongst the regulatory alternatives, NHTSA identifies which ones the agency is selecting. As in the past several CAFE rulemakings and in the Phase 2 HDPUV rulemaking, NHTSA is establishing attribute-based CAFE and HDPUV standards defined by either a mathematical function of vehicle footprint (which has an observable correlation with fuel economy) or a towing-and-hauling-based WF, respectively.
                        <SU>151</SU>
                        <FTREF/>
                         EPCA, as amended by EISA, expressly requires that CAFE standards for passenger cars and light trucks be based on one or more vehicle attributes related to fuel economy, and be expressed in the form of a mathematical function.
                        <SU>152</SU>
                        <FTREF/>
                         The statute gives NHTSA discretion as to how to structure standards for HDPUVs, and NHTSA continues to believe that attribute-based standards expressed as a mathematical function remain appropriate for those vehicles as well, 
                        <PRTPAGE P="52585"/>
                        given their similarity in many ways to light trucks. Thus, the standards (and the regulatory alternatives) for passenger cars and light trucks take the form of fuel economy targets expressed as functions of vehicle footprint (the product of vehicle wheelbase and average track width) that are separate for passenger cars and light trucks, and the standards and alternatives for HDPUVs take the form of fuel consumption targets expressed as functions of vehicle WF (which is in turn a function of towing and hauling capabilities).
                    </P>
                    <FTNT>
                        <P>
                            <SU>151</SU>
                             Vehicle footprint is the vehicle's wheelbase times average track width (or more simply, the length and width beween the vehicle's four wheels). The HDPUV FE towing-and-hauling-based work factor (WF) metric is based on a vehicle's payload and towing capabilities, with an added adjustment for 4-wheel drive vehicles.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>152</SU>
                             49 U.S.C. 32902(a)(3)(A).
                        </P>
                    </FTNT>
                    <P>
                        For passenger cars and light trucks, under the footprint-based standards, the function defines a fuel economy performance target for each unique footprint combination within a car or truck model type. Using the functions, each manufacturer thus will have a CAFE average standard for each year that is almost certainly unique to each of its fleets,
                        <SU>153</SU>
                        <FTREF/>
                         based upon the footprint and production volumes of the vehicle models produced by that manufacturer. A manufacturer will have separate footprint-based standards for cars and for trucks, consistent with 49 U.S.C. 32902(b)'s direction that NHTSA must set separate standards for cars and for trucks. The functions are mostly sloped, so that generally, larger vehicles (
                        <E T="03">i.e.,</E>
                         vehicles with larger footprints) will be subject to lower mpg targets than smaller vehicles. This is because smaller vehicles are generally more capable of achieving higher levels of fuel economy, mostly because they tend not to have to work as hard (and therefore to require as much energy) to perform their driving task. Although a manufacturer's fleet average standard could be estimated throughout the MY based on the projected production volume of its vehicle fleet (and are estimated as part of EPA's certification process), the standards with which the manufacturer must comply are determined by its final model year (FMY) production figures. A manufacturer's calculation of its fleet average standards, as well as its fleets' average performance at the end of the MY, will thus be based on the production-weighted average target and performance of each model in its fleet.
                        <SU>154</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>153</SU>
                             EPCA/EISA requires NHTSA and EPA to separate passenger cars into domestic and import passenger car fleets for CAFE compliance purposes (49 U.S.C. 32904(b)), whereas EPA combines all passenger cars into one fleet for GHG compliance purposes.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>154</SU>
                             As discussed in prior rulemakings, a manufacturer may have some vehicle models that exceed their target and some that are below their target. Compliance with a fleet average standard is determined by comparing the fleet average standard (based on the production-weighted average of the target levels for each model) with fleet average performance (based on the production-weighted average of the performance of each model). This is inherent in the statutory structure of CAFE, which requires NHTSA to set 
                            <E T="03">corporate average</E>
                             standards.
                        </P>
                    </FTNT>
                    <P>For passenger cars, consistent with prior rulemakings, NHTSA is defining fuel economy targets as shown in Equation III-1.</P>
                    <GPH SPAN="3" DEEP="64">
                        <GID>ER24JN24.042</GID>
                    </GPH>
                    <EXTRACT>
                        <FP SOURCE="FP-2">Where:</FP>
                        <FP SOURCE="FP-2">
                            <E T="03">TARGET</E>
                            <E T="54">FE</E>
                             is the fuel economy target (in mpg) applicable to a specific vehicle model type with a unique footprint combination,
                        </FP>
                        <FP SOURCE="FP-2">
                            <E T="03">a</E>
                             is a minimum fuel economy target (in mpg),
                        </FP>
                        <FP SOURCE="FP-2">
                            <E T="03">b</E>
                             is a maximum fuel economy target (in mpg),
                        </FP>
                        <FP SOURCE="FP-2">
                            <E T="03">c</E>
                             is the slope (in gallons per mile (or gpm) per square foot) of a line relating fuel consumption (the inverse of fuel economy) to footprint, and
                        </FP>
                        <FP SOURCE="FP-2">
                            <E T="03">d</E>
                             is an intercept (in gpm) of the same line.
                        </FP>
                    </EXTRACT>
                    <P>
                        Here, 
                        <E T="03">MIN</E>
                         and 
                        <E T="03">MAX</E>
                         are functions that take the minimum and maximum values, respectively, of the set of included values. For example, 
                        <E T="03">MIN</E>
                        [40, 35] = 35 and 
                        <E T="03">MAX</E>
                        (40, 25) = 40, such that 
                        <E T="03">MIN</E>
                        [
                        <E T="03">MAX</E>
                        (40, 25), 35] = 35.
                    </P>
                    <P>For the Preferred Alternative, this equation is represented graphically as the curves in Figure III-1.</P>
                    <GPH SPAN="3" DEEP="330">
                        <PRTPAGE P="52586"/>
                        <GID>ER24JN24.043</GID>
                    </GPH>
                    <P>For light trucks, also consistent with prior rulemakings, NHTSA is defining fuel economy targets as shown in Equation III-2.</P>
                    <GPH SPAN="3" DEEP="106">
                        <GID>ER24JN24.044</GID>
                    </GPH>
                    <EXTRACT>
                        <FP SOURCE="FP-2">Where:</FP>
                        <FP SOURCE="FP-2">
                            <E T="03">TARGET</E>
                            <E T="54">FE</E>
                             is the fuel economy target (in mpg) applicable to a specific vehicle model type with a unique footprint combination,
                        </FP>
                        <FP SOURCE="FP-2">
                            <E T="03">a, b, c,</E>
                             and 
                            <E T="03">d</E>
                             are as for passenger cars, but taking values specific to light trucks,
                        </FP>
                        <FP SOURCE="FP-2">
                            <E T="03">e</E>
                             is a second minimum fuel economy target (in mpg),
                        </FP>
                        <FP SOURCE="FP-2">
                            <E T="03">f</E>
                             is a second maximum fuel economy target (in mpg),
                        </FP>
                        <FP SOURCE="FP-2">
                            <E T="03">g</E>
                             is the slope (in gpm per square foot) of a second line relating fuel consumption (the inverse of fuel economy) to footprint, and
                        </FP>
                        <FP SOURCE="FP-2">
                            <E T="03">h</E>
                             is an intercept (in gpm) of the same second line.
                        </FP>
                    </EXTRACT>
                    <P>For the Preferred Alternative, this equation is represented graphically as the curves in Figure III-2.</P>
                    <GPH SPAN="3" DEEP="330">
                        <PRTPAGE P="52587"/>
                        <GID>ER24JN24.045</GID>
                    </GPH>
                    <P>Although the general model of the target function equation is the same for passenger cars and light trucks, and the same for each MY, the parameters of the function equation differ for cars and trucks. The actual parameters for both the Preferred Alternative and the other regulatory alternatives are presented in Section IV.</P>
                    <P>The required CAFE level applicable to a passenger car (either domestic or import) or light truck fleet in a given MY is determined by calculating the production-weighted harmonic average of fuel economy targets applicable to specific vehicle model configurations in the fleet, as shown in Equation III-3.</P>
                    <GPH SPAN="3" DEEP="68">
                        <GID>ER24JN24.046</GID>
                    </GPH>
                    <EXTRACT>
                        <FP SOURCE="FP-2">Where:</FP>
                        <FP SOURCE="FP-2">
                            <E T="03">CAFE</E>
                            <E T="54">required</E>
                             is the CAFE level the fleet is required to achieve,
                        </FP>
                        <FP SOURCE="FP-2">
                            <E T="03">i</E>
                             refers to specific vehicle model/configurations in the fleet,
                        </FP>
                        <FP SOURCE="FP-2">
                            <E T="03">PRODUCTION</E>
                            <E T="54">i</E>
                             is the number of model configuration 
                            <E T="03">i</E>
                             produced for sale in the U.S., and
                        </FP>
                        <FP SOURCE="FP-2">
                            <E T="03">TARGET</E>
                            <E T="54">FE, i</E>
                             is the fuel economy target (as defined above) for model configuration 
                            <E T="03">i.</E>
                        </FP>
                    </EXTRACT>
                    <P>
                        For HDPUVs, NHTSA has previously set attribute-based standards, but used a work-based metric as the attribute rather than footprint. Work-based measurements such as payload and towing capability are key among the parameters that characterize differences in the design of these vehicles, as well as differences in how the vehicles will be used. Since NHTSA has been regulating HDPUVs, these standards have been based on a work factor (WF) attribute that combines the vehicle's payload and towing capabilities, with an added adjustment for 4-wheel drive vehicles. Again, while NHTSA is not required by statute to set HDPUV standards that are attribute-based and that are described by a mathematical function, NHTSA continues to believe that doing so is reasonable and appropriate for this segment of vehicles, consistent with prior HDPUV standard-setting rulemakings. NHTSA is continuing the use of the work-based attribute and gradually increasing stringency (which for HDPUVs means that standards appear to 
                        <E T="03">decline,</E>
                         as compared to passenger car and light truck standards where increasing stringency means that standards appear to 
                        <E T="03">increase.</E>
                         This is because HDPUV standards are based on fuel 
                        <E T="03">consumption,</E>
                         which is the inverse of fuel 
                        <E T="03">economy,</E>
                        <SU>155</SU>
                        <FTREF/>
                         the metric that NHTSA 
                        <PRTPAGE P="52588"/>
                        is statutorily required to use when setting standards for light-duty vehicle (LDV) fuel use). NHTSA defines HDPUV fuel efficiency targets as shown in Equation III-4.
                    </P>
                    <FTNT>
                        <P>
                            <SU>155</SU>
                             For additional information, see the National Academies of Sciences, Engineering, and Medicine. 2011. Assessment of Fuel Economy Technologies for Light-Duty Vehicles. 
                            <E T="03">The National Academies Press.</E>
                             Washington, DC. Available at: 
                            <E T="03">
                                https://
                                <PRTPAGE/>
                                nap.nationalacademies.org/catalog/12924/assessment-of-fuel-economy-technologies-for-light-duty-vehicles
                            </E>
                            . (Accessed: Feb. 23, 2024). Fuel economy is a measure of how far a vehicle will travel with a gallon (or unit) of fuel and is expressed in mpg. Fuel consumption is the inverse of fuel economy. It is the amount of fuel consumed in driving a given distance. Fuel consumption is a fundamental engineering measure that is directly related to fuel consumed per 100 miles and is useful because it can be employed as a direct measure of volumetric fuel savings.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="39">
                        <GID>ER24JN24.047</GID>
                    </GPH>
                    <EXTRACT>
                        <FP SOURCE="FP-2">Where:</FP>
                        <FP SOURCE="FP-2">c is the slope (in gal/100-miles/WF)</FP>
                        <FP SOURCE="FP-2">d is the y-intercept (in gal/100-miles) </FP>
                    </EXTRACT>
                    <FP SOURCE="FP-2">
                        <E T="03">WF</E>
                         = Work Factor = [0.75 × (
                        <E T="03">Payload Capacity + Xwd</E>
                        )] + [0.25 × 
                        <E T="03">Towing Capacity</E>
                        ]
                    </FP>
                    <EXTRACT>
                        <FP SOURCE="FP-2">Where:</FP>
                        <FP SOURCE="FP-2">
                            <E T="03">Xwd</E>
                             = 4wd adjustment = 500 lbs. if the vehicle group is equipped with 4WD and all-wheel drive, otherwise equals 0 lbs. for 2wd
                        </FP>
                        <FP SOURCE="FP-2">
                            <E T="03">Payload Capacity</E>
                             = GVWR (lbs.)−Curb Weight (lbs.) (for each vehicle group)
                        </FP>
                        <FP SOURCE="FP-2">
                            <E T="03">Towing Capacity</E>
                             = GCWR 
                            <SU>156</SU>
                            <FTREF/>
                             (lbs.)−GVWR (lbs.) (for each vehicle group)
                        </FP>
                        <FTNT>
                            <P>
                                <SU>156</SU>
                                 Gross Combined Weight Rating.
                            </P>
                        </FTNT>
                    </EXTRACT>
                    <P>For the Preferred Alternative, this equation is represented graphically as the curves in Figure III-3 and Figure III-4.</P>
                    <GPH SPAN="3" DEEP="344">
                        <GID>ER24JN24.048</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="294">
                        <PRTPAGE P="52589"/>
                        <GID>ER24JN24.049</GID>
                    </GPH>
                    <P>Similar to the standards for passenger cars and light trucks, NHTSA (and EPA) have historically set HDPUV standards such that each manufacturer's fleet average standard is based on production volume-weighting of target standards for all vehicles, which are based on each vehicle's WF as explained above. Thus, for HDPUVs, the required fuel efficiency level applicable in a given MY is determined by calculating the production-weighted harmonic average of subconfiguration targets applicable to specific vehicle model configurations in the fleet, as shown in Equation III-5.</P>
                    <GPH SPAN="3" DEEP="68">
                        <GID>ER24JN24.050</GID>
                    </GPH>
                    <EXTRACT>
                        <FP SOURCE="FP-2">Where:</FP>
                        <FP SOURCE="FP-2">
                            <E T="03">Subconfiguration Target Standard</E>
                            <E T="54">i</E>
                             = fuel consumption standard for each group of vehicles with the same payload, towing capacity, and drive configuration (gallons per 100 miles), and
                        </FP>
                        <FP SOURCE="FP-2">
                            <E T="03">Volume</E>
                            <E T="54">i</E>
                             = production volume of each unique subconfiguration of a model type based upon payload, towing capacity, and drive configuration.
                        </FP>
                    </EXTRACT>
                    <P>
                        Chapter 1 of the TSD contains a detailed description of the use of attribute-based standards, generally, for passenger cars, light trucks, and HDPUVs, and explains the specific decision, in past rules and for the current final rule, to continue to use vehicle footprint as the attribute over which to vary passenger car and light truck stringency, and WF as the attribute over which to vary HDPUV stringency. That chapter also discusses the policy and approach in selecting the specific mathematical functions.
                        <SU>157</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>157</SU>
                             See TSD Chapter 1.2.
                        </P>
                    </FTNT>
                    <P>Commenters expressed several concerns regarding the implementation of the fuel economy footprint target curves used for passenger cars and light trucks in this rule. Most concerns fell into one of four categories: the use of alternate or additional factors in generating the curves, the shape of the attribute curve, consideration of how footprint changes may be expressed or used by manufacturers, and considerations of changes made by the EPA in its own rulemaking.</P>
                    <P>
                        Regarding the use of alternate or additional factors in generating the curves, Rivian commented that NHTSA should reconsider the National Academy of Sciences (NAS) recommendation for multi-attribute standards for CAFE and requested that the agency “more fully describe why” the alternative approach to including electrification as another attribute described in the MYs 2024-2026 proposal “would be inconsistent with its current legal authority.” 
                        <SU>158</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>158</SU>
                             Rivian, Docket No. NHTSA-2023-0022-59765, at 3-4.
                        </P>
                    </FTNT>
                    <P>
                        In the 2021 NAS Report, the committee recommended that if Congress did not act to remove the prohibition at 49 U.S.C. 32902(h) on considering the fuel economy of dedicated AFVs (like BEVs) in determining maximum feasible CAFE standards, then the Secretary (by delegation, NHTSA) should consider accounting for the fuel economy 
                        <PRTPAGE P="52590"/>
                        benefits of ZEVs by “setting the standard as a function of a second attribute in addition to footprint—for example, the expected market share of ZEVs in the total U.S. fleet of new light-duty vehicles—such that the standards increase as the share of ZEVs in the total U.S. fleet increases.” 
                        <SU>159</SU>
                        <FTREF/>
                         NHTSA remains concerned that adding electrification, specifically, as part of a multi-attribute approach to standards may be inconsistent with our current legal authority. The 49 U.S.C. 32902(h) prohibition against considering the fuel economy of electric vehicles applies to the determination of maximum feasible standards. The attribute-based target curves 
                        <E T="03">are themselves</E>
                         the standards. NHTSA therefore does not see how the fuel economy of electric vehicles could be incorporated as an attribute forming the basis of the standards. Moreover, NHTSA further explored and received comments on this issue in the final rule setting standards for MYs 2024-2026.
                        <SU>160</SU>
                        <FTREF/>
                         While NHTSA considered this recommendation carefully as part of that rulemaking, NHTSA ultimately agreed with many commenters that including electrification as an attribute on which to base fuel economy standards for that rulemaking could introduce lead time concerns and uncertainty for industry needing to adjust their compliance strategies.
                    </P>
                    <FTNT>
                        <P>
                            <SU>159</SU>
                             National Academies of Sciences, Engineering, and Medicine. 2021. Assessment of Technologies for Improving Fuel Economy of Light-Duty Vehicles—2025-2035. 
                            <E T="03">The National Academies Press.</E>
                             Washington, DC at 5. Available at: 
                            <E T="03">https://www.nationalacademies.org/our-work/assessment-of-technologies-for-improving-fuel-economy-of-light-duty-vehicles-phase-3</E>
                            . (Accessed Feb. 7, 2024) (hereinafter, “2021 NAS Report”). Summary Recommendation 5, at 368.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>160</SU>
                             87 FR 25753.
                        </P>
                    </FTNT>
                    <P>
                        The Center for Environmental Accountability (CEA) also commented on considering the use of acceleration as an additional attribute in the attribute based standard function.
                        <SU>161</SU>
                        <FTREF/>
                         The CEA was concerned with capturing the potential trade off manufacturers may make between improved vehicle performance or improved fuel economy. NHTSA provides discussion and reasoning for the agency's approach to performance trade-offs in Section III.C.3 and believes the approach of maintaining performance neutrality is a reasonable method for accounting for the variety of possible manufacturer decisions. Furthermore, to date, every time NHTSA has considered options for which attribute(s) to select, the agency has concluded that a properly designed footprint-based approach provides the best means of achieving the basic policy goals (
                        <E T="03">i.e.,</E>
                         by increasing the likelihood of improved fuel economy across the entire fleet of vehicles) involved in applying an attribute-based standard.
                        <SU>162</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>161</SU>
                             CEA, Docket No. NHTSA-2023-0022-61918, at 22.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>162</SU>
                             See TSD Chapter 1.2.3.1; NHTSA. Mar. 2022. TSD Final Rulemaking for Model Years 2024-2026 Light-Duty Corporate Average Fuel Economy Standards. Chapter 1.2.3; 85 FR 24249-24257 (April 30, 2020).
                        </P>
                    </FTNT>
                    <P>
                        Other commenters expressed concern about the possible influence of the shape, slope or cutpoints of the footprint curve on real-world vehicle footprint size. The Institute for Policy Integrity (IPI) and the Natural Resources Defense Council (NRDC) both argued that NHTSA should flatten the footprint curves to discourage upsizing, because larger vehicles consume more energy.
                        <SU>163</SU>
                        <FTREF/>
                         NRDC also stated that “NHTSA should further reduce the footprint of the cutpoint for light trucks based on pickup certification.” 
                        <SU>164</SU>
                        <FTREF/>
                         Other commenters expressed similar concerns.
                        <SU>165</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>163</SU>
                             IPI, Docket No. NHTSA-2023-0022-60485, at 1; Joint NGOs, Docket No. NHTSA-2023-0022-61944-A2, at 30-34.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>164</SU>
                             Joint NGOs, Docket No. NHTSA-2023-0022-60485, at 34.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>165</SU>
                             SELC, Docket No NHTSA-2023-0022-60224, at 7; Climate Hawks Civic Action, Docket No NHTSA-2023-0022-61094, at 1042; MEMA, Docket No. NHTSA-2023-0022-59204, at 8-9; ACEEE, Docket No NHTSA-2023-0022-60684, at 3; CBD 
                            <E T="03">et al.,</E>
                             Docket No. NHTSA-2023-0022-61944-A2, at 41.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA appreciates these comments but based on the detailed discussion presented in Chapter 1.2.3.1 of the TSD, NHTSA is retaining the same curve shapes for passenger car and light truck standards in this final rule that NHTSA has used over the past several rulemakings—that is, at this time NHTSA is not changing the shape of the existing footprint curves. Based on the analysis of data presented by the EPA Trends Report discussed in the TSD,
                        <SU>166</SU>
                        <FTREF/>
                         vehicle footprint size, by vehicle category, has in fact changed very little over the last decade. By sales-weighted average, the data examined showed that sedans and wagons increased their footprints the most, about 3.4% or a 2 ft
                        <SU>2</SU>
                         increase, over 10 years. For context, a 1.5 ft
                        <SU>2</SU>
                         increase in overall footprint increase would equate to about a 2 inch increase in the track width of a MY 2022 Toyota Corolla.
                        <SU>167</SU>
                        <FTREF/>
                         NHTSA's assessment in the TSD shows that over the 10 years it took for manufacturers to increase sedan footprint by 3.4% on average, the fuel economy consequence was approximately a 3% reduction in the MY 2022 fuel economy target for a Toyota Corolla, compared to if it had retained its MY 2012 footprint size. Spread over each of those 10 years, the footprint increases for the example Corolla resulted in fuel economy targets that were lowered by approximately 0.3% per year. While NHTSA agrees that this number is greater than zero, for context, the fuel economy standard improvement from MY 2023 to MY 2024 will require approximately an 8% increase in fuel economy—in other words, the increases in CAFE stringency are decidedly outpacing manufacturers' current ability, or plans, to upsize individual vehicle footprints to obtain lower targets.
                    </P>
                    <FTNT>
                        <P>
                            <SU>166</SU>
                             2023 EPA Technology Trends Report.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>167</SU>
                             The MY 2022 Corolla has a wheelbase of about 106 inches, adding 2 inches to the track width would add approximately 212 square inches or 1.47 square feet to the footprint of the vehicle. See the Market Data Input File for data on the 2022 Corolla wheelbase.
                        </P>
                    </FTNT>
                    <P>NHTSA notes, however, that while increases in footprint size by vehicle category are small, there is a separate phenomenon of aggregate footprint increase for the entire fleet, which NHTSA found to be about 5.4% over the same time period. This is due not to changes in individual vehicle size or vehicle-class-level size, but to changes in fleet share. The fleet share of generally-smaller-footprint sedans and wagons decreased by nearly 28.4% over 10 years, while the fleet share of generally-larger-footprint trucks, SUVs, and pickups increased by 29.5%. Simply put, manufacturers are selling more larger trucks and fewer smaller cars than they were 10 years ago—which is different from individual vehicle models (or vehicle classes) themselves increasing in size, as one might expect if the shape of the footprint curves or the use of footprint as an attribute were incentivizing upsizing. This evidence leads us to conclude that the use of footprint as an attribute and the current slopes and cutoff points for the existing curves for passenger car and light truck CAFE standards do not lead to manufacturers significantly altering the size of their vehicles, within vehicle classes.</P>
                    <P>In contrast, Mitsubishi argued that the current shape of the curves, and particularly the passenger car curve, discouraged manufacture of smaller footprint vehicles. As Mitsubishi stated,</P>
                    <EXTRACT>
                        <P>
                            Mitsubishi holds a unique position in the industry as the manufacturer with the smallest fleet-average vehicle footprint. As such, Mitsubishi also has the strictest GHG and CAFE standard among vehicle manufacturers. Despite having one of the highest fleet-average fuel economy ratings and the lowest fleet GHG emissions of any mass-market vehicle manufacturer, Mitsubishi has accrued CAFE and GHG deficits in recent years, while other manufacturers with lower CAFE and higher GHG fleet emissions have accrued credits. While we understand the math that delivers this result, we question whether this outcome 
                            <PRTPAGE P="52591"/>
                            is what the program set out to achieve. Mitsubishi supports the reevaluation of the shape and slope of the footprint curves to ensure fleetwide fuel economy increases and GHG reductions are done in a neutral manner.
                            <SU>168</SU>
                            <FTREF/>
                        </P>
                        <FTNT>
                            <P>
                                <SU>168</SU>
                                 Mitsubishi, Docket No. NHTSA-2023-0022-61637 at 7.
                            </P>
                        </FTNT>
                    </EXTRACT>
                    <P>NHTSA is aware of Mitsubishi's unique position in the industry as a manufacturer of smaller, highly fuel-efficient, affordably-priced vehicles and is sympathetic to these comments. Unfortunately, the standard is designed for the overall industry rather than for individual manufacturers. The format of NHTSA's standards, with target goals based on footprint, instead allows each manufacturer's compliance obligation to vary with their sales mix. This can cause difficulty for some manufacturers if their vehicles' average fuel economy does not meet the required average of their footprint targets. Mitsubishi is correct that the current curve shapes do not incentivize manufacturers to build smaller cars—but neither does NHTSA find, as discussed above, that they particularly incentivize manufacturers to build larger cars, perhaps contrary to expectation. Unfortunately, the overall structure of the target curves places Mitsubishi—like all other manufacturers—in a position where it must balance its need to increase the fuel economy of its fleet with marketing increasing vehicle costs to its consumer base.</P>
                    <P>
                        IPI suggested that NHTSA add the use of increased footprint size as a potential compliance strategy used during the simulation of manufacturer behavior, stating that “This upsizing could be modeled either directly as a vehicle-level change (
                        <E T="03">i.e.,</E>
                         a technology change) or approximated by applying a specific level of sales-weighted average increase to the vehicle class level. In the former case, NHTSA could include footprint technology options, such as increased footprint size by 0%, 5%, 7.5%, 10%, 15%, and 20%, much like NHTSA treats mass-reduction technologies.” 
                        <SU>169</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>169</SU>
                             IPI, Docket No. NHTSA-2023-0022-60485, at 16-18.
                        </P>
                    </FTNT>
                    <P>NHTSA disagrees that additional modeling approaches are required to capture the behavior of the manufacturers that appears to lead to increasing fleet footprint. The analysis of the EPA's Trends Data, discussed above and provided in detail in TSD Chapter 1.2.3.1, indicates that over the last 10 years vehicle footprint size has seen only small changes within vehicle classes. Sedans and wagons showed the greatest sales-weighted average increase between MY 2012 and MY 2022 at a 3.4% increase, minivans saw a 2.1% increase, car SUVs (or crossovers) saw a 1.6% increase, truck SUVs saw a 0.9% increase, and pickups saw the smallest increase at 0.5%. The increase in sales-weighted average footprint size for the aggregate fleet instead appears driven by a change in fleet shares between passenger cars and light trucks—a behavior that is captured by the CAFE model and is discussed in TSD Chapter 4.2.1.3, Modeling Changes in Fleet Mix.</P>
                    <P>
                        Several commenters expressed concern that NHTSA had not followed EPA's proposed approach to reconfiguring their attribute-based CO
                        <E T="52">2</E>
                         standard functions. Mitsubishi stated, “Unlike the EPA, NHTSA did not propose any changes to the slope or cut-points for the passenger car or light truck curves.” 
                        <SU>170</SU>
                        <FTREF/>
                         The Motor &amp; Equipment Manufacturer's Association (MEMA) offered similar comments, stating, “NHTSA should follow EPA's lead in flattening the curves to further improve the fuel efficiency of the overall fleet and limit upsizing.” 
                        <SU>171</SU>
                        <FTREF/>
                         Other commenters also expressed concern about the departure in target curve shape between EPA's proposed standards and NHTSA proposed standards, arguing that NHTSA should have considered the same factors EPA used in their determinations.
                        <SU>172</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>170</SU>
                             Mitsubishi, Docket No. NHTSA-2023-0022-61637, at 7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>171</SU>
                             MEMA, Docket No. NHTSA-2023-0022-59204, at 8.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>172</SU>
                             CBD et al., Docket No. NHTSA-2023-0022-61944, at 41; IPI, Docket No. NHTSA-2023-0022-60485, at 16-18; ACEEE, Docket No. NHTSA-2023-0022-60684, at 3.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA has explained our position on changing curve shape based on addressing concerns about upsizing above. That said, NHTSA is aware that EPA recently issued a final rule changing the shapes of its CO
                        <E T="52">2</E>
                         standards curves for passenger cars and light-duty trucks, as compared to its prior set of standards. EPA explained that it chose to make the slopes of both curves, especially the car curves, flatter than those of prior rulemakings, stating that:
                    </P>
                    <EXTRACT>
                        <P>
                            When emissions reducing technology is applied, such as advanced ICE, or HEV or PHEV or BEV electrification technologies, the relationship between increased footprint and tailpipe emissions is reduced. From a physics perspective, a positive footprint slope for ICE vehicles makes sense because as a vehicle's size increases, its mass, road loads, and required power (and corresponding vehicle-based CO
                            <E T="52">2</E>
                             emissions) will increase accordingly [and its fuel economy will correspondingly decrease accordingly]. Moreover, as the emissions control technology becomes increasingly more effective, the relationship between tailpipe emissions and footprint decreases proportionally; in the limiting case of vehicles with 0 g/mile tailpipe emissions such as BEVs, there is no relationship at all between tailpipe emissions and footprint.
                            <SU>173</SU>
                            <FTREF/>
                        </P>
                        <FTNT>
                            <P>
                                <SU>173</SU>
                                 2024 EPA Final Rule, section II.C.2.ii, 89 FR 27842.
                            </P>
                        </FTNT>
                    </EXTRACT>
                    <P>
                        Since the Supreme Court's decision in 
                        <E T="03">Massachusetts</E>
                         v. 
                        <E T="03">EPA</E>
                        , NHTSA and EPA have both employed equivalent footprint-based CAFE and CO
                        <E T="52">2</E>
                         target curves for PCs and LTs. In this final rule, NHTSA cannot reasonably promulgate target curves that are flatter, like EPA's new curves based on EPA's rationale, for two main reasons. First, EPA altered their curves based on considering the effects of emission reduction technologies such as PHEVs and BEVs as viable solutions to meet their standards. Given that the target curves 
                        <E T="03">are</E>
                         the CAFE standards, and given that 49 U.S.C. 32902(h) prohibits consideration of BEVs or even the electric only operation of PHEVs in determining maximum feasible CAFE standards, NHTSA does not believe that the law permits us to base target curve shapes in CAFE-standard-driven increases on the presence (
                        <E T="03">i.e.,</E>
                         the fuel economy) of BEVs or the use of the electric operation of PHEVs in the vehicle fleets. Second, even if NHTSA could consider BEVs and full use of PHEV technology in developing target curve shapes, NHTSA would not consider them the same way as EPA does. BEV compliance values in the CAFE program are determined, per statute, using DOE's Petroleum Equivalency Factor. Moreover, the calculated equivalent fuel economies still vary with vehicle footprint and, in general, larger vehicles have lower calculated equivalent fuel economies. They are not the fuel-economy-equivalent of 0 g/mi, which would be infinite fuel economy. NHTSA, therefore, cannot adopt EPA's rationale that curve slopes should become flatter in response to increasing numbers of BEVs because our statutory requirements for how BEV fuel economy is calculated necessarily differ from how EPA chooses to calculate CO
                        <E T="52">2</E>
                         emissions for BEVs. NHTSA understands that this divergence in curve shape creates inconsistency between the programs, but NHTSA does not agree that the agency currently has authority to harmonize with EPA's new approach to curve shape.
                    </P>
                    <P>
                        Regarding the fuel consumption work factor target curves proposed for HDPUVs, stakeholders expressed two types of comments. First, a group of commenters expressed support for the continued use of the work factor attribute, and second, some stakeholders 
                        <PRTPAGE P="52592"/>
                        expressed concern over NHTSA maintaining separate diesel and gasoline compliance curves.
                    </P>
                    <P>
                        On the use of the work factor attribute, the Alliance stated, “We agree with NHTSA's conclusion that work factor is a reasonable and appropriate attribute for setting fuel consumption standards. Work factor effectively captures the intent of these vehicles, which is to perform work, and has a strong correlation to fuel consumption.” 
                        <SU>174</SU>
                        <FTREF/>
                         These sentiments were echoed by other commenters.
                        <SU>175</SU>
                        <FTREF/>
                         NHTSA agrees with the stakeholders, and after considering these comments, the agency has once again concluded that the work factor approach established in the 2011 “Phase 1” rulemaking and continued in the 2016 “Phase 2” rulemaking is reasonable and appropriate.
                    </P>
                    <FTNT>
                        <P>
                            <SU>174</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-60652, at 52-64.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>175</SU>
                             Stellantis, Docket No. NHTSA-2023-0022-61107, at 12; Cummins, Inc., Docket No. NHTSA-2023-0022-60204, at 2; GM, Docket No. NHTSA-2023-0022-60686, at 7.
                        </P>
                    </FTNT>
                    <P>
                        On the continued use of separate diesel and gasoline curves for the HDPUV standards, the American Council for an Energy-Efficient Economy (ACEEE) commented, “In further alignment with EPA, NHTSA should eliminate the different standards for diesel and gasoline (
                        <E T="03">i.e.,</E>
                         compression-ignition and spark-ignition) HDPUVs.” 
                        <SU>176</SU>
                        <FTREF/>
                         ACEEE argued further that “Given NHTSA's acknowledgement of the emergence of van electrification and its history of alignment with EPA for HDPUVs, raising the stringency of the gasoline standards to match that of the diesel standards should be feasible.” 
                        <SU>177</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>176</SU>
                             ACEEE, Docket No. NHTSA-2023-022-60684-A1, at 8.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>177</SU>
                             ACEEE, Docket No. NHTSA-2023-022-60684-A1, at 8.
                        </P>
                    </FTNT>
                    <P>
                        ACEEE requested that NHTSA align with EPA by developing a single standard curve for both SI and CI HDPUVs for MYs 2027 through 2032. As mentioned in the NPRM, NHTSA is statutorily required to provide at least four full MYs of lead time and three full MYs of regulatory stability for its HDPUV fuel consumption standards. As such, we are unable to align with EPA's change to its standard due to an insufficient amount of lead time. However, we believe the regulatory stability of the current HDPUV fuel consumption standards provide enough stability for the industry to continue to develop technologies needed to meet our standards. In addition, we believe retaining separate CI and SI curves will better balance NHTSA's statutory factors.
                        <SU>178</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>178</SU>
                             U.S.C. 32920(k)(2).
                        </P>
                    </FTNT>
                    <HD SOURCE="HD2">C. What inputs does the compliance analysis require?</HD>
                    <P>
                        The first step in our analysis of the effects of different levels of fuel economy standards is the compliance simulation. When we say, “compliance simulation” throughout this rulemaking, we mean the CAFE Model's simulation of how vehicle manufacturers could comply with different levels of CAFE standards by adding fuel economy-improving technology to an existing fleet of vehicles.
                        <SU>179</SU>
                        <FTREF/>
                         At the most basic level, a model is a set of equations, algorithms,
                        <SU>180</SU>
                        <FTREF/>
                         or other calculations that are used to make predictions about a complex system, such as the environmental impact of a particular industry or activity. A model may consider various inputs, such as emissions data, technology costs, or other relevant factors, and use those inputs to generate output predictions.
                    </P>
                    <FTNT>
                        <P>
                            <SU>179</SU>
                             When we use the phrase “the model” throughout this section, we are referring to the CAFE Model. Any other model will be specifically named.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>180</SU>
                             See Merriam-Webster, “algorithm.” Broadly, an algorithm is a step-by-step procedure for solving a problem or accomplishing some end. More specifically, an algorithm is a procedure for solving a mathematical problem (as of finding the greatest common divisor) in a finite number of steps that frequently involves repetition of an operation.
                        </P>
                    </FTNT>
                    <P>
                        One important note about models is that a model is only as good as the data and assumptions that go into it. We attempt to ensure that the technology inputs and assumptions that go into the CAFE Model to project the effects of different levels of CAFE standards are based on sound science and reliable data, and that our reasons for using those inputs and assumptions are transparent and understandable to stakeholders. This section and the following section discuss at a high level how we generate the technology inputs and assumptions that the CAFE Model uses for the compliance simulation.
                        <SU>181</SU>
                        <FTREF/>
                         The TSD, CAFE Model Documentation, CAFE Analysis Autonomie Model Documentation,
                        <SU>182</SU>
                        <FTREF/>
                         and other technical reports supporting this final rule discuss our technology inputs and assumptions in more detail.
                    </P>
                    <FTNT>
                        <P>
                            <SU>181</SU>
                             As explained throughout this section, our inputs are a specific number or datapoint used by the model, and our assumptions are based on judgment after careful consideration of available evidence. An assumption can be an underlying reason for the 
                            <E T="03">use</E>
                             of a specific datapoint, function, or modeling process. For example, an input might be the fuel economy value of the Ford Mustang, whereas the assumption is that the Ford Mustang's fuel economy value reported in Ford's CAFE compliance data should be used in our modeling.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>182</SU>
                             The Argonne report is titled “Vehicle Simulation Process to Support the Analysis for MY 2027 and Beyond CAFE and MY 2030 and Beyond HDPUV FE Standards;” however, for ease of use and consistency with the TSD, it is referred to as “CAFE Analysis Autonomie Documentation.”
                        </P>
                    </FTNT>
                    <P>We incorporate technology inputs and assumptions either directly in the CAFE Model or in the CAFE Model's various input files. The heart of the CAFE Model's decisions about how to apply technologies to manufacturer's vehicles to project how the manufacturer could meet CAFE standards is the compliance simulation algorithm. The compliance simulation algorithm is several equations that direct the model to apply fuel economy-improving technologies to vehicles in a way that estimates how manufacturers might apply those technologies to their vehicles in the real world. The compliance simulation algorithm projects a cost-effective pathway for manufacturers to comply with different levels of CAFE standards, considering the technology present on manufacturer's vehicles now, and what technology could be applied to their vehicles in the future. Embedded directly in the CAFE Model is the universe of technology options that the model can consider and some rules about the order in which it can consider those options and estimates of how effective fuel economy improving-technology is on different types of vehicles, like on a sedan or a pickup truck.</P>
                    <P>
                        Technology inputs and assumptions are also located in all four of the CAFE Model Input Files. The Market Data Input File is a Microsoft Excel file that characterizes the analysis automotive fleet used as the starting point for CAFE modeling. There is one Excel row describing each vehicle model and model configuration manufactured in the United States in a MY (or years), and input and assumption data that links that vehicle to technology, economic, environmental, and safety effects. Next, the Technologies Input File identifies approximately six dozen technologies we use in the analysis, uses phase-in caps to identify when and how widely each technology can be applied to specific types of vehicles, provides most of the technology costs (only battery costs for electrified vehicles are provided in a separate file), and provides some of the inputs involved in estimating impacts on vehicle fuel consumption and weight. The Scenarios Input File provides the coefficient values defining the standards for each regulatory alternative,
                        <SU>183</SU>
                        <FTREF/>
                         and other 
                        <PRTPAGE P="52593"/>
                        relevant information applicable to modeling each regulatory scenario. This information includes, for example, the estimated value of select tax credits from the IRA, which provide Federal technology incentives for electrified vehicles, and the PEF, which is a value that the Secretary of Energy determines under EPCA that applies to EV fuel economy values.
                        <SU>184</SU>
                        <FTREF/>
                         Finally, the Parameters Input File contains mainly economic and environmental data, as well as data about how fuel economy credits and California's Zero Emissions Vehicle program credits are simulated in the model.
                    </P>
                    <FTNT>
                        <P>
                            <SU>183</SU>
                             The coefficient values are defined in TSD Chapter 1.2.1 for both the CAFE and HDPUV FE standards.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>184</SU>
                             
                            <E T="03">See</E>
                             49 U.S.C. 32904(a)(2), 89 FR 22041 (March 29, 2024).
                        </P>
                    </FTNT>
                    <P>
                        We generate these technology inputs and assumptions in several ways, including by and through evaluating data submitted by vehicle manufacturers pursuant to their CAFE reporting obligations; consolidating public data on vehicle models from manufacturer websites, press materials, marketing brochures, and other publicly available information; collaborative research, testing, and modeling with other Federal agencies, like the DOE's Argonne National Laboratory; research, testing, and modeling with independent organizations, like IAV GmbH Ingenieurgesellschaft Auto und Verkehr (IAV), Southwest Research Institute (SwRI), NAS, and FEV North America; determining that work done for prior rules is still relevant and applicable; considering feedback from stakeholders on prior rules, in meetings conducted before the commencement of this rule, and feedback received during the comment period for this final rule; and using our own engineering judgment. When we say “engineering judgment” throughout this rulemaking, we are referring to decisions made by a team of engineers and analysts. This judgment is based on their experience working in the automotive industry and other relevant fields, and assessment of all the data sources described above. Most importantly, we use engineering judgment to assess how best to represent vehicle manufacturer's potential responses to different levels of CAFE standards within the boundaries of our modeling tools, as “a model is meant to simplify reality in order to make it tractable.” 
                        <SU>185</SU>
                        <FTREF/>
                         In other words, we use engineering judgment to concentrate potential technology inputs and assumptions from millions of discrete data points from hundreds of sources to three datasets integrated in the CAFE Model and four input files. How the CAFE Model decides to apply technology, 
                        <E T="03">i.e.,</E>
                         the compliance simulation algorithm, has also been developed using engineering judgment, considering some of the same factors that manufacturers consider when they add technology to vehicles in the real world.
                    </P>
                    <FTNT>
                        <P>
                            <SU>185</SU>
                             
                            <E T="03">Chem. Mfrs. Ass'n</E>
                             v. 
                            <E T="03">E.P.A.,</E>
                             28 F.3d 1259, 1264-65 (D.C. Cir. 1994) (citing Milton Friedman. 1953. The Methodology of Positive Economics. 
                            <E T="03">Essays in Positive Economics</E>
                             3, at 14-15).
                        </P>
                    </FTNT>
                    <P>While upon first read this discussion may seem oversimplified, we believe that there is value in all stakeholders being able to understand how the analysis uses different sets of technology inputs and assumptions and how those inputs and assumptions are based on real-world factors. This is so that all stakeholders have the appropriate context to better understand the specific technology inputs and assumptions discussed later and in detail in all of the associated technical documentation.</P>
                    <HD SOURCE="HD3">1. Technology Options and Pathways</HD>
                    <P>
                        We begin the compliance analysis by defining the range of fuel economy-improving technologies that the CAFE Model could add to a manufacturer's vehicles in the United States market.
                        <SU>186</SU>
                        <FTREF/>
                         These are technologies that we believe are representative of what vehicle manufacturers currently use on their vehicles, and that vehicle manufacturers could use on their vehicles in the timeframe of the standards (MYs 2027 and beyond for the LD analysis and MYs 2030 and beyond for the HDPUV analysis). The technology options include basic and advanced engines, transmissions, electrification, and road load technologies, which include mass reduction (MR), aerodynamic improvement (AERO), and tire rolling resistance (ROLL) reduction technologies. Note that while EPCA/EISA constrains our ability to consider the possibility that manufacturers would comply with CAFE standards by implementing some electrification technologies when making decisions about the level of CAFE standards that is maximum feasible, there are several reasons why we must accurately model the range of available electrification technologies. These are discussed in more detail in Section III.D and in Section VI.
                    </P>
                    <FTNT>
                        <P>
                            <SU>186</SU>
                             40 CFR 86.1806-17—Onboard diagnostics; 40 CFR 86.1818-12—Greenhouse gas emission standards for light-duty vehicles, light-duty trucks, and medium-duty passenger vehicles; Commission Directive 2001/116/EC—European Union emission regulations for new LDVs—including passenger cars and light commercial vehicles (LCV).
                        </P>
                    </FTNT>
                    <P>
                        We require several data elements to add a technology to the range of options that the CAFE Model can consider; those elements include a broadly applicable technology definition, estimates of how effective that technology is at improving a vehicle's fuel economy value on a range of vehicles (
                        <E T="03">e.g.,</E>
                         sedan through pickup truck, or HD pickup truck and HD van), and the cost to apply that technology on a range of vehicles. Each technology we select is designed to be representative of a wide range of specific technology applications used in the automotive industry. For example, in MY 2022, eleven vehicle brands under five vehicle manufacturers 
                        <SU>187</SU>
                        <FTREF/>
                         used what we call a “downsized turbocharged engine with cylinder deactivation.” While we might expect brands owned by the same manufacturer to use similar technology on their engines, among those five manufacturers, the engine systems will likely be very different. Some manufacturers may also have been making those engines longer than others, meaning that they have had more time to make the system more efficient while also making it cheaper, as they make gains learning the development improvement and production process. If we chose to model the best performing, cheapest engine and applied that technology across vehicles made by all automotive manufacturers, we would likely be underestimating the cost and underestimating the technology required for the entire automotive industry to achieve higher levels of CAFE standards. The reverse would be true if we selected a system that was less efficient and more expensive. So, in reality, some manufacturers' systems may perform better or worse than our modeled systems, and some may cost more or less than our modeled systems. However, selecting representative technology definitions for our analysis will ensure that, on balance, we capture a reasonable level of costs and benefits that would result from any manufacturer applying the technology.
                    </P>
                    <FTNT>
                        <P>
                            <SU>187</SU>
                             Ford, General Motors (GM), Honda, Stellantis, and VWA represent the following 11 brands: Acura, Alfa Romeo, Audi, Bentley, Buick, Cadillac, Chevrolet, Ford, GMC, Lamborghini, and Porsche.
                        </P>
                    </FTNT>
                    <P>
                        We have been refining the LD technology options since first developing the CAFE Model in the early 2000s. “Refining” means both adding and removing technology options depending on technology availability now and projected future availability in the United States market, while balancing a reasonable amount of modeling and analytical complexity. Since the last analysis we have reduced the number of LD ICE technology options but have refined the options, so they better reflect the diversity of 
                        <PRTPAGE P="52594"/>
                        engines in the current fleet. Our technology options also reflect an increase in diversity for hybridization and electrification options, though we utilize these options in a manner that is consistent with statutory constraints. In addition to better representing the current fleet, this reflects consistent feedback from vehicle manufacturers who have told us that they will reduce investment in ICEs while increasing investment in hybrid and plug-in BEV options.
                        <SU>188</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>188</SU>
                             87 FR 25781 (May 2, 2022); Docket Submission of Ex Parte Meetings Prior to Publication of the Corporate Average Fuel Economy Standards for Passenger Cars and Light Trucks for Model Years 2027-2032 and Fuel Efficiency Standards for Heavy-Duty Pickup Trucks and Vans for Model Years 2030-2035 Notice of Proposed Rulemaking memorandum, which can be found under References and Supporting Material in the rulemaking Docket No. NHTSA-2023-0022.
                        </P>
                    </FTNT>
                    <P>
                        Feedback on the past several CAFE rules has also centered thematically on the expected scope of future electrified vehicle technologies and how we should consider future developments in our analysis. We have received feedback that we cannot consider BEV options and even so, our costs underestimate BEV costs when we do consider them in, for example, the reference baseline. We have also received comments that we should consider more electrified vehicle options and our costs overestimate future costs. Consistent with our interpretation of EPCA/EISA, discussed further in Section III.D and VI, we include several LD electrified technologies to appropriately represent the diversity of current and anticipated future technology options while ensuring our analysis remains consistent with statutory limitations. In addition, this ensures that our analysis can appropriately capture manufacturer decision making about their vehicle fleets for reasons other than CAFE standards (
                        <E T="03">e.g.,</E>
                         other regulatory programs and manufacturing decisions).
                    </P>
                    <P>
                        The technology options also include our judgment about which technologies will not be available in the rulemaking timeframe. There are several reasons why we may have concluded that it was reasonable to exclude a technology from the options we consider. As with past analyses, we did not include technologies unlikely to be feasible in the rulemaking timeframe, engines technologies designed for markets other than the United States market that are required to use unique gasoline,
                        <SU>189</SU>
                        <FTREF/>
                         or technologies where there were not appropriate data available for the range of vehicles that we model in the analysis (
                        <E T="03">i.e.</E>
                         technologies that are still in the research and development phase but are not ready for mass market production). Each technology section below and Chapter 3 of the TSD discusses these decisions in detail.
                    </P>
                    <FTNT>
                        <P>
                            <SU>189</SU>
                             In general, most vehicles produced for sale in the United States have been designed to use “Regular” gasoline, or 87 octane. See EIA. 2022. Octane in Depth. Last revised: Nov. 17, 2022. Available at: 
                            <E T="03">https://www.eia.gov/energyexplained/gasoline/octane-in-depth.php.</E>
                             (Accessed: Feb. 23, 2024), for more information.
                        </P>
                    </FTNT>
                    <P>
                        The HDPUV technology options also represent a diverse range of both internal combustion and electrified powertrain technologies. We last used the CAFE Model for analyzing HDPUV standards in the Phase 2 Medium and Heavy-Duty Greenhouse Gas and Fuel Efficiency joint rules with EPA in 2016.
                        <SU>190</SU>
                        <FTREF/>
                         Since issuing that rule, we refined the ICE technology options based on trends on vehicles in the fleet and updated technology cost and effectiveness data. The HDPUV options also reflect more electrification and hybridization options in that real-world fleet. However, the HDPUV technology options are also less diverse than the LD technology options, for several reasons. The HDPUV fleet is significantly smaller than the LD fleet, with five manufacturers building a little over 25 nameplates in one thousand vehicle model configurations,
                        <SU>191</SU>
                        <FTREF/>
                         compared with the 20 LDV manufacturers building more than 250 nameplates in the range of over two thousand configurations. Also, by definition, the HDPUV fleet only includes two vehicle types: HD pickup trucks and work vans.
                        <SU>192</SU>
                        <FTREF/>
                         These vehicle types have focused applications, which includes transporting people and moving equipment and supplies. As discussed in more detail below, these vehicles are built with specific technology application, reliability, and durability requirements in order to do work.
                        <SU>193</SU>
                        <FTREF/>
                         We believe the range of HDPUV technology options appropriately and reasonably represents the smaller range of technology options available currently and for application in future MYs for the United States market.
                    </P>
                    <FTNT>
                        <P>
                            <SU>190</SU>
                             81 FR 73478 (Oct. 25, 2016); NHTSA. 2023. CAFE Compliance and Effects Modeling System. Corporate Average Fuel Economy. Available at: 
                            <E T="03">https://www.nhtsa.gov/corporate-average-fuel-economy/cafe-compliance-and-effects-modeling-system</E>
                            . (Accessed: Feb. 27, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>191</SU>
                             In this example, a HDPUV “nameplate” could be the “Sprinter 2500”, as in the Mercedes-Benz Sprinter 2500. The vehicle model configurations are each unique variants of the Sprinter 2500 that have an individual row in our Market Data Input File, which are divided generally based on compliance fuel consumption value and WF.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>192</SU>
                             For the proposal, vehicles were divided between the LD and HDPUV fleets solely on their gross vehicle weight rating (GVWR) being above or below 8,500 lbs. We revisited the distribution of vehicles in this final rule to include the distinction for MDPVs.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>193</SU>
                             “Work” includes hauling, towing, carrying cargo, or transporting people, animals, or equipment.
                        </P>
                    </FTNT>
                    <P>
                        Note, however, that for both the LD and HDPUV analyses, the CAFE Model does not dictate or predict the technologies manufacturers must use to comply; rather, the CAFE Model outlines a technology pathway that manufacturers could use to meet the standards cost-effectively. While we estimate the costs and benefits for different levels of CAFE standards estimating technology application that manufacturers could use in the rulemaking timeframe, it is entirely possible and reasonable that a vehicle manufacturer will use different technology options to meet our standards than the CAFE Model estimates and may even use technologies that we do not include in our analysis. This is because our standards do not mandate the application of any particular technology. Rather, our standards are performance-based: manufacturers can and do use a range of compliance solutions that include technology application, shifting sales from one vehicle model or trim level to another,
                        <SU>194</SU>
                        <FTREF/>
                         and even paying civil penalties. That said, we are confident that the 75 LD technology options and 30 HDPUV technology options included in the analysis (in particular considering that for each technology option, the analysis includes distinct technology cost and effectiveness values for fourteen different types of vehicles, resulting in about a million different technology effectiveness and cost data points) strike a reasonable balance between the diversity of technology used by an entire industry and simplifying reality in order to make modeling tractable.
                    </P>
                    <FTNT>
                        <P>
                            <SU>194</SU>
                             Manufacturers could increase their production of one type of vehicle that has higher fuel economy level, like the hybrid version of a conventional vehicle model, to meet the standards. For example, Ford has conventional, hybrid, and electric versions of its F-150 pickup truck, and Toyota has conventional, hybrid, and plug-in hybrid versions of its RAV4 sport utility vehicle.
                        </P>
                    </FTNT>
                    <P>
                        Chapter 3 of the TSD and Section III.D below describe the technologies that we used for the LD and HDPUV analyses. Each technology has a name that loosely corresponds to its real-world technology equivalent. We abbreviate the name to a short easy signifier for the CAFE Model to read. We organize those technologies into groups based on technology type: basic and advanced engines, transmissions, electrification, and road load technologies, which include MR, aerodynamic improvement, and low rolling resistance tire technologies.
                        <PRTPAGE P="52595"/>
                    </P>
                    <P>
                        We then organize the groups into pathways. The pathways instruct the CAFE Model how and in what order to apply technology. In other words, the pathways define technologies that are mutually exclusive (
                        <E T="03">i.e.,</E>
                         that cannot be applied at the same time), and define the direction in which vehicles can advance as the model evaluates which technologies to apply. The respective technology chapters in the TSD and Section 4 of the CAFE Model Documentation for the final rule include a visual of each technology pathway. In general, the paths are tied to ease of implementation of additional technology and how closely related the technologies are.
                    </P>
                    <P>As an example, our “Turbo Engine Path” consists of five different engine technologies that employ different levels of turbocharging technology. A turbocharger is essentially a small turbine that is driven by exhaust gases produced by the engine. As these gases flow through the turbocharger, they spin the turbine, which in turn spins a compressor that pushes more air into an engine's cylinder. Having more air in the engine's cylinder allows the engine to burn more fuel, which then creates more power, without needing a physically larger engine. In our analysis, an engine that uses a turbocharger “downsizes,” or becomes smaller. The smaller engine can use less fuel to do the same amount of work as the engine did before it used a turbocharger and was downsized. Allowing basic engines to be downsized and turbocharged instead of just turbocharged keeps the vehicle's utility and performance constant so that we can measure the costs and benefits of different levels of fuel economy improvements, rather than the change in different vehicle attributes. This concept is discussed further, below.</P>
                    <P>Grouping technologies on pathways also tells the model how to evaluate technologies; continuing this example, a vehicle can only have one engine, so if a vehicle has one of the Turbo engines the model will evaluate which more advanced Turbo technology to apply. Or, if it is more cost-effective to go beyond the Turbo pathway, the model will evaluate whether to apply more advanced engine technologies and hybridization path technology.</P>
                    <P>
                        Then, the arrows between technologies instruct the model on the order in which to evaluate technologies on a pathway. This ensures that a vehicle that uses a more advanced technology cannot downgrade to a less advanced version of the technology, or that a vehicle would switch to technology that was significantly technically different. As an example, if a vehicle in the compliance simulation begins with a TURBOD engine—a turbocharged engine with cylinder deactivation—it cannot adopt a TURBO0 engine.
                        <SU>195</SU>
                        <FTREF/>
                         Similarly, this vehicle with a TURBOD engine cannot adopt an ADEACD engine.
                        <SU>196</SU>
                        <FTREF/>
                         As an example of our rationale for ordering technologies on the technology tree, an engine could potentially be changed from TURBO0 to TURBO2 without redesigning the engine block or requiring significantly different expertise to design and implement. A change to ADEACD would likely require a different engine block that might not be possible to fit in the engine bay of the vehicle without a complete redesign and different technical expertise requiring years of research and development. This change, which would strand capital and break parts sharing, is why the advanced engine paths restrict most movement between them. The concept of stranded capital is discussed further in Section III.C.6. The model follows instructions pursuant to the direction of arrows between technology groups and between technologies on the same pathway.
                    </P>
                    <FTNT>
                        <P>
                            <SU>195</SU>
                             TURBO0 is the baseline turbocharged engine and TURBOD is TURBO0 with the addition of cylinder deactivation (DEAC). See chapter 3 of the TSD for more discussion on engine technologies.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>196</SU>
                             ADEACD is a dual overhead camshaft engine with advanced cylindar deactivation. See chapter 3 of the TSD for more discussion on engine technologies.
                        </P>
                    </FTNT>
                    <P>
                        We also consider two categories of technology that we could not simulate as part of the CAFE Model's technology pathways. “Off-cycle” and air conditioning (AC) efficiency technologies improve vehicle fuel economy, but the benefit of those technologies cannot be captured using the fuel economy test methods that we must use under EPCA/EISA.
                        <SU>197</SU>
                        <FTREF/>
                         As an example, manufacturers can claim a benefit for technology like active seat ventilation and solar reflective surface coatings that make the cabin of a vehicle more comfortable for the occupants, who then do not have to use other less efficient accessories like heat or AC. Instead of including off-cycle and AC efficiency technologies in the technology pathways, we include the improvement as a defined benefit that gets applied to a manufacturer's entire fleet instead of to individual vehicles. The defined benefit that each manufacturer receives in the analysis for using off-cycle and AC efficiency technology on their vehicles is located in the Market Data Input File. See Chapter 3.7 of the TSD for more discussion in how off-cycle and AC efficiency technologies are developed and modeled.
                    </P>
                    <FTNT>
                        <P>
                            <SU>197</SU>
                             
                            <E T="03">See</E>
                             49 U.S.C. 32904(c) (“Testing and calculation procedures. . . . the Administrator shall use the same procedures for passenger automobiles the Administrator used for model year 1975 (weighted 55 percent urban cycle and 45 percent highway cycle), or procedures that give comparable results.”).
                        </P>
                    </FTNT>
                    <P>To illustrate, throughout this section we will follow the hypothetical vehicle mentioned above that begins the compliance simulation with a TURBOD engine. Our hypothetical vehicle, Generic Motors' Ravine Runner F Series, is a roomy, top of the line sport utility vehicle (SUV). The Ravine Runner F Series starts the compliance simulation with technologies from most technology pathways; specifically, after looking at Generic Motors' website and marketing materials, we determined that it has technology that loosely fits within the following technologies that we consider in the CAFE Model: it has a turbocharged engine with cylinder deactivation, a fairly advanced 10-speed automatic transmission, a 12V start-stop system, the least advanced tire technology, a fairly aerodynamic vehicle body, and it employs a fairly advanced level of MR. We track the technologies on each vehicle using a “technology key”, which is the string of technology abbreviations for each vehicle. Again, the vehicle technologies and their abbreviations that we consider in this analysis are shown in Table II-1 and Table II-2 above. The technology key for the Ravine Runner F Series is “TURBOD; AT10L2; SS12V; ROLL0; AERO5; MR3.”</P>
                    <HD SOURCE="HD3">2. Defining Manufacturers' Current Technology Positions in the Analysis Fleet</HD>
                    <P>The Market Data Input File is one of four Excel input files that the CAFE Model uses for compliance and effects simulation. The Market Data Input File's “Vehicles” tab (or worksheet) houses one of the most significant compilations of technology inputs and assumptions in the analysis, which is a characterization of an analysis fleet of vehicles to which the CAFE Model adds fuel economy-improving technology. We call this fleet the “analysis fleet.” The analysis fleet includes a number of inputs necessary for the model to add fuel economy-improving technology to each vehicle for the compliance analysis and to calculate the resulting impacts for the effects analysis.</P>
                    <P>
                        The “Vehicles” tab contains a separate row for each vehicle model. For LD, vehicle models are vehicles that share the same certification fuel economy value and vehicle footprint, and for HDPUVs they are vehicles that 
                        <PRTPAGE P="52596"/>
                        share the same certification fuel consumption and WF. This means that vehicle models with different configurations that affect the vehicle's certification fuel economy or fuel consumption value will be distinguished in separate rows in the Vehicles tab. For example, our Ravine Runner example vehicle comes in three different configurations—the Ravine Runner FWD, Ravine Runner AWD, and Ravine Runner F Series—which would result in three separate rows.
                    </P>
                    <P>
                        In each row we also designate a vehicle's engine, transmission, and platform codes.
                        <SU>198</SU>
                        <FTREF/>
                         Vehicles that have the same engine, transmission, or platform code are deemed to “share” that component in the CAFE Model. Parts sharing helps manufacturers achieve economies of scale, deploy capital efficiently, and make the most of shared research and development expenses, while still presenting a wide array of consumer choices to the market. The CAFE Model was developed to treat vehicles, platforms, engines, and transmissions as separate entities, which allows the modeling system to concurrently evaluate technology improvements on multiple vehicles that may share a common component. Sharing also enables realistic propagation, or “inheriting,” of previously applied technologies from an upgraded component down to the vehicle “users” of that component that have not yet realized the benefits of the upgrade. For additional information about the initial state of the fleet and technology evaluation and inheriting within the CAFE Model, please see Section 2.1 and Section 4.4 of the CAFE Model Documentation.
                    </P>
                    <FTNT>
                        <P>
                            <SU>198</SU>
                             Each numeric engine, transmission, or platform code designates important information about that vehicle's technology; for example, a vehicle's six-digit Transmission Code includes information about the manufacturer, the vehicle's drive configuration (
                            <E T="03">i.e.,</E>
                             front-wheel drive, all-wheel drive, four-wheel drive, or rear-wheel drive), transmission type, number of gears (
                            <E T="03">e.g.,</E>
                             a 6-speed transmission has six gears), and the transmission variant.
                        </P>
                    </FTNT>
                    <P>
                        Figure III-5 below shows how we separate the different configurations of the Ravine Runner. We can see by the Platform Codes that these Ravine Runners all share the same platform, but only the Ravine Runner FWD and Ravine Runner AWD share an engine. Even so, all three certification fuel economy values are different, which is common of vehicles that differ in drive type (drive type meaning whether the vehicle has all-wheel drive (AWD), four-wheel drive (4WD), front-wheel drive (FWD), or rear-wheel drive). While it would certainly be easier to aggregate vehicles by model, ensuring that we capture model variants with different fuel economy values improves the accuracy of our analysis and the potential that our estimated costs and benefits from different levels of standards are appropriate. We include information about other vehicle technologies at the farthest right side of the Vehicles tab, and in the “Engines”, “Transmissions”, and “Platforms” worksheets, as discussed further below.
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>199</SU>
                             Note that not all data columns are shown in this example for brevity.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="349">
                        <GID>ER24JN24.051</GID>
                    </GPH>
                    <PRTPAGE P="52597"/>
                    <P>
                        Moving from left to right on the Vehicles tab, after including general information about vehicles and their compliance fuel economy value, we include sales and manufacturer's suggested retail price (MSRP) data, regulatory class information (
                        <E T="03">i.e.,</E>
                         domestic passenger car, import passenger car, light truck, MDPV, HD pickup truck, or HD van), and information about how we classify vehicles for the effectiveness and safety analyses. Each of these data points are important to different parts of the compliance and effects analysis, so that the CAFE Model can accurately average the technologies required across a manufacturer's regulatory classes for each class to meet its CAFE standard, or the impacts of higher fuel economy standards on vehicle sales.
                    </P>
                    <P>In addition, we include columns indicating if a vehicle is a “ZEV Candidate,” which means that the vehicle could be made into a zero emissions vehicle (ZEV) at its first redesign opportunity in order to simulate a manufacturer's compliance with California's ACC I or ACT program, or manufacturer deployment of electric vehicles on a voluntary basis consistent with ACC II, which is discussed further below.</P>
                    <P>Next, we include vehicle information necessary for applying different types of technology; for example, designating a vehicle's body style means that we can appropriately apply aerodynamic technology, and designating starting curb weight values means that we can more accurately apply MR technology. Importantly, this section also includes vehicle footprint data (because we set footprint-based standards).</P>
                    <P>
                        We also set product design cycles, which are the years when the CAFE Model can apply different technologies to vehicles. Manufacturers often introduce fuel saving technologies at a “redesign” of their product or adopt technologies at “refreshes” in between product redesigns. As an example, the redesigned third generation Chevrolet Silverado was released for the 2019 MY, and featured a new platform, updated drivetrain, increased towing capacity, reduced weight, improved safety and expanded trim levels, to name a few improvements. For MY 2022, the Chevrolet Silverado received a refresh (or facelift as it is commonly called), with an updated interior, infotainment, and front-end appearance.
                        <SU>200</SU>
                        <FTREF/>
                         Setting these product design cycles ensures that the CAFE Model provides manufacturers with a realistic duration of product stability between refresh and redesign cycles, and during these stability windows we assume no new fuel saving technology introductions for a given model.
                    </P>
                    <FTNT>
                        <P>
                            <SU>200</SU>
                             GM Authority. 2022 Chevy Silverado. Available at: 
                            <E T="03">https://gmauthority.com/blog/gm/chevrolet/silverado/2022-chevrolet-silverado/.</E>
                             (Accessed May 31, 2023).
                        </P>
                    </FTNT>
                    <P>During modeling, all improvements from technology application are initially realized on a component and then propagated (or inherited) down to the vehicles that share that component. As such, new component-level technologies are initially evaluated and applied to a platform, engine, or transmission during their respective redesign or refresh years. Any vehicles that share the same redesign and/or refresh schedule as the component apply these technology improvements during the same MY. The rest of the vehicles inherit technologies from the component during their refresh or redesign year (for engine- and transmission-level technologies), or during a redesign year only (for platform-level technologies). Please see Section 4.4 of the CAFE Model Documentation for additional information about technology evaluation and inheriting within the CAFE Model. We did receive comments on the refresh and redesign cycles employed in the CAFE Model, and those are discussed in detail below in Section III.C.6.</P>
                    <P>
                        The CAFE Model also considers the potential safety effect of MR technologies and crash compatibility of different vehicle types. MR technologies lower the vehicle's curb weight, which may change crash compatibility and safety, depending on the type of vehicle. We assign each vehicle in the Market Data Input File a “safety class” that best aligns with the CAFE Model's analysis of vehicle mass, size, and safety, and include the vehicle's starting curb weight.
                        <SU>201</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>201</SU>
                             Vehicle curb weight is the weight of the vehicle with all fluids and components but without the drivers, passengers, and cargo.
                        </P>
                    </FTNT>
                    <P>The CAFE Model includes procedures to consider the direct labor impacts of manufacturers' response to CAFE regulations, considering the assembly location of vehicles, engines, and transmissions, the percent U.S. content (that reflects percent U.S. and Canada content), and the dealership employment associated with new vehicle sales. Estimated labor information, by vehicle, is included in the Market Data Input File. Sales volumes included in and adapted from the market data also influence total estimated direct labor projected in the analysis. See Chapter 6.2.5 of the TSD for further discussion of the labor utilization analysis.</P>
                    <P>
                        We then assign the CAFE Model's range of technologies to individual vehicles. This initial linkage of vehicle technologies is how the CAFE Model knows how to advance a vehicle down each technology pathway. Assigning CAFE Model technologies to individual vehicles is dependent on the mix of information we have about any particular vehicle and trends about how a manufacturer has added technology to that vehicle in the past, equations and models that translate real-world technologies to their counterparts in our analysis (
                        <E T="03">e.g.,</E>
                         drag coefficients and body styles can be used to determine a vehicle's AERO level), and our engineering judgment.
                    </P>
                    <P>As discussed further below, we use information directly from manufacturers to populate some fields in the Market Data Input File, like vehicle horsepower ratings and vehicle weight. We also use manufacturer data as an input to various other models that calculate how a manufacturer's real-world technology equates to a technology level in our model. For example, we calculate initial MR, aerodynamic drag reduction, and ROLL levels by looking at industry-wide trends and calculating—through models or equations—levels of improvement for each technology. The models and algorithms that we use are described further below and in detail in Chapter 3 of the TSD. Other fields, like vehicle refresh and redesign years, are projected forward based on historic trends.</P>
                    <P>
                        Let us return to the Ravine Runner F Series with the technology key “TURBOD; AT10L2, SS12V; ROLL0; AERO5; MR3.” Generic Motor's publicly available spec sheet for the Ravine Runner F Series says that the Ravine Runner F Series uses Generic Motor's Turbo V6 engine with proprietary Adaptive Cylinder Management Engine (ACME) technology. ACME improves fuel economy and lowers emissions by operating the engine using only three of the engine's cylinders in most conditions and using all six engine cylinders when more power is required. Generic Motors uses this engine in several of their vehicles, and the specifications of the engine can be found in the Engines Tab of the Market Data Input File, under a six-digit engine code.
                        <SU>202</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>202</SU>
                             Like the Transmission Codes discussed above, the Engine Codes include information identifying the manufacturer, engine displacement (
                            <E T="03">i.e.,</E>
                             how many liters the engine is), whether the engine is naturally aspirated or force inducted (
                            <E T="03">e.g.,</E>
                             turbocharged), and whether the engine has any other unique attributes.
                        </P>
                    </FTNT>
                    <PRTPAGE P="52598"/>
                    <P>This is a relatively easy engine to assign based on publicly available specification sheets, but some technologies are more difficult to assign. Manufacturers use different trade names or terms for different technology, and the way that we assign the technology in our analysis may not necessarily line up with how a manufacturer describes the technology. We must use some engineering judgment to determine how discrete technologies in the market best fit the technology options that we consider in our analysis. We discuss factors that we use to assign each vehicle technology in the individual technology subsections below.</P>
                    <P>
                        In addition to the Vehicles Tab that houses the analysis fleet, the Market Data Input File includes information that affects how the CAFE Model might apply technology to vehicles in the compliance simulation. Specifically, the Market Data Input File's “Manufacturers” tab includes a list of vehicle manufacturers considered in the analysis and several pieces of information about their economic and compliance behavior. First, we determine if a manufacturer “prefers fines,” meaning that historically in the LD fleet, we have observed this manufacturer paying civil penalties for failure to meet CAFE standards.
                        <SU>203</SU>
                        <FTREF/>
                         We might designate a manufacturer as not preferring fines if, for example, they have told us that paying civil penalties would be a violation of provisions in their corporate charter. For the NPRM analysis, we assumed that all manufacturers were willing to pay fines in MYs 2022-2026, and that in MY 2027 and beyond, only the manufacturers that had historically paid fines would continue to pay fines. We sought comment on fine payment preference assumptions. Jaguar Land Rover NA commented that they do “not view fine payment as an appropriate compliance route or as a flexibility in the regulation.” 
                        <SU>204</SU>
                        <FTREF/>
                         In response to JLR's comment, NHTSA has changed their fine preference in the analysis from “prefer fines” to “not prefer fines” for MYs 2027 and beyond. Ford and the Alliance also commented on not using fines for HDPUV compliance.
                        <SU>205</SU>
                        <FTREF/>
                         Both commenters agreed with NHTSA's approach of not including fines in the HDPUV analysis. NHTSA maintained the same approach from the NPRM for this final rule and intends to do so in the future.
                    </P>
                    <FTNT>
                        <P>
                            <SU>203</SU>
                             
                            <E T="03">See</E>
                             49 U.S.C. 32912.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>204</SU>
                             Jaguar, Docket No. NHTSA-2023-0022-57296, at 5.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>205</SU>
                             Ford, Docket No. NHTSA-2023-0022-60837, at 8; The Alliance, Docket No. NHTSA-2023-0022-60652-A5, at 63-64.
                        </P>
                    </FTNT>
                    <P>However, as further discussed below in regard to the CAFE Model's compliance simulation algorithm in Section III.C.6, note that the model will still apply technologies for these manufacturers if it is cost-effective to do so, as defined by several variables.</P>
                    <P>Next, we designate a “payback period” for each manufacturer. The payback period represents an assumption that consumers are willing to buy vehicles with more fuel economy technology because the fuel economy technology will save them money on gas in the long run. For the past several CAFE Model analyses we have assumed that in the absence of CAFE or other regulatory standards, manufacturers would apply technology that “pays for itself”—by saving the consumer money on fuel—in 2.5 years. While the amount of technology that consumers are willing to pay for is subject to much debate, we continue to assume a 2.5-year payback period based on what manufacturers have told us they do, and on estimates in the available literature. This is discussed in detail in Section III.E below, and in the TSD and FRIA.</P>
                    <P>
                        We also designate in the Market Data Input File the percentage of each manufacturer's sales that must meet Advanced Clean Car I requirements in certain states, and percentages of sales that manufacturers are expected to produce consistent with levels that would be required under the Advanced Clean Cars II program, if it were to be granted a Clean Air Action preemption waiver. Section 209(a) of the CAA generally preempts states from adopting emission control standards for new motor vehicles; however, Congress created an exemption program in section 209(b) that allows the State of California to seek a waiver of preemption. EPA must grant the waiver unless the Agency makes one of three statutory findings.
                        <SU>206</SU>
                        <FTREF/>
                         Under CAA section 177, other States can adopt and enforce standards identical those approved under California's section 209(b) waiver.
                    </P>
                    <FTNT>
                        <P>
                            <SU>206</SU>
                             
                            <E T="03">See</E>
                             87 FR 14332 (March 14, 2022). (“The CAA section 209(b) waiver is limited “to any State which has adopted standards . . . for the control of emissions from new motor vehicles or new motor vehicle engines prior to March 30, 1966,” and California is the only State that had standards in place before that date.”).
                        </P>
                    </FTNT>
                    <P>
                        Finally, we include estimated CAFE compliance credit banks for each manufacturer in several years through 2021, which is the year before the compliance simulation begins. The CAFE Model does not explicitly simulate credit trading between and among vehicle manufacturers, but we estimate how manufacturers might use compliance credits in early MYs. This reflects manufacturers' tendency to use regulatory credits as an alternative to applying technology.
                        <SU>207</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>207</SU>
                             Note, this is just an observation about manufacturers' tendency to use regulatory credits rather than to apply technology; in accordance with 49 U.S.C. 32902(h), the CAFE Model does not simulate a manufacturer's potential credit use during the years for which we are setting new CAFE standards.
                        </P>
                    </FTNT>
                    <P>
                        Before we begin building the Market Data Input File for any analysis, we must consider what MY vehicles will comprise the analysis fleet. There is an inherent time delay in the data we can use for any particular analysis because we must set LD CAFE standards at least 18 months in advance of a MY if the CAFE standards increase,
                        <SU>208</SU>
                        <FTREF/>
                         and HDPUV fuel efficiency standards at least 4 full MYs in advance if the standards increase.
                        <SU>209</SU>
                        <FTREF/>
                         In addition to the requirement to set standards at least 18 months in advance of a MY, we must propose standards with enough time to allow the public to comment on the proposed standards and meaningfully evaluate that feedback and incorporate it into the final rule in accordance with the APA.
                        <SU>210</SU>
                        <FTREF/>
                         This means that the most recent data we have available to generate the analysis fleet necessarily falls behind the MY fleets of vehicles for which we generate standards.
                    </P>
                    <FTNT>
                        <P>
                            <SU>208</SU>
                             49 U.S.C. 32902(a).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>209</SU>
                             49 U.S.C. 32902(k)(3)(A).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>210</SU>
                             5 U.S.C. 553.
                        </P>
                    </FTNT>
                    <P>
                        Using recent data for the analysis fleet is more likely to reflect the current vehicle fleet than older data. Recent data will inherently include manufacturer's realized decisions on what fuel economy-improving technology to apply, mix shifts in response to consumer preferences (
                        <E T="03">e.g.,</E>
                         more recent data reflects manufacturer and consumer preference towards larger vehicles),
                        <SU>211</SU>
                        <FTREF/>
                         and industry sales volumes that incorporate substantive macroeconomic events (
                        <E T="03">e.g.,</E>
                         the impact of the Coronavirus disease of 2019 (COVID) or microchip shortages). We considered that using an analysis fleet year that has been impacted by these transitory shocks may not represent trends in future years; however, on balance, we believe that updating to using the most complete set of available fleet data provides the most accurate analysis fleet for the CAFE Model to calculate compliance and effects of different levels of future fuel economy 
                        <PRTPAGE P="52599"/>
                        standards. Also, using recent data decreases the likelihood that the CAFE Model selects compliance pathways for future standards that affect vehicles already built in previous MYs.
                        <SU>212</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>211</SU>
                             See EPA. 2023. The 2023 EPA Automotive Trends Report, Greenhouse Gas Emissions, Fuel Economy, and Technology since 1975. EPA-420-R-23-033. at 14-19. 
                            <E T="03">hereinafter</E>
                             the 2023 EPA Automotive Trends Report.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>212</SU>
                             For example, in this analysis the CAFE Model must apply technology to the MY 2022 fleet from MYs 2023-2026 for the compliance simulation that begins in MY 2027 (for the light-duty fleet), and from MYs 2023-2029 for the compliance simulation that begins in MY 2030 (for the HDPUV fleet). While manufacturers have already built MY 2022 and later vehicles, the most current, complete dataset with regulatory fuel economy test results to build the analysis fleet at the time of writing remains MY 2022 data for the light-duty fleet, and a range of MYs between 2014 and 2022 for the HDPUV fleet.
                        </P>
                    </FTNT>
                    <P>
                        At the time we start building the analysis fleet, data that we receive from vehicle manufacturers in accordance with EPCA/EISA,
                        <SU>213</SU>
                        <FTREF/>
                         and our CAFE compliance regulations in advance of or during an ongoing MY,
                        <SU>214</SU>
                        <FTREF/>
                         offers the best snapshot of vehicles for sale in the US in a MY. These pre-model year (PMY) and mid-model year (MMY) reports include information about individual vehicles at the vehicle configuration level. We use the vehicle configuration, certification fuel economy, sales, regulatory class, and some additional technology data from these reports as the starting point to build a “row” (
                        <E T="03">i.e.,</E>
                         a vehicle configuration, with all necessary information about the vehicle) in the Market Data Input File's Vehicle's Tab. Additional technology data come from publicly available information, including vehicle specification sheets, manufacturer press releases, owner's manuals, and websites. We also generate some assumptions in the Market Data Input File for data fields where there is limited data, like refresh and redesign cycles for future MYs, and technology levels for certain road load reduction technologies like MR and aerodynamic drag reduction.
                    </P>
                    <FTNT>
                        <P>
                            <SU>213</SU>
                             49 U.S.C. 32907(a)(2).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>214</SU>
                             49 CFR part 537.
                        </P>
                    </FTNT>
                    <P>For this analysis, the LD analysis fleet consists of every vehicle model in MY 2022 in nearly every configuration that has a different compliance fuel economy value, which results in more than 2,000 individual rows in the Vehicles Tab of the Market Data Input File. The HDPUV fleet consists of vehicles produced in between MYs 2014 and 2022, which results in a little over 1100 individual rows in the HDPUV Market Data Input File. We used a combination of MY data for that fleet because of data availability, but the resulting dataset is a robust amalgamation that provides a reasonable starting point for the much smaller fleet.</P>
                    <P>
                        Rivian and ZETA commented that some of Rivian's vehicles were mis-classified between the light-duty and HDPUV analysis fleets.
                        <SU>215</SU>
                        <FTREF/>
                         NHTSA was aware that some manufacturer's vehicles were erroneously included in the HDPUV fleet rather than the LD fleet. NHTSA stated in the TSD that “for this NPRM, vehicles were divided between light-duty and HDPUV solely on GVWR being above or below 8,500 lbs.” and that “the following will be reassigned to the LD fleet in the final rule: all Rivian vehicles.” Per Rivian's further clarification, NHTSA has reassigned all of Rivian's vehicles in accordance with their comments. NHTSA has also reassigned Ford F150 Lightnings and some Ford Transit Wagons to the LD fleet.
                    </P>
                    <FTNT>
                        <P>
                            <SU>215</SU>
                             Rivian, Docket No. NHTSA-2023-0022-59765, at 5-8; ZETA, Docket No. NHTSA-2023-0022-60508, at 28.
                        </P>
                    </FTNT>
                    <P>The Ford vehicles moved represent 3,199 total sales out of 1.6 million LD and 319.5 thousand HDPUV sales. The re-classification of Ford's and Rivian's vehicles does not materially affect the analysis results. Ford's vehicles moved represented a very small volume of either fleet, and each regulatory class is regulated based on average performance thus resulting in minor differences of manufacturer's compliance position in each analysis. Moving Rivian's vehicles does not materially affect the analysis results either because they always exceed the regulatory standards, in either fleet. Their vehicles are all electric and outperform the standards every year, regardless of which fleet they find themselves in. Their vehicles will have different technologies available to them in the LD fleet and thus the actual solution will vary. The average costs and pollutant levels of each regulatory class will have changed subtly as a result of moving the vehicles from one fleet to another, but their changes were also affected by the different preferred alternative. The only circumstance in which Rivian's inclusion in one fleet or another could materially sway the outcome is if we modeled credit trading between manufacturers, which is an analysis that EPCA/EISA restricts NHTSA from doing, as discussed further elsewhere in this preamble.</P>
                    <P>
                        Furthermore, Rivian, ZETA, and Tesla commented about the lack of inclusion of Rivian's Class 2b vans and Tesla's Cybertruck.
                        <SU>216</SU>
                        <FTREF/>
                         Rivian stated that in the case of the HDPUV program, “omitting Rivian's Class 2b vans could have material implications for the agency's final” regulation. Rivian also further explained these comments to the agency in a meeting on October 12, 2023.
                        <SU>217</SU>
                        <FTREF/>
                         Tesla's Cybertruck is a 2023 or 2024 MY vehicle and the compliance data for that vehicle—which is essential to accurately characterizing the vehicle in the analysis fleet—was not available to the agency at the time of analysis. Rivian's electric delivery van launched in MY 2022 but the compliance data was not available to NHTSA at the time of fleet development.
                    </P>
                    <FTNT>
                        <P>
                            <SU>216</SU>
                             ZETA, Docket No. NHTSA-2023-0022-60508, at 29; Rivian, Docket No. NHTSA-2023-0022-59765, at 7-8; Tesla, Docket No. NHTSA-2023-0022-60093, at 6.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>217</SU>
                             Docket Memo of Ex Parte Meeting with Rivian.
                        </P>
                    </FTNT>
                    <P>NHTSA does not believe that the HDPUV analysis would change materially with the inclusion of Rivian's Class 2b vans or Tesla's Cybertruck. Both manufacturers would be able to demonstrate compliance with any stringency in that analysis, and their inclusion would not affect other manufacturers' ability to comply with their standards. This is because, once again, the analysis does not perform any form of credit trading between manufacturers and thus would not have allowed for other manufacturers to comply with higher stringencies. While NHTSA does examine the industry average performance when setting standards, NHTSA also looks at individual manufacturer performance with the standards as well. NHTSA discusses the results of the final HDPUV analysis in Section V. NHTSA will be happy to include all available manufacturers in any future analysis fleets if compliance data is available at the time the fleet is being developed.</P>
                    <P>The next section discusses how our analysis evaluates how adding additional fuel economy-improving technology to a vehicle in the analysis fleet will improve that vehicle's fuel economy value. Put another way, the next section answers the question, how do we estimate how effective any given technology is at improving a vehicle's fuel economy value?</P>
                    <HD SOURCE="HD3">3. Technology Effectiveness Values</HD>
                    <P>How does the CAFE Model know how effective any particular technology is at improving a vehicle's fuel economy value? Accurate technology effectiveness estimates require information about: (1) the vehicle type and size; (2) the other technologies on the vehicle and/or being added to the vehicle at the same time; and (3) and how the vehicle is driven. Any oversimplification of these complex factors could make the effectiveness estimates less accurate.</P>
                    <P>
                        To build a database of technology effectiveness estimates that includes these factors, we partner with the DOE's Argonne National Laboratory (Argonne). 
                        <PRTPAGE P="52600"/>
                        Argonne has developed and maintains a physics-based full-vehicle modeling and simulation tool called Autonomie that generates technology effectiveness estimates for the CAFE Model.
                    </P>
                    <P>What is physics-based full-vehicle modeling and simulation? A model is a mathematical representation of a system, and simulation is the behavior of that mathematical representation over time. The Autonomie model is a mathematical representation of an entire vehicle, including its individual technologies such as the engine and transmission, overall vehicle characteristics such as mass and aerodynamic drag, and the environmental conditions, such as ambient temperature and barometric pressure.</P>
                    <P>
                        We simulate a vehicle model's behavior over the “two-cycle” tests that are used to measure vehicle fuel economy.
                        <SU>218</SU>
                        <FTREF/>
                         For readers unfamiliar with this process, measuring a vehicle's fuel economy on the two-cycle tests is like running a car on a treadmill following a program—or more specifically, two programs. The “programs” are the “urban cycle,” or Federal Test Procedure (abbreviated as “FTP”), and the “highway cycle,” or Highway Fuel Economy Test (abbreviated as “HFET”). For the FTP drive cycle the vehicle meets certain speeds at certain times during the test, or in technical terms, the vehicle must follow the designated “speed trace.” 
                        <SU>219</SU>
                        <FTREF/>
                         The FTP is meant roughly to simulate stop and go city driving, and the HFET is meant roughly to simulate steady flowing highway driving at about 50 miles per hour (mph). We also use the Society of Automotive Engineers (SAE) recommended practices to simulate hybridized and EV drive cycles,
                        <SU>220</SU>
                        <FTREF/>
                         which involves the test cycles mentioned above and additional test cycles to measure battery energy consumption and range.
                    </P>
                    <FTNT>
                        <P>
                            <SU>218</SU>
                             We are statutorily required to use the two-cycle tests to measure vehicle fuel economy in the CAFE program. See 49 U.S.C. 32904(c) (“Testing and calculation procedures . . . . the Administrator shall use the same procedures for passenger automobiles the Administrator used for model year 1975 (weighted 55 percent urban cycle and 45 percent highway cycle), or procedures that give comparable results.”).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>219</SU>
                             EPA. 2023. Emissions Standards Reference Guide. EPA Federal Test Procedure (FTP). Available at: 
                            <E T="03">https://www.epa.gov/emission-standards-reference-guide/epa-federal-test-procedure-ftp.</E>
                             (Accessed: Feb. 27, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>220</SU>
                             SAE. 2023. Recommended Practice for Measuring the Exhaust Emissions and Fuel Economy of Hybrid-Electric Vehicles, Including Plug-in Hybrid Vehicles. SAE Standard J1711. Rev. Feb 2023.; SAE. 2021. Battery Electric Vehicle Energy Consumption and Range Test Procedure. SAE Standard J1634. Rev. April 2021.
                        </P>
                    </FTNT>
                    <P>Measuring every vehicle's fuel economy values using the same test cycles ensures that the fuel economy certification results are repeatable for each vehicle model, and comparable across all of the different vehicle models. When performing physical vehicle cycle testing, sophisticated test and measurement equipment calibrated according to strict industry standards further ensures repeatability and comparability of the results. This can include dynamometers, environmental conditions, types and locations of measurement equipment, and precise testing procedures. These physical tests provide the benchmarking empirical data used to develop and verify Autonomie's vehicle control algorithms and simulation results. Autonomie's inputs are discussed in more detail later in this section.</P>
                    <P>Finally, “physics-based” simply refers to the mathematical equations underlying the modeling and simulation—the simulated vehicle models and all of the sub-models that make up specific vehicle components and the calculated fuel used on simulated test cycles are calculated mathematical equations that conform to the laws of physics.</P>
                    <P>Full-vehicle modeling and simulation was initially developed to avoid the costs of designing and testing prototype parts for every new type of technology. For example, Generic Motors can use physics-based computer modeling to determine the fuel economy penalty for adding a 4WD, rugged off-road tire trim level of the Ravine Runner to its lineup. The Ravine Runner, modeled with its new drivetrain and off-road tires, can be simulated on a defined test route and under defined test conditions and compared against the initial Ravine Runner simulated without the change. Full-vehicle modeling and simulation allows Generic Motors to consider and evaluate different designs and concepts before building a single prototype for any potential technology change.</P>
                    <P>
                        Full vehicle modeling and simulation is also essential to measuring how all technologies on a vehicle interact. For example, if technology A improves a particular vehicle's fuel economy by 5% and technology B improves a particular vehicle's fuel economy by 10%, an analysis using single or limited point estimates may erroneously assume that applying both of these technologies together would achieve a simple additive fuel economy improvement of 15%. Single point estimates generally do not provide accurate effectiveness values because they do not capture complex relationships among technologies. Technology effectiveness often differs significantly depending on the vehicle type (
                        <E T="03">e.g.,</E>
                         sedan versus pickup truck) and the way in which the technology interacts with other technologies on the vehicle, as different technologies may provide different incremental levels of fuel economy improvement if implemented alone or in combination with other technologies. As stated above, any oversimplification of these complex factors could lead to less accurate technology effectiveness estimates.
                    </P>
                    <P>In addition, because manufacturers often add several fuel-saving technologies simultaneously when redesigning a vehicle, it is difficult to isolate the effect of adding any one individual technology to the full vehicle system. Modeling and simulation offer the opportunity to isolate the effects of individual technologies by using a single or small number of initial vehicle configurations and incrementally adding technologies to those configurations. This provides a consistent reference point for the incremental effectiveness estimates for each technology and for combinations of technologies for each vehicle type. Vehicle modeling also reduces the potential for overcounting or undercounting technology effectiveness.</P>
                    <P>
                        Argonne does not build an individual vehicle model for every single vehicle configuration in our LD and HDPUV Market Data Input Files. This would be nearly impossible, because Autonomie requires very detailed data on hundreds of different vehicle attributes (like the weight of the vehicle's fuel tank, the weight of the vehicle's transmission housing, the weight of the engine, the vehicle's 0-60 mph time, and so on) to build a vehicle model, and for practical reasons we cannot acquire 4000 vehicles and obtain these measurements every time we promulgate a new rule (and we cannot acquire vehicles that have not yet been built). Rather, Argonne builds a discrete number of vehicle models that are representative of large portions of vehicles in the real world. We refer to the vehicle model's type and performance level as the vehicle's “technology class.” By assigning each vehicle in the Market Data Input File a “technology class,” we can connect it to the Autonomie effectiveness estimate that best represents how effective the technology would be on the vehicle, taking into account vehicle characteristics like type and performance metrics. Because each vehicle technology class has unique characteristics, the effectiveness of technologies and combinations of technologies is different for each technology class.
                        <PRTPAGE P="52601"/>
                    </P>
                    <P>There are ten technology classes for the LD analysis: small car (SmallCar), small performance car (SmallCarPerf), medium car (MedCar), medium performance car (MedCarPerf), small SUV (SmallSUV), small performance SUV (SmallSUVPerf), medium SUV (MedSUV), medium performance SUV (MedSUVPerf), pickup truck (Pickup), and high towing pickup truck (PickupHT). There are four technology classes for the HDPUV analysis, based on the vehicle's “weight class.” An HDPUV that weighs between 8,501 and 10,000 pounds is in “Class 2b,” and an HDPUV that weighs between 10,001 and 14,000 pounds is in “Class 3.” Our four HDPUV technology classes are Pickup2b, Pickup3, Van2b, and Van3.</P>
                    <P>We use a two-step process that involves two algorithms to give vehicles a “fit score” that determines which vehicles best fit into each technology class. At the first step we determine the vehicle's size, and at the second step we determine the vehicle's performance level. Both algorithms consider several metrics about the individual vehicle and compare that vehicle to other vehicles in the analysis fleet. This process is discussed in detail in TSD Chapter 2.2.</P>
                    <P>Consider our Ravine Runner F Series, which is a medium-sized performance SUV. The exact same combination of technologies on the Ravine Runner F Series will operate differently in a compact car or pickup truck because they are different vehicle sizes. Our Ravine Runner F Series also achieves slightly better performance metrics than other medium-sized SUVs in the analysis fleet. When we say, “performance metrics,” we mean power, acceleration, handing, braking, and so on, but for the performance fit score algorithm, we consider the vehicle's estimated 0-60 mph time compared to an initial 0-60 mph time for the vehicle's technology class. Accordingly, the “technology class” for the Ravine Runner F Series in our analysis is “MedSUVPerf”.</P>
                    <P>Table III-1 shows how vehicles in different technology classes that use the exact same fuel economy technology have very different absolute fuel economy values. Note that, as discussed further below, the Autonomie absolute fuel economy values are not used directly in the CAFE Model; we calculate the ratio between two Autonomie absolute fuel economy values (one for each technology key for a specific technology class) and apply that ratio to an analysis fleet vehicle's starting fuel economy value.</P>
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                    <P>Let us also return to the concept of what we call technology synergies. Again, depending on the technology, when two technologies are added to the vehicle together, they may not result in an additive fuel economy improvement. This is an important concept to understand because in Section III.D, below, we present technology effectiveness estimates for every single combination of technology that could be applied to a vehicle. In some cases, technology effectiveness estimates show that a combined technology has a different effectiveness estimate than if the individual technologies were added together individually. However, this is expected and not an error. Continuing our example from above, turbocharging technology and DEAC technology both improve fuel economy by reducing the engine displacement, and accordingly burning less fuel. Turbocharging allows a larger naturally aspirated engine to be reduced in size or displacement while still doing the same amount of work, and its fuel efficiency improvements are, in part, due to the reduced displacement. DEAC effectively makes an engine with a particular displacement intermittently offer some of the fuel economy benefits of a smaller-displacement engine by deactivating cylinders when the work demand does not require the full engine displacement and reactivating them as-needed to meet higher work demands; the greater the displacement of the deactivated cylinders, the greater the fuel economy benefit. Therefore, a manufacturer upgrading to an engine that uses both a turbocharger and DEAC technology, like the TURBOD engine in our example above, would not see the full combined fuel economy improvement from that specific combination of technologies. Table III-2 shows a vehicle's fuel economy value when using the first-level DEAC technology and when using the first-level turbocharging technology, compared to our vehicle that uses both of those technologies combined with a TURBOD engine.</P>
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                    <P>As expected, the percent improvement in Table III-2 between the first and second rows is 1.7% and between the third and fourth rows is 0.3%, even though the only difference within the two sets of technology keys is the DEAC technology (note that we only compare technology keys within the same technology class). This is because there are complex interactions between all fuel economy-improving technologies. We model these individual technologies and groups of technologies to reduce the uncertainty and improve the accuracy of the CAFE Model outputs.</P>
                    <P>
                        Some technology synergies that we discuss in Section III.D include advanced engine and hybrid powertrain technology synergies. As an example, we do not see a particularly high effectiveness improvement from applying advanced engines to existing parallel strong hybrid (
                        <E T="03">i.e.,</E>
                         P2) architectures.
                        <SU>221</SU>
                        <FTREF/>
                         In this instance, the P2 powertrain improves fuel economy, in part, by allowing the engine to spend more time operating at efficient engine speed and load conditions. This reduces the advantage of adding advanced engine technologies, which also improve fuel economy, by broadening the range of speed and load conditions for the engine to operate at high efficiency. This redundancy in fuel savings mechanism results in a lower effectiveness when the technologies are added to each other. Again, we intend and expect that different combinations of technologies will provide different effectiveness improvements on different vehicle types. These examples all illustrate relationships that we can only observe using full vehicle modeling and simulation.
                    </P>
                    <FTNT>
                        <P>
                            <SU>221</SU>
                             A parallel strong hybrid powertrain is fundamentally similar to a conventional powertrain but adds one electric motor to improve efficiency. TSD Chapter 3 shows all of the parallel strong hybrid powertrain options we model in this analysis.
                        </P>
                    </FTNT>
                    <P>Just as our CAFE Model analysis requires a large set of technology inputs and assumptions, the Autonomie modeling uses a large set of technology inputs and assumptions. Figure III-6 below shows the suite of fuel consumption input data used in the Autonomie modeling to generate the fuel consumption input data we use in the CAFE Model.</P>
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                    <P>
                        What are each of these inputs? For full vehicle benchmarking, vehicles are instrumented with sensors and tested both on the road and on chassis dynamometers (
                        <E T="03">i.e.,</E>
                         the car treadmills used to calculate vehicle's fuel economy values) under different conditions and duty cycles. Some examples of full vehicle benchmark testing we did in conjunction with our partners at Argonne in anticipation of this rule include a 2019 Chevrolet Silverado, a 2021 Toyota Rav4 Prime, a 2022 Hyundai Sonata Hybrid, a 2020 Tesla Model 3, and a 2020 Chevrolet Bolt.
                        <SU>222</SU>
                        <FTREF/>
                         We produced a report for each vehicle benchmarked which can be found in the docket. As discussed further below, that full vehicle benchmarking data are used as inputs to the engine modeling and Autonomie full vehicle simulation modeling. Component benchmarking is like full vehicle benchmarking, but instead of testing a full vehicle, we instrument a single production component or prototype component with sensors and test it on a similar duty cycle as a full vehicle. Examples of components we benchmark include engines, transmissions, axles, electric motors, and batteries. Component benchmarking data are used as an input to component modeling, where a production or prototype component is changed in fit, form and/or function and modeled in the same scenario. As an example, we might model a decrease in the size of holes in fuel injectors to see the fuel atomization impact or see how it affects the fuel spray angle.
                    </P>
                    <FTNT>
                        <P>
                            <SU>222</SU>
                             For all Argonne National Labs full vehicle benchmarking reports, see Docket No. NHTSA-2023-0022-0010.
                        </P>
                    </FTNT>
                    <P>We use a range of models to do the component modeling for our analysis. As shown in Figure III-6, battery pack modeling using Argonne's BatPaC Model and engine modeling are two of the most significant component models used to generate data for the Autonomie modeling. We discuss BatPaC in detail in Section II.D, but briefly, BatPaC is the battery pack modeling tool we use to estimate the cost of vehicle battery packs based on the materials chemistry, battery design, and manufacturing design of the plants manufacturing the battery packs.</P>
                    <P>
                        Engine modeling is used to generate engine fuel map models that define the fuel consumption rate for an engine equipped with specific technologies when operating over a variety of engine load and engine speed conditions. Some performance metrics we capture in engine modeling include power, torque, airflow, volumetric efficiency, fuel consumption, turbocharger performance and matching, pumping losses, and more. Each engine map model has been developed ensuring the engine will still operate under real-world constraints using a suite of other models. Some examples of these models that ensure the engine map models capture real-world operating constraints include simulating heat release through a predictive combustion model, knock characteristics through a kinetic fit knock model,
                        <SU>223</SU>
                        <FTREF/>
                         and using physics-based heat flow and friction models, among others. We simulate these constraints using data gathered from component benchmarking, and engineering and physics calculations.
                    </P>
                    <FTNT>
                        <P>
                            <SU>223</SU>
                             Engine knock occurs when combustion of some of the air/fuel mixture in the cylinder does not result from propagation of the flame front ignited by the spark plug, but one or more pockets of air/fuel mixture explodes outside of the envelope of the normal combustion front. Engine knock can result in unsteady operation and damage to the engine.
                        </P>
                    </FTNT>
                    <P>The engine map models are developed by creating a base, or root, engine map and then modifying that root map, incrementally, to isolate the effects of the added technologies. The LD engine maps, developed by IAV using their GT-Power modeling tool and the HDPUV engine maps, developed by SwRI using their GT-Power modeling tool, are based on real-world engine designs. One important feature of both the LD and HDPUV engine maps is that they were both developed using a knock model. As noted above, a knock model ensures that any engine size or specification that we model in the analysis does not result in engine knock, which could damage engine components in a real-world vehicle. Although the same engine map models are used for all vehicle technology classes, the effectiveness varies based on the characteristics of each class. For example, as discussed above, a compact car with a turbocharged engine will have a different effectiveness value than a pickup truck with the same engine technology type. The engine map model development and specifications are discussed further in Chapter 3 of the TSD.</P>
                    <P>
                        Argonne also compiles a database of vehicle attributes and characteristics that are reasonably representative of the vehicles in that technology class to build the vehicle models. Relevant vehicle attributes may include a vehicle's fuel efficiency, emissions, horsepower, 0-60 mph acceleration time, and stopping distance, among others, while vehicle characteristics may include whether the vehicle has all-wheel-drive, 18-inch wheels, summer tires, and so on. Argonne identified representative vehicle attributes and characteristics for both the LD and HDPUV fleets from publicly available information and automotive benchmarking databases such as A2Mac1,
                        <SU>224</SU>
                        <FTREF/>
                         Argonne's Downloadable Dynamometer Database (D
                        <SU>3</SU>
                        ),
                        <SU>225</SU>
                        <FTREF/>
                         EPA compliance and fuel economy data,
                        <SU>226</SU>
                        <FTREF/>
                         EPA's guidance on the cold start penalty on 2-cycle tests,
                        <SU>227</SU>
                        <FTREF/>
                         the 21st Century Truck Partnership,
                        <SU>228</SU>
                        <FTREF/>
                         and industry partnerships.
                        <SU>229</SU>
                        <FTREF/>
                         The resulting vehicle technology class baseline assumptions and characteristics database consists of over 100 different attributes like vehicle height and width and weights for individual vehicle parts.
                    </P>
                    <FTNT>
                        <P>
                            <SU>224</SU>
                             A2Mac1: Automotive Benchmarking. (Proprietary data). Available at: 
                            <E T="03">https://www.a2mac1.com</E>
                            . (Accessed: May 31, 2023). A2Mac1 is subscription-based benchmarking service that conducts vehicle and component teardown analyses. Annually, A2Mac1 removes individual components from production vehicles such as oil pans, electric machines, engines, transmissions, among the many other components. These components are weighed and documented for key specifications which is then available to their subscribers.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>225</SU>
                             Argonne National Laboratory. 2023. Downloadable Dynamometer Database (D
                            <SU>3</SU>
                            ). Argonne National Laboratory, Energy Systems Division. Available at: 
                            <E T="03">https://www.anl.gov/es/downloadable-dynamometer-database</E>
                            . (Accessed: Feb. 27, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>226</SU>
                             EPA. 2023. Data on Cars Used for Testing Fuel Economy. EPA Compliance and Fuel Economy Data. Available at: 
                            <E T="03">https://www.epa.gov/compliance-and-fuel-economy-data/data-cars-used-testing-fuel-economy</E>
                            . (Accessed: Feb. 27, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>227</SU>
                             EPA PD TSD at 2-265-2-266.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>228</SU>
                             DOE. 2019. 21st Century Truck Partnership Research Blueprint. Available at: 
                            <E T="03">https://www.energy.gov/sites/default/files/2019/02/f59/21CTPResearchBlueprint2019_FINAL.pdf</E>
                            . (Accessed: Feb. 27, 2024); DOE. 2023. 21st Century Truck Partnership. Available at: 
                            <E T="03">https://www.energy.gov/eere/vehicles/21st-century-truck-partnership</E>
                            . (Accessed: Feb. 23, 2024); National Academies of Sciences, Engineering, and Medicine. 2015. Review of the 21st Century Truck Partnership, Third Report. 
                            <E T="03">The National Academies Press</E>
                            . Washington, DC. Available at: 
                            <E T="03">https://nap.nationalacademies.org/catalog/21784/review-of-the-21st-century-truck-partnership-third-report</E>
                            . (Accessed: Feb. 23, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>229</SU>
                             North American Council for Freight Efficiency. Research and analysis. 
                            <E T="03">https://www.nacfe.org/research/overview/</E>
                            . (Accessed: Feb. 23, 2024).
                        </P>
                    </FTNT>
                    <P>
                        Argonne then assigns “reference” technologies to each vehicle model. The reference technologies are the technologies on the first step of each CAFE Model technology pathway, and they closely (but do not exactly) correlate to the technology abbreviations that we use in the CAFE Model. As an example, the first Autonomie vehicle model in the “MedSUVPerf” technology class starts out with the least advanced engine, which is “DOHC” (a dual overhead cam engine) in the CAFE Model, or “eng01” in the Autonomie modeling. The vehicle has the least advanced transmission, AT5, the least 
                        <PRTPAGE P="52604"/>
                        advanced MR level, MR0, the least advanced aerodynamic body style, AERO0, and the least advanced ROLL level, ROLL0. The first vehicle model is also defined by initial vehicle attributes and characteristics that consist of data from the suite of sources mentioned above. Again, these attributes are meant to reasonably represent the average of vehicle attributes found on vehicles in a certain technology class.
                    </P>
                    <P>
                        Then, just as a vehicle manufacturer tests its vehicles to ensure they meet specific performance metrics, Autonomie ensures that the built vehicle model meets its performance metrics. We include quantitative performance metrics in our Autonomie modeling to ensure that the vehicle models can meet real-world performance metrics that consumers observe and that are important for vehicle utility and customer satisfaction. The four performance metrics that we use in the Autonomie modeling for light duty vehicles are low-speed acceleration (the time required to accelerate from 0-60 mph), high-speed passing acceleration (the time required to accelerate from 50-80 mph), gradeability (the ability of the vehicle to maintain constant 65 mph speed on a six percent upgrade), and towing capacity for light duty pickup trucks. We have been using these performance metrics for the last several CAFE Model analyses, and vehicle manufacturers have repeatedly agreed that these performance metrics are representative of the metrics considered in the automotive industry.
                        <SU>230</SU>
                        <FTREF/>
                         Argonne simulates the vehicle model driving the two-cycle tests (
                        <E T="03">i.e.,</E>
                         running its treadmill “programs”) to ensure that it meets its applicable performance metrics (
                        <E T="03">e.g.,</E>
                         our MedSUVPerf does not have to meet the towing capacity performance metric because it is not a pickup truck). For HDPUVs, Autonomie examines sustainable maximum speed at 6 percent grade, start/launch capability on grade, and maximum sustainable grade at highway cruising speed, before examining towing capability to look for the maximum possible vehicle weight over 40 mph in gradeability. This process ensures that the vehicle can satisfy the gradeability requirement (over 40 mph) with additional payload mass to the curb weight. These metrics are based on commonly used metrics in the automotive industry, including SAE J2807 tow requirements.
                        <SU>231</SU>
                        <FTREF/>
                         Additional details about how we size light duty and HDPUV powertrains in Autonomie to meet defined performance metrics can be found in the CAFE Analysis Autonomie Documentation.
                    </P>
                    <FTNT>
                        <P>
                            <SU>230</SU>
                             
                            <E T="03">See, e.g.,</E>
                             NHTSA-2021-0053-1492, at 134 (“Vehicle design parameters are never static. With each new generation of a vehicle, manufacturers seek to improve vehicle utility, performance, and other characteristics based on research of customer expectations and desires, and to add innovative features that improve the customer experience. The Agencies have historically sought to maintain the performance characteristics of vehicles modeled with fuel economy-improving technologies. Auto Innovators encourages the Agencies to maintain a performance-neutral approach to the analysis, to the extent possible. Auto Innovators appreciates that the Agencies continue to consider highspeed acceleration, gradeability, towing, range, traction, and interior room (including headroom) in the analysis when sizing powertrains and evaluating pathways for road-load reductions. All of these parameters should be considered separately, not just in combination. (For example, we do not support an approach where various acceleration times are added together to create a single “performance” statistic. Manufacturers must provide all types of performance, not just one or two to the detriment of others.)”).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>231</SU>
                             See SAE. 2020. Performance Requirements for Determining Tow-Vehicle Gross Combination Weight Rating and Trailer Weight Rating. SAE J2807, Available at: 
                            <E T="03">https://www.sae.org/standards/content/j2807_202002/</E>
                            .
                        </P>
                    </FTNT>
                    <P>If the vehicle model does not initially meet one of the performance metrics, then Autonomie's powertrain sizing algorithm increases the vehicle's engine power. The increase in power is achieved by increasing engine displacement (which is the measure of the volume of all cylinders in an engine), which might involve an increase in the number of engine cylinders, which may lead to an increase in the engine weight. This iterative process then determines if the baseline vehicle with increased engine power and corresponding updated engine weight meets the required performance metrics. The powertrain sizing algorithm stops once all the baseline vehicle's performance requirements are met.</P>
                    <P>Some technologies require extra steps for performance optimization before the vehicle models are ready for simulation. Specifically, the sizing and optimization process is more complex for the electrified vehicles, which includes hybrid electric vehicle (HEVs) and plug-in hybrid electric vehicles (PHEVs), compared to vehicles with only ICEs, as discussed further in the TSD. As an example, a PHEV powertrain that can travel a certain number of miles on its battery energy alone (referred to as all-electric range (AER), or as performing in electric-only mode) is also sized to ensure that it can meet the performance requirements of the SAE standardized drive cycles mentioned above in electric-only mode.</P>
                    <P>
                        Every time a vehicle model in Autonomie adopts a new technology, the vehicle weight is updated to reflect the weight of the new technology. For some technologies, the direct weight change is easy to assess. For example, when a vehicle is updated to a higher geared transmission, the weight of the original transmission is replaced with the corresponding transmission weight (
                        <E T="03">e.g.,</E>
                         the weight of a vehicle moving from a 6-speed automatic (AT6) to an 8-speed automatic (AT8) transmission is updated based on the 8-speed transmission weight). For other technologies, like engine technologies, calculating the updated vehicle weight is more complex. As discussed earlier, modeling a change in engine technology involves both the new technology adoption and a change in power (because the reduction in vehicle weight leads to lower engine loads, and a resized engine). When a vehicle adopts new engine technology, the associated weight change to the vehicle is accounted for based on a regression analysis of engine weight versus power.
                        <SU>232</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>232</SU>
                             See Merriam-Webster, “regression analysis” is the use of mathematical and statistical techniques to estimate one variable from another especially by the application of regression coefficients, regression curves, regression equations, or regression lines to empirical data. In this case, we are estimating engine weight by looking at the relationship between engine weight and engine power.
                        </P>
                    </FTNT>
                    <P>
                        In addition to using performance metrics that are commonly used by automotive manufacturers, we instruct Autonomie to mimic real-world manufacturer decisions by only resizing engines at specific intervals in the analysis and in specific ways. When a vehicle manufacturer is making decisions about how to change a vehicle model to add fuel economy-improving technology, the manufacturer could entirely “redesign” the vehicle, or the manufacturer could “refresh” the vehicle with relatively more minor technology changes. We discuss how our modeling captures vehicle refreshes and redesigns in more detail below, but the details are easier to understand if we start by discussing some straightforward yet important concepts. First, most changes to a vehicle's engine happen when the vehicle is redesigned and not refreshed, as incorporating a new engine in a vehicle is a 10- to 15-year endeavor at a cost of $750 million to $1 billion.
                        <SU>233</SU>
                        <FTREF/>
                         But, manufacturers will use that same basic engine, with only minor changes, across multiple vehicle models. We 
                        <PRTPAGE P="52605"/>
                        model engine “inheriting” from one vehicle to another in both the Autonomie modeling and the CAFE Model. During a vehicle “refresh”, one vehicle may inherit an already redesigned engine from another vehicle that shares the same platform. In the Autonomie modeling, when a new vehicle adopts fuel saving technologies that are inherited, the engine is not resized (
                        <E T="03">i.e.,</E>
                         the properties from the reference vehicle are used directly). While this may result in a small change in vehicle performance, manufacturers have repeatedly and consistently told us that the high costs for redesign and the increased manufacturing complexity that would result from resizing engines for small technology changes preclude them from doing so. In addition, when a manufacturer applies MR technology (
                        <E T="03">i.e.,</E>
                         makes the vehicle lighter), the vehicle can use a less powerful engine because there is less weight to move. However, Autonomie will only use a resized engine at certain MR application levels, as a representation of how manufacturers update their engine technologies. Again, this is intended to reflect manufacturer's comments that it would be unreasonable and unaffordable to resize powertrains for every unique combination of technologies. We have determined that our rules about performance neutrality and technology inheritance result in a fleet that is essentially performance neutral.
                    </P>
                    <FTNT>
                        <P>
                            <SU>233</SU>
                             2015 NAS Report, at 256. It's likely that manufacturers have made improvements in the product lifetime and development cycles for engines since this NAS report and the report that the NAS relied on, but we do not have data on how much. We believe that it is still reasonable to conclude that generating an all new engine or transmission design with little to no carryover from the previous generation would be a notable investment.
                        </P>
                    </FTNT>
                    <P>Why is it important to ensure that the vehicle models in our analysis maintain consistent performance levels? The answer involves how we measure the costs and benefits of different levels of fuel economy standards. In our analysis, we want to capture the costs and benefits of vehicle manufacturers applying fuel economy-improving technologies to their vehicles. For example, say a manufacturer that adds a turbocharger to their engine without downsizing the engine, and then directs all of the additional engine work to additional vehicle horsepower instead of vehicle fuel economy improvements. If we modeled increases or decreases in performance because of fuel economy-improving technology, that increase in performance has a monetized benefit attached to it that is not specifically due to our fuel economy standards. By ensuring that our vehicle modeling remains performance neutral, we can better ensure that we are reasonably capturing the costs and benefits due only to potential changes in the fuel economy standards.</P>
                    <P>
                        For the NPRM, we analyzed the change in low speed acceleration (0-60 mph) time for four scenarios: (1) MY 2022 under the no action scenario (
                        <E T="03">i.e.,</E>
                         No-Action Alternative), (2) MY 2022 under the Preferred Alternative, (3) MY 2032 under the no action scenario, and (4) MY 2032 under the Preferred Alternative.
                        <SU>234</SU>
                        <FTREF/>
                         Using the MY 2022 analysis fleet sales volumes as weights, we calculated the weighted average 0-60 mph acceleration time for the analysis fleet in each of the four above scenarios. We identified that the analysis fleet under no action standards in MY 2032 had a 0.5002 percent worse 0-60 mph acceleration time than under the Preferred Alternative, indicating there is minimal difference in performance between the alternatives. Although we did not conduct the same analysis for the final rule preferred standard, we are confident that the difference in performance time would be insignificant, similar to the NPRM analysis, because the preferred standard falls between the no action and the proposal.
                    </P>
                    <FTNT>
                        <P>
                            <SU>234</SU>
                             The baseline reference for both the No-Action Alternative and the Preferred Alternative is MY 2022 fleet performance.
                        </P>
                    </FTNT>
                    <P>
                        Autonomie then adopts one single fuel saving technology to the initial vehicle model, keeping everything else the same except for that one technology and the attributes associated with it. Once one technology is assigned to the vehicle model and the new vehicle model meets its performance metrics, the vehicle model is used as an input to the full vehicle simulation. This means that Autonomie simulates driving the optimized vehicle models for each technology class on the test cycles we described above. As an example, the Autonomie modeling could start with 14 initial vehicle models (one for each technology class in the LD and HDPUV analysis). Those 14 initial vehicle models use a 5-speed automatic transmission (AT5).
                        <SU>235</SU>
                        <FTREF/>
                         Argonne then builds 14 new vehicle models; the only difference between the 14 new vehicle models and the first set of vehicle models is that the new vehicle models have a 6-speed automatic transmission (AT6). Replacing the AT5 with an AT6 would lead either to an increase or decrease in the total weight of the vehicle because each technology class includes different assumptions about transmission weight. Argonne then ensures that the new vehicle models with the 6-speed automatic transmission meet their performance metrics. Now we have 28 different vehicle models that can be simulated on the two-cycle tests. This process is repeated for each technology option and for each technology class. This results in fourteen separate datasets, each with over 100,000 results, that include information about a vehicle model made of specific fuel economy-improving technology and the fuel economy value that the vehicle model achieved driving its simulated test cycles.
                    </P>
                    <FTNT>
                        <P>
                            <SU>235</SU>
                             Note that although both the LD and HDPUV analyses include a 5-speed automatic transmission, the characteristics of those transmissions differ between the two analyses.
                        </P>
                    </FTNT>
                    <P>We condense the million-or-so datapoints from Autonomie into three datasets used in the CAFE Model. These three datasets include (1) the fuel economy value that each modeled vehicle achieved while driving the test cycles, for every technology combination in every technology class (converted into “fuel consumption”, which is the inverse of fuel economy; fuel economy is mpg and fuel consumption is gallons per mile); (2) the fuel economy value for PHEVs driving those test cycles, when those vehicles drive on gasoline-only in order to comply with statutory constraints; and (3) optimized battery costs for each vehicle that adopts some sort of electrified powertrain (this is discussed in more detail below).</P>
                    <P>
                        Now, how does this information translate into the technology effectiveness data that we use in the CAFE Model? An important feature of this analysis is that the fuel economy improvement from each technology and combinations of technologies should be accurate and relative to a consistent reference point. We use the absolute fuel economy values from the full vehicle simulations only to determine the relative fuel economy improvement from adding a set of technologies to a vehicle, but not to assign an absolute fuel economy value to any vehicle model or configuration. For this analysis, the absolute fuel economy value for each vehicle in the analysis fleet is based on CAFE compliance data. For subsequent technology changes, we apply the incremental fuel economy improvement values from one or more technologies to the analysis fleet vehicle's fuel economy value to determine the absolute fuel economy achieved for applying the technology change. Accordingly, when the CAFE Model is assessing how to cost-effectively add technology to a vehicle in order to improve the vehicle's fuel economy value, the CAFE Model calculates the difference in the fuel economy value from an Autonomie modeled vehicle with less technology and an Autonomie modeled vehicle with more technology. The relative difference between the two Autonomie modeled vehicles' fuel economy values is applied to the actual fuel economy 
                        <PRTPAGE P="52606"/>
                        value of a vehicle in the CAFE Model's analysis fleet.
                    </P>
                    <P>
                        Let's return to our Ravine Runner F Series, which has a starting fuel economy value of just over 26 mpg and a starting technology key “TURBOD; AT10L2; SS12V; ROLL0; AERO5; MR3.” The equivalent Autonomie vehicle model has a starting fuel economy value of just over 30.8 mpg and is represented by the technology descriptors Midsize_SUV, Perfo, Micro Hybrid, eng38, AUp, 10, MR3, AERO1, ROLL0. In 2028, the CAFE Model determines that Generic Motors needs to redesign the Ravine Runner F Series to reach Generic Motors' new light truck CAFE standard. The Ravine Runner F Series now has lots of new fuel economy-improving technology—it is a parallel strong HEV with a TURBOE engine, an integrated 8-speed automatic transmission, 30% improvement in ROLL, 20% aerodynamic drag reduction, and 10% lighter glider (
                        <E T="03">i.e.,</E>
                         mass reduction). Its new technology key is now P2TRBE, ROLL30, AERO20, MR3. Table III-3 shows how the incremental fuel economy improvement from the Autonomie simulations is applied to the Ravine Runner F Series' starting fuel economy value.
                    </P>
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                    <P>
                        Note that the fuel economy values we obtain from the Autonomie modeling are based on the city and highway test cycles (
                        <E T="03">i.e.,</E>
                         the two-cycle test) described above. This is because we are statutorily required to measure vehicle fuel economy based on the two-cycle test.
                        <SU>236</SU>
                        <FTREF/>
                         In 2008, EPA introduced three additional test cycles to bring fuel economy “label” values from two-cycle testing in line with the efficiency values consumers were experiencing in the real world, particularly for hybrids. This is known as 5-cycle testing. Generally, the revised 5-cycle testing values have proven to be a good approximation of what consumers will experience while driving, significantly better than the previous two-cycle test values. Although the compliance modeling uses two-cycle fuel economy values, we use the “on-road” fuel economy values, which are the ratio of 5-cycle to 2-cycle testing values (
                        <E T="03">i.e.,</E>
                         the CAFE compliance values to the “label” values) 
                        <SU>237</SU>
                        <FTREF/>
                         to calculate the value of fuel savings to the consumer in the effects analysis. This is because the 5-cycle test fuel economy values better represent fuel savings that consumers will experience from real-world driving. For more information about these calculations, please see Section 5.3.2 of the CAFE Model Documentation, and our discussion of the effects analysis later in this section.
                    </P>
                    <FTNT>
                        <P>
                            <SU>236</SU>
                             49 U.S.C. 32904(c) (EPA “shall measure fuel economy for each model and calculate average fuel economy for a manufacturer under testing and calculation procedures prescribed by the Administrator. However, except under section 32908 of this title, the Administrator shall use the same procedures for passenger automobiles the Administrator used for model year 1975 (weighted 55 percent urban cycle and 45 percent highway cycle), or procedures that give comparable results.”).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>237</SU>
                             We apply a certain percent difference between the 2-cycle test value and 5-cycle test value to represent the gap in compliance fuel economy and real-world fuel economy.
                        </P>
                    </FTNT>
                    <P>
                        In sum, we use Autonomie to generate physics-based full vehicle modeling and simulation technology effectiveness estimates. These estimates ensure that our modeling captures differences in technology effectiveness due to (1) vehicle size and performance relative to other vehicles in the analysis fleet; (2) other technologies on the vehicle and/or being added to the vehicle at the same time; and (3) and how the vehicle is driven. This modeling approach also comports with the NAS 2015 recommendation to use full vehicle modeling supported by the application of lumped improvements at the sub-model level.
                        <SU>238</SU>
                        <FTREF/>
                         The approach allows the isolation of technology effects in the analysis supporting an accurate assessment.
                    </P>
                    <FTNT>
                        <P>
                            <SU>238</SU>
                             2015 NAS report, at 292.
                        </P>
                    </FTNT>
                    <P>In our analysis, “technology effectiveness values” are the relative difference between the fuel economy value for one Autonomie vehicle model driving the two-cycle tests, and a second Autonomie vehicle model that uses new technology driving the two-cycle tests. We add the difference between two Autonomie-generated fuel economy values to a vehicle in the Market Data Input File's CAFE compliance fuel economy value. We then calculate the costs and benefits of different levels of fuel economy standards using the incremental improvement required to bring an analysis fleet vehicle model's fuel economy value to a level that contributes to a manufacturer's fleet meeting its CAFE standard.</P>
                    <P>In the next section, Technology Costs, we describe the process of generating costs for the Technologies Input File.</P>
                    <HD SOURCE="HD3">4. Technology Costs</HD>
                    <P>
                        We estimate present and future costs for fuel-saving technologies based on a vehicle's technology class and engine size. In the Technologies Input File, there is a separate tab for each technology class that includes unique costs for that class (depending on the technology), and a separate tab for each engine size that also contains unique engine costs for each engine size. These 
                        <PRTPAGE P="52607"/>
                        technology cost estimates are based on three main inputs. First, we estimate direct manufacturing costs (DMCs), or the component and labor costs of producing and assembling a vehicle's physical parts and systems. DMCs generally do not include the indirect costs of tools, capital equipment, financing costs, engineering, sales, administrative support or return on investment. We account for these indirect costs via a scalar markup of DMCs, which is termed the RPE. Finally, costs for technologies may change over time as industry streamlines design and manufacturing processes. We estimate potential cost improvements from improvements in the manufacturing process with learning effects (LEs). The retail cost of technology in any future year is estimated to be equal to the product of the DMC, RPE, and LE. Considering the retail cost of equipment, instead of merely DMCs, is important to account for the real-world price effects of a technology, as well as market realities. Each of these technology cost components is described briefly below and in the following individual technology sections, and in detail in Chapters 2 and 3 of the TSD.
                    </P>
                    <P>
                        DMCs are the component and assembly costs of the physical parts and systems that make up a complete vehicle. We estimate DMCs for individual technologies in several ways. Broadly, we rely in large part on costs estimated by the NHTSA-sponsored 2015 NAS study on the Cost, Effectiveness, and Deployment of Fuel Economy Technologies for LDVs and other NAS studies on fuel economy technologies; BatPaC, a publicly available battery pack modeling software developed and maintained by Argonne, NHTSA-sponsored teardown studies, and our own analysis of how much advanced MR technology (
                        <E T="03">i.e.,</E>
                         carbon fiber) is available for vehicles now and in the future; confidential business information (CBI); and off-cycle and AC efficiency costs from the EPA Proposed Determination TSD.
                        <SU>239</SU>
                        <FTREF/>
                         While DMCs for fuel-saving technologies reflect the best estimates available today, technology cost estimates will likely change in the future as technologies are deployed and as production is expanded. For emerging technologies, we use the best information available at the time of the analysis and will continue to update cost assumptions for any future analysis.
                    </P>
                    <FTNT>
                        <P>
                            <SU>239</SU>
                             EPA. 2016. Proposed Determination on the Appropriateness of the Model Year 2022-2025 Light-Duty Vehicle Greenhouse Gas Emissions Standards under the Midterm Evaluation: Technical Support Document. Assessment and Standards Division, Office of Transportation and Air Quality. Available at: 
                            <E T="03">https://nepis.epa.gov/Exe/ZyPDF.cgi?Dockey=P100Q3L4.pdf</E>
                            . (Accessed: Feb. 27, 2024).
                        </P>
                    </FTNT>
                    <P>Our direct costs include materials, labor, and variable energy costs required to produce and assemble the vehicle; however, direct costs do not include production overhead, corporate overhead, selling costs, or dealer costs, which all contribute to the price consumers ultimately pay for the vehicle. These components of retail prices are illustrated in Table III-4 below.</P>
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                    <P>
                        To estimate total consumer costs (
                        <E T="03">i.e.,</E>
                         both direct and indirect costs), we multiply a technology's DMCs by an indirect cost factor to represent the average price for fuel-saving technologies at retail. The factor that we use is the RPE, and it is the most commonly used to estimate indirect costs of producing a motor vehicle. The RPE markup factor is based on an examination of historical financial data contained in 10-K reports filed by manufacturers with the Securities and Exchange Commission (SEC). It represents the ratio between the retail 
                        <PRTPAGE P="52608"/>
                        price of motor vehicles and the direct costs of all activities that manufacturers engage in.
                    </P>
                    <P>
                        For more than three decades, the retail price of motor vehicles has been, on average, roughly 50 percent above the direct cost expenditures of manufacturers.
                        <SU>240</SU>
                        <FTREF/>
                         This ratio has been remarkably consistent, averaging roughly 1.5 with minor variations from year to year over this period. At no point has the RPE markup based on 10-K reports exceeded 1.6 or fallen below 1.4.
                        <SU>241</SU>
                        <FTREF/>
                         During this time frame, the average annual increase in real direct costs was 2.5 percent, and the average annual increase in real indirect costs was also 2.5 percent. The RPE averages 1.5 across the lifetime of technologies of all ages, with a lower average in earlier years of a technology's life, and, because of LEs on direct costs, a higher average in later years. Many automotive industry stakeholders have either endorsed the 1.5 markup,
                        <SU>242</SU>
                        <FTREF/>
                         or have estimated alternative RPE values. As seen in Table III-5 all estimates range between 1.4 and 2.0, and most are in the 1.4 to 1.7 range.
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>240</SU>
                             Rogozhin, A. et al. 2009. Automobile Industry Retail Price Equivalent and Indirect Cost Multipliers. EPA. RTI Project Number 0211577.002.004. Triangle Park, N.C.; Spinney, B.C. et al. 1999. Advanced Air Bag Systems Cost, Weight, and Lead Time Analysis Summary Report. Contract NO. DTNH22-96-0-12003. Task Orders—001, 003, and 005. Washington, DC.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>241</SU>
                             Based on data from 1972-1997 and 2007. Data were not available for intervening years but results for 2007 seem to indicate no significant change in the historical trend.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>242</SU>
                             Chris Nevers, Vice President, Energy &amp; Environment, Alliance of Automobile Manufacturers via 
                            <E T="03">Regulations.gov</E>
                            . Docket No. EPA-HQ-OAR-2018-0283-6186, at 143.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>243</SU>
                             Duleep, K.G. 2008. Analysis of Technology Cost and Retail Price. Presentation to Committee on Assessment of Technologies for Improving LDV Fuel Economy. January 25, 2008, Detroit, MI.; Jack Faucett Associates. 1985. Update of EPA's Motor Vehicle Emission Control Equipment Retail Price Equivalent (RPE) Calculation Formula. September 4, 1985. Chevy Chase, MD.; McKinsey &amp; Company. 2003. Preface to the Auto Sector Cases. New Horizons—Multinational Company Investment in Developing Economies. San Francisco, CA.; NRC. 2002. Effectiveness and Impact of Corporate Average Fuel Economy Standards. The National Academies Press. Washington, DC Available at: 
                            <E T="03">https://nap.nationalacademies.org/catalog/10172/effectiveness-and-impact-of-corporate-average-fuel-economy-cafe-standards</E>
                            . (Accessed: Apr. 5, 2024).; NRC. 2011. Assessment of Fuel Economy Technologies for LDVs. The National Academies Press. Washington, DC; NRC. 2015. Cost, Effectiveness, and Deployment of Fuel Economy Technologies in LDVs. The National Academies Press. Washington, DC; Sierra Research, Inc. 2007. Study of Industry-Average Mark-Up Factors used to Estimate Changes in Retail Price Equivalent (RPE) for Automotive Fuel Economy and Emissions Control Systems. Sierra Research Inc. Sacramento, CA; Vyas, A. et al. 2000. Comparison of Indirect Cost Multipliers for Vehicle Manufacturing. Center for Transportation Research. ANL. Argonne, Ill.
                        </P>
                    </FTNT>
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                    <P>
                        An RPE of 1.5 does not imply that manufacturers automatically mark up each vehicle by exactly 50 percent. Rather, it means that, over time, the competitive marketplace has resulted in pricing structures that average out to this relationship across the entire industry. Prices for any individual model may be marked up at a higher or lower rate depending on market demand. The consumer who buys a popular vehicle may, in effect, subsidize the installation of a new technology in a less marketable vehicle. But, on average, over time and across the vehicle fleet, the retail price paid by consumers has risen by about $1.50 for each dollar of direct costs incurred by manufacturers. Based on our own evaluation and the widespread use and acceptance of the RPE by automotive industry stakeholders, we have determined that the RPE provides a reasonable indirect cost markup for use in our analysis. A detailed discussion of indirect cost methods and the basis for our use of the RPE to reflect these costs, rather than other indirect cost markup methods, is available in the FRIA for the 2020 final rule.
                        <SU>244</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>244</SU>
                             NHTSA and EPA. 2020. FRIA: The Safer Affordable Fuel-Efficient (SAFE) Vehicles Rule for Model Year 2021-2026 Passenger Cars and Light Trucks. Available at: 
                            <E T="03">https://www.nhtsa.gov/sites/nhtsa.gov/files/documents/final_safe_fria_web_version_200701.pdf</E>
                            . (Accessed: Mar. 29, 2024).
                        </P>
                    </FTNT>
                    <P>Finally, manufacturers make improvements to production processes over time, which often result in lower costs. “Cost learning” reflects the effect of experience and volume on the cost of production, which generally results in better utilization of resources, leading to higher and more efficient production. As manufacturers gain experience through production, they refine production techniques, raw material and component sources, and assembly methods to maximize efficiency and reduce production costs.</P>
                    <P>
                        We estimated cost learning by considering methods established by T.P. Wright and later expanded upon by J.R. Crawford. Wright, examining aircraft production, found that every doubling of cumulative production of airplanes resulted in decreasing labor hours at a fixed percentage. This fixed percentage is commonly referred to as the progress rate or progress ratio, where a lower rate implies faster learning as cumulative production increases. J.R. Crawford expanded upon Wright's learning curve theory to develop a single unit cost model, which estimates the cost of the nth unit produced given the following information is known: (1) cost to produce the first unit; (2) cumulative 
                        <PRTPAGE P="52609"/>
                        production of n units; and (3) the progress ratio.
                    </P>
                    <P>
                        Consistent with Wright's learning curve, most technologies in the CAFE Model use the basic approach by Wright, where we estimate technology cost reductions by applying a fixed percentage to the projected cumulative production of a given fuel economy technology in a given MY.
                        <SU>245</SU>
                        <FTREF/>
                         We estimate the cost to produce the first unit of any given technology by identifying the DMC for a technology in a specific MY. As discussed above and in detail below and in Chapter 3 of the TSD, our technology DMCs come from studies, teardown reports, other publicly available data, and feedback from manufacturers and suppliers. Because different studies or cost estimates are based on costs in specific MYs, we identify the “base” MYs for each technology where the learning factor is equal to 1.00. Then, we apply a progress ratio to back-calculate the cost of the first unit produced. The majority of technologies in the CAFE Model use a progress ratio (
                        <E T="03">i.e.,</E>
                         the slope of the learning curve, or the rate at which cost reductions occur with respect to cumulative production) of approximately 0.89, which is derived from average progress ratios researched in studies funded and/or identified by NHTSA and EPA.
                        <SU>246</SU>
                        <FTREF/>
                         Many fuel economy technologies that have existed in vehicles for some time will have a gradual sloping learning curve implying that cost reductions from learning is moderate and eventually becomes less steep toward MY2050. Conversely, newer technologies have an initial steep learning curve where cost reduction occurs at a high rate. Mature technologies will generally have a flatter curve and may not incur much cost reduction, if at all, from learning. For an illustration showing various slopes of learning curves, see TSD Chapter 2.4.4.
                    </P>
                    <FTNT>
                        <P>
                            <SU>245</SU>
                             We use statically projected cumulative volume production estimates beause the CAFE Model does not support dynamic projections of cumulative volume at this time.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>246</SU>
                             Simons, J.F. 2017. Cost and Weight Added By the Federal Motor Vehicle Safety Standards for MY 1968-2012 Passenger Cars and LTVs. Report No. DOT HS 812 354. NHTSA. Washington DC at 30-33.; Argote, L. et al. 1997. The Acquisition and Depreciation of Knowledge in a Manufacturing Organization—Turnover and Plant Productivity. Working Paper. Graduate School of Industrial Administration, Carnegie Mellon University; Benkard, C.L. 2000. Learning and Forgetting—The Dynamics of Aircraft Production. 
                            <E T="03">The American Economic Review.</E>
                             Vol. 90(4): at 1034-54; Epple, D. et al. 1991. Organizational Learning Curves—A Method for Investigating Intra-Plant Transfer of Knowledge Acquired through Learning by Doing. 
                            <E T="03">Organization Science.</E>
                             Vol. 
                            <E T="03">2</E>
                            (1): at 58-70; Epple, D. et al. 1996. An Empirical Investigation of the Microstructure of Knowledge Acquisition and Transfer through Learning by Doing. 
                            <E T="03">Operations Research.</E>
                             Vol. 44(1): at 77-86; Levitt, S.D. et al. 2013. Toward an Understanding of Learning by Doing—Evidence from an Automobile Assembly Plant. 
                            <E T="03">Journal of Political Economy.</E>
                             Vol. 121(4): at 643-81.
                        </P>
                    </FTNT>
                    <P>We assign groups of similar technologies or technologies of similar complexity to each learning curve. While the grouped technologies differ in operating characteristics and design, we chose to group them based on market availability, complexity of technology integration, and production volume of the technologies that can be implemented by manufacturers and suppliers. In general, we consider most base and basic engine and transmission technologies to be mature technologies that will not experience any additional improvements in design or manufacturing. Other basic engine technologies, like VVL, SGDI, and DEAC, do decrease in costs through around MY 2036, because those were introduced into the market more recently. All advanced engine technologies follow the same general pattern of a gradual reduction in costs until MY 2036, when they plateau and remain flat. We expect the cost to decrease as production volumes increase, manufacturing processes are improved, and economies of scale are achieved. We also assigned advanced engine technologies that are based on a singular preceding technology to the same learning curve as that preceding technology. Similarly, the more advanced transmission technologies experience a gradual reduction in costs through MY 2031, when they plateau and remain flat. Lastly, we estimate that the learning curves for road load technologies, with the exception of the most advanced MR level (which decreases at a fairly steep rate through MY 2040, as discussed further below and in Chapter 3.4 of the TSD), will decrease through MY 2036 and then remain flat.</P>
                    <P>
                        We use the same cost learning rates for both LD and HDPUV technologies. This approach was used in the HDPUV analysis in the Phase 2 HD joint rule with EPA,
                        <SU>247</SU>
                        <FTREF/>
                         and we believe that this is an appropriate assumption to continue to use for this analysis. While the powertrains in HDPUVs do have a higher power output than LD powertrains, the designs and technology used will be very similar. Although most HDPUV components will have higher operating loads and provide different effectiveness values than LD components, the overall designs are similar between the technologies. The individual technology design and effectiveness differences between LD and HDPUV technologies are discussed below and in Chapter 3 of the TSD.
                    </P>
                    <FTNT>
                        <P>
                            <SU>247</SU>
                             See MDHD Phase 2 FRIA at 2-56, noting that gasoline engines used in Class 2b and Class 3 pickup trucks and vans include the engines offered in a manufacturer's light-duty truck counterparts, as well as engines specific to the Class 2b and Class 3 segment, and describing that the the technology definitions are based on those described in the LD analysis, but the effectiveness values are different.
                        </P>
                    </FTNT>
                    <P>For technologies that have been in production for many years, like some engine and transmission technologies, this approach produces reasonable estimates that we can compare against other studies and publicly available data. Generating the learning curve for battery packs for BEVs in future MYs is significantly more complicated, and we discuss how we generated those learning curves in Section III.D and in detail in Chapter 3.3 of the TSD. Our battery pack learning curves recognize that there are many factors that could potentially lower battery pack costs over time outside of the cost reductions due to improvements in manufacturing processes due to knowledge gained through experience in production.</P>
                    <P>Table III-6 shows how some of the technologies on the MY 2022 Ravine Runner Type F decrease in cost over several years. Note that these costs are specifically applicable to the MedSUVPerf class, and other technology classes may have different costs for the same technologies. These costs are pulled directly from the Technology Costs Input File, meaning that they include the DMC, RPE, and learning.</P>
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                    <P>5. Simulating Existing Incentives, Other Government Programs, and Manufacturer ZEV Deployment Plans</P>
                    <P>Similar to the regulations that we are enacting, other government actions have the ability to influence the technology manufacturers apply to their vehicles. For the purposes of this analysis, we incorporate manufacturers' expected response to two other government actions into our analysis: state ZEV requirements and Federal tax credits. We also include ZEV deployment that manufacturers have committed to execute even though it goes beyond any government's legal requirements.</P>
                    <HD SOURCE="HD3">a. Simulating ZEV Deployment Unrelated to NHTSA's Standards</HD>
                    <P>
                        The California Air Resources Board (CARB) has developed various programs to control emissions of criteria pollutants and GHGs from vehicles sold in California. CARB does so in accordance with the federal CAA; CAA section 209(a) generally preempts states from adopting emission control standards for new motor vehicles; 
                        <SU>248</SU>
                        <FTREF/>
                         however, Congress created an exemption program in CAA section 209(b) that allows the State of California to seek a waiver of preemption related to adopting or enforcing motor vehicle emissions standards.
                        <SU>249</SU>
                        <FTREF/>
                         EPA must grant the waiver unless the Agency makes one of three statutory findings.
                        <SU>250</SU>
                        <FTREF/>
                         Under CAA section 177, other States can adopt and enforce standards identical to those approved under California's Section 209(b) waiver and other specified criteria in section 177 are met.
                        <SU>251</SU>
                        <FTREF/>
                         States that do so are sometimes referred to as section 177 states, in reference to section 177 of the CAA. Since 1990, CARB has included a version of a Zero-Emission Vehicle (ZEV) program as part of its package of standards that control smog-causing pollutants and GHG emissions from passenger vehicles sold in California,
                        <SU>252</SU>
                        <FTREF/>
                         and several states have adopted those ZEV program requirements. This section focuses on the way we modeled manufacturers' expected compliance with these ZEV program requirements as well as additional electric vehicle deployment that manufacturers have indicated they will undertake. See Section IV.B.1 for a discussion of the role of these electric vehicles in the reference baseline and associated comments and responses.
                    </P>
                    <FTNT>
                        <P>
                            <SU>248</SU>
                             42 U.S.C. 7543(a).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>249</SU>
                             42 U.S.C. 7543(b).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>250</SU>
                             See 87 FR 14332 (March 14, 2022). (“The CAA section 209(b) waiver is limited “to any State which has adopted standards . . . for the control of emissions from new motor vehicles or new motor vehicle engines prior to March 30, 1966,” and California is the only State that had standards in place before that date.”). NHTSA notes that EPA has not yet granted a waiver of preemption for the ACC II program, and NHTSA does not prejudge EPA's decisionmaking. Nonetheless, NHTSA believes it is reasonable to consider ZEV sales volumes that manufacturers will produce consistent with what would be required to comply with ACC II as part of our consideration of actions that occur in the absence of fuel economy standards, because manufacturers have indicated that they intend to deploy those vehicles regardless of whether a waiver is granted.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>251</SU>
                             42 U.S.C. 7507.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>252</SU>
                             CARB. Zero-Emission Vehicle Program. Available at: 
                            <E T="03">https://ww2.arb.ca.gov/our-work/programs/zero-emission-vehicle-program/about</E>
                            . (Accessed: Mar. 19, 2024).
                        </P>
                    </FTNT>
                    <P>
                        There are currently two operative ZEV regulations that we consider in our analysis: ACC I (LD ZEV requirements through MY 2025) 
                        <SU>253</SU>
                        <FTREF/>
                         and Advanced Clean Trucks (ACT) (requirements for trucks in Classes 2b through 8, from MYs 2024-2035).
                        <SU>254</SU>
                        <FTREF/>
                         California has adopted a third ZEV regulation, ACC II (LD ZEV requirements for MYs 2026-2035).
                        <SU>255</SU>
                        <FTREF/>
                         EPA is evaluating a petition for a waiver of Clean Air Act preemption for ACC II,
                        <SU>256</SU>
                        <FTREF/>
                         but has not granted it. While ACC II is currently unenforceable while the waiver request is under consideration by EPA—in contrast to ACC I and ACT, which have already received waiver approvals—manufacturers have indicated that they intend to deploy additional electric vehicles consistent with (or beyond) what ACC II would require for compliance if a waiver were to be granted. We have therefore modeled compliance with ACC II as a proxy for these additional electric vehicles that manufacturers have committed to deploying in the reference baseline or No-Action Alternative. As discussed further below, we also developed a sensitivity case and an alternative baseline that included, respectively, some or none of the electric vehicles that would be expected to enter the fleet under ACC I, ACT, and manufacturer deployment commitments consistent with ACC II in order to ensure that our standards satisfy the statutory factors regardless of which baseline turns out to be the most accurate.
                    </P>
                    <FTNT>
                        <P>
                            <SU>253</SU>
                             13 CCR 1962.2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>254</SU>
                             CARB. 2019. Final Regulation Order: Advanced Clean Trucks Regulation. Available at: 
                            <E T="03">https://ww2.arb.ca.gov/sites/default/files/barcu/regact/2019/act2019/fro2.pdf</E>
                            . (Accessed: Mar. 29, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>255</SU>
                             CARB. Advanced Clean Cars II. 
                            <E T="03">https://ww2.arb.ca.gov/our-work/programs/advanced-clean-cars-program/advanced-clean-cars-ii</E>
                            .
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>256</SU>
                             88 FR 88908 (Dec. 26, 2023), Notice of opportunity for public hearing and comment on California Air Resources Board ACCII Waiver Request.
                        </P>
                    </FTNT>
                    <P>
                        In the NPRM, we stated that we are confident that manufacturers will comply with the ZEV programs because they have previously complied with state ZEV programs, and they have made announcements of new ZEVs demonstrating an intent to comply with the requirements going forward. The American Fuel &amp; Petrochemical Manufacturers (AFPM) objected to the use of the word “confident” given their concerns about manufacturers' ability to comply with ZEV standards.
                        <SU>257</SU>
                        <FTREF/>
                         Valero and Kia commented that CARB historically has eased compliance for manufacturers by allowing for compliance via changing compliance dates, stringencies, and ZEV definitions.
                        <SU>258</SU>
                        <FTREF/>
                         Valero also commented that our inclusion of ACT was premature given its 2024 start date and stated their doubts about its technological feasibility.
                        <SU>259</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>257</SU>
                             AFPM, Docket No. NHTSA-2023-0022-61911-A2, at 34.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>258</SU>
                             Valero, Docket No. NHTSA-2023-0022-58547-A4, at 2; Valero, Docket No. NHTSA-2023-0022-58547-A5, at 2. Kia, Docket No. NHTSA-2023-0022-58542-A1, at 4-5.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>259</SU>
                             Valero, Docket No. NHTSA-2023-0022-58547-A5, at 4.
                        </P>
                    </FTNT>
                    <P>
                        We focus on including the provisions that CARB and other states currently have in place in their regulations and that have received a Clean Air Act 
                        <PRTPAGE P="52611"/>
                        preemption waiver from EPA, and we have taken this into account by having incorporated changing standards and compliance landscapes in our past and current rulemakings. Valero further cited risks of ZEV programs such as varying compliance challenges across OEMs, consumer preferences, and affordability concerns, as well as general uncertainty in predicting future ZEV sales.
                        <SU>260</SU>
                        <FTREF/>
                         NHTSA observes that companies have historically complied with California waivers and notes that even though industry entities such as Valero have previously made such comments about ZEV programs, historically, manufacturers have complied. Further, NHTSA notes that manufacturers have indicated that they intend to deploy electric vehicles consistent with the requirements of not just ACC I and ACT, but also ACC II. In this analysis, NHTSA has not assumed that the ACC II waiver will be granted. However, in the reference baseline, NHTSA has included electric vehicle deployment consistent with stated manufacturer plans to deploy such vehicles—and that level would result in full compliance with the ACC II program.
                        <SU>261</SU>
                        <FTREF/>
                         Furthermore, many of the ZEVs that can earn credits from CARB are already present in the 2022 analysis fleet, leading the modeled MY 2022 analysis fleet to achieve 100% compliance with that years' ACC I requirement in MY 2022 (per CARB, the total ending year credit balances significantly exceed the annual credit requirements).
                        <SU>262</SU>
                        <FTREF/>
                         NHTSA models manufacturers' compliance with ACC I and ACT and the additional electric vehicle deployment that manufacturers have announced they intend to execute because accounting for technology improvements that manufacturers would make even in the absence of CAFE standards allows NHTSA to gain a more accurate understanding of the effects of the final rule. Importantly, as noted above, NHTSA also developed an alternative baseline, the No ZEV alternative baseline, to test whether the standards remain consistent with the statutory factors regardless of the level of electrification that occurs in the reference baseline. NHTSA also modeled the HDPUV program assuming the ACT program was not included in the reference baseline, even though EPCA/EISA contains no limitations on the consideration of alternative fueled vehicles in that program.
                    </P>
                    <FTNT>
                        <P>
                            <SU>260</SU>
                             Valero, Docket No. NHTSA-2023-0022-58547-A5, at 5-6.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>261</SU>
                             For example, Stellantis has publicly committed to deployment levels consistent with California's electrification targets. See, 
                            <E T="03">https://www.gov.ca.gov/2024/03/19/stellantis-partners-with-california-on-clean-car-standards/</E>
                            .
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>262</SU>
                             CARB. Annual ZEV Credits Disclosure Dashboard. Available at: 
                            <E T="03">https://ww2.arb.ca.gov/applications/annual-zev-credits-disclosure-dashboard</E>
                            . (Accessed Mar. 28, 2024).
                        </P>
                    </FTNT>
                    <P>
                        The Zero Emission Transportation Association commented that NHTSA should include CARB's Advanced Clean Fleets (ACF) regulation as part of its modeling. We do not include the Advanced Clean Fleets regulation in our modeling at this time, due to the small number of HDPUV Class 2b/3 vehicles that would be affected by this regulation in the rulemaking time frame,
                        <SU>263</SU>
                        <FTREF/>
                         and due to the analytical complexity of modeling this small amount of vehicles. We will continue to monitor this program to determine whether it should be featured in future analyses.
                    </P>
                    <FTNT>
                        <P>
                            <SU>263</SU>
                             CARB. Advanced Clean Fleets Regulation Summary. Available at: 
                            <E T="03">https://ww2.arb.ca.gov/resources/fact-sheets/advanced-clean-fleets-regulation-summary</E>
                            . (Accessed Mar. 28, 2024).
                        </P>
                    </FTNT>
                    <P>This is the fourth analysis where we have modeled compliance with the ACC program (and now the ACT program) requirements in the CAFE Model. In the MY 2024-2026 final rule, we received feedback from commenters agreeing or disagreeing with the modeling inclusion of the ZEV programs at all, however, the only past substantive comments on the ZEV program modeling methodology have been requesting the inclusion of more states that signed on to adopt California's standards in our analysis. As noted below, the inclusion or exclusion of states in the analysis depends on which states have signed on to the programs at the time of our analysis. While we are aware of legal challenges to some states' adoption of the ZEV programs, it is beyond the scope of this rulemaking to evaluate the likelihood of success of those challenges. For purposes of our analysis, what is important is predicting, using a reasonable assessment, how the fleet will evolve in the future. The following discussion provides updates to our modeling methodology for the ZEV programs in the analysis.</P>
                    <P>
                        The ACC I and ACT programs require that increasing levels of manufacturers' sales in California and section 177 states in each MY be ZEVs, specifically BEVs, PHEVs, FCEVs.
                        <SU>264</SU>
                        <FTREF/>
                         BEVs, PHEVs, and FCEVs each contribute a “value” towards a manufacturer's annual ZEV requirement, which is a product of the manufacturer's production volume sold in a ZEV state, multiplied by a “percentage requirement.” The percentage requirements increase in each year so that a greater portion of a manufacturer's fleet sold in ZEV states in a particular MY must be ZEVs. For example, a manufacturer selling 100,000 vehicles in California and 10,000 vehicles in Connecticut (both states that have ZEV programs) in MY 2025 must ensure that 22,000 ZEV credits are earned by California vehicles and 2,200 ZEV credits are earned by Connecticut vehicles. In MYs 2026 through 2030 of the ACC II program (if granted a waiver) would allow manufacturers to apply a capped amount of credits to the percentage requirement. In response to various commenters mentioning the pooled credits route, we added this option to our modeling, slightly scaling down the percent requirement assumed to be met by ZEV sales; this corresponds to the maximum pooled credits that would be allowed by CARB under ACC II, if granted a waiver.
                    </P>
                    <FTNT>
                        <P>
                            <SU>264</SU>
                             CARB. 2022. Final Regulation Order: Amendments to Section 1962.2, Title 13, California Code of Regulations. Available at: 
                            <E T="03">https://ww2.arb.ca.gov/sites/default/files/barcu/regact/2022/accii/acciifro1962.2.pdf</E>
                            . (Accessed: Mar. 29, 2024).
                        </P>
                    </FTNT>
                    <P>
                        At the time of our analysis, seventeen states in addition to California have either formally signed on to the ACC I or ACC II standards or are in the process of adopting them.
                        <SU>265</SU>
                        <FTREF/>
                         Although a few states are adopting these requirements in future MYs, for the ease of modeling we include in the unified ACC II group every state that has regulations in place to adopt or is already in the process of adopting the requirements by the time of our analysis at the start of December 2023. A variety of commenters expressed concern with our NPRM approach of considering all the states as a group that adopted the programs in all the model years that CARB outlined. Hyundai noted in their comments that Nevada, Minnesota, and Virginia are “unlikely to adopt ACC II.” Commenters such as the AFPM and Nissan stated that several states have adopted only some model years of ACC II. NHTSA notes that its analysis does not assume legal enforcement of ACC II because it has not been granted a preemption waiver, but that manufacturers have nonetheless indicated they intend to deploy electric vehicles during these model years at levels that would be consistent with ACC II in both California and other states. However, to be appropriately conservative, NHTSA has updated its approach to reflect the 
                        <PRTPAGE P="52612"/>
                        variety in model years to which states have committed and in response to comments, we now include different state sales share groups in our modeling. Splitting these groups based on model years in which they have indicated their participation also allows us to distinguish between assumed future ACC I compliance and the deployment that manufacturers have indicated they are intending to execute that would be consistent with ACC II. The seventeen states included in our light-duty ZEV analysis have adopted ACC I and/or ACC II in at least one model year.
                    </P>
                    <FTNT>
                        <P>
                            <SU>265</SU>
                             California, Colorado, Connecticut, Delaware, Maine, Maryland, Massachusetts, Minnesota, Nevada, New York, New Jersey, New Mexico, Oregon, Rhode Island, Vermont, Virginia, and Washington. See California Air Resource Board. States that have Adopted California's Vehicle Standards under Section 177 of the Federal Clean Air Act. Available at: 
                            <E T="03">https://ww2.arb.ca.gov/our-work/programs/advanced-clean-cars-program/states-have-adopted-californias-vehicle-regulations</E>
                             (Accessed: Mar. 26, 2024).
                        </P>
                    </FTNT>
                    <P>
                        Some commenters such as the Center for Environmental Accountability and Nissan stated that many of the states included in our ZEV modeling had not actually adopted the ZEV programs.
                        <SU>266</SU>
                        <FTREF/>
                         NHTSA disagrees; we include all states that have regulations in place to adopt or are already in the process of adopting ACC I, ACC II, or ACT, based on information available at the time of the analysis.
                        <SU>267</SU>
                        <FTREF/>
                         Our final ZEV state assumptions are also consistent with those tracked by CARB on their website at the time of writing.
                        <SU>268</SU>
                        <FTREF/>
                         This included adding states to our analysis that were not present in the NPRM ZEV modeling. Commenters such as ACEEE and the American Lung Association requested that we make these updates to the ZEV states list.
                        <SU>269</SU>
                        <FTREF/>
                         We added the state of Colorado into our analysis, based on new information and their comment indicating their commitment to all three ZEV programs.
                        <SU>270</SU>
                        <FTREF/>
                         Similarly, eleven states including California have formally adopted the ACT standards at the time of analysis. As this group is smaller and has somewhat less variety in start dates than the ACC I/ACC II states, we model ACT state shares without breaking out specific model year start dates.
                        <SU>271</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>266</SU>
                             CEA, Docket No. NHTSA-2023-0022-61918-A1, at 9; Nissan, Docket No. NHTSA-2023-0022-60696, at 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>267</SU>
                             See ZEV states docket reference folder. NHTSA-2023-0022.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>268</SU>
                             CARB. 2024. States that have Adopted California's Vehicle Regulations. Available at: 
                            <E T="03">https://ww2.arb.ca.gov/our-work/programs/advanced-clean-cars-program/states-have-adopted-californias-vehicle-regulations</E>
                            . (Accessed: Mar. 26, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>269</SU>
                             ACEEE, Docket No. NHTSA-2023-0022-60684, at 11; ALA, Docket No, NHTSA-2023-0022-60091, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>270</SU>
                             RFA et al, Docket No. NHTSA-2023-0022-57625, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>271</SU>
                             California, Colorado, Connecticut, Maryland, Massachusetts, New Jersey, New Mexico, New York, Oregon, Vermont and Washington. We include Connecticut as their House passed the legislation instructing their Department of Energy and Environmental Protection to adopt ACT. See Electric Trucks Now. 2023. States are Embracing Electric Trucks. Available at: 
                            <E T="03">https://www.electrictrucksnow.com/states</E>
                            . (Accessed: Mar. 29, 2024); Vermont Biz. 2022. Vermont adopts rules for cleaner cars and trucks. Available at: 
                            <E T="03">https://vermontbiz.com/news/2022/november/24/vermont-adopts-rules-cleaner-cars-and-trucks</E>
                            . (Accessed: May 31, 2023); North Carolina Environmental Quality. Advanced Clean Trucks: Growing North Carolina's Clean Energy Economy. Available at: 
                            <E T="03">https://deq.nc.gov/about/divisions/air-quality/motor-vehicles-and-air-quality/advanced-clean-trucks</E>
                             (Accessed: May 31, 2023); Connecticut HB 5039. 2022. An Act Concerning Medium and Heavy-Duty Vehicle Emission Standards. Available at: 
                            <E T="03">https://www.cga.ct.gov/2022/fc/pdf/2022HB-05039-R000465-FC.pdf</E>
                             (Accessed: May 31, 2023).
                        </P>
                    </FTNT>
                    <P>It is also important to note in the context of all the above comments on ZEV adoption that NHTSA developed an alternative baseline, the No ZEV alternative baseline, in order to evaluate whether the standards are consistent with the statutory factors regardless of the amount of electrification that occurs in the absence of NHTSA's standards during the standard setting years. NHTSA further evaluated sensitivity cases, that one could certainly consider as additional alternative baselines, that precluded electric vehicles from being added to the fleet between Model Years 2027-2035; between 2027-2050; and 2022-2050.</P>
                    <P>It is important to note that not all section 177 states have adopted the ACC II or ACT program components. Furthermore, more states have formally adopted the ACC II program than the ACT program, so the discussion in the following sections will call states that have opted in “ACC I/ACC II states” or “ACT states.” Separately, many states signed a memorandum of understanding (MOU) in 2020 to indicate their intent to work collaboratively towards a goal of turning 100% of MD and HD vehicles into ZEVs in the future. For the purposes of CAFE analysis, we include only those states that have formally adopted the ACT in our modeling as “ACT states.” States that have signed the MOU but not formally adopted the ACT program are referred to as “MOU states” and are not included in CAFE modeling. When the term “ZEV programs” is used hereafter, it refers to both the ACC II and ACT programs.</P>
                    <P>Incorporating ACC I and ACT as applicable legal requirements and ACC II as a proxy for additional electric vehicle deployment expected to occur regardless of the NHTSA standards into the model includes converting vehicles that have been identified as potential ZEV candidates into BEVs at the vehicle's ZEV application year so that a manufacturer's fleet meets its required ZEV credit requirements. We focused on BEVs as ZEV conversions, rather than PHEVs or FCEVs, because, as for 2026-2035, manufacturers cannot earn more than 20% of their ZEV credits through PHEV sales. Similarly, PHEVs receive a smaller number of credits than BEVs and FCEVs under ACC I, and those with lower all-electric range values would receive a smaller number of credits under ACC II if it became legally enforceable. We determined that including PHEVs in the ZEV modeling would have introduced unnecessary complication to the modeling and would have provided manufacturers little benefit in the modeled program. In addition, although FCEVs can earn the same number of credits as BEVs, we chose to focus on BEV technology pathways since FCEVs are generally less cost-effective than BEVs and most manufacturers have not been producing them at high volumes. However, any PHEVs and FCEVs already present in the CAFE Model analysis fleets receive ZEV credits in our modeling.</P>
                    <P>
                        Total credits are calculated by multiplying the credit value each ZEV receives by the vehicle's volume. In the ACC I program, until 2025, each full ZEV can earn up to 4 credits. In the ACC II program, from 2026 onwards, each full ZEV would earn one credit value per vehicle, while partial ZEVs (PHEVs) would earn credits based on their AER, if ACC II became legally enforceable. In the context of this section, “full ZEVs” refers to BEVs and FCEVs, as PHEVs can receive a smaller number of credits than other ZEVs, as discussed above. Based on comments from CARB and the Strong PHEV Coalition,
                        <SU>272</SU>
                        <FTREF/>
                         we adjusted the number of ZEV credits received by PHEV50s in our analysis to 1 full credit under the ACC II proxy after determining with Argonne that the range of all the PHEVs marked as “PHEV50s” in our analysis fleet was sufficient to receive the full ZEV credit. Credit targets in the ACT program (referred to as deficits) are calculated by multiplying sales by percentage requirement and weight class multiplier. Each HDPUV full ZEV in the 2b/3 class earns 0.8 credits and each near-zero emissions vehicle (called PHEVs in the CAFE Model) earns 0.75 credits.
                        <SU>273</SU>
                        <FTREF/>
                         We adjusted some of the explanations in this section and the TSD accompanying this rule in response to a comment from CARB requesting that we very clearly distinguish between the number of credits earned between different vehicle types and programs.
                        <SU>274</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>272</SU>
                             Strong PHEV Coalition, Docket No. NHTSA-2023-0022-60193, at 4-5; States and Cities, NHTSA-2023-0022-61904-A2, at 46.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>273</SU>
                             CARB. 2022. Final Regulation Order: Advanced Clean Trucks Regulation. Available at: 
                            <E T="03">https://www.cga.ct.gov/2022/fc/pdf/2022HB-05039-R000465-FC.pdf</E>
                            . (Accessed: Feb. 27, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>274</SU>
                             States and Cities, Docket No. NHTSA-2023-0022-61904-A2, at 46.
                        </P>
                    </FTNT>
                    <PRTPAGE P="52613"/>
                    <P>
                        The CAFE Model is designed to present outcomes at a national scale, so the ZEV programs analysis considers the states as a group as opposed to estimating each state's ZEV credit requirements individually. However, in response to comments discussed above, we adjusted our ZEV modeling to reflect states' varying commitments to the ACC I and ACC II programs in different model years. To capture the appropriate volumes subject to the ACT requirements and that would be deployed consistent with ACC II, we still calculated each manufacturer's total market share in ACC II or ACT states but also expanded the market share inputs to vary across model year according to how many states had opted into the program in each year between 2022 and 2035. We used Polk's National Vehicle Population Profile (NVPP) from January 2022 to calculate these percentages.
                        <SU>275</SU>
                        <FTREF/>
                         These data include vehicle characteristics such as powertrain, fuel type, manufacturer, nameplate, and trim level, as well as the state in which each vehicle is sold. At the time of the data snapshot, MY 2021 data from the NVPP contained the most current estimate of new vehicle market shares for most manufacturers, and best represented the registered vehicle population on January 1, 2022. We assumed that this source of new registrations data was the best approximation of new sales given the data options. For MY 2021 vehicles in the latest NVPP, the ACC II State group at its largest makes up approximately 38% of the total LD sales in the United States. The ACT state groups comprise approximately 22% of the new Class 2b and 3 (HDPUV) vehicle market in the U.S.
                        <SU>276</SU>
                        <FTREF/>
                         We based the volumes used for the ZEV credit target calculation on each manufacturer's future assumed market share in ACC II and ACT states. We made this assumption after examining three past years of market share data and determining that the geographic distribution of manufacturers' market shares remained fairly constant.
                    </P>
                    <FTNT>
                        <P>
                            <SU>275</SU>
                             National Vehicle Population Profile (NVPP). 2022. Includes content supplied by IHS Markit. Copyright R.L. Polk &amp; Co., 2022. All rights reserved. Available at: 
                            <E T="03">https://repository.duke.edu/catalog/caad9781-5438-4d65-b908-bf7d97a80b3a</E>
                            . (Accessed: Feb. 27, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>276</SU>
                             We consulted with Polk and determined that their NVPP data set that included vehicles in the 2b/3 weight class provided the most fulsome dataset at the time of analysis, recognizing that the 2b/3 weight class includes both 2b/3 HD pickups and vans and other classes within 2b/3 segment. While we determined that this dataset was the best option for the analysis, it does not contain all Class 3 pickups and vans sold in the United States.
                        </P>
                    </FTNT>
                    <P>
                        We calculated total credits required for ACT compliance and consistent with ACC II implementation by multiplying the percentages from each program's ZEV requirement schedule by the ACC II or ACT state volumes.
                        <SU>277</SU>
                        <FTREF/>
                         For the first set of ACC I requirements covering 2022 (the first modeled year in our analysis) through 2025, the percentage requirements start at 14.5% and ramp up in increments to 22 percent by 2025.
                        <SU>278</SU>
                        <FTREF/>
                         For ACC II, the potential percentage requirements start at 35% in MY 2026 and would ramp up to 100% in MY 2035 and subsequent years if it became legally enforceable.
                        <SU>279</SU>
                        <FTREF/>
                         For ACT Class 2b-3 Group vehicles (equivalent to HDPUVs in our analysis), the percentage requirements start at 5% in MY 2024 and increase to 55% in MYs 2035 and beyond.
                        <SU>280</SU>
                        <FTREF/>
                         We then multiply the resulting national sales volume predictions by manufacturer by each manufacturer's total market share in the ACC II or ACT states to capture the appropriate volumes in the ZEV credits calculation. Credits consistent with ACC II by manufacturer, per year, are determined within the CAFE Model by multiplying the ACC II state volumes by CARB's ZEV credit percentage requirement for each program respectively. In the first five years of the ACC II program (as currently submitted to EPA), MYs 2026-2030, CARB would allow for a pooled credits allowance, capped at a specific percentage per year (which decreases in later years). We accounted for this in the final rule in response to comments by reducing the percent requirement in those years by the maximum pooled credit allowance.
                    </P>
                    <FTNT>
                        <P>
                            <SU>277</SU>
                             Note that the ACT credit target calculation includes a vehicle class-specific weight modifier.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>278</SU>
                             13 CCR 1962.2(b).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>279</SU>
                             13 CCR 1962.4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>280</SU>
                             13 CCR 1963.1(b).
                        </P>
                    </FTNT>
                    <P>To ensure that the ACT credit requirements are met in the reference baseline and deployment consistent with ACC II is reflected in the reference baseline in each modeling scenario, we add ZEV candidate vehicles to the reference baseline. We flag ZEV candidates in the `vehicles' worksheet in the Market Data Input File, which is described above and in detail in TSD Chapter 2.5. Although we identify the ZEV candidates in the Market Data Input File, the actual conversion from non-ZEV to ZEV vehicles occurs within the CAFE Model. The CAFE Model converts a vehicle to a ZEV during the specified ZEV application year.</P>
                    <P>
                        We flag ZEV candidates in two ways: using reference vehicles with ICE powertrains or using PHEVs already in the existing fleet. When using ICE powertrains as reference vehicles, we create a duplicate row (which we refer to as the ZEV candidate row) in the Market Data Input File's Vehicles tab for the ZEV version of the original vehicle, designated with a unique vehicle code. The ZEV candidate row specifies the relevant electrification technology level of the ZEV candidate vehicle (
                        <E T="03">e.g.,</E>
                         BEV1, BEV2, and so on), the year that the electrification technology is applied,
                        <SU>281</SU>
                        <FTREF/>
                         and zeroes out the candidate vehicle's sales volume. We identify all ICE vehicles with varying levels of technology up to and including strong hybrid electric vehicles (SHEVs) with rows that have 100 sales or more as ZEV candidates. The CAFE Model moves the sales volume from the reference vehicle row to the ZEV candidate row on an as-needed basis, considering the MY's ZEV credit requirements. When using existing PHEVs within the fleet as a starting point for identifying ZEV candidates, we base our determination of ZEV application years for each model based on expectations of manufacturers' future EV offerings. The entire sales volume for that PHEV model row is converted to BEV on the application year. This approach allows for only the needed additional sales volumes to flip to ZEVs, based on the ACC II and ACT targets, and keeps us from overestimating ZEVs in future years. The West Virginia Attorney General's Office commented that “NHTSA programmed the CAFE model to assume that manufacturers will turn every internal combustion engine vehicle into a ZEV at the `first redesign opportunity.' ” 
                        <SU>282</SU>
                        <FTREF/>
                         This comment is a misunderstanding of the ZEV candidate modeling, where the model will shift only the necessary volumes to comply with the ZEV programs into ZEVs. As we stated in the NPRM and repeated above, this approach allows for only the needed additional sales volumes to flip to ZEVs, based on the ACC II and ACT targets, and keeps us from overestimating ZEVs in future years. See TSD Chapter 2.5 for more details on our ZEV program modeling.
                    </P>
                    <FTNT>
                        <P>
                            <SU>281</SU>
                             The model turns all ZEV candidates into BEVs in 2023, so sales volumes can be shifted from the reference vehicle row to the ZEV candidate row as necessary.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>282</SU>
                             West Virginia AG et al., Docket No. NHTSA-2023-0022-63056-A1, at 4.
                        </P>
                    </FTNT>
                    <P>
                        We identify LD ZEV candidates by duplicating every row with 100 or more sales that is not a PHEV, BEV, or FCEV. We refer to the original rows as `reference vehicles.' Although PHEVs are all ZEV candidates, we do not duplicate those rows as we focus the CAFE Model's simulation of the ACC II and ACT programs on BEVs. However, any PHEVs already in the analysis fleet or made by the model will still receive 
                        <PRTPAGE P="52614"/>
                        the appropriate ZEV credits. While flagging the ZEV candidates, we identified each one as a BEV1, BEV2, BEV3, and BEV4 (BEV technology types based on range), based partly on their price, market segment, and vehicle features. For instance, we assumed luxury cars would have longer ranges than economy cars. We also assigned AWD/4WD variants of vehicles shorter BEV ranges when appropriate. See TSD Chapter 3.3 for more detailed information on electrification options for this analysis. The CAFE Model assigns credit values per vehicle depending on whether the vehicle is a ZEV in a MY prior to 2026 or after, due to the change in value after the update of the standards from ACC II (as currently submitted to EPA).
                    </P>
                    <P>We follow a similar process in assigning HDPUV ZEV candidates as in assigning LD ZEV candidates. We duplicate every van row with 100 or more sales and duplicate every pickup truck row with 100 or more sales provided the vehicle model has a WF less than 7,500 and a diesel- or gasoline-based range lower than 500 miles based on their rated fuel efficiency and fuel tank size. This is consistent with our treatment of HDPUV technology applicability rules, which are discussed below in Section III.D and in TSD Chapter 3.3. Note that the model can still apply PHEV technology to HDPUVs because of CAFE standards, and like the LD analysis, any HDPUVs turned into PHEVs will receive credit in the ZEV program. When identifying ZEV candidates, we assign each candidate as either a BEV1 or a BEV2 based on their price, market segment, and other vehicle attributes.</P>
                    <P>
                        The CAFE Model brings manufacturers into compliance with ACC II (as currently submitted to EPA) and ACT first in the reference baseline, solving for the technology compliance pathway used to meet increasing ZEV standards. Valero commented on the BEV sales shift in the HDPUV analysis being too large for ACT compliance purposes.
                        <SU>283</SU>
                        <FTREF/>
                         Our ZEV modeling structure is designed to only convert ZEV candidates if needed for the ACT program requirements. However, the CAFE Model also incorporates many other factors into its technology and CAFE compliance pathways decisions, technology payback, including technology costs and sizing requirements based on vehicle performance. See the TSD Chapter 3.3 and Preamble Section III.D for further discussion of electrification pathways and sales volume results.
                    </P>
                    <FTNT>
                        <P>
                            <SU>283</SU>
                             Valero, Docket No. NHTSA-2023-0022-58547-A8, at 3.
                        </P>
                    </FTNT>
                    <P>
                        In the proposal, we did not include two provisions of the ZEV regulations in our modeling. First, while the ACC II program (as currently submitted to EPA) includes compliance options for providing reduced-price ZEVs to community mobility programs and for selling used ZEVs (known as “environmental justice vehicle values”), these are focused on a more local level than we could reasonably represent in the CAFE Model. The data for this part of the program are also not available from real world application. Second, under ACC II (as currently submitted to EPA), CARB would allow for some banking of ZEV credits and credit pooling.
                        <SU>284</SU>
                        <FTREF/>
                         In the proposal, we did not assume compliance with ZEV requirements through banking of credits when simulating the program in the CAFE Model and focused instead on simulating manufacturer's deployment of ZEV consistent with ACC II fully through the production of new ZEVs, after conversations with CARB. In past rules, we assumed 80% compliance through vehicle requirements and the remaining 20% with banked credits.
                        <SU>285</SU>
                        <FTREF/>
                         In this rule, due to the complicated nature of accounting for the entire credit program, we focus only on incorporating CARB's allowance (as outlined in the ACC II program currently submitted to EPA) for manufacturers to use pooled credits in MYs 2026-2030 as part of their ZEV compliance in our modeling. Based on guidance from CARB in the NPRM and assessment of CARB's responses to manufacturer comments, we expect impacts of banked credit provisions on overall volumes to be small.
                        <SU>286</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>284</SU>
                             CARB. 2022. Final Regulation Order: Section 1962.4, Title 13, California Code of Regulations. Available at: 
                            <E T="03">https://ww2.arb.ca.gov/sites/default/files/barcu/regact/2022/accii/acciifro1962.4.pdf</E>
                            . (Accessed: Feb. 27, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>285</SU>
                             CAFE TSD 2024-2026. Pg. 129.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>286</SU>
                             CARB. 2022. Final Statement of Reasons for Rulemaking, Including Summary of Comments and Agency Response. Appendix C: Summary of Comments to ZEV Regulation and Agency Response. Available at: 
                            <E T="03">https://ww2.arb.ca.gov/sites/default/files/barcu/regact/2022/accii/fsorappc.pdf</E>
                            . (Accessed: Feb. 27, 2024).
                        </P>
                    </FTNT>
                    <P>TSD Chapter 2.5.1 includes more information about the process we use to simulate ACT program compliance and ZEV deployment consistent with ACC II in this analysis.</P>
                    <HD SOURCE="HD3">b. IRA Tax Credits</HD>
                    <P>
                        The IRA included several new and expanded tax credits intended to encourage the adoption of clean vehicles.
                        <SU>287</SU>
                        <FTREF/>
                         At the proposal stage, the agency was presented with three questions on how to incorporate the IRA. First, identifying which credits should be modeled. Next, determining the responses of consumers and producers to the subsidies. And finally determining which vehicles would qualify and how to value the credits. In its proposal, NHTSA modeled two provisions of the IRA. The first was the Advanced manufacturing production tax credit (AMPC). This provision provides a $35 per kWh tax credit for manufacturers of battery cells and an additional $10 per kWh for manufacturers of battery modules (all applicable to manufacture in the United States).
                        <SU>288</SU>
                        <FTREF/>
                         The second provision modeled in the proposal was the Clean vehicle credit (§ 30D),
                        <SU>289</SU>
                        <FTREF/>
                         which provides up to $7,500 toward the purchase of clean vehicles with critical minerals extracted or processed in the United States or a country with which the United States has a free trade agreement or recycled in North America, and battery components manufactured or assembled in North America.
                        <SU>173</SU>
                    </P>
                    <FTNT>
                        <P>
                            <SU>287</SU>
                             Public Law No: 117-169.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>288</SU>
                             26 U.S.C. 45X. If a manufacturer produces a battery module without battery cells, they are eligible to claim up to $45 per kWh for the battery module. Two other provisions of the AMPC are not modeled at this time; (i) a credit equal to 10 percent of the manufacturing cost of electrode active materials, (ii) a credit equal to 10 percent of the manufacturing cost of critical minerals for battery production. We are not modeling these credits directly because of how we estimate battery costs and to avoid the potential to double count the tax credits if they are included into other analyses that feed into our inputs. For a full account of the credit and any limitations, please refer to the statutory text.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>289</SU>
                             26 U.S.C. 30D. For a full account of the credit and any limitations, please refer to the statutory text.
                        </P>
                    </FTNT>
                    <P>
                        After NHTSA developed its methodology for incorporating the IRA tax credits into its analysis for the proposal, the Treasury Department clarified that leased vehicles qualify for the Credit for qualified commercial clean vehicles (§ 45W) and that the credit could be calculated based off of the DOE's Incremental Purchase Cost Methodology and Results for Clean Vehicles report for at least calendar year 2023 as a safe harbor, rather than having the taxpayer estimate the actual cost differential.
                        <SU>290</SU>
                        <FTREF/>
                         As a result, EPA modified their approach to modeling the IRA tax credits prior to finalizing their Multi-Pollutant Emissions Standards for Model Years 2027 and Later Light-Duty and Medium-Duty Vehicles proposal, 
                        <PRTPAGE P="52615"/>
                        however NHTSA was unable to incorporate a similar methodology in time for its proposal.
                    </P>
                    <FTNT>
                        <P>
                            <SU>290</SU>
                             See Internal Revenue Service. 2022. Frequently asked questions related to new, previously-owned and qualified commercial clean Vehicle credits. Q4 and Q8. Available at: 
                            <E T="03">https://www.irs.gov/pub/taxpros/fs-2022-42.pdf</E>
                            . (Accessed: Apr. 1, 2024).
                        </P>
                    </FTNT>
                    <P>
                        NHTSA noted in the proposal that there are several other provisions of the IRA related to clean vehicles that were excluded from the analysis, including the Previously-owned Clean Vehicle credit,
                        <SU>291</SU>
                        <FTREF/>
                         the Qualifying Advanced Energy Project credit (48C),
                        <SU>292</SU>
                        <FTREF/>
                         IRA § 50142 Advanced Technology Vehicle Manufacturing Loan Program, IRA § 50143 Domestic Manufacturing Conversion Grants, IRA § 70002 USPS Clean Fleets, and IRA § 13404 Alternative Fuel Vehicle Refueling Property Credit. As NHTSA noted in the proposal, these credits and grants incentivize clean vehicles through avenues the CAFE Model is currently unable to consider as they typically affect a smaller subset of the vehicle market and may influence purchasing decisions through means other than price, 
                        <E T="03">e.g.,</E>
                         through expanded charging networks. NHTSA also does not model individual state tax credits or rebate programs. Unlike ZEV requirements which are uniform across states that adopt them, state clean vehicle tax credits and rebates vary from jurisdiction to jurisdiction and are subject to more uncertainty than their Federal counterparts.
                        <SU>293</SU>
                        <FTREF/>
                         Tracking sales by jurisdiction and modeling each program's individual compliance program would require significant revisions to the CAFE Model and likely provide minimal changes in the net outputs of the analysis.
                    </P>
                    <FTNT>
                        <P>
                            <SU>291</SU>
                             26 U.S.C. 25E. For a full account of the credit and any limitations, please refer to the statutory text.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>292</SU>
                             26 U.S.C. 48C. For a full account of the credit and any limitations, please refer to the statutory text.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>293</SU>
                             States have additional mechanisms to amend or remove tax incentives or rebates. Sometimes, even after these programs are enacted, uncertainty persists, see 
                            <E T="03">e.g.</E>
                             Farah, N. 2023. The Untimely Death of America's `Most Equitable' EV Rebate. Last Revised: Jan. 30, 2023. Available at: 
                            <E T="03">https://www.eenews.net/articles/the-untimely-death-of-americas-most-equitable-ev-rebate/</E>
                            . (Accessed: May 31, 2023).
                        </P>
                    </FTNT>
                    <P>
                        NHTSA sought comment from the public about which credits should be included in its analysis, and in particular whether the agency should include § 45W. Rivian and the American Council for an Energy Efficient Economy (ACEEE) both suggested that NHTSA also include § 45W in its analysis, to avoid underestimating the impact of the IRA on reference baseline technology adoption.
                        <SU>294</SU>
                        <FTREF/>
                         NHTSA did not receive any comments recommending either removing the AMPC or § 30D from its analysis, or advocating for other credits, Federal or State, to be included.
                    </P>
                    <FTNT>
                        <P>
                            <SU>294</SU>
                             Rivian, Docket No. NHTSA-2023-0022-28017, at 1; ACEEE, Docket No. NHTSA-2023-0022-60684, at 9.
                        </P>
                    </FTNT>
                    <P>
                        For the Final Rule, NHTSA models three of the IRA provisions in its analysis. NHTSA is again modeling the AMPC and, based on the recommendations of commenters and guidance from the Treasury Department indicating that § 45W applies to leased personal vehicles,
                        <SU>295</SU>
                        <FTREF/>
                         NHTSA decided to jointly model § 30D and § 45W (collectively, the Clean Vehicle Credits or “CVCs”).
                        <SU>296</SU>
                        <FTREF/>
                         Both credits are available at the time of sale and provide up to $7,500 towards the purchase of light-duty and HDPUV PHEVs, BEVs, and FCEVs placed in service before the end of 2032. § 30D is only available to purchasers of vehicles assembled in North America and which meet certain sourcing requirements for critical minerals and battery components manufactured in North America.
                        <SU>297</SU>
                        <FTREF/>
                         § 45W is available for commercial purchasers of vehicles covered by this rule for a purpose other than resale. The credit value is the lesser of the incremental cost to purchase a comparable ICE vehicle or 15 percent of the cost basis for PHEVs or 30 percent of the cost basis for FCEVs and BEVs, up to $7,500 for vehicles with GVWR less than 14,000. Since only one of the CVCs may be claimed for purchasing a given vehicle, NHTSA modeled them jointly, employing a methodology similar to EPA's approach.
                    </P>
                    <FTNT>
                        <P>
                            <SU>295</SU>
                             
                            <E T="03">See, e.g.,</E>
                             Katten. Treasury Releases Guidance on Electric Vehicle Tax Credits (Jan. 3, 2023), available at 
                            <E T="03">https://katten.com/treasury-releases-guidance-on-electric-vehicle-tax-credits</E>
                            .
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>296</SU>
                             26 U.S.C. 45W. For a full account of the credit and any limitations, please refer to the statutory text.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>297</SU>
                             There are vehicle price and consumer income limitations on § 30D as well. See Congressional Research Service. 2022. Tax Provisions in the Inflation Reduction Act of 2022 (H.R. 5376). Available at: 
                            <E T="03">https://crsreports.congress.gov/product/pdf/R/R47202/6</E>
                            . (Accessed: May 31, 2023).
                        </P>
                    </FTNT>
                    <P>
                        Interactions between producers and consumers in the marketplace tend to ensure that subsidies like the AMPC and the CVCs, regardless of whether they are initially paid to producers or consumers, are ultimately shared between the two groups. In the proposal, NHTSA assumed that manufacturers and consumers would each capture half the dollar value of each credit. NHTSA sought comment on its modeling assumptions related to how it modeled tax credits in the proposal. The Institute for Policy Integrity (IPI) suggested that NHTSA's assumptions about the incidence of tax credits were not compatible with its assumptions about the pass-through of changes in technology costs to consumers.
                        <SU>298</SU>
                        <FTREF/>
                         AFPM commented that IRA tax credits may be eliminated or modified, and that manufacturers may not pass the cost savings from the AMPC through to consumers.
                        <SU>299</SU>
                        <FTREF/>
                         NHTSA acknowledged uncertainty over its pass-through assumptions in its proposal and ran sensitivity cases which varied the degree to which these incentives are shared between consumers and manufacturers. NHTSA believes that changing the production quantities of these vehicles is a complex process that involves developing new supply chains and significant changes in production processes. As a result, NHTSA believes that manufacturers are likely to experience some motivation to recover these costs by attempting to capture some portion of IRA credits, for example, by raising prices of qualifying vehicles in response to availability of the 30D credit. On the other hand, NHTSA does not believe it is likely that manufacturers will be able to raise prices for these vehicles enough to fully capture the amount of credit in this way. NHTSA believes that the tax credits are likely to be a salient factor in the purchase decisions of consumers who purchase eligible vehicles and the § 30D credits have strict price eligibility constraints, which likely limits the ability of manufacturers to raise prices enough to fully capture the credits for vehicles whose sticker prices are close to the limit. NHTSA notes that the overall new vehicle market supply curve is the sum of all individual vehicle supply curves, which are presumed to be upward sloping. This means that the overall new vehicle supply curve will be more elastic than individual vehicle supply curves at all price levels. This means that any effective tax or subsidy that only hits a subset of vehicles will have a greater incidence on the producer. Finally, unlike technology improvements, the § 30D credits have income limits for eligibility. Thus, the effective price for buyers of these vehicles is not uniform since some potential buyers will be above this income limit and will not qualify for the credit (and may not wish to lease a vehicle in order to claim the § 45W credit). Since manufacturers cannot set different MSRP's based on the customer's income, the sticker prices they choose may reflect a balance between raising prices and not losing market share from potential customers who do not qualify for the credits. As 
                        <PRTPAGE P="52616"/>
                        a result, NHTSA believes that its split incidence of the credits represents a reasonable approach to modeling this policy. We believe that a similar logic applies to the AMPC where manufacturers operating in a competitive market will not be able to fully capture the tax credit. Many suppliers and OEMs work closely together through contractual agreements and partnerships, and these close connections promote fair pricing arrangements that prevent any 
                        <E T="03">one</E>
                         party from capturing the full value of the credit. With regard to the future existence of these tax credits, NHTSA conducted sensitivity analysis of a case in which the tax credits are not included in the analysis but does not believe that this should be treated as the central analysis since these incentives are currently being claimed and are scheduled to be available in the years that NHTSA analyzed.
                    </P>
                    <FTNT>
                        <P>
                            <SU>298</SU>
                             IPI, Docket No. NHTSA-2023-0022-60485, at 23-24.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>299</SU>
                             AFPM, Docket No. NHTSA-2023-0022-61911, at 2.
                        </P>
                    </FTNT>
                    <P>
                        For this analysis, the agency maintained its assumption from the proposal that manufacturers and consumers will each capture half of the dollar value of the AMPC and CVCs. The agency assumes that manufacturers' shares of both credits will offset part of the cost to supply models that are eligible for the credits—PHEVs, BEVs, and FCEVs. The subsidies reduce the costs of eligible vehicles and increase their attractiveness to buyers (however, in the LD fleet, the tax credits do not alter the penetration rate of BEVs in the regulatory alternatives).
                        <SU>300</SU>
                        <FTREF/>
                         Because the AMPC credit scales with battery capacity, NHTSA staff determined average battery energy capacity by powertrain (
                        <E T="03">e.g.,</E>
                         PHEV, BEV, FCEV) for passenger cars, light trucks, and HDPUVs based on Argonne simulation outputs. For a more detailed discussion of these assumptions, see TSD Chapter 2.3.2. In the proposal NHTSA explained that it was unable to explicitly account for all of the eligibility requirements of § 30D and the AMPC, such as the location of final assembly and battery production, the origin of critical minerals, and the income restrictions of § 30D.
                        <SU>301</SU>
                        <FTREF/>
                         Instead, we account for these restraints through the credit schedules that are constructed in part based off of these factors and allow all PHEVs, BEVs, and FCEVs produced and sold during the time frame that tax credits are offered to be eligible for those credits subject to the MSRP restrictions discussed above.
                    </P>
                    <FTNT>
                        <P>
                            <SU>300</SU>
                             In Table 9-4 of the FRIA, both the reference case (labeled “RC”) and the no tax credit case (“No EV tax credits”) show a 32.3% penetration rate for BEVs in the baseline and preferred alternative.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>301</SU>
                             
                            <E T="03">See</E>
                             88 FR 56179 (Aug. 17, 2023) for a more detailed explanation of the process used for the proposal.
                        </P>
                    </FTNT>
                    <P>
                        To account for the agency's inability to dynamically model sourcing requirements and income limits for § 30D, NHTSA used projected values of the average value of § 30D and the AMPC for the proposal. The projections increased throughout the analysis due to the expectation that gradual improvements in supply chains over time would allow more vehicles to qualify for the credits. Commenters suggested that NHTSA's assumed values for the § 30D credit were too optimistic and did not reflect limitations that manufacturers face in adjusting their supply chains and component manufacturing processes to produce vehicles that qualify for the credit.
                        <SU>302</SU>
                        <FTREF/>
                         Similarly, some commenters argued that NHTSA did not adequately explain how it arrived at the credit estimates, did not offer any data to support the estimates, and failed to properly account for foreign entities of concern.
                        <SU>303</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>302</SU>
                             CFDC et al., Docket No. NHTSA-2023-0022-62242, at 13-15; NATSO et al., Docket No. NHTSA-2023-0022-61070, at 4-5; UAW, Docket No. NHTSA-2023-0022-63061, at 3-4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>303</SU>
                             CFDC et al, Docket No. NHTSA-2023-0022-62242-A1, at 3.
                        </P>
                    </FTNT>
                    <P>
                        To address the concerns raised by commenters, NHTSA is using an independent report performed by DOE for the Final Rule that provides combined values of the CVCs.
                        <SU>304</SU>
                        <FTREF/>
                         These values consider the latest information of EV penetration rates, EV retail prices, the share of US EV sales that meet the critical minerals and battery component requirements, the share of vehicles that exclude suppliers that are “Foreign Entities of Concern”, and lease rates for vehicles that qualify for the § 45W CVC. The DOE projections are the most detailed and rigorous projections of credit availability that NHTSA is aware of at this time. According to DOE's analysis the average credit value for the CVCs across all PHEV, BEV, and FCEV sales in a given year will never reach its full $7,500 value for all vehicles, and instead project a maximum average credit value of $6,000. NHTSA is using the same projection for the average AMPC credit per kwh as in the proposal.
                    </P>
                    <FTNT>
                        <P>
                            <SU>304</SU>
                             U.S. Department of Energy.2024. Estimating Federal Tax Incentives for Heavy Duty Electric Vehicle Infrastructure and for Acquiring Electric Vehicles Weighing Less Than 14,000 Pounds. Memorandum, March 11, 2024.
                        </P>
                    </FTNT>
                    <P>
                        Similar to the proposal, the CAFE Model's approach to analyzing the effects of the CVCs includes a statutory restriction. The CAFE Model accounts for the MSRP restrictions of the § 30D by assuming that the CVCs cannot be applied to cars with an MSRP above $55,000 or other vehicles with an MSRP above $80,000, since these are ineligible for § 30D. § 45W does not have the same MSRP restrictions, however since NHTSA is unable to model the CVCs separately at this time, the agency had to choose whether to model the restriction for both CVCs or not to model the restriction at all. NHTSA chose to include the restriction for both CVCs to be conservative.
                        <SU>305</SU>
                        <FTREF/>
                         See Chapter 2.5.2 of the TSD for additional details on how NHTSA implements the IRA tax credits.
                    </P>
                    <FTNT>
                        <P>
                            <SU>305</SU>
                             Bureau of Transportation Statisitics. New and Used Passenger Car and Light Truck Sales and Leases. Avaliable at: 
                            <E T="03">https://www.bts.gov/content/new-and-used-passenger-car-sales-and-leases-thousands-vehicles</E>
                            . (Accessed: Apr. 2, 2024).
                        </P>
                    </FTNT>
                    <P>As the agency was coordinating with EPA and DOE on tax credits, NHTSA discovered that it was using nominal values for tax credits in the proposal instead of real dollars. NHTSA uses real dollars for future costs and benefits, such as technology costs in future model years. Including the tax credits as nominal dollars instead of real dollars artificially raises the value of the credits in respect to other costs. For the Final Rule, NHTSA has converted the DOE projections to real dollars.</P>
                    <P>
                        As explained in the proposal, the CAFE model projects vehicles in model year cohorts rather than on a calendar year basis. Given that model years and calendar years can be misaligned, 
                        <E T="03">e.g.,</E>
                         a MY 24 vehicle could be sold in calendar years 2023, 2024, or even 2025, choosing which calendar year a model year falls into is important for assigning tax credits which are phased-out during the analytical period. In the proposal, NHTSA assumed that the majority of vehicles of a given model year would be sold in the calendar year that preceded it, 
                        <E T="03">e.g.,</E>
                         MY 2024 would largely be sold in calendar year 2023. NHTSA also noted at the time that there was a possible incentive for manufacturers to pull-up sales in the last calendar years that tax credits are available. NHTSA reanalyzed the timing of new vehicle sales and new vehicle registrations and determined that for the Final Rule it was appropriate to change its assumption that credits available in a given calendar year be available to all vehicles sold in the following model year. Instead, NHTSA decided to model vehicles in a given model year as eligible for credits available in the same calendar year. As a result, NHTSA applies the credits to MYs 2023-2032 in the analysis for both LDVs and HDPUVs.
                        <PRTPAGE P="52617"/>
                    </P>
                    <HD SOURCE="HD3">6. Technology Applicability Equations and Rules</HD>
                    <P>How does the CAFE Model decide how to apply technology to the analysis fleet of vehicles? We described above that the CAFE Model projects cost-effective ways that vehicle manufacturers could comply with CAFE standards, subject to limits that ensure that the model reasonably replicates manufacturer's decisions in the real-world. This section describes the equations the CAFE Model uses to determine how to apply technology to vehicles, including whether technologies are cost-effective, and why we believe the CAFE Model's calculation of potential compliance pathways reasonably represents manufacturers' decision-making. This section also gives a high-level overview of real-world limitations that vehicle manufacturers face when designing and manufacturing vehicles, and how we include those in the technology inputs and assumptions in the analysis.</P>
                    <P>
                        The CAFE Model begins by looking at a manufacturer's fleet in a given MY and determining whether the fleet meets its CAFE standard. If the fleet does not meet its standard, the model begins the process of applying technology to vehicles. We described above how vehicle manufacturers use the same or similar engines, transmissions, and platforms across multiple vehicle models, and we track vehicle models that share technology by assigning Engine, Transmission, and Platform Codes to vehicles in the analysis fleet. As an example, the Ford 10R80 10-speed transmission is currently used in the following Ford Motor Company vehicles: 2017-present Ford F-150, 2018-present Ford Mustang, 2018-present Ford Expedition/Lincoln Navigator, 2019-present Ford Ranger, 2020-present Ford Explorer/Lincoln Aviator, and the 2020-present Ford Transit.
                        <SU>306</SU>
                        <FTREF/>
                         The CAFE Model first determines whether any technology should be “inherited” from an engine, transmission, or platform that currently uses the technology to a vehicle that is due for a refresh or redesign. Using the Ford 10R80 10-speed transmission analysis as applied to the CAFE Model, the above models would be linked using the same Transmission Code. Even though the vehicles might be eligible for technology applications in different years because each vehicle model is on a different refresh or redesign cycle, each vehicle could potentially inherit the 10R80 10-speed transmission. The model then again evaluates whether the manufacturer's fleet complies with its CAFE standard. If it does not, the model begins the process of evaluating what from our universe of technologies could be applied to the manufacturer's vehicles.
                    </P>
                    <FTNT>
                        <P>
                            <SU>306</SU>
                             DOE. 2013. Light-Duty Vehicles Technical Requirements and Gaps for Lightweight and Propulsion Materials. Final Report. Available at: 
                            <E T="03">https://www.energy.gov/eere/vehicles/articles/workshop-reportlight-duty-vehicles-technical-requirements-and-gaps</E>
                            . (Accessed: Feb. 27, 2024).
                        </P>
                    </FTNT>
                    <P>The CAFE Model applies the most cost-effective technology out of all technology options that could potentially be applied. To determine whether a particular technology is cost-effective, the model will calculate the “effective cost” of multiple technology options and choose the option that results in the lowest “effective cost.” The “effective cost” calculation is actually multiple calculations, but we only describe the highest levels of that logic here; interested readers can consult the CAFE Model Documentation for additional information on the calculation of effective cost. Equation III-6 shows the CAFE Model's effective cost calculation for this analysis.</P>
                    <GPH SPAN="3" DEEP="52">
                        <GID>ER24JN24.059</GID>
                    </GPH>
                    <EXTRACT>
                        <FP SOURCE="FP-2">Where:</FP>
                        <FP SOURCE="FP-2">
                            <E T="03">TechCost</E>
                            <E T="54">Total</E>
                            : the total cost of a candidate technology evaluated on a group of selected vehicles;
                        </FP>
                        <FP SOURCE="FP-2">
                            <E T="03">TaxCredits</E>
                            <E T="54">Total</E>
                            : the cumulative value of additional vehicle and battery tax credits (or, Federal Incentives) resulting from application of a candidate technology evaluated on a group of selected vehicles;
                        </FP>
                        <FP SOURCE="FP-2">
                            <E T="03">FuelSavings</E>
                            <E T="54">Total</E>
                            : the value of the reduction in fuel consumption (or, fuel savings) resulting from application of a candidate technology evaluated on a group of selected vehicles;
                        </FP>
                        <FP SOURCE="FP-2">
                            Δ
                            <E T="03">Fines:</E>
                             the change in manufacturer's fines in the analysis year if the CAFE compliance program is being evaluated, or zero if evaluating compliance with CO
                            <E T="52">2</E>
                             standards;
                        </FP>
                        <FP SOURCE="FP-2">
                            Δ
                            <E T="03">ComplianceCredits:</E>
                             the change in manufacturer's compliance credits in the analysis year, which depending on the compliance program being evaluated, corresponds to the change in CAFE credits (denominated in thousands of gallons) or the change in CO
                            <E T="52">2</E>
                             credits (denominated in metric tons); and
                        </FP>
                        <FP SOURCE="FP-2">
                            <E T="03">EffCost:</E>
                             the calculated effective cost attributed to application of a candidate technology evaluated on a group of selected vehicles.
                        </FP>
                    </EXTRACT>
                    <P>
                        For the effective cost calculation, the CAFE Model considers the total cost of a technology that could be applied to a 
                        <E T="03">group</E>
                         of connected vehicles, just as a vehicle manufacturer might consider what new technologies it has that are ready for the market, and which vehicles should and could receive the upgrade. Next, like the technology costs, the CAFE Model calculates the total value of Federal incentives (for this analysis, Federal tax credits) available for a technology that could be applied to a group of vehicles and subtracts that total incentive from the total technology costs. For example, even though we do not consider the fuel economy of LD BEVs in our standard-setting analysis, we do account for the costs of vehicles that manufacturers may build in response to California's ACC I program (and in the HDPUV analysis, the ACT program), and additional electric vehicles that manufacturers have committed to deploy (consistent with ACC II), as part of our evaluation of how the world would look without our regulation, or more simply, the regulatory reference baseline. If the CAFE Model is evaluating whether to build a BEV outside of the MYs for which NHTSA is setting standards (if applicable in the modeling scenario), it starts with the total technology cost for a group of BEVs and subtracts the total value of the tax credits that could be applied to that group of vehicles.
                    </P>
                    <P>
                        The total fuel savings calculation is slightly more complicated. Broadly, when considering total fuel savings from switching from one technology to another, the CAFE Model must calculate the total fuel cost for the vehicle before application of a technology and subtract the total fuel cost for the vehicle after calculation of that technology. The total fuel cost for a given vehicle depends on both the price of gas (or gasoline 
                        <PRTPAGE P="52618"/>
                        equivalent fuel) and the number of miles that a vehicle is driven, among other factors. As technology is applied to vehicles in groups, the total fuel cost is then multiplied by the sales volume of a vehicle in a MY to equal total fuel savings. This equation also includes an assumption that consumers are likely to buy vehicles with fuel economy-improving technology that pays for itself within 2.5 years, or 30 months. Finally, in the numerator, we subtract the change in a manufacturer's expected fines before and after application of a specific technology. Then, the result from the sequence above is divided by the change in compliance credits, which means a manufacturer's credits earned (expressed as thousands of gallons for the purposes of effective cost calculation) in a compliance category before and after the application of a technology to a group of vehicles.
                    </P>
                    <P>The effective cost calculation has evolved over successive CAFE Model iterations to become increasingly more complex; however, manufacturers' decision-making regarding what fuel economy-improving technology to add to vehicles has also become increasingly more complex. We believe this calculation appropriately captures a number of manufacturers implicit or explicit considerations.</P>
                    <P>
                        The model accounts explicitly for each MY, applying technologies when vehicles are scheduled to be redesigned or freshened and carrying forward technologies between MYs once they are applied. The CAFE Model accounts explicitly for each MY because manufacturers actually “carry forward” most technologies between MYs, tending to concentrate the application of new technology to vehicle redesigns or mid-cycle “freshenings,” and design cycles vary widely among manufacturers and specific products. Comments by manufacturers and model peer reviewers to past CAFE rules have strongly supported explicit year-by-year simulation. The multi-year planning capability, simulation of “market-driven overcompliance,” and EPCA credit mechanisms increase the model's ability to simulate manufacturers' real-world behavior, accounting for the fact that manufacturers will seek out compliance paths for several MYs at a time, while accommodating the year-by-year requirement. This same multi-year planning structure is used to simulate responses to standards defined in grams CO
                        <E T="52">2</E>
                        /mile and utilizing the set of specific credit provisions defined under EPA's program, when applicable in the modeling scenario.
                        <SU>307</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>307</SU>
                             In this analysis, EPA's MYs 2022-2026 standards are included in the baseline, as discussed in more detail in Section IV.
                        </P>
                    </FTNT>
                    <P>
                        In addition to the model's technology application decisions pursuant to the compliance simulation algorithm, there are also several technology inputs and assumptions that work together to determine which technologies the CAFE Model can apply. The technology pathways, discussed in detail above, are one significant way that we instruct the CAFE Model to apply technology. Again, the pathways define technologies that are mutually exclusive (
                        <E T="03">i.e.,</E>
                         that cannot be applied at the same time), and define the direction in which vehicles can advance as the modeling system evaluates specific technologies for application. Then, the arrows between technologies instruct the model on the order in which to evaluate technologies on a pathway, to ensure that a vehicle that uses a more fuel-efficient technology cannot downgrade to a less efficient option.
                    </P>
                    <P>In addition to technology pathway logic, we have several technology applicability rules that we use to better replicate manufacturers' decision-making. The “skip” input—represented in the Market Data Input File as “SKIP” in the appropriate technology column corresponding to a specific vehicle model—is particularly important for accurately representing how a manufacturer applies technologies to their vehicles in the real world. This tells the model not to apply a specific technology to a specific vehicle model. SKIP inputs are used to simulate manufacturer decisions with cost-benefit in mind, including (1) parts and process sharing; (2) stranded capital; and (3) performance neutrality.</P>
                    <P>First, parts sharing includes the concepts of platform, engine, and transmission sharing, which are discussed in detail in Section II.C.2 and Section II.C.3, above. A “platform” refers to engineered underpinnings shared on several differentiated vehicle models and configurations. Manufacturers share and standardize components, systems, tooling, and assembly processes within their products (and occasionally with the products of another manufacturer) to manage complexity and costs for development, manufacturing, and assembly. Detailed discussion for this type of SKIP is provided in the “adoption features” section for different technologies, if applicable, in Chapter 3 of the TSD.</P>
                    <P>Similar to vehicle platforms, manufacturers create engines that share parts. For instance, manufacturers may use different piston strokes on a common engine block or bore out common engine block castings with different diameters to create engines with an array of displacements. Head assemblies for different displacement engines may share many components and manufacturing processes across the engine family. Manufacturers may finish crankshafts with the same tools to similar tolerances. Engines on the same architecture may share pistons, connecting rods, and the same engine architecture may include both six- and eight-cylinder engines. One engine family may appear on many vehicles on a platform, and changes to that engine may or may not carry through to all the vehicles. Some engines are shared across a range of different vehicle platforms. Vehicle model/configurations in the analysis fleet that share engines belonging to the same platform are identified as such, and we also may apply a SKIP to a particular engine technology where we know that a manufacturer shares an engine throughout several of their vehicle models, and the engine technology is not appropriate for any of the platforms that share the same engine.</P>
                    <P>It is important to note that manufacturers define common engines differently. Some manufacturers consider engines as “common” if the engines share an architecture, components, or manufacturing processes. Other manufacturers take a narrower definition, and only assume “common” engines if the parts in the engine assembly are the same. In some cases, manufacturers designate each engine in each application as a unique powertrain. For example, a manufacturer may have listed two engines separately for a pair that share designs for the engine block, the crank shaft, and the head because the accessory drive components, oil pans, and engine calibrations differ between the two. In practice, many engines share parts, tooling, and assembly resources, and manufacturers often coordinate design updates between two similar engines. We consider engines together (for purposes of coding, discussed in Section III.C.2 above, and for SKIP application) if the engines share a common cylinder count and configuration, displacement, valvetrain, and fuel type, or if the engines only differed slightly in compression ratio (CR), horsepower, and displacement.</P>
                    <P>
                        Parts sharing also includes the concept of sharing manufacturing lines (the systems, tooling, and assembly 
                        <PRTPAGE P="52619"/>
                        processes discussed above), since manufacturers are unlikely to build a new manufacturing line to build a completely new engine. A new engine that is designed to be mass manufactured on an existing production line will have limits in number of parts used, type of parts used, weight, and packaging size due to the weight limits of the pallets, material handling interaction points, and conveyance line design to produce one unit of a product. The restrictions will be reflected in the usage of a SKIP of engine technology that the manufacturing line would not accommodate.
                    </P>
                    <P>
                        SKIPs also relate to instances of stranded capital when manufacturers amortize research, development, and tooling expenses over many years, especially for engines and transmissions. The traditional production life cycles for transmissions and engines have been a decade or longer. If a manufacturer launches or updates a product with fuel-saving technology, and then later replaces that technology with an unrelated or different fuel-saving technology before the equipment and research and development investments have been fully paid off, there will be unrecouped, or stranded, capital costs. Quantifying stranded capital costs accounts for such lost investments. One design where manufacturers take an iterative redesign approach, as described in a recent SAE paper,
                        <SU>308</SU>
                        <FTREF/>
                         is the MacPherson strut suspension. It is a popular low-cost suspension design and manufacturers use it across their fleet. As we observed previously, manufacturers may be shifting their investment strategies in ways that may alter how stranded capital could be considered. For example, some suppliers sell similar transmissions to multiple manufacturers. Such arrangements allow manufacturers to share in capital expenditures or amortize expenses more quickly. Manufacturers share parts on vehicles around the globe, achieving greater scale and greatly affecting tooling strategies and costs.
                    </P>
                    <FTNT>
                        <P>
                            <SU>308</SU>
                             Pilla, S. et al. 2021. Parametric Design Study of McPherson Strut to Stabilizer Bar Link Bracket Weld Fatigue Using Design for Six Sigma and Taguchi Approach. SAE Technical Paper 2021-01-0235. Available at: 
                            <E T="03">https://doi.org/10.4271/2021-01-0235</E>
                            . (Accessed: Feb. 27, 2024).
                        </P>
                    </FTNT>
                    <P>As a proxy for stranded capital, the CAFE Model accounts for platform and engine sharing and includes redesign and refresh cycles for significant and less significant vehicle updates. This analysis continues to rely on the CAFE Model's explicit year-by-year accounting for estimated refresh and redesign cycles, and shared vehicle platforms and engines, to moderate the cadence of technology adoption and thereby limit the implied occurrence of stranded capital and the need to account for it explicitly. In addition, confining some manufacturers to specific advanced technology pathways through technology adoption features acts as a proxy to indirectly account for stranded capital. Adoption features specific to each technology, if applied on a manufacturer-by-manufacturer basis, are discussed in each technology section. We discuss comments received on refresh and redesign cycles, parts-sharing, and SKIP logic below.</P>
                    <P>
                        The National Resources Defense Council (NRDC) commented about several aspects of the redesign and refresh cycles included in the model. NRDC commented that we did not clearly explain why manufacturers' historic redesign cadences “are representative of what manufacturers `can' do if required,” citing EPCA's command that each standard we set be the “maximum feasible” standard. NRDC gave several examples, like that “NHTSA's historical data show that Ford and GM have redesigned heavier pickups every 6 years on average, Draft TSD at 2-29, but show Toyota taking 9 years on average.” NRDC stated that “[i]f it is feasible and practicable for two full-line manufacturers to redesign on a 6-year cadence, it is unclear why it is infeasible for others to do so as well.” NRDC continued on to state that “[t]he disparity between assumed redesign cycles for different automakers also appears to violate NHTSA's interpretation of `economic practicability,' which “has long abandoned the `least capable manufacturer' approach. 88 FR at 56,314.” NRDC also took issue with our interpretation that redesign cycles help us to account for stranded capital costs, which we do not explicitly include in our modeling, stating that “[t]he possibility of even considerable stranded capital for some automakers-a reduced probability given the considerable lead time to MY2031 here-is not a per se `harsh' economic consequence for the `industry,' . . . that might render standards not economically practicable.” NRDC requested that an alternative with reduced time between redesigns/refreshes should be modeled to compare the sensitivity of key metrics.
                        <SU>309</SU>
                        <FTREF/>
                         NRDC also expressed that NHTSA's sensitivity case allowing for annual redesigns is not instructive and questioned the reasons for including it and not a more realistic case.
                    </P>
                    <FTNT>
                        <P>
                            <SU>309</SU>
                             Joint NGOs, Docket No. NHTSA-2023-0022-61944.
                        </P>
                    </FTNT>
                    <P>NHTSA agrees with NRDC that refresh and redesign cycles are a significant input to the CAFE Model, and we understand that using refresh and redesign cycles to represent stranded capital that otherwise would be difficult to quantify has been a longstanding point of disagreement between the agency and NRDC. NHTSA continues to believe that the resources manufacturers spend on new vehicle technologies—including developing, testing, and deploying those technologies—represents a significant amount of capital, although that number may be declining because, like both NHTSA and NRDC mentioned, manufacturers are taking advantage of sharing suppliers and sharing parts (which NHTSA does model).</P>
                    <P>
                        While NHTSA does observe different trends in development cycles for different manufacturers, the adoption of new technologies, particularly for major and advanced components, continues to require multiple years of investment before being deployed to production models. Table 2-9 in the TSD contains information about the percentage of a manufacturer's vehicle fleet that is expected to be redesigned. The contents reflect that each manufacturer has their own development schedules, which vary due to multiple factors including technological adoption trends and consumer acceptance in specific market segments.
                        <SU>310</SU>
                         
                        <SU>311</SU>
                        <FTREF/>
                         We also show the average redesign schedules for each technology class in the TSD, which similarly bears out this trend. On the other hand, as discussed further in Section VI, vehicle manufacturers in comment to the proposal reiterated that their ability to spend resources improving ICE vehicles between now and MY 2031 are limited in light of the need to spend resources on the BEV transition. NHTSA understands this to mean that the potential for the negative consequences of stranding capital is an even more important consideration to manufacturers than it may have been in previous rules. For purposes of this analysis, we believe that our refresh and redesign cycles are reasonable, for the reasons discussed in more detail below. If NHTSA were to reevaluate refresh/
                        <PRTPAGE P="52620"/>
                        redesign cycles, it would be as part of a future rulemaking action, in which all stakeholders would have the opportunity to comment.
                    </P>
                    <FTNT>
                        <P>
                            <SU>310</SU>
                             An example of this is Nissan's Variable Compression Ratio engine that was first introduced in 2019 Infinity QX50 before it was expanded to other Nissan products few years later.
                        </P>
                        <P>
                            <SU>311</SU>
                             Kojima, S. et al. 2018. Development of a New 2L Gasoline VC-Turbo Engine with the World's First Variable Compression Ratio Technology. SAE Technical Paper 2018-01-0371, Available at: 
                            <E T="03">https://doi.org/10.4271/2018-01-0371</E>
                            . (Accessed: Apr. 5, 2024).
                        </P>
                    </FTNT>
                    <P>
                        That said, we disagree that the way that we apply refresh and redesign cycles in the model is contrary to EPCA and we disagree with the examples that NRDC provided to illustrate that point. Allowing some manufacturers to have longer product redesign cycles does not conflict with our statement that we should not be setting standards with reference to a least capable manufacturer. There are several reasons why a manufacturer could be the “least capable” in fuel economy space that have nothing to do with its vehicles' refresh or redesign cycles. Using the example of manufacturers that NRDC provided, NHTSA's analysis estimates that under the preferred alternative in MY 2031, Ford's light truck fleet achieves a fuel economy level of 42.6 mpg, exactly meeting their standard, GM's light truck fleet achieves a fuel economy level of 40.9 mpg, falling short of their standard by 0.9 mpg, while Toyota's light truck fleet achieves a fuel economy level of 50.2 mpg, exceeding their standard by 3.7 mpg.
                        <SU>312</SU>
                        <FTREF/>
                         Each manufacturer takes a different approach to redesigning its pickup trucks—Ford and GM every six years and Toyota every nine years—but on a fleet average basis, which is the relevant metric when considering fuel economy standards, each manufacturer's pickup design cycles are not indicative of their fleets' performance.
                    </P>
                    <FTNT>
                        <P>
                            <SU>312</SU>
                             As a reminder, each manufacturer has a different projected standard based on the footprints and sales volumes of the vehicles it sells.
                        </P>
                    </FTNT>
                    <P>
                        NRDC also stated that using historical average redesign cadences “can obscure significant variation about the average,” 
                        <SU>313</SU>
                        <FTREF/>
                         using as an example the design window for the Ram 1500 and the Ram 1500 Classic in their comment—stating that “[i]t is not clear how the automaker can feasibly update the 1500 every six years but not upgrade the 1500 Classic any faster than every 9 years.” The most recent redesign of the Ram 1500 Classic was in 2009 and it will continue to be sold as-is for the 2024 model year.
                        <SU>314</SU>
                        <FTREF/>
                         Ram did update the 1500 in 2019 with a BISG system, but for reasons unique to Ram they decided to keep making the existing 1500 Classic. Since the manufacturer chose to keep the same product for 15 years, we cannot assume there would be a “lost” redesign window for this particular product. Note that the Ram 1500 Classic example is an extremely fringe example with a handful of other vehicles; as we showed in the Draft TSD and again in the Final TSD accompanying this rule, on average across the industry, manufacturers redesign vehicles every 6.6 years.
                    </P>
                    <FTNT>
                        <P>
                            <SU>313</SU>
                             We assume that NRDC means that using an average obscures large deviations from the average, but since we assign refresh and redesigns on a model level, not just at a manufacturer level, we can see where the deviations occur, and as discussed below in regards to this example, we believe these generally represent a small fraction of the fleet.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>314</SU>
                             Fitzgerald, J. 2024 The Ancient Ram 1500 Classic Returns for Another Year, Car and Driver. Last revised: Jan 5, 2024. Available at: 
                            <E T="03">https://www.caranddriver.com/news/a46297349/2024-ram-1500-classic-confirmed/</E>
                            . (Accessed: Apr. 5, 2024).
                        </P>
                    </FTNT>
                    <P>NRDC also commented about the interaction between redesign cycles and shared components, citing the Dodge Challenger as example of when “a vehicle may go into a redesign window, yet not have major components such as engines upgraded, because the leader vehicle for that engine [the Ram 1500 Classic] has not yet entered its redesign window. NHTSA believes that NRDC's Dodge Challenger/Ram example to support using alternative redesign assumptions is an incomplete understanding of how the CAFE Model considers leader-follower relationships and redesigns. The CAFE Model considers each component separately when determining the most cost-effective path to compliance. Sticking to engines, the Dodge Challenger can accept four different engines, one of which is not used in any Ram truck.</P>
                    <P>
                        NHTSA does consider the effect of reducing the time between redesigns and refreshes through a sensitivity case, the “annual redesigns case,” 
                        <SU>315</SU>
                        <FTREF/>
                         which, as mentioned above, NRDC also took issue with. Perhaps we were not clear enough in the PRIA about the relative importance of this sensitivity case to our decision making, so we will clarify here. When we look at the annual redesign sensitivity case, we are examining the most extreme case of potential redesigns, explicitly not counting for the development, integration and manufacturing costs associated with such a cadence. Thus, this scenario is instructive of the upper bound of potential benefits under the assumption of unrestrained expenditures for vehicle design. While we agree that there are model outliers that could conceivably redesign closer to the average of six years, or even on an accelerated schedule of five years, we do not believe that we would see redesigns occurring, for example, any faster than three or four years. This is why we include planned vehicle refreshes in the modeling as well. Thus, the annual redesigns case is instructive because it shows us that any further refining of our redesign cadences (
                        <E T="03">i.e.,</E>
                         on a scale between what we currently use and what we might consider reasonable for a lower bound schedule, which presumably would not be any shorter than the refresh schedule) would not have a significant impact on the analysis.
                    </P>
                    <FTNT>
                        <P>
                            <SU>315</SU>
                             See FRIA Chapter 9.2.2.1, Redesign Schedules.
                        </P>
                    </FTNT>
                    <P>
                        Like we maintain in other aspects of our analysis, some manufacturers' redesign cycles may be shorter than we model, and some manufacturers' redesign cycles may be longer than we model. We believe that it is reasonable to, on average, have our analysis reflect the capability of the industry. NHTSA will continue to follow industry trends in vehicle refresh and redesigns—like moving sales volume of an ICE model to a hybrid model, for example, or evaluating which technologies are now more frequently being applied during refreshes than redesigns—and consider how the refresh and redesign inputs could be updated in future analyses.
                        <SU>316</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>316</SU>
                             Just as vehicle manufacturers must spend significant resources to develop, test, and deploy new vehicle technologies, NHTSA must spend a significant amount of time (generally longer than that permitted in one CAFE rulemaking cycle) to develop, test, and deploy any new significant model update. We would also like, as mentioned above, for any update to our approach to redesign schedules to be subject to public comment for stakeholder feedback.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA also received two comments related to parts sharing. The Institute for Policy Integrity (IPI) at New York University School of Law commented that “NHTSA assumes that manufacturers apply the same costly technology to multiple models that share the same vehicle platform (
                        <E T="03">i.e.,</E>
                         the car's essential design, engineering, and production components), while also (as noted above) maintaining their market shares irrespective of these cost changes.” IPI stated that this assumption “restricts manufacturers from optimizing their technology strategies,” which leads the model to overstate compliance costs. Similarly, NRDC argued that “NHTSA should reevaluate categorical restrictions on upgrading shared components on separate paths.” NRDC included several examples of components shared on vehicles that it thought resulted in a vehicle not being updated with additional technology.
                    </P>
                    <P>
                        While the CAFE Model considers part sharing by manufacturers across vehicle platforms, this assumption is based on real-world observations of the latest vehicle markets (See TSD 2.2, The Market Data Input File). As mentioned in TSD Chapter 2.2.1, manufacturers are expected to share parts across platforms to take advantage of economies of scale. These factors prevent the CAFE Model 
                        <PRTPAGE P="52621"/>
                        from predicting the adoption of unreasonably costly technologies across vehicle fleets.
                    </P>
                    <P>While use of parts sharing by the CAFE Model is described as a restriction, we do not believe this is an accurate characterization. By considering upgrades across all vehicles that share a particular component, we are able to capture the total volume of that component in a way analogous to the manufacturers. If a potential upgrade is not cost-effective in the aggregate, it is unlikely that it would be cost-effective for a subset with a smaller volume.</P>
                    <P>IPI points to Mazda's MY 2032 estimated per-vehicle technology costs under alternative PC6LT8 as an example of an unrealistic outcome resulting from parts sharing. NHTSA maintains that this is an accurate projection of the effects of that regulatory alternative. The high per-vehicle costs in this specific case are due to a confluence of factors. The CAFE Model calculates the least expensive total regulatory cost, which includes both technology costs and fines. Mazda's preference to avoid fines in MY 2032 means that they would spend more on technology in order to comply with the standards. As a manufacturer, Mazda has an uncommonly high level of platform commonality, which means that investments in platform technology are likely to be propagated throughout their fleet in order to amortize costs more quickly. Their relatively small sales volume also drives up the per-vehicle costs. Taken together, these explain why the projected technology cost for Mazda is high, yet it is still within the same order of magnitude as some of Mazda's peer manufacturers (see FRIA Chapter 8). In the next most stringent regulatory alternative, Mazda's per-vehicle costs are projected to be in the middle of the pack compared to their peers.</P>
                    <P>NRDC also gave the example that the Dodge Challenger “will be prevented from upgrading to any high-compression ratio (HCR) engine, because the [sales] leader Classic 1500 is categorically excluded from upgrading to an HCR engine in the CAFE model because it is a pickup truck” as another example of the pitfalls of part sharing. NHTSA believes that this is a misreading of how the CAFE Model handles upgrade paths for shared components. The model restricts certain upgrade paths on the component level based on technology paths defined in TSD Chapter 3 and in this case, both the 1500 and the Challenger are only prevented from upgrading to a non-hybrid HCR engine. In the specific NRDC example, Engine Code 123602, a DOHC engine meant for high torque, was selected by Stellantis for, amongst other models, a pickup truck (Ram 1500 Classic) and a high-performance car (Dodge Challenger). HCR engines have higher efficiency at the cost of lower torque and lower power density, making them an unsuitable replacement for either model or any other model in this engine family. TSD Chapter 2.2.1, Characterizing Vehicles and their Technology Content has further information on how the CAFE Model applies SKIP logic. Also see TSD Chapter 3.1.1.2.3 for more information about HCR and Atkinson cycle engines.</P>
                    <P>NRDC also cited [an] “example of an engine-sharing family in its 2018 fuel economy standards proposal included the Chevy Equinox SUV, which shared a 6-cylinder engine with the Colorado and Canyon pickups (along with other vehicles)” that in later years “did not maintain engine sharing.” NHTSA stands by its position that historical data show manufacturers typically maintain parts commonality. The MY 2018 Chevy Equinox was available with two engines, a 4-cylinder and 6-cylinder, both naturally aspirated. The 4-cylinder variant was shared with the GMC Terrain and several Buick models which have since been discontinued, but not with the Chevy Colorado or GMC Canyon pickup trucks. This lineage was replaced by a choice of 1.5L or 2.0L 4-cylinder turbo engines in MY 2020 and now a single 1.5L 4-cylinder turbo in MY 2022. This engine is still shared between the Chevy Equinox and the GMC Terrain. In contrast, the Colorado and Canyon Pickups continue to use naturally aspirated engines in the 4-cylinder and 6-cylinder varieties, but these 4-cylinder engines are from a different lineage that were never shared with the Equinox. Instead of showing an example of manufacturers fracturing an existing engine family, this example validates our approach of considering technology upgrades at the component level.</P>
                    <P>
                        Finally, we ensure that our analysis is performance neutral because the goal is to capture the costs and benefits of vehicle manufacturers adding fuel economy-improving technology 
                        <E T="03">because</E>
                         of CAFE standards, and not to inappropriately capture costs and benefits for changing other vehicle attributes that may have a monetary value associated with them.
                        <SU>317</SU>
                        <FTREF/>
                         This means that we “SKIP” some technologies where we can reasonably assume that the technology would not be able to maintain a performance attribute for the vehicle, and where our simulation over test cycles may not capture the technology limitation.
                    </P>
                    <FTNT>
                        <P>
                            <SU>317</SU>
                             
                            <E T="03">See, e.g.,</E>
                             87 FR 25887, citing EPA, Consumer Willingness to Pay for Vehicle Attributes: What is the Current State of Knowledge? (2018)). Importantly, the EPA-commissioned study “found very little useful consensus” on how consumers value various vehicle attributes, which they concluded were of little value in informing policy decisions.
                        </P>
                    </FTNT>
                    <P>
                        For example, prior to the development of SAE J2807, manufacturers used internal rating methods for their vehicle towing capacity. Manufacturers switched to the SAE tow rating standard at the next redesign of their respective vehicles so that they could mitigate costs via parts sharing and remain competitive in performance. Usually, the most capable powertrain configuration will also have the highest towing capacity and can be reflected in using this input feature. Separately, we also ensure that the analysis is performance neutral through other inputs and assumptions, like developing our engine maps assuming use with a fuel grade most commonly available to consumers.
                        <SU>318</SU>
                        <FTREF/>
                         Those assumptions are discussed throughout this section, and in Chapters 2 and 3 of the TSD. Technology “phase-in caps” and the “phase-in start years” are defined in the Technology Cost Input File and offer a way to gradually “phase-in” technology that is not yet fully mature to the analysis. They apply to the manufacturer's entire estimated production and, for each technology, define a share of production in each MY that, once exceeded, will stop the model from further applying that technology to that manufacturer's fleet in that MY.
                    </P>
                    <FTNT>
                        <P>
                            <SU>318</SU>
                             
                            <E T="03">See, e.g.,</E>
                             85 FR 24386. Please see the 2020 final rule for a significant discussion of how manufacturers consider fuel grades available to consumers when designing engines (including specific engine components).
                        </P>
                    </FTNT>
                    <P>
                        The influence of these inputs varies with regulatory stringency and other model inputs. For example, setting the inputs to allow immediate 100 percent penetration of a technology will not guarantee any application of the technology if stringency increases are low and the technology is not at all cost effective. Also, even if these are set to allow only very slow adoption of a technology, other model aspects and inputs may nevertheless force more rapid application than these inputs, alone, would suggest (
                        <E T="03">e.g.,</E>
                         because an engine technology propagates quickly due to sharing across multiple vehicles, or because BEV application must increase quickly in response to ZEV requirements). For this analysis, nearly all of these inputs are set at levels that do not limit the simulation at all.
                        <PRTPAGE P="52622"/>
                    </P>
                    <P>This analysis also applies phase-in caps and corresponding start years to prevent the simulation from showing unlikely rates of applying battery-electric vehicles (BEVs), such as showing that a manufacturer producing very few BEVs in MY 2022 could plausibly replace every product with a 300- or 400-mile BEV by MY 2026. Also, this analysis applies phase-in caps and corresponding start years intended to ensure that the simulation's plausible application of the highest included levels of MR (20 percent reductions of vehicle “glider” weight) do not, for example, outpace plausible supply of raw materials and development of entirely new manufacturing facilities.</P>
                    <P>These model logical structures and inputs act together to produce estimates of ways each manufacturer could potentially shift to new fuel-saving technologies over time, reflecting some measure of protection against rates of change not reflected in, for example, technology cost inputs. This does not mean that every modeled solution would necessarily be economically practicable. Using technology adoption features like phase-in caps and phase-in start years is one mechanism that can be used so that the analysis better represents the potential costs and benefits of technology application in the rulemaking timeframe.</P>
                    <HD SOURCE="HD3">D. Technology Pathways, Effectiveness, and Cost</HD>
                    <P>The previous section discussed, at a high level, how we generate the technology inputs and assumptions used in the CAFE Model. We do this in several ways: by evaluating data submitted by vehicle manufacturers; consolidating publicly available data, press materials, marketing brochures, and other information; collaborative research, testing, and modeling with other Federal agencies; research, testing, and modeling with independent organizations; determining that work done for prior rules is still relevant and applicable; considering feedback from stakeholders on prior rules and meetings conducted prior to the commencement of this rulemaking; and using our own engineering judgment.</P>
                    <P>This section discusses the specific technology pathways, effectiveness, and cost inputs and assumptions used in the compliance analysis. As an example, interested readers learned in the previous section that the starting point for estimating technology costs is an estimate of the DMC—the component and assembly costs of the physical parts and systems that make up a complete vehicle—for any particular technology; in this section, readers will learn that our transmission technology DMCs are based on estimates from the NAS.</P>
                    <P>After spending over a decade refining the technology pathways, effectiveness, and cost inputs and assumptions used in successive CAFE Model analyses, we have developed guiding principles to ensure that the CAFE Model's compliance analysis results in impacts that we would reasonably expect to see in the real world. These guiding principles are as follows:</P>
                    <P>
                        <E T="03">Technologies will have complementary or non-complementary interactions with the full vehicle technology system.</E>
                         The fuel economy improvement from any individual technology must be considered in conjunction with the other fuel economy-improving technologies applied to the vehicle, because technologies added to a vehicle will not result in a simple additive fuel economy improvement from each individual technology. In particular, we expect this result from engine and other powertrain technologies that improve fuel economy by allowing the ICE to spend more time operating at efficient engine speed and load conditions, or from combinations of engine technologies that work to reduce the effective displacement of the engine.
                    </P>
                    <P>
                        <E T="03">The effectiveness of a technology depends on the type of vehicle the technology is being applied to.</E>
                         When we talk about “vehicle type” in our analysis, we're referring to our vehicle technology classes—
                        <E T="03">e.g.,</E>
                         a small car, a medium performance SUV, or a pickup truck, among other classes. A small car and a medium performance SUV that use the exact same technology will start with very different fuel economy values; so, when the exact same technology is added to both of those vehicles, the technology will provide a different effectiveness improvement on both of those vehicles.
                    </P>
                    <P>
                        <E T="03">The cost and effectiveness values for each technology should be reasonably representative of what can be achieved across the entire industry.</E>
                         Each technology model employed in the analysis is designed to be representative of a wide range of specific technology applications used in industry. Some manufacturers' systems may perform better or worse than our modeled systems and some may cost more or less than our modeled systems; however, employing this approach will ensure that, on balance, the analysis captures a reasonable level of costs and benefits that would result from any manufacturer applying the technology.
                    </P>
                    <P>
                        <E T="03">A consistent reference point for cost and effectiveness values must be identified before assuming that a cost or effectiveness value could be employed for any individual technology.</E>
                         For example, as discussed below, this analysis uses a set of engine map models that were developed by starting with a small number of engine configurations, and then, in a very systematic and controlled process, adding specific well-defined technologies to create a new map for each unique technology combination. Again, providing a consistent reference point to measure incremental technology effectiveness values ensures that we are capturing accurate effectiveness values for each technology combination.
                    </P>
                    <P>The following sections discuss the engine, transmission, electrification, MR, aerodynamic, ROLL, and other vehicle technologies considered in this analysis. The following sections discuss:</P>
                    <P>
                        • How we define the technology in the CAFE Model,
                        <SU>319</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>319</SU>
                             Note, due to the diversity of definitions industry sometimes employs for technology terms, or in describing the specific application of technology, the terms defined here may differ from how the technology is defined in the industry.
                        </P>
                    </FTNT>
                    <P>• How we assigned the technology to vehicles in the analysis fleet used as a starting point for this analysis,</P>
                    <P>• Any adoption features applied to the technology, so the analysis better represents manufacturers' real-world decisions,</P>
                    <P>• The technology effectiveness values, and</P>
                    <P>• Technology cost.</P>
                    <P>
                        Please note that the following technology effectiveness sections provide 
                        <E T="03">examples</E>
                         of the 
                        <E T="03">range</E>
                         of effectiveness values that a technology could achieve when applied to the entire vehicle system, in conjunction with the other fuel economy-improving technologies already in use on the vehicle. To see the incremental effectiveness values for any particular vehicle moving from one technology key to a more advanced technology key, see the CAFE Model Fuel Economy Adjustment Files that are installed as part of the CAFE Model Executable File, and not in the input/output folders. Similarly, the technology costs provided in each section are 
                        <E T="03">examples</E>
                         of absolute costs seen in specific MYs, for specific vehicle classes. Please refer to the Technologies Input File to see all absolute technology costs used in the analysis across all MYs.
                    </P>
                    <P>
                        For the LD analysis we show two sets of technology effectiveness charts for each technology type, titled “Unconstrained” and “Standard Setting.” For the Standard Setting charts, effectiveness values reflect the application of 49 U.S.C. 32902(h) 
                        <PRTPAGE P="52623"/>
                        considerations to the technologies; for example, PHEV technologies only show the effectiveness achieved when operating in a gasoline only mode (charge sustaining mode). The Unconstrained charts show the effectiveness values modeled for the technologies without the 49 U.S.C; 32902(h) constraints; when unconstrained, PHEV technologies show effectiveness for their full dual fuel use functionality. The standard setting values are used during the standard setting years being assessed in this analysis, and the unconstrained values are used for all other years.
                    </P>
                    <HD SOURCE="HD3">1. Engine Paths</HD>
                    <P>
                        ICEs convert chemical energy in fuel to useful mechanical power. The chemical energy in the fuel is released and converted to mechanical power by being oxidized, or burned, inside the engine. The air/fuel mixture entering the engine and the burned fuel/exhaust by-products leaving the engine are the working fluids in the engine. The engine power output is a direct result of the work interaction between these fluids and the mechanical components of the engine.
                        <SU>320</SU>
                        <FTREF/>
                         The generated mechanical power is used to perform useful work, such as vehicle propulsion. For a complete discussion on fundamentals of engine characteristics, such as torque, torque maps, engine load, power density, brake mean effective pressure (BMEP), combustion cycles, and components, please refer to 
                        <E T="03">Heywood</E>
                         2018.
                        <SU>321</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>320</SU>
                             Heywood, John B. Internal Combustion Engine Fundamentals. McGraw-Hill Education, 2018. Chapter 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>321</SU>
                             Heywood, John B. Internal Combustion Engine Fundamentals. McGraw-Hill Education, 2018.
                        </P>
                    </FTNT>
                    <P>We classify the extensive variety of both LD and HDPUV vehicle ICE technologies into discrete Engine Paths. These paths are used to model the most representative characteristics, costs, and performance of the fuel economy-improving engine technologies most likely available during the rulemaking time frame. The paths are intended to be representative of the range of potential performance levels for each engine technology. In general, the paths are tied to ease of implementation of additional technology and how closely related the technologies are. The technology paths for LD and HDPUV can be seen in Chapter 3.1.1 of the TSD.</P>
                    <P>The LD Engine Paths have been selected and refined over a period of more than ten years, based on engines in the market, stakeholder comments, and our engineering judgment, subject to the following factors: we included technologies most likely available during the rulemaking time frame and the range of potential performance levels for each technology, and excluded technologies unlikely to be feasible in the rulemaking timeframe, technologies unlikely to be compatible with U.S. fuels, or technologies for which there was not appropriate data available to allow the simulation of effectiveness across all vehicle technology classes in this analysis.</P>
                    <P>For technologies on the HDPUV Engine Paths, we revisited work done for the HDPUV analysis in the Phase 2 rulemaking. We have updated our HDPUV Engine Paths based on that work, the availability of technology in the HDPUV analysis fleet, and technologies we believe will be available in the rulemaking timeframe. The HDPUV fleet is significantly smaller than the LD fleet with the majority of vehicles being produced by only three manufacturers, General Motors, Ford, and Stellantis. These vehicles include work trucks and vans that are focused on transporting people and moving equipment and supplies and tend to be more focused on a common need than that of vehicles in the LD fleet, which includes everything from sports cars to commuter cars and pickup trucks. The engine options between the two fleets are different in the real world and are accordingly different in the analysis. HDPUVs are work vehicles and their engines must be able to handle additional work such as higher payloads, towing, and additional stop and go demands. This results in HDPUVs often requiring larger, more robust, and more powerful engines. As a result of the HDPUV's smaller fleet size and narrowed focus, fewer engines and engine technologies are developed or used in this fleet. That said, we believe that the range of technologies included in the HDPUV Engine Paths and Electrification/Hybrid/Electrics Path discussed in Section III.D.3 of this preamble presents a reasonable representation of powertrain options available for HDPUVs now and in the rulemaking time frame.</P>
                    <P>The Engine Paths begin with one of the three base engine configurations: dual over-head camshaft (DOHC) engines have two camshafts per cylinder head (one operating the intake valves and one operating the exhaust valves), single over-head camshaft (SOHC) engines have a single camshaft, and over-head valve (OHV) engines also have a single camshaft located inside of the engine block (south of the valves rather than over-head) connected to a rocker arm through a push rod that actuates the valves. DOHC and SOHC engine configurations are common in the LD fleet, while OHV engine configurations are more common in the HDPUV fleet.</P>
                    <P>The next step along the Engine Paths is at the Basic Engine Path technologies. These include variable valve lift (VVL), stoichiometric gasoline direct injection (SGDI), and a basic level of cylinder deactivation (DEAC). VVL dynamically adjusts how far the valve opens and reduces fuel consumption by reducing pumping losses and optimizing airflow over broader range of engine operating conditions. Instead of injecting fuel at lower pressures and before the intake valve, SGDI injects fuel directly into the cylinder at high pressures allowing for more precise fuel delivery while providing a cooling effect and allowing for an increase in the CR and/or more optimal spark timing for improved efficiency. DEAC disables the intake and exhaust valves and turns off fuel injection and spark ignition on select cylinders which effectively allows the engine to operate temporarily as if it were smaller while also reducing pumping losses to improve efficiency. New for the NPRM and carried into this final rule analysis is that variable valve timing (VVT) technology is integrated in all non-diesel engines, so we do not have a separate box for it on the Basic Engine Path. For the LD analysis, VVL, SGDI, and DEAC can be applied to an engine individually or in combination with each other, and for the HDPUV analysis, SGDI and DEAC can be applied individually or in combination.</P>
                    <P>Moving beyond the Basic Engine Path technologies are the “advanced” engine technologies, which means that applying the technology—both in our analysis and in the real world—would require significant changes to the structure of the engine or an entirely new engine architecture. The advanced engine technologies represent the application of alternate combustion cycles, various applications of forced induction technologies, or advances in cylinder deactivation.</P>
                    <P>
                        Advanced cylinder deactivation (ADEAC) systems, also known as rolling or dynamic cylinder deactivation systems, allow the engine to vary the percentage of cylinders deactivated and the sequence in which cylinders are deactivated. Depending on the engine's speed and associated torque requirements, an engine might have most cylinders deactivated (
                        <E T="03">e.g.,</E>
                         low torque conditions as with slower speed driving) or it might have all cylinders activated (
                        <E T="03">e.g.,</E>
                         high torque conditions as 
                        <PRTPAGE P="52624"/>
                        with merging onto a highway).
                        <SU>322</SU>
                        <FTREF/>
                         An engine operating at low speed/low torque conditions can then save fuel by operating as if it is only a fraction of its total displacement. We model two ADEAC technologies, advanced cylinder deactivation on a single overhead camshaft engine (ADEACS), and advanced cylinder deactivation on a dual overhead camshaft engine (ADEACD).
                    </P>
                    <FTNT>
                        <P>
                            <SU>322</SU>
                             See for example, Dynamic Skip Fire, Tula Technology, DSF in real world situations, 
                            <E T="03">https://www.tulatech.com/combustion-engine/</E>
                            . Our modeled ADEAC system is not based on this specific system, and therefore the effectiveness improvement will be different in our analysis than with this system, however, the theory still applies.
                        </P>
                    </FTNT>
                    <P>Forced induction gasoline engines include both supercharged and turbocharged downsized engines, which can pressurize or force more air into an engine's intake manifold when higher power output is needed. The raised pressure results in an increased amount of airflow into the cylinder supporting combustion, increasing the specific power of the engine. The first-level turbocharged downsized technology (TURBO0) engine represents a basic level of forced air induction technology being applied to a DOHC engine. Cooled exhaust gas recirculation (CEGR) systems take engine exhaust gasses and passes them through a heat exchanger to reduce their temperature, and then mixes them with incoming air in the intake manifold to reduce peak combustion temperature and effect fuel efficiency and emissions. We model the base TURBO0 turbocharged engine with the addition of cooled exhausted recirculation (TURBOE), basic cylinder deactivation (TURBOD), and advanced cylinder deactivation (TURBOAD). Advancing further into the Turbo Engine Path leads to engines that have higher BMEP, which is a function of displacement and power. The higher the BMEP, the higher the engine performance. We model two levels of advanced turbocharging technology (TURBO1 and TURBO2) that run increasingly higher turbocharger boost levels, burning more fuel and making more power for a given displacement. As discussed above, we pair turbocharging with engine downsizing, meaning that the turbocharged downsized engines in our analysis improve vehicle fuel economy by using less fuel to power the smaller engine while maintaining vehicle performance.</P>
                    <P>NHTSA received a limited number of comments on forced induction gasoline engines. The comments seemed to highlight some misunderstandings of our forced induction pathway rather than the technology itself and how it was applied in our analysis for this rulemaking. In discussing the turbocharged pathway NRDC commented, “. . . NHTSA has not appropriately considered the relative efficiency of these engines with respect to each other when designing its technology pathways. As a result, the technology pathway does not reasonably reflect an appropriate consideration of the full availability of turbocharged engine improvements.”</P>
                    <P>
                        NRDC assumed that the pathways are in order from least effective to most effective,
                        <SU>323</SU>
                        <FTREF/>
                         however, this is not how the technologies are arranged in the pathway. The technology pathways represent an increase in the level or combinations of technologies being applied, with lower levels at the top and higher levels at the bottom of the path. Chapter 3.1.1 of the TSD shows the technology pathways for visualization purposes, however the CAFE Model could apply any cost-effective combinations of technologies from those given pathways. Levels of improvement are dependent upon the vehicle class and the technology combinations. As a reminder, we stated in the NPRM section describing the technology pathways just before the figure of the technology tree that “[i]n general, the paths are tied to ease of implementation of additional technology and how closely related the technologies are.” 
                        <SU>324</SU>
                        <FTREF/>
                         An example of how this applies to the TURBO family of technologies is described below. To the extent that the verbiage around the technology tree was confusing, we will endeavor to make that clearer moving forward. The pathways are not aligned from “least effective” to “most effective” because assuming so would ignore several important considerations, including how technologies interact on a vehicle, how technologies interact on vehicles of different sizes that have different power requirements, and how hardware changes may be required for a particular technology (see above, “ease of implementation of additional technology,” and the related example below that describes how once a manufacturer downsizes an engine accompanying the application of a turbocharger, it would most likely not then re-upsize the engine to add a less advanced turbocharger). The interaction of these technology combinations is discussed in more details in TSD Chapter 2.
                    </P>
                    <FTNT>
                        <P>
                            <SU>323</SU>
                             NRDC, Docket No. NHTSA-2023-0022-61944-A2, at 13.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>324</SU>
                             88 FR 56159 (Aug. 17, 2023).
                        </P>
                    </FTNT>
                    <P>
                        While we have modeled TURBO0 with cooled EGR (TURBOE) and with DEAC (TURBOD), NRDC is correct that we do not apply these technologies to TURBO1 or TURBO2; this decision was intentional and not a lapse in engineering judgment, as NRDC seems to imply. We define TURBO1 in our analysis by adding VVL to the TURBO0 engine, and TURBO2 is our highest turbo downsized engine with a high BMEP. The benefits of cooled EGR and DEAC on TURBO1 and TURBO2 technologies would occur at high engine speeds and loads, which do not occur on the two-cycle tests. Because technology effectiveness in our analysis is measured based on the delta in improvements in vehicles' two-cycle test fuel consumption values, adding cooled EGR and DEAC to TURBO1 and TURBO2 would provide little effectiveness improvement in our analysis with a corresponding increase in cost that we do not believe manufacturers would adopt in the real world. These complex interactions among technologies are effectively captured in our modeling and this is an example of why we do not simply add effectiveness values from different technologies together.
                        <SU>325</SU>
                        <FTREF/>
                         This potential for added costs with limited efficiency benefit is also an example of why we do not order our technology tree from least to most effective technology, and we choose to include particular technologies on the technology tree and not others. For more discussion on interactions among individual technologies in the full vehicle simulations, see TSD Chapter 2.
                    </P>
                    <FTNT>
                        <P>
                            <SU>325</SU>
                             NHTSA-2021-0053-0007-A3, at 15; NHTSA-2021-0053-0002-A9, at 21-23.
                        </P>
                    </FTNT>
                    <P>
                        NRDC also believes the model is improperly constrained because it cannot apply lower levels of technology over higher levels, which results in a situation where vehicles in the analysis fleet that have been assigned higher levels of turbocharging technology cannot adopt what NRDC alleges to be a more efficient turbocharged engine technology. For example, the model does not allow a vehicle assigned a TURBO2 technology to adopt a TURBOE technology. A vehicle in the analysis fleet that is assigned the TURBO2 technology tells us a manufacturer made the decision to either skip over or move on from lower levels of force induction technology. Moving backwards in the technology tree from TURBO2 to any of the lower turbo technologies would require the engine to be upsized to meet the same performance metrics as the analysis fleet vehicle. As discussed further in Section III.C.6, we ensure the vehicles in our analysis meet similar performance 
                        <PRTPAGE P="52625"/>
                        levels after the application of fuel economy-improving technology because we want to measure the costs and benefits of manufacturers responding to CAFE standards in our analysis, and not the costs or benefits related to changing performance metrics in the fleet. Moving from a higher to a lower turbo technology works counter to saving fuel as the engine would grow in displacement requiring more fuel, adding frictional losses, and increasing weight and cost. While fuel economy is important to manufacturers, it is not the only parameter that drives engine or technology selection, and it goes against the industry trends for downsized engines.
                        <SU>326</SU>
                        <FTREF/>
                         Accordingly, we believe that our Turbo engine pathway appropriately captures the ways manufacturers might apply increasing levels of turbocharging technology to their vehicles.
                    </P>
                    <FTNT>
                        <P>
                            <SU>326</SU>
                             2023 EPA Trends Report.
                        </P>
                    </FTNT>
                    <P>
                        In this analysis, high compression ratio (HCR) engines represent a class of engines that achieve a higher level of fuel efficiency by implementing a high geometric CR with varying degrees of late intake valve closing (LIVC) (
                        <E T="03">i.e.,</E>
                         closing the intake valve later than usual) using VVT, and without the use of an electric drive motor.
                        <SU>327</SU>
                        <FTREF/>
                         These engines operate on a modified Atkinson cycle allowing for improved fuel efficiency under certain engine load conditions but still offering enough power to not require an electric motor; however, there are limitations on how HCR engines can apply LIVC and the types of vehicles that can use this technology. The way that each individual manufacturer implements a modified Atkinson cycle will be unique, as each manufacturer must balance not only fuel efficiency considerations, but emissions, on-board diagnostics, and safety considerations that includes the vehicle being able to operate responsively to the driver's demand.
                    </P>
                    <FTNT>
                        <P>
                            <SU>327</SU>
                             Late intake valve closing (LIVC) is a method manufacturers use to reduce the effective compression ratio and allow the expansion ratio to be greater than the compression ratio resulting in improved fuel economy but reduced power density. Further technical discussion on HCR and Atkinson Engines are discussed in TSD Chapter 3.1.1.2.3. See the 2015 NAS report, Appendix D, for a short discussion on thermodynamic engine cycles.
                        </P>
                    </FTNT>
                    <P>
                        We define HCR engines as being naturally aspirated, gasoline, SI, using a geometric CR of 12.5:1 or greater,
                        <SU>328</SU>
                        <FTREF/>
                         and able to dynamically apply various levels of LIVC based on load demand. An HCR engine uses less fuel for each engine cycle, which increases fuel economy, but decreases power density (or torque). Generally, during high loads—when more power is needed—the engine will use variable valve actuation to reduce the level of LIVC by closing the intake valve earlier in the compression stroke (leaving more air/fuel mixture in the combustion chamber), increasing the effective CR, reducing over-expansion, and sacrificing efficiency for increased power density.
                        <SU>329</SU>
                        <FTREF/>
                         However, there is a limit to how much the air-fuel mixture can be compressed before ignition in the HCR engine due to the potential for engine knock 
                        <SU>330</SU>
                        <FTREF/>
                         Engine knock can be mitigated in HCR engines with higher octane fuel, however, the fuel specified for use in most vehicles is not this higher octane fuel. Conversely, at low loads the engine will typically increase the level of LIVC by closing the intake valve later in the compression stroke, reducing the effective CR, increasing the over-expansion, and sacrificing power density for improved efficiency. By closing the intake valve later in the compression stroke (
                        <E T="03">i.e.,</E>
                         applying more LIVC), the engine's displacement is effectively reduced, which results in less air and fuel for combustion and a lower power output.
                        <SU>331</SU>
                        <FTREF/>
                         Varying LIVC can be used to mitigate, but not eliminate, the low power density issues that can constrain the application of an Atkinson-only engine.
                    </P>
                    <FTNT>
                        <P>
                            <SU>328</SU>
                             Note that even if an engine has a compression ratio of 12.5:1 or greater, it does not necessarily mean it is an HCR engine in our analysis, as discussed below. We look at a number of factors to perform baseline engine assignments.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>329</SU>
                             Variable valve actuation is a general term used to describe any single or combination of VVT, VVL, and variable valve duration used to dynamically alter an engines valvetrain during operation.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>330</SU>
                             Engine knock in spark ignition engines occurs when combustion of some of the air/fuel mixture in the cylinder does not result from propagation of the flame front ignited by the spark plug, but one or more pockets of air/fuel mixture explodes outside of the envelope of the normal combustion front.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>331</SU>
                             Power = (force × displacement)/time.
                        </P>
                    </FTNT>
                    <P>
                        When we say, “lower power density issues,” this translates to a low torque density,
                        <SU>332</SU>
                        <FTREF/>
                         meaning that the engine cannot create the torque required at necessary engine speeds to meet load demands. To the extent that a vehicle requires more power in a given condition than an engine with low power density can provide, that engine would experience issues like engine knock for the reasons discussed above, but more importantly, an engine designer would not allow an engine application where the engine has the potential to operate in unsafe conditions in the first place. Instead, a manufacturer could significantly increase an engine's displacement (
                        <E T="03">i.e.,</E>
                         size) to overcome those low power density issues,
                        <SU>333</SU>
                        <FTREF/>
                         or could add an electric motor and battery pack to provide the engine with more power, but a far more effective pathway would be to apply a different type of engine technology, like a downsized, turbocharged engine.
                        <SU>334</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>332</SU>
                             Torque = radius × force.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>333</SU>
                             But see the 2023 EPA Trends Report at 48 (“As vehicles have moved towards engines with a lower number of cylinders, the total engine size, or displacement, is also at an all-time low.”), and the discussion below about why we do not believe manufacturers will increase the displacement of HCR engines to make the necessary power because of the negative impacts it has on fuel efficiency.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>334</SU>
                             
                            <E T="03">See, e.g.,</E>
                             Toyota Newsroom. 2023. 2024 Toyota Tacoma Makes Debut on the Big Island, Hawaii. Available at: 
                            <E T="03">https://pressroom.toyota.com/2024-toyota-tacoma-makes-debut-on-the-big-island-hawaii/</E>
                            . (Accessed: Feb. 28, 2024). The 2024 Toyota Tacoma comes in 8 “grades,” all of which use a turbocharged engine.
                        </P>
                    </FTNT>
                    <P>
                        Vehicle manufacturers' intended performance attributes for a vehicle—like payload and towing capability, features for off-road use, and other attributes that affect aerodynamic drag and rolling resistance—dictate whether an HCR engine can be a suitable technology choice for that vehicle.
                        <SU>335</SU>
                        <FTREF/>
                         As vehicles require higher payloads and towing capacities,
                        <SU>336</SU>
                        <FTREF/>
                         or experience road load increases from larger all-terrain tires, a less aerodynamic design, or experience driveline losses for AWD and 4WD configurations, more engine torque is required at all engine speeds. Any time more engine torque is required the application of HCR technology becomes less effective and more limited.
                        <SU>337</SU>
                        <FTREF/>
                         For these reasons, and to 
                        <PRTPAGE P="52626"/>
                        maintain a performance-neutral analysis and as discussed further below, we limit non-hybrid and non-plug-in-hybrid HCR engine application to certain categories of vehicles.
                        <SU>338</SU>
                        <FTREF/>
                         Also for these reasons, HCR engines are not found in the HDPUV analysis fleet nor are they available as an engine option in the HDPUV analysis.
                    </P>
                    <FTNT>
                        <P>
                            <SU>335</SU>
                             Supplemental Comments of Toyota Motor North America, Inc., Notice of Proposed Rulemaking: Safer Affordable Fuel-Efficient Vehicles Rule, Docket ID Numbers: NHTSA-2018-0067 and EPA-HQ-OAR-2018-0283, at 6; Feng, R. et al. 2016. Investigations of Atkinson Cycle Converted from Conventional Otto Cycle Gasoline Engine. SAE Technical Paper 2016-01-0680. Available at: 
                            <E T="03">https://www.sae.org/publications/technical-papers/content/2016-01-0680/</E>
                            . (Accessed: Feb. 28, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>336</SU>
                             See Tucker, S. 2023. What Is Payload: A Complete Guide. Kelly Blue Book. Last revised: Feb. 2, 2023. Availale at: 
                            <E T="03">https://www.kbb.com/car-advice/payload-guide/#link3</E>
                            . (Accessed: Feb. 28, 2024). (“Roughly speaking, payload capacity is the amount of weight a vehicle can carry, and towing capacity is the amount of weight it can pull. Automakers often refer to carrying weight in the bed of a truck as hauling to distinguish it from carrying weight in a trailer or towing.”).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>337</SU>
                             Supplemental Comments of Toyota Motor North America, Inc., Notice of Proposed Rulemaking: Safer Affordable Fuel-Efficient Vehicles Rule, Docket ID Numbers: NHTSA-2018-0067 and EPA-HQ-OAR-2018-0283. (“Tacoma has a greater coefficient of drag from a larger frontal area, greater tire rolling resistance from larger tires with a more aggressive tread, and higher driveline losses from 4WD. Similarly, the towing, payload, and off road capability of pick-up trucks necessitate greater emphasis on engine torque and horsepower over fuel economy. This translates into engine specifications such as a larger displacement and a higher stroke-to-bore ratio. . . . Tacoma's higher road load and more severe utility requirements push engine operation more frequently to the less efficient regions of the engine map and limit the level of Atkinson operation . . . This endeavor is 
                            <PRTPAGE/>
                            not a simple substitution where the performance of a shared technology is universal. Consideration of specific vehicle requirements during the vehicle design and engineering process determine the best applicable powertrain.”).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>338</SU>
                             To maintain performance neutrality when sizing powertrains and selecting technologies we perform a series of simulations in Automime which are further discussed in the TSD Chapter 2.3.4 and in the CAFE Analysis Autonomie Documentation. The concept of performance neutrality is discussed in detail above in Section II.C.3, Technology Effectiveness Values, and additional reasons why we maintain a performance neutral analysis are discussed in Section II.C.6, Technology Applicability Equations and Rules.
                        </P>
                    </FTNT>
                    <P>
                        For this analysis, our HCR Engine Path includes three technology options: (1) a first-level Atkinson-enabled engine (HCR) with VVT and SGDI, (2) an Atkinson enabled engine with cooled exhaust gas recirculation (HCRE), and finally, (3) the Atkinson enabled engine with DEAC (HCRD). This updated family of HCR engine map models also reflects our statement in NHTSA's May 2, 2022 final rule that a single engine that employs an HCR, CEGR, 
                        <E T="03">and</E>
                         DEAC “is unlikely to be utilized in the rulemaking timeframe based on comments received from the industry leaders in HCR technology application.” 
                        <SU>339</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>339</SU>
                             87 FR 25796 (May 2, 2022).
                        </P>
                    </FTNT>
                    <P>
                        These three HCR Engine Path technology options (HCR, HCRE, HCRD) should not be confused with the hybrid and plug-in hybrid electric pathway options that also utilize HCR engines in combination with an P2 hybrid powertrain (
                        <E T="03">i.e.,</E>
                         P2HCR, P2HCRE, PHEV20H, and PHEV50H); those hybridization path options are discussed in Section III.D.3, below. In contrast, Atkinson engines in our powersplit hybrid powertrains (SHEVPS, PHEV20PS, and PHEV50PS) for this analysis run the Atkinson Cycle full time but are connected to an electric motor. The full-time Atkinson engines are also discussed in Section III.D.3.
                    </P>
                    <P>
                        The Miller cycle is another alternative combustion cycle that effectively uses an extended expansion stroke, similar to the Atkinson cycle but with the application of forced induction, to improve fuel efficiency. Miller cycle-enabled engines have a similar trade-off in power density as Atkinson engines; the lower power density requires a larger volume engine in comparison to an Otto cycle-based turbocharged system for similar applications.
                        <SU>340</SU>
                        <FTREF/>
                         To address the impacts of the extended expansion stroke on power density during high load operating conditions, the Miller cycle operates in combination with a forced induction system. In our analysis, the first-level Miller cycle-enabled engine includes the application of variable turbo geometry technology (VTG), or what is also known as a variable-geometry turbocharger. VTG technology allows for the adjustment of key geometric characteristics of the turbocharging system, thus allowing adjustment of boost profiles and response based on the engine's operating needs. The adjustment of boost profile during operation increases the engine's power density over a broader range of operating conditions and increases the functionality of a Miller cycle-based engine. The use of a variable geometry turbocharger also supports the use of CEGR. The second level of VTG engine technology in our analysis (VTGE) is an advanced Miller cycle-enabled system that includes the application of at least a 40V-based electronic boost system. An electronic boost system has an electric motor added to assist the turbocharger; the motor assist mitigates turbocharger lag and low boost pressure by providing the extra boost needed to overcome the torque deficit at low engine speeds.
                    </P>
                    <FTNT>
                        <P>
                            <SU>340</SU>
                             National Academies of Sciences, Engineering, and Medicine. 2021. Assessment of Technologies for Improving Light-Duty Vehicle Fuel Economy 2025-2035. 
                            <E T="03">The National Academies Press:</E>
                             Washington, DC. Section 4. Available at: 
                            <E T="03">https://doi.org/10.17226/26092</E>
                            . (Accessed: Feb. 28, 2024). [hereinafter 2021 NAS report].
                        </P>
                    </FTNT>
                    <P>Variable compression ratio (VCR) engines work by changing the length of the piston stroke of the engine to optimize the CR and improve thermal efficiency over the full range of engine operating conditions. Engines that use VCR technology are currently in production as small displacement turbocharged in-line four-cylinder, high BMEP applications.</P>
                    <P>
                        Diesel engines have several characteristics that result in better fuel efficiency over traditional gasoline engines, including reduced pumping losses due to lack of (or greatly reduced) throttling, high pressure direct injection of fuel, a combustion cycle that operates at a higher CR, and a very lean air/fuel mixture relative to an equivalent-performance gasoline engine. However, diesel technologies require additional systems to control NO
                        <E T="52">X</E>
                         emissions, such as a NO
                        <E T="52">X</E>
                         adsorption catalyst system or a urea/ammonia selective catalytic reduction system. We included two levels of diesel engine technology in both the LD and HDPUV analyses: the first-level diesel engine technology (ADSL) is a turbocharged diesel engine, and the more advanced diesel engine (DSLI) adds DEAC to the ADSL engine technology. The diesel engine maps are new for this analysis. The LD diesel engine maps and HD van engine maps are based on a modern 3.0L turbo-diesel engine, and the HDPUV pickup truck engine maps are based on a larger 6.7L turbo-diesel engine.
                    </P>
                    <P>
                        Finally, compressed natural gas (CNG) systems are ICEs that run on natural gas as a fuel source. The fuel storage and supply systems for these engines differ tremendously from gasoline, diesel, and flex fuel vehicles.
                        <SU>341</SU>
                        <FTREF/>
                         The CNG engine option has been included in past analyses; however, the LD and HDPUV analysis fleets do not include any dedicated CNG vehicles. As with the last analyses, CNG engines are included as an analysis fleet-only technology and are not applied to any vehicle that did not already include a CNG engine.
                    </P>
                    <FTNT>
                        <P>
                            <SU>341</SU>
                             Flexible fuel vehicles (FLEX) are designed to run on gasoline or gasoline-ethanol blends of up to 85 percent ethanol.
                        </P>
                    </FTNT>
                    <P>
                        We received several comments that gave examples of vehicle technologies that work in various ways to improve fuel efficiency, some of which we use in our analysis and some we do not. MECA gave us several examples of fuel efficiency technologies that we use in our analysis such as cylinder deactivation, VVT and VVL, VTG, and VTGe.
                        <SU>342</SU>
                        <FTREF/>
                         MECA also discussed technologies we do not use in the analysis such as turbo compounding. Similarly, ICCT gave examples of technology such as negative valve overlap in-cylinder fuel reforming (NVO), passive prechamber combustion (PPC), and high energy ignition, that we also did not use in this analysis.
                        <SU>343</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>342</SU>
                             MECA Clean Mobility, Docket No. NHTSA-2023-0022-63053, at 11.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>343</SU>
                             ICCT, Docket No. NHTSA-2023-0022-54064, at 17.
                        </P>
                    </FTNT>
                    <P>
                        These technologies are in various stages of development and some like PPC are in very limited production; however, we did not include them in the analysis as we do not believe these technologies will gain enough adoption during the rulemaking timeframe. We had discussed this topic in detail in the 2022 final rule and we do not think that there has been any significant development since than that would indicate that manufacturers would pursue these costly technologies.
                        <SU>344</SU>
                        <FTREF/>
                         If anything, manufacturers have indicated that they are willing to continue to research and develop more cost effective electrification technologies such as strong hybrids and PHEVs to meet 
                        <PRTPAGE P="52627"/>
                        current and future regulations from multiple agencies.
                    </P>
                    <FTNT>
                        <P>
                            <SU>344</SU>
                             87 FR 25784.
                        </P>
                    </FTNT>
                    <P>
                        The Alliance for Vehicle Efficiency commented that they want to see stronger support for hydrogen combustion and fuel cell vehicles in the HDPUV fleet.
                        <SU>345</SU>
                        <FTREF/>
                         Hydrogen powertrain technology has been in development for years and there are several roadblocks to more mainstream adoption such as system packaging, infrastructure, technology reliability and durability, and costs to name a few. While hydrogen powertrain technology has the possibility to provide improved efficiency and even with funding support from the IRA, these technologies still do not show up in the HDPUV fleet today and we do not believe the technology will gain enough market penetration in the rule making timeframe for us to include them in the pathway to compliance.
                    </P>
                    <FTNT>
                        <P>
                            <SU>345</SU>
                             AVE, Docket No. NHTSA-2023-0022-60213, at 6.
                        </P>
                    </FTNT>
                    <P>
                        The first step in assigning engine technologies to vehicles in the LD and HDPUV analysis fleets is to use data for each manufacturer to determine which vehicle platforms share engines. Within each manufacturer's fleet, we develop and assign unique engine codes based on configuration, technologies applied, displacement, CR, and power output. While the process for engine assignments is the same between the LD and HDPUV analyses, engine codes are not shared between the two fleets, and engine technologies are not shared between the fleets, for the reasons discussed above. We also assign engine technology classes, which are codes that identify engine architecture (
                        <E T="03">e.g.,</E>
                         how many cylinders the engine has, whether it is a DOHC or SOHC, and so on) to accurately account for engine costs in the analysis.
                    </P>
                    <P>
                        When we assign engine technologies to vehicles in the analysis fleets, we must consider the actual technologies on a manufacturer's engine and compare those technologies to the engine technologies in our analysis. We have just over 270 unique engine codes in the LD analysis fleet and just over 20 unique engine codes in the HDPUV fleet, meaning that for both analysis fleets, we must identify the technologies present on those almost 300 unique engines in the real world, and make decisions about which of our approximately 40 engine map models (and therefore engine technology on the technology tree) 
                        <SU>346</SU>
                        <FTREF/>
                         best represents those real-world engines. When we consider how to best fit each of those 300 engines to our 40 engine technologies and engine map models, we use specific technical elements contained in manufacturer publications, press releases, vehicle benchmarking studies, technical publications, manufacturer's specification sheets, and occasionally CBI (like the specific technologies, displacement, CR, and power mentioned above), and engineering judgment. For example, in the LD analysis, an engine with a 13.0:1 CR is a good indication that an engine would be considered an HCR engine in our analysis, and some engines that achieve a slightly lower CR, 
                        <E T="03">e.g.,</E>
                         12.5, may be considered an HCR engine depending on other technology on the engine, like inclusion of SGDI, increased engine displacement compared to other competitors, a high energy spark system, and/or reduction of engine parasitic losses through variable or electric oil and water pumps. Importantly, we never assign engine technologies based on one factor alone; we use data and engineering judgment to assign complex real-world engines to their corresponding engine technologies in the analysis. We believe that our initial characterization of the fleet's engine technologies reasonably captures the current state of the market while maintaining a reasonable amount of analytical complexity. Also, as a reminder, in addition to the 40 engine map models used in the Engine Paths Collection, we have over 20 additional potential powertrain technology assignments available in the Hybrid/Electric Paths Collection.
                    </P>
                    <FTNT>
                        <P>
                            <SU>346</SU>
                             We assign each engine code technology that most closely corresponds to an engine map; for most technologies, one box on the technology tree corresponds to one engine map that corresponds to one engine code.
                        </P>
                    </FTNT>
                    <P>
                        Engine technology adoption in the model is defined through a combination of technology path logic, refresh and redesign cycles, phase-in capacity limits,
                        <SU>347</SU>
                        <FTREF/>
                         and SKIP logic. How does technology path logic define technology adoption? Once an engine design moves to the advanced engine tree it is not allowed to move to alternate advanced engine trees. For example, any LD basic engine can adopt one of the TURBO engine technologies, but vehicles that have turbocharged engines in the analysis fleet will stay on the Turbo Engine Path to prevent unrealistic engine technology change in the short timeframe considered in the rulemaking analysis. This represents the concept of stranded capital, which as discussed above, is when manufacturers amortize research, development, and tooling expenses over many years. Besides technology path logic, which applies to all manufacturers and technologies, we place additional constraints on the adoption of VCR and HCR technologies.
                    </P>
                    <FTNT>
                        <P>
                            <SU>347</SU>
                             Although we did apply phase-in caps for this analysis, as discussed in Chapter 3.1.1 of the TSD, those phase-in caps are not binding because the model has several other less advanced technologies available to apply first at a lower cost, as well as the redesign schedules. As discussed in TSD Chapter 2.2, 100 percent of the analysis fleet will not redesign by 2023, which is the last year that phase-in caps could apply to the engine technologies discussed in this section. Please see the TSD for more information on engine phase-in caps.
                        </P>
                    </FTNT>
                    <P>VCR technology requires a complete redesign of the engine, and in the analysis fleet, only two models have incorporated this technology. VCR engines are complex, costly by design, and address many of the same efficiency losses as mainstream technologies like turbocharged downsized engines, making it unlikely that a manufacturer that has already started down an incongruent technology path would adopt VCR technology. Because of these issues, we limited adoption of the VCR engine technology to original equipment manufacturers (OEMs) that have already employed the technology and their partners. We do not believe any other manufacturers will invest to develop and market this technology in their fleet in the rulemaking time frame.</P>
                    <P>
                        HCR engines are subject to three limitations. This is because, as we have recognized in past analyses,
                        <SU>348</SU>
                        <FTREF/>
                         HCR engines excel in lower power applications for lower load conditions, such as driving around a city or steady state highway driving without large payloads. Thus, their adoption is more limited than some other technologies.
                    </P>
                    <FTNT>
                        <P>
                            <SU>348</SU>
                             The discussions at 83 FR 43038 (Aug. 24, 2018), 85 FR 24383 (April 30, 2020), 86 FR 49568 and 49661 (September 3, 2021), and 87 FR 25786 and 25790 (May 2, 2022) are adopted herein by reference.
                        </P>
                    </FTNT>
                    <P>
                        First, we do not allow vehicles with 405 or more horsepower, and (to simulate parts sharing) vehicles that share engines with vehicles with 405 or more horsepower, to adopt HCR engines due to their prescribed power needs being more demanding and likely not supported by the lower power density found in HCR-based engines.
                        <SU>349</SU>
                        <FTREF/>
                         Because LIVC essentially reduces the engine's displacement, to make more power and keep the same levels of LIVC, manufacturers would need to increase the displacement of the engine to make the necessary power. We do not believe manufacturers will increase the displacement of their engines to accommodate HCR technology adoption because as displacement increases so does friction, pumping losses, and fuel consumption. This bears out in industry 
                        <PRTPAGE P="52628"/>
                        trends: total engine size (or displacement) is at an all-time low, and trends show that industry focus on turbocharged downsized engine packages are leading to their much higher market penetration.
                        <SU>350</SU>
                        <FTREF/>
                         Separately, as seen in the analysis fleet, manufacturers generally use HCR engines in applications where the vehicle's power requirements fall significantly below our horsepower threshold. In fact, the average horsepower for the sales weighted average of vehicles in the analysis fleet that use HCR Engine Path technologies is 179 hp, demonstrating that HCR engine use has indeed been limited to lower-hp applications, and well below our 405 hp threshold. In fringe cases where a vehicle classified as having higher load requirements does have an HCR engine, it is coupled to a hybrid system.
                        <SU>351</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>349</SU>
                             Heywood, John B. Internal Combustion Engine Fundamentals. McGraw-Hill Education, 2018. Chapter 5.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>350</SU>
                             See 2023 EPA Trends Report at 48, 78.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>351</SU>
                             See the Market Data Input File. As an example, the reported total system horsepower for the Ford Maverick HEV is also 191 hp, well below our 405 hp threshold. See also the Lexus LC/LS 500h: the Lexus LC/LS 500h also uses premium fuel to reach this performance level.
                        </P>
                    </FTNT>
                    <P>
                        Second, to maintain a performance-neutral analysis,
                        <SU>352</SU>
                        <FTREF/>
                         we exclude pickup trucks and (to simulate parts sharing) 
                        <SU>353</SU>
                        <FTREF/>
                         vehicles that share engines with pickup trucks from receiving HCR engines that are not accompanied by an electrified powertrain. In other words, pickup trucks and vehicles that share engines with pickup trucks can receive HCR-based engine technologies in the Hybridization Paths Collection of technologies. We exclude pickup trucks and vehicles that share engines with pickup trucks from receiving HCR engines that are not accompanied by an electrified powertrain because these often-heavier vehicles have higher low speed torque needs, higher base road loads, increased payload and towing requirements,
                        <SU>354</SU>
                        <FTREF/>
                         and have powertrains that are sized and tuned to perform this additional work above what passenger cars are required to conduct. Again, vehicle manufacturers' intended performance attributes for a vehicle—like payload and towing capability, intention for off-road use, and other attributes that affect aerodynamic drag and rolling resistance—dictate whether an HCR engine can provide a reasonable fuel economy improvement for that vehicle.
                        <SU>355</SU>
                        <FTREF/>
                         For example, road loads are comprised of aerodynamic loads, which include vehicle frontal area and its drag coefficient, along with tire rolling resistance that attribute to higher engine loads as vehicle speed increases.
                        <SU>356</SU>
                        <FTREF/>
                         We assume that a manufacturer intending to apply HCR technology to their pickup truck or vehicle that shares an engine with a pickup truck would do so in combination with an electric system to assist with the vehicle's load needs, and indeed the only manufacturer that has an HCR-like engine (in terms of how we model HCR engines in this analysis) in its pickup truck in the analysis fleet has done so.
                    </P>
                    <FTNT>
                        <P>
                            <SU>352</SU>
                             As discussed in detail in Section III.C.3 and III.C.6 above, we maintain a performance-neutral analysis to capture only the costs and benefits of manufacturers adding fuel economy-improving technology to their vehicles in response to CAFE standards.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>353</SU>
                             See Section III.C.6.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>354</SU>
                             See SAE. Performance Requirements for Determining Tow-Vehicle Gross Combination Weight Rating and Trailer Weight Rating. Surface Vehicle Recommended Practice J2807. Issued: Apr. 2008. Revised Feb. 2020.; Reed, T. 2015. SAE J207 Tow Tests—The Standard. Motortrend. Published: Jan 16, 2015. Available at: 
                            <E T="03">https://www.motortrend.com/how-to/1502-sae-j2807-tow-tests-the-standard/</E>
                            . (Accessed: Feb. 28, 2024). When we say “increased payload and towing requirements,” we are referring to a literal defined set of requirements that manufacturers follow to ensure the manufacturer's vehicle can meet a set of performance measurements when building a tow-vehicle in order to give consumers the ability to “cross-shop” between different manufacturer's vehicles. As discussed in detail above in Section III.C.3 and III.C.6, we maintain a performance neutral analysis to ensure that we are only accounting for the costs and benefits of manufacturers adding technology in response to CAFE standards. This means that we will apply adoption features, like the HCR application restriction, to a vehicle that begins the analysis with specific performance measurements, like a pickup truck, where application of the specific technology would likely not allow the vehicle to meet the manufacturer's baseline performance measurements.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>355</SU>
                             The Joint NGOs ask NHTSA to stop quoting a 2018 Toyota comment explaining why we do not allow HCR engines in pickup trucks, stating that we are misinterpreting Toyota's purpose in explaining that the Tacoma and Camry achieve different effectiveness improvements using their HCR engines. We disagree. Toyota's comment is still relevent for this final rule as the limitations of the technology have not changed, which Toyota describes in the context of comparing why the technology provides a benefit in the Camry that we should not expect to see in the Tacoma. Note that Toyota also submitted a second set of supplemental comments (NHTSA-2018-0067-12431) that similarly confirm our understanding of the most important concept to our decision to limit HCR adoption on pickup trucks, which is that Atkinson operation is limited on pickup trucks. See Supplemental Comments of Toyota Motor North America, Inc., NHTSA-2018-0067-12376 (“Tacoma has a greater coefficient of drag from a larger frontal area, greater tire rolling resistance from larger tires with a more aggressive tread, and higher driveline losses from 4WD. Similarly, the towing, payload, and off road capability of pick-up trucks necessitate greater emphasis on engine torque and horsepower over fuel economy. This translates into engine specifications such as a larger displacement and a higher stroke-to-bore ratio. . . . Tacoma's higher road load and more severe utility requirements push engine operation more frequently to the less efficient regions of the engine map and limit the level of Atkinson operation . . . This endeavor is not a simple substitution where the performance of a shared technology is universal. Consideration of specific vehicle requirements during the vehicle design and engineering process determine the best applicable powertrain.”).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>356</SU>
                             2015 NAS Report at 207-242.
                        </P>
                    </FTNT>
                    <P>
                        Finally, we restrict HCR engine application for some manufacturers that are heavily performance-focused and have demonstrated a significant commitment to power dense technologies such as turbocharged downsizing.
                        <SU>357</SU>
                        <FTREF/>
                         When we say, “significant commitment to power dense technologies,” we mean that their fleets use near 100% turbocharged downsized engines. This means that no vehicle manufactured by these manufacturers can receive an HCR engine. Again, we implement this adoption feature to avoid an unquantified amount of stranded capital that would be realized if these manufacturers switched from one technology to another.
                    </P>
                    <FTNT>
                        <P>
                            <SU>357</SU>
                             There are three manufacturers that met the criteria (near 100 percent turbo downsized fleet, and future hybrid systems are based on turbo-downsized engines) described and were excluded: BMW, Daimler, and Jaguar Land Rover.
                        </P>
                    </FTNT>
                    <P>Note, however, that these adoption features only apply to vehicles that receive HCR engines that are not accompanied by an electrified powertrain. A P2 hybrid system that uses an HCR engine overcomes the low-speed torque needs using the electric motor and thus has no restrictions or SKIPs applied.</P>
                    <P>
                        We received a limited number of comments disagreeing with the HCR restrictions we have in place,
                        <SU>358</SU>
                         
                        <SU>359</SU>
                         
                        <SU>360</SU>
                        <FTREF/>
                         most of which had been received in previous rulemakings. To avoid repetition, previous discussions located in prior related documents are adopted here by reference.
                        <SU>361</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>358</SU>
                             Joint NGOs, Docket No. NHTSA-2023-0022-61944-A2, at 13.
                        </P>
                        <P>
                            <SU>359</SU>
                             ICCT, Docket No. NHTSA-2023-0022-54064, at 22.
                        </P>
                        <P>
                            <SU>360</SU>
                             States and Cities, Docket No. NHTSA-2023-0022-61904-A2, at 29.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>361</SU>
                             86 FR 74236 (December 29, 2021), 87 FR 25710 (May 2, 2022), Final Br. for Resp'ts, 
                            <E T="03">Nat. Res. Def. Council</E>
                             v. 
                            <E T="03">NHTSA</E>
                            , Case No. 22-1080, ECF No. 2000002 (D.C. Cir. May 19, 2023).
                        </P>
                    </FTNT>
                    <P>
                        We realize that engine technology, vehicle type, and their applications are always evolving,
                        <SU>362</SU>
                        <FTREF/>
                         and we agree with both the States and Cities and the Joint NGOs that the Hyundai Santa Cruz, unibody pickup truck with a 4-cylinder HCR engine, is one example of a pickup 
                        <PRTPAGE P="52629"/>
                        truck with a non-hybrid HCR engine.
                        <SU>363</SU>
                        <FTREF/>
                         However, we disagree that the Santa Cruz is comparable in capability to other pickup models like the Tacoma, Colorado, and Canyon, and that those pickup models should therefore be able to adopt non-hybrid HCR technology as well. Small unibody pickup trucks like the Santa Cruz and the Ford Maverick do not have the same capabilities and functionality as a body-on-frame pickup like the Toyota Tacoma.
                        <SU>364</SU>
                        <FTREF/>
                         We believe our current restrictions for HCR are reasonable and appropriate and we have not been presented with any new information that would suggest otherwise. Our stance on this issue has also borne out in real-world trends. Manufacturers who had the potential to use HCR technologies for high utility capable vehicles like Toyota Tacoma and Mazda CX-90 (replacing CX-9) have incorporated turbocharged engines. We do not believe HCR in its current state can provide enough fuel efficiency benefit for us to remove our current HCR restrictions; however, this by no means precludes manufacturers from developing and deploying HCR technology for future iterations of their pickup trucks.
                    </P>
                    <FTNT>
                        <P>
                            <SU>362</SU>
                             NRDC and the Joint NGOs have disagreed with our HCR restrictions in the past and while we have made attempts to better explain our position on HCR technology and where we believe it is appropriate, our justification has remained the same. We do not believe the HCR technology is applicable to these types of vehicles because of the nature of how the technology works and removing the restrictions would present an unrealistic pathway to compliance for manufacturer that is not maximum feasible.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>363</SU>
                             The Joint NGOs also give the example of the hybrid-HCR Ford Maverick as a reason why we should remove HCR restrictions from other pickup trucks; however we believe that whether an HCR can be applied to a pickup truck and whether a hybrid-HCR can be applied to a pickup truck are two separate questions. There does not seem to be a disagreement between the Joint NGOs and NHTSA that pickup trucks can adopt hybrid-HCR engines in the analysis.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>364</SU>
                             We have provided the specification of 2022 Ford Maverick, Toyota Tacoma, and Hyundai Santa Cruz in the docket accompying this final rule. See also Cargurus. 2023 Toyota Tacoma vs 2023 Ford Maverick: Cargurus Comparison. 2023. Available at: 
                            <E T="03">https://www.cargurus.com/Cars/articles/2023-toyota-tacoma-vs-2023-ford-maverick-comparison</E>
                            . (Accessed: Mar. 1, 2024). (“This is an incredibly tightly fought contest, as evidenced by the fact that CarGurus experts awarded both the 2023 Tacoma and 2023 Maverick identical overall scores of 7.3 out of 10. However, making a recommendation is easy on account of these trucks not being direct competitors. Where the Tacoma is a midsize truck that's designed for supreme offroad ability, the Maverick is a compact truck that's more at home in the city. So the choice here comes down to how much you value the Tacoma's ruggedness, extra carrying capacity and reputation for reliability over the Maverick's significantly lower price and running costs.”).
                        </P>
                    </FTNT>
                    <P>We would also like to emphasize in response to the Joint NGOs that manufacturers do not pursue technology pathways because we model them in our analysis supporting setting CAFE and HDPUV standards. We have stated multiple times that we give an example of a low-cost compliance pathway, and no manufacturer has to comply with the pathway as we have modeled it. In fact, it is more than likely they will not follow the technology pathways we project in our standard-setting analysis because of the standard setting restrictions we have in place. Also, we do not allege that manufacturers cannot use different technologies than we model in our analysis to meet their standard, we just do not believe that manufacturers will abandon investments in one technology pathway for another, particularly with respect to HCR technology for pickup trucks and high horsepower vehicles. If we were to model unrealistic pathways to compliance, manufacturers would incur more cost, and/or see less efficiency improvement than we estimate for any given level of CAFE standards, resulting in a standard that is more stringent than maximum feasible. For this and other reasons we endeavor to model our best estimates of a low-cost pathway to compliance.</P>
                    <P>
                        We conducted a sensitivity case in which we removed all HCR restrictions, which is titled “Limited HCR skips” and is described in more detail in Chapter 9.2.2.4 of the RIA. By MY 2031 in this sensitivity case, we see a 7.5% increase in HCR technology penetration, but it corresponds with an additional 3 billion gallons of gasoline and 27 million metric tons more CO2 when compared to the reference baseline. The limited HCR skips sensitivity has a total social cost that is $500 million less than the reference baseline, however, the 2.50% discount rate of the net social benefits is $100 million more than the reference baseline. This sensitivity shows that without the HCR restrictions we use more gasoline and we do not see an appreciable societal benefit. With that, and in lieu of no new developments in HCR technology we have left our HCR restrictions in place for the final rule but will continue to monitor and assess the technology for future rulemakings.
                        <SU>365</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>365</SU>
                             See Chapter 9.2.2.4 of the Final RIA for discussion and data on the Limited HCR skips sensitivity, where we removed all HCR restrictions and compared the results to our reference case analysis.
                        </P>
                    </FTNT>
                    <P>How effective an engine technology is at improving a vehicle's fuel economy depends on several factors such as the vehicle's technology class and any additional technology that is being added or removed from the vehicle in conjunction with the new engine technology, as discussed in Section III.C, above. The Autonomie model's full vehicle simulation results provide most of the effectiveness values that we use as inputs to the CAFE Model. For a full discussion of the Autonomie modeling see Chapter 2.4 of the TSD and the CAFE Analysis Autonomie Documentation. The Autonomie modeling uses engine map models as the primary inputs for simulating the effects of different engine technologies.</P>
                    <P>Engine maps provide a three-dimensional representation of engine performance characteristics at each engine speed and load point across the operating range of the engine. Engine maps have the appearance of topographical maps, typically with engine speed on the horizontal axis and engine torque, power, or BMEP on the vertical axis. A third engine characteristic, such as brake-specific fuel consumption (BSFC), is displayed using contours overlaid across the speed and load map. The contours provide the values for the third characteristic in the regions of operation covered on the map. Other characteristics typically overlaid on an engine map include engine emissions, engine efficiency, and engine power. We refer to the engine maps developed to model the behavior of the engines in this analysis as engine map models.</P>
                    <P>The engine map models we use in this analysis are representative of technologies that are currently in production or are expected to be available in the rulemaking timeframe. We develop the engine map models to be representative of the performance achievable across industry for a given technology, and they are not intended to represent the performance of a single manufacturer's specific engine. We target a broadly representative performance level because the same combination of technologies produced by different manufacturers will have differences in performance, due to manufacturer-specific designs for engine hardware, control software, and emissions calibration. Accordingly, we expect that the engine maps developed for this analysis will differ from engine maps for manufacturers' specific engines. However, we intend and expect that the incremental changes in performance modeled for this analysis, due to changes in technologies or technology combinations, will be similar to the incremental changes in performance observed in manufacturers' engines for the same changes in technologies or technology combinations.</P>
                    <P>
                        IAV developed most of the LD engine map models we use in this analysis. IAV is one of the world's leading automotive industry engineering service partners with an over 35-year history of performing research and development for powertrain components, electronics, 
                        <PRTPAGE P="52630"/>
                        and vehicle design.
                        <SU>366</SU>
                        <FTREF/>
                         Southwest Research Institute (SwRI) developed the LD diesel and HDPUV engine maps for this analysis. SwRI has been providing automotive science, technology, and engineering services for over 70 years.
                        <SU>367</SU>
                        <FTREF/>
                         Both IAV and SwRI developed our engine maps using the GT-POWER© Modeling tool (GT-POWER). GT-POWER is a commercially available, industry standard, engine performance simulation tool. GT-POWER can be used to predict detailed engine performance characteristics such as power, torque, airflow, volumetric efficiency, fuel consumption, turbocharger performance and matching, and pumping losses.
                        <SU>368</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>366</SU>
                             IAV Automotive Engineering. Available at: 
                            <E T="03">https://www.iav.com/en</E>
                            . (Accessed: Feb. 28, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>367</SU>
                             Southwest Research Institite. Available at: 
                            <E T="03">https://www.swri.org</E>
                            . (Accessed: Feb. 28, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>368</SU>
                             For additional information on the GT-POWER tool please see 
                            <E T="03">https://www.gtisoft.com/gt-suite-applications/propulsion-systems/gt-power-engine-simulation-software</E>
                            .
                        </P>
                    </FTNT>
                    <P>
                        Just like Argonne optimizes a single vehicle model in Autonomie following the addition of a singular technology to the vehicle model, our engine map models were built in GT-POWER by incrementally adding engine technology to an initial engine—built using engine test data, component test data, and manufacturers' and suppliers' technical publications—and then optimizing the engine to consider real-world constraints like heat, friction, and knock. One of the basic assumptions we make when developing our engine maps is using 87 octane gasoline because it is the most common octane rating engines are designed to operate on and it is going to be the test fuel manufacturers will have to use for EPA fuel economy testing.
                        <SU>369</SU>
                        <FTREF/>
                         We use a small number of initial engine configurations with well-defined BSFC maps, and then, in a very systematic and controlled process, add specific well-defined technologies to optimize a BSFC map for each unique technology combination. This could theoretically be done through engine or vehicle testing, but we would need to conduct tests on a single engine, and each configuration would require physical parts and associated engine calibrations to assess the impact of each technology configuration, which is impractical for the rulemaking analysis because of the extensive design, prototype part fabrication, development, and laboratory resources that are required to evaluate each unique configuration. We and the automotive industry use modeling as an approach to assess an array of technologies with more limited testing. Modeling offers the opportunity to isolate the effects of individual technologies by using a single or small number of initial engine configurations and incrementally adding technologies to those initial configurations. This provides a consistent reference point for the BSFC maps for each technology and for combinations of technologies that enables us to carefully identify and quantify the differences in effectiveness among technologies.
                    </P>
                    <FTNT>
                        <P>
                            <SU>369</SU>
                             79 FR 23414 (April 28, 2014).
                        </P>
                    </FTNT>
                    <P>
                        We received several comments regarding the use and benefits of high-octane and low carbon fuels in our analysis. The Missouri Corn Growers Association commented, “[t]he proposed rule, along with NHTSA's larger policy vision around vehicles ignores the widely diverse range of powertrain and liquid fuel options that could be more widely deployed to improve energy conservation . . . .” 
                        <SU>370</SU>
                        <FTREF/>
                         They go on to discuss the benefits of high-octane low carbon ethanol blended fuels and when combined with higher technology engines. Both the Alliance for Vehicle Efficiency 
                        <SU>371</SU>
                        <FTREF/>
                         and the Defour Group 
                        <SU>372</SU>
                        <FTREF/>
                         had similar comments on high octane low carbon fuels, particularly when used with HCR technology.
                    </P>
                    <FTNT>
                        <P>
                            <SU>370</SU>
                             Missouri Corn Growers Association, Docket No. NHTSA-2023-0022-58413 at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>371</SU>
                             AVE, Docket No. NHTSA-2023-0022-60213, at 6.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>372</SU>
                             Defour Group, Docket No. NHTSA-2023-0022-59777, at 11.
                        </P>
                    </FTNT>
                    <P>
                        While we agree that a higher-octane fuel can work to improve engine fuel efficiency, we do not include it in our analysis. Our engine maps were developed with the use of 87 octane Tier 3 fuel,
                        <SU>373</SU>
                        <FTREF/>
                         which represents the most commonly available fuel used by consumers.
                        <SU>374</SU>
                        <FTREF/>
                         As we have stated previously, regulation of fuels is outside the scope of NHTSA's authority.
                        <SU>375</SU>
                        <FTREF/>
                         Accordingly, we made no updates to the fuel assumed used in the engine map models.
                    </P>
                    <FTNT>
                        <P>
                            <SU>373</SU>
                             See TSD Chapter 3.1 for a detailed discussion on engine map model assumptions.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>374</SU>
                             DOE. Selecting the Right Octane Fuel. Available at: 
                            <E T="03">https://www.fueleconomy.gov/feg/octane.shtml#:~:text=You%20should%20use%20the%20octane%20rating%20required%20for,others%20are%20designed%20to%20use%20higher%20octane%20fuel</E>
                            . (Accessed: Mar. 27, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>375</SU>
                             49 U.S.C. 32904(c).
                        </P>
                    </FTNT>
                    <P>
                        Before use in the Autonomie analysis, both IAV and SwRI validated the generated engine maps against a global database of benchmarked data, engine test data, single cylinder test data, prior modeling studies, technical studies, and information presented at conferences.
                        <SU>376</SU>
                        <FTREF/>
                         IAV and SwRI also validated the effectiveness values from the simulation results against detailed engine maps produced from the Argonne engine benchmarking programs, as well as published information from industry and academia.
                        <SU>377</SU>
                        <FTREF/>
                         This ensures reasonable representation of simulated engine technologies. Additional details and assumptions that we use in the engine map modeling are described in detail in Chapter 3.1 of the TSD and the CAFE Analysis Autonomie Model Documentation chapter titled “Autonomie—Engine Model.”
                    </P>
                    <FTNT>
                        <P>
                            <SU>376</SU>
                             Friedrich, I. et al. 2006. Automatic Model Calibration for Engine-Process Simulation with Heat-Release Prediction. SAE Technical Paper 2006-01-0655. Available at: 
                            <E T="03">https://doi.org/10.4271/2006-01-0655</E>
                            . (Accessed: Feb. 28, 2024); Rezaei, R. et al. 2012. Zero-Dimensional Modeling of Combustion and Heat Release Rate in DI Diesel Engines. 
                            <E T="03">SAE International Journal Of Engines.</E>
                             Vol. 5(3): at 874-85. Available at: 
                            <E T="03">https://doi.org/10.4271/2012-01-1065</E>
                            . (Accessed: Feb. 28, 2024); Berndt, R. et al. 2015. Multistage Supercharging for Downsizing with Reduced Compression Ratio. 2015. 
                            <E T="03">MTZ Worldwide.</E>
                             Vol. 76: at 10-11. Available at: 
                            <E T="03">https://link.springer.com/article/10.1007/s38313-015-0036-4</E>
                            . (Accessed: May 31, 2023); Neukirchner, H. et al. 2014. Symbiosis of Energy Recovery and Downsizing. 2014. 
                            <E T="03">MTZ Worldwide.</E>
                             Vol. 75: at 4-9. Available at: 
                            <E T="03">https://link.springer.com/article/10.1007/s38313-014-0219-4</E>
                            . (Accessed: May 31, 2023).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>377</SU>
                             Bottcher, L., &amp; Grigoriadis, P. 2019. ANL—BSFC Map Prediction Engines 22-26. IAV. Available at: 
                            <E T="03">https://lindseyresearch.com/wp-content/uploads/2021/09/NHTSA-2021-0053-0002-20190430_ANL_Eng-22-26-Updated_Docket.pdf</E>
                            . (Accessed: May 31, 2023); Reinhart, T. 2022. Engine Efficiency Technology Study. Final Report. SwRI Project No. 03.26457.
                        </P>
                    </FTNT>
                    <P>Note that we never apply absolute BSFC levels from the engine maps to any vehicle model or configuration for the rulemaking analysis. We only use the absolute fuel economy values from the full vehicle Autonomie simulations to determine incremental effectiveness for switching from one technology to another technology. The incremental effectiveness is then applied to the absolute fuel economy or fuel consumption value of vehicles in the analysis fleet, which are based on CAFE or FE compliance data. For subsequent technology changes, we apply incremental effectiveness changes to the absolute fuel economy level of the previous technology configuration. Therefore, for a technically sound analysis, it is most important that the differences in BSFC among the engine maps be accurate, and not the absolute values of the individual engine maps.</P>
                    <P>
                        While the fuel economy improvements for most engine technologies in the analysis are derived from the database of Autonomie full-vehicle simulation results, the analysis incorporates a handful of what we refer to as analogous effectiveness values. We use these when we do not have an engine map model for a particular 
                        <PRTPAGE P="52631"/>
                        technology combination. To generate an analogous effectiveness value, we use data from analogous technology combinations for which we do have engine map models and conduct a pairwise comparison to generate a data set of emulated performance values for adding technology to an initial application. We only use analogous effectiveness values for four technologies that are all SOHC technologies. We determined that the effectiveness results using these analogous effectiveness values provided reasonable results. This process is discussed further in Chapter 3.1.4.2 of the TSD.
                    </P>
                    <P>
                        The engine technology effectiveness values for all vehicle technology classes can be found in Chapter 3.1.4. of the TSD. These values show the calculated improvement for upgrading only the listed engine technology for a given combination of other technologies. In other words, the range of effectiveness values seen for each specific technology (
                        <E T="03">e.g.,</E>
                         TURBO1) represents the addition of the TURBO1 technology to every technology combination that could select the addition of TURBO1.
                    </P>
                    <P>These values are derived from the Argonne Autonomie simulation dataset and the righthand side Y-axis shows the number of Autonomie simulations that achieve each percentage effectiveness improvement point. The dashed line and grey shading indicate the median and 1.5X interquartile range (IQR), which is a helpful metric to use to identify outliers. Comparing these histograms to the box and whisker plots presented in prior CAFE program rule documents, it is much easier to see that the number of effectiveness outliers is extremely small.</P>
                    <P>
                        We received a comment from the International Council on Clean Transportation (ICCT) regarding the application of the engine sizing algorithm, and when it is applied in relation to vehicle road load improvement technologies. ICCT stated that, “NHTSA continues to only downsize engines for large changes in tractive load,” which they assume artificially increases the overall performance of the fleet. These are incorrect assumptions and chapter 2.3.4 of the TSD discusses our approach of sizing powertrains by iteratively going through both low and high speed acceleration performance loops and adjusting powertrain size as needed based on the performance neutrality requirements.
                        <SU>378</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>378</SU>
                             CAFE Analysis Autonomie Documentation chapters titled “Vehicle and Component Assumptions” and “Vehicle Sizing Process.”
                        </P>
                    </FTNT>
                    <P>
                        We disagree with the comment implying that engine resizing is required for every technology change on a vehicle platform. We believe that this would artificially inflate effectiveness relative to cost. Manufacturers have repeatedly and consistently conveyed that the costs for redesign and the increased manufacturing complexity resulting from continual resizing engine displacement for small technology changes preclude them from doing so. NHTSA believes that it would not be reasonable or cost-effective to expect resizing powertrains for every unique combination of technologies, and even less reasonable and cost-effective for every unique combination of technologies across every vehicle model due to the extreme manufacturing complexity that would be required to do so.
                        <SU>379</SU>
                        <FTREF/>
                         In addition, a 2011 NAS report stated that “[f]or small (under 5 percent [of curb weight]) changes in mass, resizing the engine may not be justified, but as the reduction in mass increases (greater than 10 percent [of curb weight]), it becomes more important for certain vehicles to resize the engine and seek secondary mass reduction opportunities.” 
                        <SU>380</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>379</SU>
                             For more details, see comments and discussion in the 2020 Rulemaking Preamble Section VI.B.3.(a)(6) Performance Neutrality.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>380</SU>
                             National Research Council. 2011. Assessment of Fuel Economy Technologies for Light-Duty Vehicles. 
                            <E T="03">The National Academies Press.</E>
                             Washington, DC at 107. Available at: 
                            <E T="03">https://doi.org/10.17226/12924</E>
                            . (Accessed: Apr. 5, 2024) (hereinafter, 2011 NAS Report).
                        </P>
                    </FTNT>
                    <P>
                        We also believe that ICCT's comment regarding Autonomie's engine resizing process is further addressed by Autonomie's powertrain calibration process. We do agree that the powertrain should be re-calibrated for every unique technology combination and this calibration is performed as part of the transmission shift initializer routine.
                        <SU>381</SU>
                        <FTREF/>
                         Autonomie runs the shift initializer routine for every unique Autonomie full vehicle model configuration and generates customized transmission shift maps. The algorithms' optimization is designed to balance minimization of energy consumption and vehicle performance.
                    </P>
                    <FTNT>
                        <P>
                            <SU>381</SU>
                             See FRM CAFE Analysis Autonomie Documentation at Paragraph 4.4.5.2.
                        </P>
                    </FTNT>
                    <P>
                        ICCT also submitted a comment regarding the validity of the continued use of our engine map models. ICCT stated that, “[a]lthough NHTSA scales its MY2010 hybrid Atkinson engine map to match the thermal efficiency of the MY2017 Toyota Prius, this appears to have been the only update made to the several engine maps that underpin all base and advanced engine technologies. The remaining engine maps are still primarily based on outdated engines (
                        <E T="03">e.g.,</E>
                         from MY2011, 2013 and 2014 vehicles). Even with the updated hybrid engine, the newest Toyota Prius demonstrates an additional 10% improvement over the outgoing variant, due in part to improvements in engine efficiency.” ICCT also took issue with NHTSA not using two of EPA's engine map models, and for the perceived lack of effectiveness benefit for adding cylinder deactivation technology to turbocharged and HCR engines.
                    </P>
                    <P>We disagree with statements that our engine maps are outdated. Many of the engine maps were developed specifically to support analysis for the current rulemaking timeframe. The engine map models encompass engine technologies that are present in the analysis fleet and technologies that could be applied in the rulemaking timeframe. In many cases those engine technologies are mainstream today and will continue to be during the rulemaking timeframe. For example, the engines on some MY 2022 vehicles in the analysis fleet have technologies that were initially introduced ten or more years ago. Having engine maps representative of those technologies is important for the analysis. The most basic engine technology levels also provide a useful consistent starting point for the incremental improvements for other engine technologies. The timeframe for the testing or modeling is unimportant because time by itself doesn't impact engine map data. A given engine or model will produce the same BSFC map regardless of when testing or modeling is conducted. Simplistic discounting of engine maps based on temporal considerations alone could result in discarding useful technical information.</P>
                    <P>
                        We also disagree with ICCT's example that our hybrid engine map models are outdated and have even been provided comments that our hybrid effectiveness values exceed reasonable thermal efficiency.
                        <SU>382</SU>
                        <FTREF/>
                         This is further discussed in the III.D.3 of this preamble. Finally, we responded to ICCT's criticisms that we did not employ EPA's engine map models in the 2020 final rule for MYs 2021-2026 standards, where we showed that our modeled engines provided similar incremental effectiveness values as the EPA engine map models.
                        <SU>383</SU>
                        <FTREF/>
                         As far as we are aware, ICCT has not provided additional information 
                        <PRTPAGE P="52632"/>
                        showing that our engine map models are not reasonably similar to (if not providing a better effectiveness improvement than, in the case of the benchmarked Honda engine) EPA's engine map models.
                    </P>
                    <FTNT>
                        <P>
                            <SU>382</SU>
                             Supplemental Comments of Toyota Motor North America, Inc., Notice of Proposed Rulemaking: Safer Affordable Fuel-Efficient Vehicles Rule, Docket No. NHTSA-2018-0067 and EPA-HQ-OAR-2018-0283.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>383</SU>
                             85 FR 24397-8 (April 30, 2020).
                        </P>
                    </FTNT>
                    <P>Finally, in regard to engine effectiveness modeling, ICCT commented that “[t]he modeled benefit of adding cylinder deactivation (DEAC) to turbocharged and HCR engines appears to be only about 25% of the benefit of adding DEAC to the base engine. While DEAC added to turbo or HCR engines will have lower pumping loss reductions than when added to base naturally aspirated engines, DEAC can still be expected to provide significant pumping loss reductions while enabling the engine to operate in a more thermally efficient region of the engine map.”</P>
                    <P>
                        In the NPRM we gave an example of the effects of adding DEAC to a turbocharged engine and discussed more about how fuel-efficient technologies have complex interactions and the effectiveness values of technology cannot be simply added together.
                        <SU>384</SU>
                        <FTREF/>
                         Turbocharging and DEAC both work to reduce engine pumping losses and when working together they often provide a fuel-efficiency improvement greater then when they are working independently; however, much of these improvement happen in the same regions of engine operation where one or the other technology has a dominate effect which overshadows the benefits of the other. In other words, the benefits of the technologies are overlapping in the similar regions where the engine operates. These complex interactions among technologies are captured in our engine modeling.
                    </P>
                    <FTNT>
                        <P>
                            <SU>384</SU>
                             88 FR 56167 (August 17, 2023). This example is also given in section III.C.3 of this preamble.
                        </P>
                    </FTNT>
                    <P>
                        The engine costs in our analysis are the product of engine DMCs, RPE, the LE, and updating to a consistent dollar year. We sourced engine DMCs from multiple sources, but primarily from the 2015 NAS report.
                        <SU>385</SU>
                        <FTREF/>
                         For VTG and VTGE technologies (
                        <E T="03">i.e.,</E>
                         Miller Cycle), we used cost data from a FEV technology cost assessment performed for ICCT,
                        <SU>386</SU>
                        <FTREF/>
                         aggregated using individual component and system costs from the 2015 NAS report. We considered costs from the 2015 NAS report that referenced a Northeast States Center for a Clean Air Future (NESCCAF) 2004 report,
                        <SU>387</SU>
                        <FTREF/>
                         but believe the reference material from the FEV report provides more updated cost estimates for the VTG technology.
                    </P>
                    <FTNT>
                        <P>
                            <SU>385</SU>
                             2015 NAS Report, Table S.2, at 7-8.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>386</SU>
                             Isenstadt, A. et al. 2016. Downsized, Boosted Gasoline Engines. Working Paper. ICCT 2016-22. Available at: 
                            <E T="03">https://theicct.org/wp-content/uploads/2021/06/Downsized-boosted-gasoline-engines_working-paper_ICCT_27102016_1.pdf</E>
                            . (Accessed: May 31, 2023).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>387</SU>
                             NESCCAF. 2004. Reducing Greenhouse Gas Emissions from Light-Duty Motor Vehicles. Available at: 
                            <E T="03">http://www.nesccaf.org/documents/rpt040923ghglightduty.pdf</E>
                            . (Accessed: May 31, 2023).
                        </P>
                    </FTNT>
                    <P>All engine technology costs start with a base engine cost, and then additional technology costs are based on cylinder and bank count and configuration; the DMC for each engine technology is a function of unit cost times either the number of cylinders or number of banks, based on how the technology is applied to the system. The total costs for all engine technologies in all MYs across all vehicle classes can be found in the Technologies Input file.</P>
                    <HD SOURCE="HD3">2. Transmission Paths</HD>
                    <P>
                        Transmissions transmit torque generated by the engine from the engine to the wheels. Transmissions primarily use two mechanisms to improve fuel efficiency: (1) a wider gear range, which allows the engine to operate longer at higher efficiency speed-load points; and (2) improvements in friction or shifting efficiency (
                        <E T="03">e.g.,</E>
                         improved gears, bearings, seals, and other components), which reduce parasitic losses.
                    </P>
                    <P>
                        We only model automatic transmissions in both the LD and HDPUV analyses. The four subcategories of automatic transmissions that we model in the LD analysis include traditional automatic transmissions (AT), dual clutch transmissions (DCT), continuously variable transmissions (CVT and eCVT), and direct drive (DD) transmissions.
                        <SU>388</SU>
                        <FTREF/>
                         We also include high efficiency gearbox (HEG) technology improvements as options to the transmission technologies (designated as L2 or L3 in our analysis to indicate level of technology improvement).
                        <SU>389</SU>
                        <FTREF/>
                         There has been a significant reduction in manual transmissions over the years and they made up less than 1% of the vehicles produced in MY 2022.
                        <SU>390</SU>
                        <FTREF/>
                         Due to the trending decline of manual transmissions and their current low production volumes, we have removed manual transmissions from this analysis and have assigned vehicles using manual transmissions as DCTs in the analysis fleet.
                    </P>
                    <FTNT>
                        <P>
                            <SU>388</SU>
                             Note that eCVT and DD transmissions are only coupled with electrified drivetrains and are therefore not included as a standalone transmission option on the CAFE Model's technology pathways.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>389</SU>
                             See 2015 NAS Report, at 191. HEG improvements for transmissions represent incremental advancements in technology that improve efficiency, such as reduced friction seals, bearings and clutches, super finishing of gearbox parts, and improved lubrication. These advancements are all aimed at reducing frictional and other parasitic loads in transmissions to improve efficiency. We consider three levels of HEG improvements in this analysis based on the National Academy of Sciences (NAS) 2015 recommendations, and CBI data.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>390</SU>
                             2023 EPA Automotive Trends Report.
                        </P>
                    </FTNT>
                    <P>
                        We only model ATs in the HDPUV analysis because, except for DD transmissions that are only included as part of an electrified drivetrain, all HDPUV fleet analysis vehicles use ATs. In addition, from an engineering standpoint, DCTs and CVTs are not suited for HDPUV work requirements, as discussed further below. The HDPUV automatic transmissions work in the same way as the LD ATs and are labeled the same, but they are sized and mapped, in the Autonomie effectiveness modeling,
                        <SU>391</SU>
                        <FTREF/>
                         to account for the additional work, durability, and payload these vehicles are designed to conduct. The HDPUV transmissions are sized with larger clutch packs, higher hydraulic line pressures, different shift schedules, larger torque converter and different lock up logic, and stronger components when compared to their LD counterparts. Chapter 3.2.1 of the TSD discusses the technical specifications of the four different AT subtypes in more detail. The LD and HDPUV transmission technology paths are shown in Chapter 3.2.3 of the TSD.
                    </P>
                    <FTNT>
                        <P>
                            <SU>391</SU>
                             Autonomie Input and Assumptions Description Files.
                        </P>
                    </FTNT>
                    <P>To assign transmission technologies to vehicles in the analysis fleets, we identify which Autonomie transmission model is most like a vehicle's real-world transmission, considering the transmission's configuration, costs, and effectiveness. Like with engines, we use manufacturer CAFE compliance submissions and publicly available information to assign transmissions to vehicles and determine which platforms share transmissions. To link shared transmissions in a manufacturer's fleet, we use transmission codes that include information about the manufacturer, drive configuration, transmission type, and number of gears. Just like manufacturers share transmissions in multiple vehicles, the CAFE Model will treat transmissions as “shared” if they share a transmission code and transmission technologies will be adopted together.</P>
                    <P>
                        While identifying an AT's gear count is fairly easy, identifying HEG levels for ATs and CVTs is more difficult. We reviewed the age of the transmission design, relative performance versus previous designs, and technologies incorporated to assign an HEG level. There are no HEG Level 3 automatic transmissions in either the LD or the 
                        <PRTPAGE P="52633"/>
                        HDPUV analysis fleets. For the LD analysis we found all 7-speed, all 9-speed, all 10-speed, and some 8-speed automatic transmissions to be advanced transmissions operating at HEG Level 2 equivalence. We assigned eight-speed automatic transmissions and CVTs newly introduced for the LD market in MY 2016 and later as HEG Level 2. All other automatic transmissions are assigned to their respective transmission's initial technology level (
                        <E T="03">i.e.,</E>
                         AT6, AT8, and CVT). For DCTs, the number of gears in the assignments usually match the number of gears listed by the data sources, with some exceptions (we assign dual-clutch transmissions with seven and nine gears to DCT6 and DCT8 respectively). We assigned vehicles in either the LD or HDPUV analyses fleets with a fully electric powertrain a DD transmission. We assigned any vehicle in the LD analysis fleet with a power-split hybrid (SHEVPS) powertrain an electronic continuously variable transmission (eCVT). Finally, we assigned the limited number of manual transmissions in the LD fleet as DCTs, as we did not model manual transmissions in Autonomie for this analysis.
                    </P>
                    <P>
                        Most transmission adoption features are instituted through technology path logic (
                        <E T="03">i.e.,</E>
                         decisions about how less advanced transmissions of the same type can advance to more advanced transmissions of the same type). Technology pathways are designed to prevent “branch hopping”—changes in transmission type that would correspond to significant changes in transmission architecture—for vehicles that are relatively advanced on a given pathway. For example, any automatic transmission with more than five gears cannot move to a dual-clutch transmission. We also prevent “branch hopping” as a proxy for stranded capital, which is discussed in more detail in Section III.C and Chapter 2.6 of the TSD.
                    </P>
                    <P>
                        For the LD analysis, the automatic transmission path precludes adoption of other transmission types once a platform progresses past an AT8. We use this restriction to avoid the significant level of stranded capital loss that could result from adopting a completely different transmission type shortly after adopting an advanced transmission, which would occur if a different transmission type were adopted after AT8 in the rulemaking timeframe. Vehicles that did not start out with AT7L2 transmissions cannot adopt that technology in the model. It is likely that other vehicles will not adopt the AT7L2 technology, as vehicles that have moved to more advanced automatic transmissions have overwhelmingly moved to 8-speed and 10-speed transmissions.
                        <SU>392</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>392</SU>
                             2023 EPA Automotive Trends Report, at 71, Figure 4.24.
                        </P>
                    </FTNT>
                    <P>
                        CVT adoption is limited by technology path logic and is only available in the LD fleet analysis and therefore, not in the technology path for the HDPUV analysis. Vehicles that do not originate with a CVT or vehicles with multispeed transmissions beyond AT8 in the analysis fleet cannot adopt CVTs. Vehicles with multispeed transmissions greater than AT8 demonstrate increased ability to operate the engine at a highly efficient speed and load. Once on the CVT path, the platform is only allowed to apply improved CVT technologies. Due to the limitations of current CVTs, discussed in TSD Chapter 3.2, this analysis restricts the application of CVT technology on LDVs with greater than 300 lb.-ft of engine torque. This is because of the higher torque (load) demands of those vehicles and CVT torque limitations based on durability constraints. We believe the 300 lb.-ft restriction represents an increase over current levels of torque capacity that is likely to be achieved during the rule making timeframe. This restriction aligns with CVT application in the analysis fleet, in that CVTs are only witnessed on vehicles with under 280 lb.-ft of torque.
                        <SU>393</SU>
                        <FTREF/>
                         Additionally, this restriction is used to avoid stranded capital. Finally, the analysis allows vehicles in the analysis fleet that have DCTs to apply an improved DCT and allows vehicles with an AT5 to consider DCTs. Drivability and durability issues with some DCTs have resulted in a low relative adoption rate over the last decade. This is also broadly consistent with manufacturers' technology choices.
                        <SU>394</SU>
                        <FTREF/>
                         DCTs are not a selectable technology for the HDPUV analysis.
                    </P>
                    <FTNT>
                        <P>
                            <SU>393</SU>
                             Market Data Input File.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>394</SU>
                             2023 EPA Automotive Trends Report, at 77, Figure 4.24.
                        </P>
                    </FTNT>
                    <P>
                        Autonomie models transmissions as a sequence of mechanical torque gains. The torque and speed are multiplied and divided, respectively, by the current ratio for the selected operating condition. Furthermore, torque losses corresponding to the torque/speed operating point are subtracted from the torque input. Torque losses are defined based on a three-dimensional efficiency lookup table that has the following inputs: input shaft rotational speed, input shaft torque, and operating condition. We populate transmission template models in Autonomie with characteristics data to model specific transmissions.
                        <SU>395</SU>
                        <FTREF/>
                         Characteristics data are typically tabulated data for transmission gear ratios, maps for transmission efficiency, and maps for torque converter performance, as applicable. Different transmission types require different quantities of data. The characteristics data for these models come from peer-reviewed sources, transmission and vehicle testing programs, results from simulating current and future transmission configurations, and confidential data obtained from OEMs and suppliers.
                        <SU>396</SU>
                        <FTREF/>
                         We model HEG improvements by modeling improvements to the efficiency map of the transmission. As an example, the AT8 model data comes from a transmission characterization study.
                        <SU>397</SU>
                        <FTREF/>
                         The AT8L2 has the same gear ratios as the AT8, however, we improve the gear efficiency map to represent application of the HEG level 2 technologies. The AT8L3 models the application of HEG level 3 technologies using the same principle, further improving the gear efficiency map over the AT8L2 improvements. Each transmission (15 for the LD analysis and 6 for the HDPUV analysis) is modeled in Autonomie with defined gear ratios, gear efficiencies, gear spans, and unique shift logic for the technology configuration the transmission is applied to. These transmission maps are developed to represent the gear counts and span, shift and torque converter lockup logic, and efficiencies that can be seen in the fleet, along with upcoming technology improvements, all while balancing key attributes such as drivability, fuel economy, and performance neutrality. This modeling is discussed in detail in Chapter 3.2 of the TSD and the CAFE Analysis Autonomie Documentation chapter titled “Autonomie—Transmission Model.”
                    </P>
                    <FTNT>
                        <P>
                            <SU>395</SU>
                             Autonomie Input and Assumptions Description Files.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>396</SU>
                             Downloadable Dynamometer Database: 
                            <E T="03">https://www.anl.gov/energy-systems/group/downloadable-dynamometer-database</E>
                            . (Accessed: May 31, 2023).; Kim, N. et al. 2014. Advanced Automatic Transmission Model Validation Using Dynamometer Test Data. SAE 2014-01-1778. SAE World Congress: Detroit, MI.; Kim, N. et al. 2014. Development of a Model of the Dual Clutch Transmission in Autonomie and Validation With Dynamometer Test Data. 
                            <E T="03">International Journal of Automotive Technologies.</E>
                             Vol. 15(2): pp 263-71.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>397</SU>
                             CAFE Analysis Autonomie Documentation chapter titled “Autonomie—Transmission Model.”
                        </P>
                    </FTNT>
                    <P>
                        The effectiveness values for the transmission technologies, for all LD and HDPUV technology classes, are shown in Chapter 3.2.4 of the TSD. Note that the effectiveness for the AT5, eCVT, and DD technologies is not shown. The DD and eCVT transmissions do not have 
                        <PRTPAGE P="52634"/>
                        standalone effectiveness values because those technologies are only implemented as part of electrified powertrains. The AT5 has no effectiveness values because it is a reference-point technology against which all other transmission technologies are compared.
                    </P>
                    <P>Our transmission DMCs come from the 2015 NAS report and studies cited therein. The LD costs are taken almost directly from the 2015 NAS report adjusted to the current dollar year or for the appropriate number of gears. We applied a 20% cost increase for HDPUV transmissions based on comparing the additional weight, torque capacity, and durability required in the HDPUV segment. Chapter 3.2 of the TSD discusses the specific 2015 NAS report costs used to generate our transmission cost estimates, and all transmission costs across all MYs can be found in CAFE Model's Technologies Input file. We have used the 2015 NAS report transmission costs for the last several LD CAFE Model analyses (since reevaluating all transmission costs for the 2020 final rule) and have received no comments or feedback on these costs. We again sought comment on our approach to estimating all transmission costs, but in particular on HDPUV transmission costs for this analysis, in addition to any publicly available data from manufacturers or reports on the cost of HDPUV transmissions. We received no comments or feedback on these costs, so we continue to use the NPRM estimates for the analysis supporting this final rule.</P>
                    <HD SOURCE="HD3">3. Electrification Paths</HD>
                    <P>The electrification paths include a set of technologies that share common electric powertrain components, like batteries and electric motors, for certain vehicle functions that were traditionally powered by combustion engines. While all vehicles (including conventional ICE vehicles) use batteries and electric motors in some form, some component designs and powertrain architectures contribute to greater levels of electrification than others, allowing the vehicle to be less reliant on gasoline or other fuel.</P>
                    <P>
                        Several stakeholders commented about general topics related to electrification technologies like the perceived merits or disadvantages of electric vehicles,
                        <SU>398</SU>
                        <FTREF/>
                         OEM investments in electric vehicles,
                        <SU>399</SU>
                        <FTREF/>
                         and infrastructure and supply chain considerations around electric vehicles.
                        <SU>400</SU>
                        <FTREF/>
                         Additional comments stated that hybrids are “popular, cost effective” 
                        <SU>401</SU>
                        <FTREF/>
                         and that dozens of new electric vehicle models having reached “twice as many as before the pandemic” 
                        <SU>402</SU>
                        <FTREF/>
                         with highly efficient electric vehicle technology 
                        <SU>403</SU>
                        <FTREF/>
                         that “is scalable and increasingly accessible.” 
                        <SU>404</SU>
                        <FTREF/>
                         Stakeholders stated that “[n]early every automaker has publicly committed to transitioning model line-ups to new technologies with substantially less fuel consumption” 
                        <SU>405</SU>
                        <FTREF/>
                         and more electrified vehicles will enter the market “with the goal of making these mobility options more accessible for everyone . . . offering a diverse portfolio of EVs to meet varying customer needs.” 
                        <SU>406</SU>
                        <FTREF/>
                         Insofar as our electrification technology penetration rates reach into the rulemaking timeframe, several other commenters stated that our 
                        <E T="03">future</E>
                         electrification penetration rates are not realistic due to limitations/uncertainty with battery material acquisition, manufacturing/production, and the current state of infrastructure 
                        <SU>407</SU>
                         
                        <SU>408</SU>
                         
                        <SU>409</SU>
                        <FTREF/>
                         and are expecting PHEVs to “play a more prominent role over the near to mid-term.” 
                        <SU>410</SU>
                        <FTREF/>
                         On the other hand, ICCT stated that our penetration rates of electrification technologies in the no action and action alternatives “are reasonable and feasible.” 
                        <SU>411</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>398</SU>
                             
                            <E T="03">See, e.g.,</E>
                             OCT, NHTSA-2023-0022-51242; ZETA, NHTSA-2023-0022-60508; ACI, NHTSA-2023-0022-50765; West Virginia AG et al., NHTSA-2023-0022-63056; Heritage Foundation, NHTSA-2023-0022-61952.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>399</SU>
                             Nissan, NHTSA-2023-0022-60696; GM, NHTSA-2023-0022-60686; ZETA, NHTSA-2023-0022-60508.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>400</SU>
                             See Section II.B for a discusssion of comments related to infrastructure and supply chain considerations.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>401</SU>
                             Consumer Reports, Docket No. NHTSA-2023-0022-61101-A2, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>402</SU>
                             ZETA, Docket No. NHTSA-2023-0022-60508, (citing their reference #294 “Global EV Outlook 2023 Catching up with climate ambitions,” IEA, (2023)).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>403</SU>
                             OCT, Docket No. NHTSA-2023-0022-51242-A1, at 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>404</SU>
                             Lucid, Docket No. NHTSA-2023-0022-50594-A1, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>405</SU>
                             ICCT, Docket No. NHTSA-2023-0022-54064-A1, at 8.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>406</SU>
                             Nissan, Docket No. NHTSA-2023-0022-60696-A1, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>407</SU>
                             West Virginia AG et al, Docket No. NHTSA-2023-0022-63056-A1, at 13-14.
                        </P>
                        <P>
                            <SU>408</SU>
                             MECA, Docket No. NHTSA-2023-0022-63053-A1, at 8.
                        </P>
                        <P>
                            <SU>409</SU>
                             AFPM, Docket No. NHTSA-2023-0022-61911-A1, at 37.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>410</SU>
                             Toyota, Docket No. NHTSA-2023-0022-61131-A1, at 8.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>411</SU>
                             ICCT, Docket No. NHTSA-2023-0022-54064-A1, at 12 (referring to “NHTSA's estimates of battery-electric and plug-in hybrid electric vehicle penetration rates under the No Action and four “action” alternatives”).
                        </P>
                    </FTNT>
                    <P>
                        NHTSA thanks commenters for expressing their opinions and submitting relevant data on topics surrounding electrification technology adoption. We endeavor to reasonably model technologies that manufacturers use to respond to our standards, other government standards, and consumer preferences, and we believe that the inputs and assumptions that we selected to represent electrification technologies results in reasonable outcomes. The grounds for building the foundation to determine appropriate electrification technology effectiveness and cost values (therefore resulting in appropriate technology penetration rates) as these technologies affect the reference baseline and out years was based on numerous well-thought-out inputs and assumptions. Although time and resources limit consideration of each and every individual electrification technology, NHTSA focused on key inputs and assumptions (
                        <E T="03">e.g.,</E>
                         the costs of batteries and applicability of specific electrified technologies for vehicles that do extensive work in the HDPUV fleet) to provide reasonable results for compliance pathways. While we recognize that stakeholders identified issues that they believed to be impediments to electrification technology adoption in particular fleets or market segments, we feel confident that we took the appropriate approach to determining the technologies applicable for vehicles in this analysis and that we capture many of these considerations explicitly in the analysis or qualitatively in additional technical support for this final rule. We have provided details of the inputs and assumptions in the TSD accompanying this final rule and provided more information to support our responses to comments throughout Section II and III of this preamble.
                    </P>
                    <P>
                        Unlike with other technologies in the analysis, including other electrification technologies, Congress placed specific limitations on how we consider the fuel economy of alternative fueled vehicles (such as PHEVs, BEVs, and FCEVs) when setting CAFE standards.
                        <SU>412</SU>
                        <FTREF/>
                         We implement these restrictions in the CAFE Model by using fuel economy values that assume “charge sustaining” (gasoline-only) PHEV operation,
                        <SU>413</SU>
                        <FTREF/>
                         and by restricting technologies that convert a vehicle to a BEV or a FCEV from being 
                        <PRTPAGE P="52635"/>
                        applied during “standard-setting” years.
                        <SU>414</SU>
                        <FTREF/>
                         However, there are several reasons why we must still accurately model PHEVs, BEVs, and FCEVs in the analysis; these reasons are discussed in detail throughout this preamble and, in particular, in Sections IV and VI. In brief: we must consider the existing fleet fuel economy level in calculating the maximum feasible fuel economy level that manufacturers can achieve in future years. Accurately calculating the pre-existing fleet fuel economy level is crucial because it marks the starting point for determining what further efficiency gains will be feasible during the rulemaking timeframe. As discussed in detail above and in TSD Chapter 2.2, PHEVs, BEVs, and FCEVs currently exist in manufacturer's fleets and count towards manufacturer's reference baseline compliance fuel economy values.
                    </P>
                    <FTNT>
                        <P>
                            <SU>412</SU>
                             49 U.S.C. 32902(h)(1), (2). In determining maximum feasible fuel economy levels, “the Secretary of Transportation—(1) may not consider the fuel economy of dedicated automobiles; [and] (2) shall consider dual fueled automobiles to be operated only on gasoline or diesel fuel.”
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>413</SU>
                             We estimated two sets of technology effectivness values using the Argonne full vehicle simulations: one set does not include the electrificaiton portion of PHEVs, and one set includes the combined fuel economy for both ICE operation and electric operation.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>414</SU>
                             CAFE Model Documentation at S4.6 Technology Fuel Economy Improvements.
                        </P>
                    </FTNT>
                    <P>
                        In addition to accurately capturing an analysis, or initial, fleet of vehicles in a given MY, we must capture a regulatory “no action” reference baseline in each MY; that is, the regulatory reference baseline captures what the world will be like if our rule is not adopted, to accurately capture the costs and benefits of CAFE standards. The “no-action” reference baseline includes our representation of the existing fleet of vehicles (
                        <E T="03">i.e.,</E>
                         the LD and HDPUV analysis fleets) and (with some restrictions) our representation of manufacturer's fleets in the absence of our standards. Specifically, we assumed that in the absence of LD CAFE and HDPUV FE standards, manufacturers will produce certain BEVs to comply with California's ACC I and ACT program. We further assumed, consistent with manufacturer comments, that they will (regardless of legal requirements) produce additional BEVs consistent with the levels that would be required by California's ACC II program, were it to be granted a Clean Air Act preemption waiver. Accounting for electrified vehicles that manufacturers produced in response to state regulatory requirements or will produce for their own reasons improves the accuracy of the analysis of the costs and benefits of additional technology added to vehicles in response to CAFE standards, while adhering to the statutory prohibition against considering the fuel economy gains that could be achieved if manufacturers create new dedicated automobiles to comply with the CAFE standards.
                    </P>
                    <P>
                        Next, the costs and benefits of CAFE standards do not end in the MYs for which we are setting standards. Vehicles produced in standard-setting years, 
                        <E T="03">e.g.,</E>
                         MYs 2027 through MY 2031 in this analysis, will continue to have effects for years after they are produced as the vehicles are sold and driven. To accurately capture the costs and benefits of vehicles subject to the standards in future years, the CAFE Model projects compliance through MY 2050. Outside of the standard-setting years, we model the extent to which manufacturers could produce electrified vehicles, in order to improve the accuracy and realism of our analysis in situations where statute does not prevent us from doing so. Finally, due to NEPA requirements, we do consider the effects of electrified vehicle adoption in the CAFE Model under a “real-world” scenario where we lift EPCA/EISA's restrictions on our decision-making. On the basis of our NEPA analysis, we can consider the actual environmental impacts of our actions in the decision-making process, subject to EPCA's constraints.
                        <SU>415</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>415</SU>
                             40 CFR 1500.1(a).
                        </P>
                    </FTNT>
                    <P>For those reasons, we must still accurately model electrified vehicles. That said, PHEVs, BEVs, and FCEVs only represent a portion of the electrified technologies that we include in the analysis. We discuss the range of modeled electrified technologies below and in detail in Chapter 3.3.1 of the TSD.</P>
                    <P>
                        Among the simpler configurations with the fewest electrification components, micro HEV technology (SS12V) uses a 12-volt system that simply restarts the engine from a stop. Mild HEVs use a 48-volt belt integrated starter generator (BISG) system that restarts the engine from a stop and provides some regenerative braking functionality.
                        <SU>416</SU>
                        <FTREF/>
                         Mild HEVs are often also capable of minimal electric assist to the engine on take-off.
                    </P>
                    <FTNT>
                        <P>
                            <SU>416</SU>
                             See 2015 NAS Report, at 130. (“During braking, the kinetic energy of a conventional vehicle is converted into heat in the brakes and is thus lost. An electric motor/generator connected to the drivetrain can act as a generator and return a portion of the braking energy to the battery for reuse. This is called regenerative braking. Regenerative braking is most effective in urban driving and in the urban dynamometer driving schedule (UDDS) cycle, in which about 50 percent of the propulsion energy ends up in the brakes (NRC 2011, 18).”).
                        </P>
                    </FTNT>
                    <P>
                        Strong hybrid-electric vehicles (SHEVs) have higher system voltages compared to mild hybrids with BISG systems and are capable of engine start/stop, regenerative braking, electric motor assist of the engine at higher speeds, and power demands with the ability to provide limited all-electric propulsion. Common SHEV powertrain architectures, classified by the interconnectivity of common electrified vehicle components, include both a series-parallel architecture by power-split device (SHEVPS) as well as a parallel architecture (P2).
                        <SU>417</SU>
                        <FTREF/>
                         P2s—although enhanced by the electrification components, including just one electric motor—remains fundamentally similar to a conventional powertrain.
                        <SU>418</SU>
                        <FTREF/>
                         In contrast, SHEVPS is considerably different than a conventional powertrain; SHEVPSs use two electric motors, which allows the use of a lower-power-density engine. This results in a higher potential for fuel economy improvement compared to a P2, although the SHEVPS' engine power density is lower.
                        <SU>419</SU>
                        <FTREF/>
                         Or, put another way, “[a] disadvantage of the power split architecture is that when towing or driving under other real-world conditions, performance is not optimum.” 
                        <SU>420</SU>
                        <FTREF/>
                         In contrast, “[o]ne of the main reasons for using parallel hybrid architecture is to enable towing and meet maximum vehicle speed targets.” 
                        <SU>421</SU>
                        <FTREF/>
                         This is an important distinction to understand why we allow certain types of vehicles to adopt P2 powertrains and not SHEVPS powertrains, and to understand why we include only P2 strong hybrid architectures in the HDPUV analysis. Both concepts are discussed further below.
                    </P>
                    <FTNT>
                        <P>
                            <SU>417</SU>
                             Readers familiar with the last CAFE Model analysis may remember this category of powertrains referred to as “SHEVP2s.” Now that the SHEVP2 pathway has been split into three pathways based on the paired ICE technology, we refer to this broad category of technologies as “P2s.”
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>418</SU>
                             Kapadia, J. et al. 2017. Powersplit or Parallel—Selecting the Right Hybrid Architecture. 
                            <E T="03">SAE International Journal of Alternative Power.</E>
                             Vol. 6(1). Available at: 
                            <E T="03">https://doi.org/10.4271/2017-01-1154</E>
                            . (Accessed: May 31, 2023) (Parallel hybrids architecture typically adds the electrical system components to an existing conventional powertrain).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>419</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>420</SU>
                             2015 NAS report, at 134.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>421</SU>
                             Kapadia, J. et al. 2017. Powersplit or Parallel—Selecting the Right Hybrid Architecture. 
                            <E T="03">SAE International Journal of Alternative Power.</E>
                             Vol. 6(1). Available at: 
                            <E T="03">https://doi.org/10.4271/2017-01-1154</E>
                            . (Accessed: May 31, 2023).
                        </P>
                    </FTNT>
                    <P>
                        Plug-in hybrids (PHEVs) utilize a combination gasoline-electric powertrain, like that of a SHEV, but have the ability to plug into the electric grid to recharge the battery, like that of a BEV; this contributes to all-electric mode capability in both blended and non-blended PHEVs.
                        <SU>422</SU>
                        <FTREF/>
                         The analysis 
                        <PRTPAGE P="52636"/>
                        includes PHEVs with an all-electric range (AER) of 20 and 50 miles to encompass the range of PHEV AER in the market today. BEVs have an all-electric powertrain and use only batteries for the source of propulsion energy. BEVs with ranges of 200 to more than 350 miles are used in the analysis. Finally, FCEVs are another form of electrified vehicle that have a fully electric powertrain that uses a fuel cell system to convert hydrogen fuel into electrical energy. See TSD Chapter 3.3 for more information on every electrification technology considered in the analysis, including its acronym and a brief description. For brevity, we refer to technologies by their acronyms in this section.
                    </P>
                    <FTNT>
                        <P>
                            <SU>422</SU>
                             Some PHEVs operate in charge-depleting mode (
                            <E T="03">i.e.,</E>
                             “electric-only” operation—depleting the high-voltage battery's charge) before operating in charge-sustaining mode (similar to strong hybrid operation, the gasoline and electric powertrains work together), while other (blended) PHEVs switch between charge-depleting mode and charge-sustaining mode during operation.
                        </P>
                    </FTNT>
                    <P>Readers familiar with previous LD CAFE analyses will notice that we have increased the number of engine options available for strong hybrid-electric vehicles and plug-in hybrid-electric vehicles. As discussed above, this better represents the diversity of different hybrid architectures and engine options available in the real world for SHEVs and PHEVs, while still maintaining a reasonable level of analytical complexity. In addition, we now refer to the BEV options as BEV1, BEV2, BEV3, and BEV4, rather than by their range assignments as in the previous analysis, to accommodate using the same model code for the LD and HDPUV analyses. Note that BEV1 and BEV2 have different range assignments in the LD and HDPUV analyses; further, within the HDPUV fleet, different range assignments exist for HD pickups and HD vans.</P>
                    <P>
                        In the CAFE Model, HDPUVs only have one SHEV option and one PHEV option.
                        <SU>423</SU>
                        <FTREF/>
                         The P2 architecture supports high payload and high towing requirements versus other types of hybrid architecture,
                        <SU>424</SU>
                        <FTREF/>
                         which are important considerations for HDPUV commercial operations. The mechanical connection between the engine, transmission, and P2 hybrid systems enables continuous power flow to be able to meet high towing weights and loads at the cost of system efficiency. We do not allow engine downsizing in this setup in so that when the battery storage system is depleted, the vehicle is still able to operate while achieving its original performance. We picked the P2 architecture for HDPUV SHEVs because, although there are currently no SHEV HDPUVs in the market on which to base a technology choice, we believe that the P2 strong hybrid architecture would more likely be picked than other architecture options, such as ones with power-split powertrains. This is because, as discussed above, the P2 architecture “can be integrated with existing conventional powertrain systems that already meet the additional attribute requirements of these large vehicle segments.” 
                        <SU>425</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>423</SU>
                             Note that while the HDPUV PHEV option is labeled “PHEV50H” in the technology pathway, it actually uses a basic engine. This is so the same technology pathway can be used in the LD and HDPUV CAFE Model analyses.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>424</SU>
                             Kapadia, J. et al. 2017. Powersplit or Parallel—Selecting the Right Hybrid Architecture. 
                            <E T="03">SAE International Journal of Alternative Power,</E>
                             Vol. 6(1): at 68-76. Available at: 
                            <E T="03">https://doi.org/10.4271/2017-01-1154</E>
                            . (Accessed: May 31, 2023). (Using current powersplit design approaches, critical attribute requirements of larger vehicle segments, including towing capability, performance and higher maximum vehicle speeds, can be difficult and in some cases impossible to meet. Further work is needed to resolve the unique challenges of adapting powersplit systems to these larger vehicle applications. Parallel architectures provide a viable alternative to powersplit for larger vehicle applications because they can be integrated with existing conventional powertrain systems that already meet the additional attribute requirements of these large vehicle segments).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>425</SU>
                             Kapadia, J. et al. 2017. Powersplit or Parallel—Selecting the Right Hybrid Architecture. 
                            <E T="03">SAE International Journal of Alternative Power.</E>
                             Vol. 6(1): at 68-76. Available at: 
                            <E T="03">https://doi.org/10.4271/2017-01-1154</E>
                            . (Accessed: May 31, 2023).
                        </P>
                    </FTNT>
                    <P>
                        We only include one HDPUV PHEV option as there are no PHEVs in the HDPUV analysis fleet,
                        <SU>426</SU>
                        <FTREF/>
                         and there are no announcements from major manufacturers that indicate this a pathway that they will pursue in the short term (
                        <E T="03">i.e.,</E>
                         the next few years).
                        <SU>427</SU>
                        <FTREF/>
                         We believe this is in part because PHEVs, which are essentially two separate powertrains combined, can decrease HDPUV capability by increasing the curb weight of the vehicle and reducing cargo capacity. A manufacturer's ability to use PHEVs in the HDPUV segment is highly dependent on the load requirements and the duty cycle of the vehicle. However, in the right operation, HDPUV PHEVs can have a cost-effective advantage over their conventional counterparts.
                        <SU>428</SU>
                        <FTREF/>
                         More specifically, there would be a larger fuel economy benefit the more the vehicle could rely on its electric operation, with partial help from the ICE; examples of duty cycles where this would be the case include short delivery applications or construction trucks that drive between work sites in the same city. Accordingly, we do think that PHEVs can be a technology option for adoption in the rulemaking timeframe. We picked a 50-mile AER for this segment based on discussions with experts at Argonne, who were also involved in DOE projects and provided guidance for this segment.
                        <SU>429</SU>
                        <FTREF/>
                         Additional information about each technology we considered is located in Chapter 3.3.1 of the TSD.
                    </P>
                    <FTNT>
                        <P>
                            <SU>426</SU>
                             National Renewable Energy Laboratory, Lawrence Berkeley National Laboratory, Kevala Inc., and U.S. Department of Energy. 2024. Multi-State Transportation Electrification Impact Study: Preparing the Grid for Light-, Medium-, and Heavy-Duty Electric Vehicles. DOE/EE-2818, U.S. Department of Energy, 2024.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>427</SU>
                             We recognize that there are some third-party companies that have converted HDPUVs into PHEVs, however, HDPUV incomplete vehicles that are retrofitted with electrification technology in the aftermarket are not regulated under this rulemaking unless the manufacturer optionally chooses to certify them as a complete vehicle. 
                            <E T="03">See</E>
                             49 CFR 523.7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>428</SU>
                             For the purpose of the Fuel Efficiency regulation, HDPUVs are assessed on the 2-cycle test procedure similar to the LDVs. The GVWR does not exceed 14,000 lbs in this segment. NREL. 2023. Electric and Plug-in Hybrid Electric Vehicle Publications. Available at: 
                            <E T="03">https://www.nrel.gov/transportation/fleettest-publications-electric.html</E>
                            . (Accessed: May 31, 2023); Birky, A. et al. 2017. Electrification Beyond Light Duty: Class 2b-3 Commercial Vehicles. Final Report. ORNL/TM-2017/744. Available at: 
                            <E T="03">https://doi.org/10.2172/1427632</E>
                            . (Accessed: May 31, 2023).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>429</SU>
                             DOE. 2023. 21st Century Truck Partnership. Vehicle Technologies Office. Available at: 
                            <E T="03">https://www.energy.gov/eere/vehicles/21st-century-truck-partnership</E>
                            . (Accessed: May 31, 2023); Islam, E. et al. 2022. A Comprehensive Simulation Study to Evaluate Future Vehicle Energy and Cost Reduction Potential. Final Report. ANL/ESD-22/6. Available at: 
                            <E T="03">https://publications.anl.gov/anlpubs/2023/11/179337.pdf</E>
                            . (Accessed: Mar. 14, 2024).
                        </P>
                    </FTNT>
                    <P>We sought comment on the range of electrification path technologies and received comment from stakeholders regarding electrified powertrain options for both the light-duty and HDPUV fleets.</P>
                    <P>
                        Two commenters 
                        <SU>430</SU>
                        <FTREF/>
                         repeatedly referenced a Roush report 
                        <SU>431</SU>
                        <FTREF/>
                         and suggested that we should include more-capable, higher output 48-volt mild hybrid systems beyond P0 mild hybrids in our modeling, such as “P2, P3, or P4 configurations” 
                        <SU>432</SU>
                        <FTREF/>
                         which offer additional benefits of “electric power take-offs” 
                        <SU>433</SU>
                        <FTREF/>
                         (
                        <E T="03">i.e.,</E>
                         launch assist) or “slow-speed electric driving” 
                        <SU>434</SU>
                        <FTREF/>
                         on the vehicle's drive axle(s). It was also noted in comment that P2 mild hybrids mated with more advanced engine technologies have the ability to increase system efficiency.
                        <SU>435</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>430</SU>
                             ICCT, Docket No. NHTSA-2023-0022-54064; John German, Docket No. NHTSA-2023-0022-53274.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>431</SU>
                             Roush. 2021. Gasoline Engine Technologies for Revised 2023 and Later Model Year Light-Duty Vehicle Greenhouse Gas Emission Standards. Final Report at 11. Sept. 24, 2021. Available at: 
                            <E T="03">https://downloads.regulations.gov/EPA-HQ-OAR-2021-0208-0210/attachment_2.pdf</E>
                            . (Accessed: Apr. 5, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>432</SU>
                             John German, Docket No. NHTSA-2023-0022-53274-A1, at 6-7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>433</SU>
                             MECA, Docket No. NHTSA-2023-0022-63053-A1, at 13.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>434</SU>
                             ICCT, Docket No. NHTSA-2023-0022-54064-A1, at 20.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>435</SU>
                             ICCT, Docket No. NHTSA-2023-0022-54064-A1, at 20-21; John German, Docket No. NHTSA-2023-0022-53274-A1, at 6-7; MECA, Docket No. NHTSA-2023-0022-63053-A1, at 12-14.
                        </P>
                    </FTNT>
                    <PRTPAGE P="52637"/>
                    <P>We agree with the commenters that these mild hybrid configurations, such as P2 (mild) and P4, could offer better improvements compared to P0 mild hybrids. Non-P0 powertrains, however, require significant changes to the powertrain and would require a higher capacity battery—both leading to increase powertrain cost; this is similar to what we observed in past rulemakings with the (P1) CISG system, with the non-P0 mild hybrid not being a cost-effective way for manufacturers to meet standards in the rulemaking time frame. Accordingly, we did not include additional mild hybrid technology for this final rule but will consider mild hybrid advancements, such as P2 through P4, in future analysis if they become more prevalent in the U.S. market.</P>
                    <P>
                        To extent possible, for any analyses conducted for any new rulemaking, we update as much of the technical aspects as possible with available data and time allotted. For example, we have significantly expanded our strong hybrid and plug-in hybrid offering for adopting in the rulemaking time frame, we have also updated our full vehicle modeling 
                        <SU>436</SU>
                        <FTREF/>
                         based on the testing of Toyota RAV4 Prime,
                        <SU>437</SU>
                        <FTREF/>
                         Nissan Leaf,
                        <SU>438</SU>
                        <FTREF/>
                         and Chevy Bolt,
                        <SU>439</SU>
                        <FTREF/>
                         for HDPUV we worked with SwRI to develop a new engine map for P2 Hybrids.
                    </P>
                    <FTNT>
                        <P>
                            <SU>436</SU>
                             Islam, E. S. et al. 2023. Vehicle Simulation Process to Support the Analysis for MY 2027 and Beyond CAFE and MY 2030 and Beyond HDPUV FE Standards. Report No. DOT HS 813 431. NHTSA.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>437</SU>
                             Iliev, S. et al. 2022. Vehicle Technology Assessment, Model Development, and Validation of a 2021 Toyota RAV4 Prime. Report No. DOT HS 813 356. NHTSA.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>438</SU>
                             Jehlik, F. et al. 2022. Vehicle Technology Assessment, Model Development, and Validation of a 2019 Nissan Leaf Plus. Report No. DOT HS 813 352. NHTSA.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>439</SU>
                             Jehlik, F. et al. 2022. Vehicle Technology Assessment, Model Development, and Validation of a 2020 Chevrolet Bolt. Report No. DOT HS 813 351. NHTSA.
                        </P>
                    </FTNT>
                    <P>
                        We also received a handful of comments on technologies considered for the HDPUV analysis. ICCT commended “NHTSA for incorporating [hybrid technologies, including PHEVs] into its modeling of the HD pickup and van fleet.” 
                        <SU>440</SU>
                        <FTREF/>
                         We received related supportive comment on PHEVs for HDPUV from MECA stating, “[p]lug-in hybrids (PHEVs) can be practical for light and medium- duty trucks (
                        <E T="03">e.g.,</E>
                         Class 1 through 3) that do not travel long distances or operate for long periods of time without returning to a central location.” 
                        <SU>441</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>440</SU>
                             ICCT, Docket No. NHTSA-2023-0022-54064-A1, at 25.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>441</SU>
                             MECA, Docket No. NHTSA-2023-0022-63053-A1, at 14.
                        </P>
                    </FTNT>
                    <P>NHTSA appreciates the comment and MECA's technological insight. NHTSA thanks other commenters, such as ICCT, for support of our underlying assumptions and providing insight into technology trends.</P>
                    <P>
                        Related to the electrified HDPUV fleet, AFPM stated that we “do not distinguish between the less costly lower range BEV1 and BEV2 options, and the much more costly and virtually unavailable higher range BEV3 and BEV4 options” for HDPUVs and that “NHTSA should adjust its modeling to fully assess the real feasibility (and cost) of the BEVs that commercial HDPUV fleet operators really need.” 
                        <SU>442</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>442</SU>
                             AFPM, Docket No. NHTSA-2023-0022-61911-A2, at 88.
                        </P>
                    </FTNT>
                    <P>
                        We believe that AFPM misunderstood our proposal documents. As was clear in the NPRM and outlined in TSD Chapter 3.3, there are no BEV3 or BEV4 options for HDPUVs. This is because we ensure that BEVs (and all vehicles) are modeled to meet sizing and utility (such as towing and hauling) requirements as described in Autonomie Model Documentation.
                        <SU>443</SU>
                        <FTREF/>
                         Additionally, we do not allow high towing capable vehicles to be fully converted BEVs as they have utility requirements that far exceed driving range of BEVs. These and other considerations of vehicle's capabilities and utility have been further discussed in the TSD Chapter 3.3. However, NHTSA disagrees with AFPM that BEV HDPUVs analyzed by NHTSA for this rule have a more limited carrying capacity than their ICE counterparts. NHTSA examined HDPUV BEV configurations in conjunction with Argonne and meetings with stakeholders prior to finalizing inputs for the CAFE Model analysis and does not believe that battery pack sizes will limit cargo capacity for HDPUVs (as opposed to what may be seen for larger MD/HD vehicles). This is especially true with the relatively lower total mileage ranges needed for HDPUV delivery vehicles, which generally operate in a more limited spatial area (as opposed again to the long-distance requirements and larger cargo area needed with larger MD/HD vehicles). To reflect these considerations, NHTSA only modeled two HDPUV range configurations for HDPUVs (termed “BEV1” and “BEV2”). NHTSA disagrees that we should adjust our HDPUV modeling as we have conducted analysis based on available data on technologies and capabilities of vehicles within the fleet but appreciates AFPM's comment nonetheless; NHTSA has not made any changes to electrification pathways in the model for HDPUVs for this rulemaking.
                    </P>
                    <FTNT>
                        <P>
                            <SU>443</SU>
                             Islam, E.S. et al. 2023. Vehicle Simulation Process to Support the Analysis for MY 2027 and Beyond CAFE and MY 2030 and Beyond HDPUV FE Standards. Report No. DOT HS 813 431. NHTSA. See the “HDPUV Specifications” section, at 137-38.
                        </P>
                    </FTNT>
                    <P>
                        We received comment from Alliance for Vehicle Efficiency (AVE) relating to the inclusion of FCEVs in the analysis, stating that, “NHTSA dismisses [FCEV] chances for meaningful market penetration” and that they encourage “NHTSA to fully assess the fuel economy benefits that hydrogen vehicles could achieve and how these vehicles could become cost-effective solutions for manufacturers.” 
                        <SU>444</SU>
                        <FTREF/>
                         We disagree—not only have we assessed each powertrain technology specifically for this analysis (which includes FCEVs), our market penetration for FCEVs is aligned with market projections during the rulemaking time frame.
                        <SU>445</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>444</SU>
                             AVE, Docket No. NHTSA-2023-0022-60213-A1, at 6.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>445</SU>
                             Rho Motion. EV Battery subscriptions. Available at: 
                            <E T="03">https://rhomotion.com/</E>
                            . (Accessed: Mar. 12, 2024).
                        </P>
                    </FTNT>
                    <P>
                        As described in TSD Chapter 3.3, we assigned electrification technologies to vehicles in the LD and HDPUV analysis fleets using manufacturer-submitted CAFE compliance information, publicly available technical specifications, marketing brochures, articles from reputable media outlets, and data from Wards Intelligence.
                        <SU>446</SU>
                        <FTREF/>
                         TSD Chapter 3.3.2 shows the penetration rates of electrification technologies in the LD and HDPUV analysis fleets, respectively. Over half the LD analysis fleet has some level of electrification, with the vast majority—over 50 percent of the fleet—being micro hybrids; BEV3 (&gt;275 miles; ≤350 miles) is the most common LD BEV technology. The HDPUV analysis fleet has only a conventional non-electrified powertrain, currently; however, the first year of HDPUV standards in this analysis is MY 2030, and we expect additional electrification technologies to be applied in the fleet before then. Like the other technology pathways, as the CAFE Model adopts electrification technologies for vehicles, more advanced levels of electrification technologies will supersede all prior levels, while certain technologies within each level are mutually exclusive. The only adoption feature applicable to micro (SS12V) and mild (BISG) hybrid technology is path logic; vehicles can only adopt micro and mild hybrid 
                        <PRTPAGE P="52638"/>
                        technology if the vehicle did not already have a more advanced level of electrification.
                    </P>
                    <FTNT>
                        <P>
                            <SU>446</SU>
                             Wards Intelligence. 2022. U.S. Car and Light Truck Specifications and Prices, '22 Model Year. Available at: 
                            <E T="03">https://wardsintelligence.informa.com/WI966023/US-Car-and-Light-Truck-Specifications-and-Prices-22-Model-Year</E>
                            . (Accessed: May 31, 2023).
                        </P>
                    </FTNT>
                    <P>
                        The adoption features that we apply to strong hybrid technologies include path logic, powertrain substitution, and vehicle class restrictions. Per the technology pathways, SHEVPS, P2x, P2TRBx, and the P2HCRx technologies are considered mutually exclusive. In other words, when the model applies one of these technologies, the others are immediately disabled from future application. However, all vehicles on the strong hybrid pathways can still advance to one or more of the plug-in technologies, when applicable in the modeling scenario (
                        <E T="03">i.e.,</E>
                         allowed in the model).
                    </P>
                    <P>
                        When the model applies any strong hybrid technology to a vehicle, the transmission technology on the vehicle is superseded; regardless of the transmission originally present, P2 hybrids adopt an advanced 8-speed automatic transmission (AT8L2), and PS hybrids adopt a continuously variable transmission via power-split device (eCVT). When the model applies the P2 technology, the model can consider various engine options to pair with the P2 architecture according to existing engine path constraints—taking into account relative cost effectiveness. For SHEVPS technology, the existing engine is replaced with a full time Atkinson cycle engine.
                        <SU>447</SU>
                        <FTREF/>
                         For P2s, we picked the 8-speed automatic transmission to supersede the vehicle's incoming transmission technology. This is because most P2s in the market use an 8-speed automatic transmission,
                        <SU>448</SU>
                        <FTREF/>
                         therefore it is representative of the fleet now. We also think that 8-speed transmissions are representative of the transmissions that will continue to be used in these hybrid vehicles, as we anticipate manufacturers will continue to use these “off-the-shelf” transmissions based on availability and ease of incorporation in the powertrain. The eCVT (power-split device) 
                        <E T="03">is</E>
                         the transmission for SHEVPSs and is therefore the technology we picked to supersede the vehicle's prior transmission when adopting the SHEVPS powertrain.
                    </P>
                    <FTNT>
                        <P>
                            <SU>447</SU>
                             Designated Eng26 in the list of engine map models used in the analysis. See TSD Chapter 3.1.1.2.3 for more information.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>448</SU>
                             We are aware that some Hyundai vehicles use a 6-speed transmission and some Ford vehicles use a 10-speed transmission, but we have observed that the majority of P2s use an 8-speed transmission.
                        </P>
                    </FTNT>
                    <P>
                        SKIP logic is also used to constrain adoption for SHEVPS and PHEV20/50PS technologies. These technologies are “skipped” for vehicles with engines 
                        <SU>449</SU>
                        <FTREF/>
                         that meet one of the following conditions: the engine belongs to an excluded manufacturer; 
                        <SU>450</SU>
                        <FTREF/>
                         the engine belongs to a pickup truck (
                        <E T="03">i.e.,</E>
                         the engine is on a vehicle assigned the “pickup” body style); the engine's peak horsepower is more than 405 hp; or if the engine is on a non-pickup vehicle but is shared with a pickup. The reasons for these conditions are similar to those for the SKIP logic that we apply to HCR engine technologies, discussed in more detail in Section III.D.1. In the real world, performance vehicles with certain powertrain configurations cannot adopt the technologies listed above and maintain vehicle performance without redesigning the entire powertrain.
                    </P>
                    <FTNT>
                        <P>
                            <SU>449</SU>
                             This refers to the engine assigned to the vehicle in the 2022 analysis fleet.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>450</SU>
                             Excluded manufacturers included BMW, Daimler, and Jaguar Land Rover.
                        </P>
                    </FTNT>
                    <P>
                        It may be helpful to understand why we do not apply SKIP logic to P2s and to understand why we do apply SKIP logic to SHEVPSs. Remember the difference between P2 and SHEVPS architectures: P2 architectures are better for “larger vehicle applications because they can be integrated with existing conventional powertrain systems that already meet the additional attribute requirements” of large vehicle segments.
                        <SU>451</SU>
                        <FTREF/>
                         No SKIP logic applies to P2s because we believe that this type of electrified powertrain is sufficient to meet all of the performance requirements for all types of vehicles. Manufacturers have proven this now with vehicles like the Ford F-150 Hybrid and Toyota Tundra Hybrid.
                        <SU>452</SU>
                        <FTREF/>
                         In contrast, “[a] disadvantage of the power split architecture is that when towing or driving under other real-world conditions, performance is not optimum.” 
                        <SU>453</SU>
                        <FTREF/>
                         If we were to size (in the Autonomie simulations) the SHEVPS motors and engines to achieve not “not optimum” performance, the electric motors would be unrealistically large (on both a size and cost basis), and the accompanying engine would also have to be a very large displacement engine, which is not characteristic of how vehicle manufacturers apply SHEVPS ICEs in the real-world. Instead, for vehicle applications that have particular performance requirements—defined in our analysis as vehicles with engines that belong to an excluded manufacturer, engines belonging to a pickup truck or shared with a pickup truck, or the engine's peak horsepower is more than 405hp—those vehicles can adopt P2 architectures that should be able to handle the vehicle's performance requirements.
                    </P>
                    <FTNT>
                        <P>
                            <SU>451</SU>
                             Kapadia, J. et al. 2017. Powersplit or Parallel—Selecting the Right Hybrid Architecture. 
                            <E T="03">SAE International Journal of Alternative Power.</E>
                             Vol. 6(1). Available at: 
                            <E T="03">https://doi.org/10.4271/2017-01-1154</E>
                            . (Accessed: May 31, 2023).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>452</SU>
                             SAE International. 2021. 2022 Toyota Tundra: V8 Out, Twin-Turbo Hybrid Takes Over. Last revised: September 22, 2021. Available at: 
                            <E T="03">https://www.sae.org/news/2021/09/2022-toyota-tundra-gains-twin-turbo-hybrid-power</E>
                            . (Accessed: May 30, 2023); SAE International. 2020. Hybridization the Highlight of Ford's All-New 2021 F-150. Last revised: June 30, 2020. Available at: 
                            <E T="03">https://www.sae.org/news/2020/06/2021-ford-f-150-reveal</E>
                            . (Accessed: May 30, 2023).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>453</SU>
                             2015 NAS report, at 134.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA received general comments from ICCT related to the strong hybrid technology pathway restrictions. ICCT suggested that the analysis should allow strong “hybridization on all vehicle types” 
                        <SU>454</SU>
                        <FTREF/>
                         in the analysis, without further elaboration on what of the above explanation they disagreed with or any technical justification for making their proposed change. To be clear, strong hybridization is allowed on all vehicle types. However, we allow different types of strong hybrid powertrains to be applied to different types of vehicles for the reasons discussed above. We believe that allowing SHEVPS and P2 powertrains to be applied subject to the base vehicle's performance requirements is a reasonable approach to maintaining a performance-neutral analysis.
                    </P>
                    <FTNT>
                        <P>
                            <SU>454</SU>
                             ICCT, Docket No. NHTSA-2023-0022-54064-A1, at 18.
                        </P>
                    </FTNT>
                    <P>
                        LD PHEV adoption is limited only by technology path logic; however, in the HDPUV analysis, PHEV technology is not available in the model until MY 2025 for HD vans and MY 2027 for HD pickups. As discussed above, there are no PHEVs in the HDPUV analysis fleet and there are no announcements from major manufacturers that indicate this a pathway that they will pursue in the short term; that said, we do believe this is a technology that could be beneficial for very specific HDPUV applications. However, the technology is fully available for adoption by HDPUVs in the rulemaking timeframe (
                        <E T="03">i.e.,</E>
                         MYs 2030 and beyond). We sought comment on this assumption, and any other information available from manufacturers or other stakeholders on the potential that original equipment manufacturers will implement PHEV technology prior to MY 2025 for HD vans, and prior to MY 2027 for HD pickups. We did not receive any specific comments on this request and so we finalized the NPRM assumptions for PHEV availability in the HDPUV fleet.
                    </P>
                    <P>
                        The engine and transmission technologies on a vehicle are superseded when PHEV technologies are applied. For example, the model 
                        <PRTPAGE P="52639"/>
                        applies an AT8L2 transmission with all PHEV20T/50T plug-in technologies, and the model applies an eCVT transmission for all PHEV20PS/50PS and PHEV20H/50H plug-in technologies in the LD fleet and for more details on different system combinations of electrification see TSD Chapter 3.3. A vehicle adopting PHEV20PS/50PS receives a hybrid full Atkinson cycle engine, and a vehicle adopting PHEV20H/PHEV50H receives an HCR engine. For PHEV20T/50T, the vehicle receives a TURBO1 engine.
                    </P>
                    <P>Adoption of BEVs and FCEVs is limited by both path logic and phase-in caps. They are applied as end-of-path technologies that supersede previous levels of electrification. Phase-in caps, which are defined in the CAFE Model Input Files, are percentages that represent the maximum rate of increase in penetration rate for a given technology. They are accompanied by a phase-in start year, which determines the first year the phase-in cap applies. Together, the phase-in cap and start year determine the maximum penetration rate for a given technology in a given year; the maximum penetration rate equals the phase-in cap times the number of years elapsed since the phase-in start year. Note that phase-in caps do not inherently dictate how much a technology is applied by the model. Rather, they represent how much of the fleet could have a given technology by a given year.</P>
                    <P>
                        Because a BEV1 costs less and has slightly higher effectiveness values than other advanced electrification technologies,
                        <SU>455</SU>
                        <FTREF/>
                         the model will have vehicles adopt it first, until it is restricted by the phase-in cap. However, this only applies during non-standard setting years as well as when the analysis is simulated for the EIS. The standard setting simulations do not consider BEVs; thus, phase-in caps are not applicable throughout this timeframe. TSD Chapter 3.3.3 shows the phase-in caps, phase-in year, and maximum penetration rate through 2050 for BEV and FCEV technologies.
                    </P>
                    <FTNT>
                        <P>
                            <SU>455</SU>
                             This is because BEV1 uses fewer batteries and weighs less than BEVs with greater ranges.
                        </P>
                    </FTNT>
                    <P>
                        The LD BEV1 phase-in cap is informed by manufacturers' tendency to move away from low-range passenger vehicle offerings in part because of potential consumer concern with range anxiety.
                        <SU>456</SU>
                        <FTREF/>
                         In some cases, the advertised range on EVs may not reflect the actual real-world range in cold and hot ambient temperatures and real-world driving conditions, affecting the utility of these lower range vehicles.
                        <SU>457</SU>
                        <FTREF/>
                         Many manufacturers, including comments from General Motors,
                        <SU>458</SU>
                        <FTREF/>
                         as discussed further below, have told us that the portion of consumers willing to accept a vehicle with the lowest modeled range is small, with manufacturers targeting range values well above BEV1 range.
                    </P>
                    <FTNT>
                        <P>
                            <SU>456</SU>
                             Pratt, D. 2021. How Much Do Cold Temperatures Affect an Electric Vehicle's Driving Range? Consumer Reports. Last Revised: Dec. 19, 2021. Available at: 
                            <E T="03">https://www.consumerreports.org/hybrids-evs/how-much-do-cold-temperatures-affect-an-evs-driving-range-a5751769461</E>
                            . (Accessed: May 31, 2023); 2022 EPA Trends Report at 60; IEA. 2022. Trends in Electric Light-Duty Vehicles. Available at: 
                            <E T="03">https://www.iea.org/reports/global-ev-outlook-2022/trends-in-electric-light-duty-vehicles</E>
                            . (Accessed: May 31, 2023).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>457</SU>
                             AAA. 2019. AAA Electric Vehicle Range Testing. Last Revised: Feb. 2019. Available at: 
                            <E T="03">https://www.aaa.com/AAA/common/AAR/files/AAA-Electric-Vehicle-Range-Testing-Report.pdf</E>
                            . (Accessed: May 31, 2023).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>458</SU>
                             GM, Docket No. NHTSA-2023-0022-60686.
                        </P>
                    </FTNT>
                    <P>
                        Furthermore, the average BEV range has steadily increased over the past decade,
                        <SU>459</SU>
                        <FTREF/>
                         due to battery technological progress increasing energy density as well as batteries becoming more cost effective. EPA observed in its 2023 Automotive Trends Report that “the average range of new EVs has climbed substantially. In MY 2022, the average new EV is 305 miles, or more than four times the range of an average EV in 2011.” 
                        <SU>460</SU>
                        <FTREF/>
                         Based on the cited examples and basis described in this section, the maximum growth rate for LD BEV1s in the model is set accordingly low to less than 0.1 percent per year. While this rate is significantly lower than that of the other BEV technologies, the BEV1 phase-in cap allows the penetration rate of low-range BEVs to grow by a multiple of what is currently observed in the market.
                    </P>
                    <FTNT>
                        <P>
                            <SU>459</SU>
                             DOE. 2023. Vehicle Technologies Office Fact of the Week (FOTW) #1290, In Model Year 2022, the Longest-Range EV Reached 520 Miles on a Single Charge. Published: May 15, 2023. Available at: 
                            <E T="03">https://www.energy.gov/eere/vehicles/articles/fotw-1290-may-15-2023-model-year-2022-longest-range-ev-reached-520-miles</E>
                            . (Accessed: Mar. 13, 2024). See also DOE, Vehicle Technologies Office. FOTW #1234, April 18, 2022: Volumetric Energy Density of Lithium-ion Batteries Increased by More than Eight Times Between 2008 and 2020. Available at: 
                            <E T="03">https://www.energy.gov/eere/vehicles/articles/fotw-1234-april-18-2022-volumetric-energy-density-lithium-ion-batteries</E>
                            . (Accessed: Mar. 13, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>460</SU>
                             2023 EPA Automotive Trends Report, at 64.
                        </P>
                    </FTNT>
                    <P>
                        For higher BEV ranges (such as that for BEV2 for both LD and HDPUVs), phase-in caps are intended to conservatively reflect potential challenges in the scalability of BEV manufacturing and implementing BEV technology on many vehicle configurations, including larger vehicles. In the short term, the penetration of BEVs is largely limited by battery material acquisition and manufacturing.
                        <SU>461</SU>
                        <FTREF/>
                         Incorporating battery packs with the capacity to provide greater electric range also poses its own engineering challenges. Heavy batteries and large packs may be difficult to integrate for many vehicle configurations and require vehicle structure modifications. Pickup trucks and large SUVs, in particular, require higher levels of stored energy as the number of passengers and/or payload increases, for towing and other high-torque applications. In the LD analysis, we use the LD BEV3 and BEV4 phase-in caps to reflect these transitional challenges. For HDPUV analysis, we use similar phase-in caps for the BEV1 and BEV2 to control for realities of adoption of electrified technologies in work vehicles.
                    </P>
                    <FTNT>
                        <P>
                            <SU>461</SU>
                             
                            <E T="03">See, e.g.,</E>
                             BNEF. 2022. China's Battery Supply Chain Tops BNEF Ranking for Third Consecutive Time, with Canada a Close Second. Bloomberg New Energy Finance. Last Revised: Nov. 12, 2022. Available at: 
                            <E T="03">https://about.bnef.com/blog/chinas-battery-supply-chain-tops-bnef-ranking-for-third-consecutive-time-with-canada-a-close-second/</E>
                            . (Accessed: May 31, 2023).
                        </P>
                    </FTNT>
                    <P>
                        Recall that BEV phase-in caps are a tool that we use in the simulations to allow the model to build higher-range BEVs (when the modeling scenario allows, as in outside of standard-setting years), because if we did not, the model would only build BEV1s, as they are the most cost-effective BEV technology. Based on the analysis provided above, we believe there is a reasonable justification for different BEV phase-in caps based on expected BEV ranges in the future. We sought comment on the BEV phase-in caps for the LD and HDPUV analyses, and we received comment from several stakeholders that asked us to reevaluate our phase-in caps for BEVs: 
                        <SU>462</SU>
                        <FTREF/>
                         one comment from General Motors asserted a specific issue with the penetration rates of short-range BEVs, stating, “[t]he agency assumes a very large portion of the market will adopt BEVs with less than 300-mile range” 
                        <SU>463</SU>
                        <FTREF/>
                         and that we should adjust “phase-in caps to recognize that 100% of the market is unlikely to adopt BEVs with 300 miles range or less.” 
                        <SU>464</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>462</SU>
                             GM, Docket No. NHTSA-2023-0022-60686-A2, at 1-4; MEMA, Docket No. NHTSA-2023-0022-59204-A1, at 8; Valero, Docket No. NHTSA-2023-0022-58547-A2, at 10.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>463</SU>
                             GM, Docket No. NHTSA-2023-0022-60686-A2, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>464</SU>
                             GM, Docket No. NHTSA-2023-0022-60686-A2, at 1-8.
                        </P>
                    </FTNT>
                    <P>
                        We have modified the values of our phase-in caps for LD BEVs, as shown above in TSD Chapter 3.3.3, to “produce more realistic compliance pathways that project higher shares of longer-range BEVs and restrict or eliminate the projection of shorter-range BEVs in some applications;” 
                        <SU>465</SU>
                        <FTREF/>
                         the broad LD 
                        <PRTPAGE P="52640"/>
                        phase-in cap values adjust shorter-range BEV prevelance in the fleet.
                    </P>
                    <FTNT>
                        <P>
                            <SU>465</SU>
                             GM, Docket No. NHTSA-2023-0022-60686-A2, at 2.
                        </P>
                    </FTNT>
                    <P>
                        MEMA commented that phase-in caps constrain “the ability of the industry to pursue all compliance options” and “keep the production volume of BEV/FCEV technologies low.” It was suggested that a delayed launch of some technologies (like BEVs and FCEVs, when they're more advanced) would be more practical.
                        <SU>466</SU>
                        <FTREF/>
                         Similarly, we also received comment from Valero on HDPUV phase-in caps for BEVs, which stated, “NHTSA sets phase-in caps at unrealistically high values that ignore the actual penetration rates in the 2022 baseline fleet. Furthermore, NHTSA's application of fleetwide phase-in caps fails to account for the unique penetration hurdles of each tech class within the HDPUV fleet—Van 2b, Van 3, Pickup 2b, and Pickup 3.” 
                        <SU>467</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>466</SU>
                             MEMA, Docket No. NHTSA-2023-0022-59204-A1, at 8.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>467</SU>
                             Valero, Docket No. NHTSA-2023-0022-58547-A2, at 10.
                        </P>
                    </FTNT>
                    <P>NHTSA disagrees, in general, that phase-in caps are constraining, as these limitations are applied based on market availability, cost, and consumer acceptance in the rulemaking timeframe. Our internal research, discussions with stakeholders, and other outreach has led us to not be too optimistic on these crucial technologies, but we believe the phase-in caps represent a reasonable middle ground between allowing for the application of technology at reasonable levels. The details of phase-in caps are discussed this further in TSD Chapter 3.3.3.4.</P>
                    <P>
                        NHTSA also disagrees with the argument that HDPUV BEV penetration from the underlying phase-in caps is unrealistic, for a few reasons. First, NHTSA's HDPUV HDPUV analysis fleet contains vehicles that span a range of model years prior to and including MY 2022 vehicles, based on the most up-to-date compliance data we had at the time of modeling. Between the earliest MY vehicle in the analysis fleet and the first MY for which we are setting standards, MY 2030, in the absence of phase-in caps, the model will pick a cost-effective pathway for compliance that manufacturers themselves may not have selected, and we want the years prior to the first analysis year to reasonably reflect reality. There are already annoucements of HDPUV BEV production and sales that are not captured in the HDPUV analysis fleet but can be observed in the analysis years.
                        <SU>468</SU>
                        <FTREF/>
                         Second, as discussed further in Section VI, NHTSA understands that there could be uncertatinty in looking out eight to thirteen MYs in the future; this affects new vehicle technology adoption, and so we applied some conservatatism in setting phase-in caps. Finally, when applying technologies to the HDPUVs, we considered the applications of the vehicle and what could be the limiting factors in allowing more advanced technologies to apply. For example, we maintain the engine size when a vehicle adopts PHEV technologies, and we do not allow HD pickups with work factors greater than 7500 and higher than 500 mile range to adopt BEVs, further discussed in TSD Chapters 2.3.2 and 3.3. However, we understand unique technological barriers to each of the HDPUV vehicle types, and we will continue to monitor this space and consider updating the phase-in cap modeling approach in the future.
                    </P>
                    <FTNT>
                        <P>
                            <SU>468</SU>
                             
                            <E T="03">See, e.g.,</E>
                              
                            <E T="03">https://www.ford.com/commercial-trucks/e-transit/models/cargo-van/;</E>
                              
                            <E T="03">https://media.stellantisnorthamerica.com/newsrelease.do?id=25617&amp;mid=1538;</E>
                              
                            <E T="03">https://news.gm.com/newsroom.detail.html/Pages/news/us/en/2023/nov/1116-brightdrop.html</E>
                            .
                        </P>
                    </FTNT>
                    <P>
                        The phase-in cap for FCEVs is assigned based on existing market share as well as historical trends in FCEV production for LDVs and HDPUVs. FCEV production share in the past five years has been extremely low and the lack of fueling infrastructure remains a limiting factor 
                        <SU>469</SU>
                        <FTREF/>
                        —we set the phase-in cap accordingly.
                        <SU>470</SU>
                        <FTREF/>
                         As with BEV1, however, the phase-in cap still allows for the market share of FCEVs to grow several times over.
                    </P>
                    <FTNT>
                        <P>
                            <SU>469</SU>
                             DOE. 2023. Hydrogen Refueling Infrastructure Development. Alternative Fuels Data Center. Available at: 
                            <E T="03">https://afdc.energy.gov/fuels/hydrogen_infrastructure.html</E>
                            . (Accessed: May 31, 2023).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>470</SU>
                             2023 EPA Automotive Trends Report, at 61, Figure 4.15.
                        </P>
                    </FTNT>
                    <P>
                        Autonomie determines the effectiveness of each electrified powertrain type by modeling the basic components, or building blocks, for each powertrain, and then combining the components modularly to determine the overall efficiency of the entire powertrain. The components, or building blocks, that contribute to the effectiveness of an electrified powertrain in the analysis include the vehicle's battery, electric motors, power electronics, and accessory loads. Autonomie identifies components for each electrified powertrain type and then interlinks those components to create a powertrain architecture. Autonomie then models each electrified powertrain architecture and provides an effectiveness value for each architecture. For example, Autonomie determines a BEV's overall efficiency by considering the efficiencies of the battery (including charging efficiency), the electric traction drive system (the electric machine and power electronics), and mechanical power transmission devices.
                        <SU>471</SU>
                        <FTREF/>
                         Or, for a PHEV, Autonomie combines a very similar set of components to model the electric portion of the hybrid powertrain and then also includes the ICE and related power for transmission components.
                        <SU>472</SU>
                        <FTREF/>
                         Argonne uses data from their Advanced Mobility Technology Laboratory (AMTL) to develop Autonomie's electrified powertrain models. The modeled powertrains are not intended to represent any specific manufacturer's architecture but act as surrogates predicting representative levels of effectiveness for each electrification technology. We discuss the procedures for modeling each of these sub-systems in detail in the TSD and in the CAFE Analysis Autonomie Documentation and include a brief summary below.
                    </P>
                    <FTNT>
                        <P>
                            <SU>471</SU>
                             Iliev, S. et al. 2023. Vehicle Technology Assessment, Model Development, and Validation of a 2021 Toyota RAV4 Prime. Report No. DOT HS 813 356. National Highway Traffic Safety Administration.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>472</SU>
                             See the CAFE Analysis Autonomie Documentation.
                        </P>
                    </FTNT>
                    <P>
                        The fundamental components of an electrified powertrain's propulsion system—the electric motor and inverter—ultimately determine the vehicle's performance and efficiency. For this analysis, Autonomie employed a set of electric motor efficiency maps created by Oak Ridge National Laboratory (ORNL), one for a traction motor and an inverter, the other for a motor/generator and inverter.
                        <SU>473</SU>
                        <FTREF/>
                         Autonomie also uses test data validations from technical publications to determine the peak efficiency of BEVs and FCEVs. The electric motor efficiency maps, created from production vehicles like the 2007 Toyota Camry hybrid, 2011 Hyundai Sonata hybrid, and 2016 Chevrolet Bolt, represent electric motor efficiency as a function of torque and motor rotations per minute (RPM). These efficiency maps provide nominal and maximum speeds, as well as a maximum torque curve. Argonne uses the maps to determine the efficiency characteristics of the motors, which includes some of the losses due to power transfer through the electric machine.
                        <SU>474</SU>
                        <FTREF/>
                         Specifically, Argonne scales the efficiency maps, specific to powertrain type, to have total system peak efficiencies ranging from 
                        <PRTPAGE P="52641"/>
                        96-98 percent 
                        <SU>475</SU>
                        <FTREF/>
                        —such that their peak efficiency value corresponds to the latest state-of-the-art technologies, opposed to retaining dated system efficiencies (90-93 percent).
                        <SU>476</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>473</SU>
                             ORNL. 2008. Evaluation of the 2007 Toyota Camry Hybrid Synergy Drive System; ORNL. 2011. Annual Progress Report for the Power Electronics and Electric Machinery Program.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>474</SU>
                             CAFE Analysis Autonomie Documentation chapter titled “Vehicle and Component Assumptions—Electric Machines—Electric Machine Efficiency Maps.”
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>475</SU>
                             CAFE Analysis Autonomie Documentation chapter titled “Vehicle and Component Assumptions—Electric Machines—Electric Machine Peak Efficiency Scaling.”
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>476</SU>
                             ORNL. 2008. Evaluation of the 2007 Toyota Camry Hybrid Synergy Drive System; ORNL. 2011. Annual Progress Report for the Power Electronics and Electric Machinery Program.
                        </P>
                    </FTNT>
                    <P>Beyond the powertrain components, Autonomie also considers electric accessory devices that consume energy and affect overall vehicle effectiveness, such as headlights, radiator fans, wiper motors, engine control units, transmission control units, cooling systems, and safety systems. In real-world driving and operation, the electrical accessory load on the powertrain varies depending on how the driver uses certain features and the condition in which the vehicle is operating, such as for night driving or hot weather driving. However, for regulatory test cycles related to fuel economy, the electrical load is repeatable because the fuel economy regulations control for these factors. Accessory loads during test cycles do vary by powertrain type and vehicle technology class, since distinctly different powertrain components and vehicle masses will consume different amounts of energy.</P>
                    <P>
                        The analysis fleets consist of different vehicle types with varying accessory electrical power demand. For instance, vehicles with different motor and battery sizes will require different sizes of electric cooling pumps and fans to optimally manage component temperatures. Autonomie has built-in models that can simulate these varying sub-system electrical loads. However, for this analysis, we use a fixed (by vehicle technology class and powertrain type), constant power draw to represent the effect of these accessory loads on the powertrain on the 2-cycle test. We intend and expect that fixed accessory load values will, on average, have similar impacts on effectiveness as found on actual manufacturers' systems. This process is in line with the past analyses.
                        <SU>477</SU>
                         
                        <SU>478</SU>
                        <FTREF/>
                         For this analysis, we aggregate electrical accessory load modeling assumptions for the different powertrain types (electrified and conventional) and technology classes (both LD and HDPUV) from data from the Draft TAR, EPA Proposed Determination,
                        <SU>479</SU>
                        <FTREF/>
                         data from manufacturers,
                        <SU>480</SU>
                        <FTREF/>
                         research and development data from DOE's Vehicle Technologies Office,
                        <SU>481</SU>
                         
                        <SU>482</SU>
                         
                        <SU>483</SU>
                        <FTREF/>
                         and DOT-sponsored vehicle benchmarking studies completed by Argonne's AMTL.
                    </P>
                    <FTNT>
                        <P>
                            <SU>477</SU>
                             Technical Assessment Report (July 2016), Chapter 5.
                        </P>
                        <P>
                            <SU>478</SU>
                             EPA Proposed Determination TSD (November 2016), at 2-270.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>479</SU>
                             EPA Proposed Determination TSD (November 2016), at 2-270.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>480</SU>
                             Alliance of Automobile Manufacturers (now Alliance for Automotive Innovation) Comments on Draft TAR, at 30.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>481</SU>
                             DOE. 2023. Electric Drive Systems Research and Development. Vehicle Technologies Office. Available at: 
                            <E T="03">https://www.energy.gov/eere/vehicles/vehicle-technologies-office-electric-drive-systems</E>
                            . (Accessed: Mar. 13, 2024).
                        </P>
                        <P>
                            <SU>482</SU>
                             Argonne. 2023. Advanced Mobility Technology Laboratory (AMTL). Available at: 
                            <E T="03">https://www.anl.gov/es/advanced-mobility-technology-laboratory</E>
                            . (Accessed: Mar. 13, 2024).
                        </P>
                        <P>
                            <SU>483</SU>
                             DOE's lab years are ten years ahead of manufacturers' potential production intent (
                            <E T="03">e.g.,</E>
                             2020 Lab Year is MY 2030).
                        </P>
                    </FTNT>
                    <P>
                        Certain technologies' effectiveness for reducing fuel consumption requires optimization through the appropriate sizing of the powertrain. Autonomie uses sizing control algorithms based on data collected from vehicle benchmarking,
                        <SU>484</SU>
                        <FTREF/>
                         and the modeled electrification components are sized based on performance neutrality considerations. This analysis iteratively minimizes the size of the powertrain components to maximize efficiency while enabling the vehicle to meet multiple performance criteria. The Autonomie simulations use a series of resizing algorithms that contain “loops,” such as the acceleration performance loop (0-60 mph), which automatically adjusts the size of certain powertrain components until a criterion, like the 0-60 mph acceleration time, is met. As the algorithms examine different performance or operational criteria that must be met, no single criterion can degrade; once a resizing algorithm completes, all criteria will be met, and some may be exceeded as a necessary consequence of meeting others.
                    </P>
                    <FTNT>
                        <P>
                            <SU>484</SU>
                             CAFE Analysis Autonomie Documentation chapter titled “Vehicle Sizing Process—Vehicle Powertrain Sizing Algorithms—Light-Duty Vehicles—Conventional Vehicle Sizings Algorithm.”; CAFE Analysis Autonomie Documentation chapter titled “Vehicle Sizing Process—Vehicle Powertrain Sizing Algorithms—Heavy-Duty Pickups and Vans—Conventional Vehicle Sizings Algorithm.”
                        </P>
                    </FTNT>
                    <P>Autonomie applies different powertrain sizing algorithms depending on the type of vehicle considered because different types of vehicles not only contain different powertrain components to be optimized, but they must also operate in different driving modes. While the conventional powertrain sizing algorithm must consider only the power of the engine, the more complex algorithm for electrified powertrains must simultaneously consider multiple factors, which could include the engine power, electric machine power, battery power, and battery capacity. Also, while the resizing algorithm for all vehicles must satisfy the same performance criteria, the algorithm for some electric powertrains must also allow those electrified vehicles to operate in certain driving cycles, like the US06 cycle, without assistance of the combustion engine and ensure the electric motor/generator and battery can handle the vehicle's regenerative braking power, all-electric mode operation, and intended range of travel.</P>
                    <P>
                        To establish the effectiveness of the technology packages, Autonomie simulates the vehicles' performance on compliance test cycles.
                        <SU>485</SU>
                        <FTREF/>
                         For vehicles with conventional powertrains and micro hybrid powertrains, Autonomie simulates the vehicles using the 2-cycle test procedures and guidelines.
                        <SU>486</SU>
                        <FTREF/>
                         For mild HEVs and strong HEVs, Autonomie simulates the same 2-cycle test, with the addition of repeating the drive cycles until the final state of charge (SOC) is approximately the same as the initial SOC, a process described in SAE J1711; SAE J1711 also provides test cycle guidance for testing specific to plug-in HEVs.
                        <SU>487</SU>
                        <FTREF/>
                         PHEVs have a different range of modeled effectiveness during “standard setting” CAFE Model runs, in which the PHEV operates under a “charge sustaining” (gasoline-only) mode—similar to how SHEVs function—compared to “EIS” runs, in which the same PHEV operates under a “charge depleting” mode—similar to how BEVs function. For BEVs and FCEVs, Autonomie simulates vehicles performing the test cycles per guidance provided in SAE J1634.
                        <SU>488</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>485</SU>
                             EPA. 2023. How Vehicles are Tested. Available at: 
                            <E T="03">https://www.fueleconomy.gov/feg/how_tested.shtml</E>
                            . (Accessed: May 31, 2023); EPA. 2017. EPA Test Procedures for Electric Vehicles and Plug-in Hybrids. Draft Summary. Available at: 
                            <E T="03">https://www.fueleconomy.gov/feg/pdfs/EPA%20test%20procedure%20for%20EVs-PHEVs-11-14-2017.pdf</E>
                            . (Accessed: May 31, 2023); CAFE Analysis Autonomie Documentation, Chapter titled `Test Procedure and Energy Consumption Calculations.'
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>486</SU>
                             40 CFR part 600.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>487</SU>
                             PHEV testing is broken into several phases based on SAE J1711: charge-sustaining on the city and HWFET cycle, and charge-depleting on the city and HWFET cycles.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>488</SU>
                             SAE. 2017. Battery Electric Vehicle Energy Consumption and Range Test Procedure. SAE J1634. Available at: 
                            <E T="03">https://www.sae.org/standards/content/j1634_202104/</E>
                            . (Accessed: Apr. 5, 2024).
                        </P>
                    </FTNT>
                    <P>
                        Chapters 2.4 and 3.3 of the TSD and the CAFE Analysis Autonomie Documentation chapter titled “Test Procedure and Energy Consumption Calculations” discuss the components 
                        <PRTPAGE P="52642"/>
                        and test cycles used to model each electrified powertrain type; please refer to those chapters for more technical details on each of the modeled technologies discussed in this section.
                    </P>
                    <P>The range of effectiveness for the electrification technologies in this analysis is a result of the interactions between the components listed above and how the modeled vehicle operates on its respective test cycle. This range of values will result in some modeled effectiveness values being close to real-world measured values, and some modeled values that will depart from measured values, depending on the level of similarity between the modeled hardware configuration and the real-world hardware and software configurations. The range of effectiveness values for the electrification technologies applied in the LD fleets are shown in TSD Figure 3-23 and Figure 3-24. Effectiveness values for electrification technologies in the HDPUV fleet are shown in TSD Figure 3-25.</P>
                    <P>Some advanced engine technologies indicate low effectiveness values when paired with hybrid architectures. The low effectiveness results from the application of advanced engines to existing P2 architectures. This effect is expected and illustrates the importance of using the full vehicle modeling to capture interactions between technologies, and capture instances of both complimentary technologies and non-complimentary technologies. When developing our hybrid engine maps, we consider the engine, engine technologies, electric motor power, and battery pack size. We calibrate our hybrid engine maps to operate in their respective hybrid architecture most effectively and to allow the electric machine to provide propulsion or assistance in regions of the engine map that are less efficient. As the model sizes the powertrain for any given application, it considers all these parameters as well as performance neutrality metrics to provide the most efficient solution. In this instance, the P2 powertrain improves fuel economy, in part, by allowing the engine to spend more time operating at efficient engine speed and load conditions. This reduces the advantage of adding advanced engine technologies, which also improve fuel economy, by broadening the range of speed and load conditions for the engine to operate at high efficiency. This redundancy in fuel savings mechanism results in a lower effectiveness when the technologies are added to each other.</P>
                    <P>
                        We received limited comment on ways to improve our strong hybrid effectiveness modeling in the analysis. Toyota commented that our strong hybrid fuel economy improvements are “unrealistic” because of “ICE and hybrid powertrains approaching the limits of diminishing returns”; Toyota also noted and disagreed with the associated rolling resistance and aerodynamic advancements producing “such dramatic fuel efficiency gains.” 
                        <SU>489</SU>
                        <FTREF/>
                         Conversely, ICCT commented that our hybrid engine effectiveness is “outdated” and that “NHTSA assumes no additional hybrid powertrain improvements,” 
                        <SU>490</SU>
                        <FTREF/>
                         mentioning “every subsequent generation of Toyota's hybrid system significantly improves upon the prior generation's efficiency.” 
                        <SU>491</SU>
                        <FTREF/>
                         A similar commenter suggested that we mischaracterize “how hybrid systems can improve engine efficiency,” 
                        <SU>492</SU>
                        <FTREF/>
                         also referencing a Roush report.
                        <SU>493</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>489</SU>
                             Toyota, Docket No. NHTSA-2023-0022-61131-A1, at 18.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>490</SU>
                             ICCT, Docket No. NHTSA-2023-0022-54064-A1, at 18.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>491</SU>
                             ICCT, Docket No.NHTSA-2023-0022-54064-A1, at 18.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>492</SU>
                             John German, Docket No. NHTSA-2023-0022-53274-A1, at 7-8.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>493</SU>
                             Roush report on Gasoline Engine Technologies for Improved Efficiency (Roush 2021 LDV), page 12.
                        </P>
                    </FTNT>
                    <P>
                        We disagree with comment that the electrification technology represented in this analysis is “outdated” or “unrealistic”—the majority of the technologies were developed specifically to support analysis for this rulemaking time frame. For example, the hybrid Atkinson engine peak thermal efficiency was updated based on 2017 Toyota Prius engine data.
                        <SU>494</SU>
                        <FTREF/>
                         Toyota stated that their current hybrid engines achieve 41 percent thermal efficiency, which aligns with our modeling.
                        <SU>495</SU>
                        <FTREF/>
                         Similarly, the electric machine peak efficiency for FCEVs and BEVs is 98 percent and based on the 2016 Chevy Bolt.
                        <SU>496</SU>
                        <FTREF/>
                         Specifically, Argonne scales the efficiency maps, specific to powertrain type, to have total system peak efficiencies ranging from 96-98 percent 
                        <SU>497</SU>
                        <FTREF/>
                        —such that their peak efficiency value corresponds to the latest state-of-the-art technologies, as opposed to retaining dated system efficiencies (90-93 percent).
                        <SU>498</SU>
                        <FTREF/>
                         The 2016 maps scaled to peak efficiency are equivalent to (if not exceed) efficiencies seen in vehicles today and in the future. Although the base references for these technologies are from a few years ago, we have worked with Argonne to update individual inputs to reflect the latest improvements. Accordingly, we have made no changes to the electric machine efficiency maps for this final rule analysis.
                    </P>
                    <FTNT>
                        <P>
                            <SU>494</SU>
                             Atkinson Engine Peak Efficiency is based on 2017 Prius peak efficiency and scaled up to 41 percent. Autonomie Model Documentation at 138. See, ANL—All Assumptions_Summary_NPRM_022021.xlsx, ANL—Summary of Main Component Performance Assumptions_NPRM_022021.xlsx, Argonne Autonomie Model Documentation_NPRM.pdf and ANL—Data Dictionary_NPRM_022021.XLSX., which can be found in the rulemaking docket (NHTSA-2023-0022) by filtering for Supporting &amp; Related Material.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>495</SU>
                             Carney, D. 2018. Toyota unveils more new gasoline ICEs with 40% thermal efficiency. SAE. April 4, 2018. Available at: 
                            <E T="03">https://www.sae.org/news/2018/04/toyota-unveils-more-new-gasoline-ices-with-40-thermal-efficiency</E>
                            . (Accessed Dec. 21, 2021).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>496</SU>
                             Momen, F. et al. 2016. Electrical propulsion system design of Chevrolet Bolt battery electric vehicle. 2016 IEEE Energy Conversion Congress and Exposition (ECCE) at 1-8. Available at:, doi: 10.1109/ECCE.2016.7855076.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>497</SU>
                             See CAFE Analysis Autonomie Documentation, chapter titled `Electric Machine Peak Efficiency Scaling.'
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>498</SU>
                             Burress, T.A. et al. 2008. Evaluation of the 2007 Toyota Camry Hybrid Synergy Drive System. Oak Ridge National Laboratory. ORNL/TM-2007/190. Available at: 
                            <E T="03">https://www.osti.gov/biblio/928684/</E>
                            . (Accessed: Dec. 6, 2023).; Oak Ridge National Laboratory. ORNL/TM-2011/263. Available at: 
                            <E T="03">https://digital.library.unt.edu/ark:/67531/metadc845565/m2/1/high_res_d/1028161.pdf</E>
                            . (Accessed: Feb. 9, 2024).
                        </P>
                    </FTNT>
                    <P>
                        We also received comments on the interaction between vehicle weights in the Autonomie modeling and vehicle weights when transitioning to BEVs in the real world. Commenters spoke to EV batteries “creating a heavier product” 
                        <SU>499</SU>
                        <FTREF/>
                         and that “some of these electric vehicles will exceed 8,500 lbs. GVWR, even though they are substitutes for comparable internal combustion engine products that certify as light trucks” to meet customer demands.
                        <SU>500</SU>
                        <FTREF/>
                         Another comment from Ford requested that NHTSA reconsider the classification of MDPVs in lieu of LTs that could have weights that would force them into the HDPUV regulatory class, but still have characteristics of the light truck regulatory class.
                        <SU>501</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>499</SU>
                             ACI, Docket No. NHTSA-2023-0022-50765-A1, at 5.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>500</SU>
                             GM, Docket No. NHTSA-2023-0022-60686-A2, at 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>501</SU>
                             Ford, Docket No. NHTSA-2023-0022-60837-A1, at 7.
                        </P>
                    </FTNT>
                    <P>In regard to reclassifying or offering credits for MDPVs, NHTSA is bound by statute as to how these vehicles are classified for the purpose of CAFE program, and we discuss this concept further in response to these comments and other similar comments in Section VII of this preamble.</P>
                    <P>
                        In regard to concerns that heavy vehicles could fall out of the light truck fleet into the HDPUV fleet because of the weight of batteries, and in response to comments we received on the MYs 2024-2026 analysis, for the NPRM and continued into this final rule analysis we coordinated with Argonne to 
                        <PRTPAGE P="52643"/>
                        conduct the Autonomie modeling in a way that maintained the vehicle regulatory class when a vehicle was upgraded to a BEV. This process was described further in the Autonomie Model Documentation.
                        <SU>502</SU>
                        <FTREF/>
                         In some cases, this means some range was sacrificed, but we believe that is a tradeoff that manufacturers could make in the real world. In addition, we believe this situation where a vehicle would hop regulatory classes with the addition of a heavy battery pack only affects a very small subset of vehicles. While some manufacturers are choosing to make very large BEVs,
                        <SU>503</SU>
                        <FTREF/>
                         other manufacturers have chosen to focus their efforts on BEVs with smaller battery packs.
                        <SU>504</SU>
                        <FTREF/>
                         Our review of the MY 2022 market shows that these novelty vehicles that could toe regulatory class lines are being manufactured in lower volumes and that these moving to the HDPUV regulatory classes may have limited impact on manufacturer compliance.
                    </P>
                    <FTNT>
                        <P>
                            <SU>502</SU>
                             See Vehicle Technical Specification in Autonomie Model Documentation.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>503</SU>
                             GM Newsroom. An Exclusive Special Edition: 2024 GMC HUMMER EV Omega Edition Has Landed. Available at: 
                            <E T="03">https://news.gm.com/newsroom.detail.html/content/Pages/news/us/en/2023/may/0505-hummer.html</E>
                            . (Accesed Mar. 28, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>504</SU>
                             Martinez, M. Ford delays 3-row EVs as focus shifts to smaller, affordable products, sources say, Auto News (March 19, 2024). Available at: 
                            <E T="03">https://www.autonews.com/cars-concepts/ford-shifts-3-row-evs-smaller-affordable-models</E>
                            . (Accessed: Apr. 5, 2024).
                        </P>
                    </FTNT>
                    <P>
                        When the CAFE Model turns a vehicle powered by an ICE into an electrified vehicle, it must remove the parts and costs associated with the ICE (and, potentially, the transmission) and add the costs of a battery pack and other non-battery electrification components, such as the electric motor and power inverter. To estimate battery pack costs for this analysis, we need an estimate of how much battery packs cost now (
                        <E T="03">i.e.,</E>
                         a “base year” cost), and estimates of how that cost could reduce over time (
                        <E T="03">i.e.,</E>
                         the “learning effect.”). The general concept of learning effects is discussed in detail in Section III.C and in Chapter 2 of the TSD, while the specific learning effect we applied to battery pack costs in this analysis is discussed below. We estimate base year battery pack costs for most electrification technologies using BatPaC, which is an Argonne model designed to calculate the cost of EV battery packs.
                    </P>
                    <P>Traditionally, a user would use BatPaC to cost a battery pack for a single vehicle, and the user would vary factors such as battery cell chemistry, battery power and energy, battery pack interconnectivity configurations, battery pack production volumes, and/or charging constraints, just to name a few, to see how those factors would increase or decrease the cost of the battery pack. However, several hundreds of thousands of simulated vehicles in our analysis have electrified powertrains, meaning that we would have to run individual BatPaC simulations for each full vehicle simulation that requires a battery pack. This would have been computationally intensive and impractical. Instead, Argonne staff builds “lookup tables” with BatPaC that provide battery pack manufacturing costs, battery pack weights, and battery pack cell capacities for vehicles with varying power requirements modeled in our large-scale simulation runs.</P>
                    <P>Just like with other vehicle technologies, the specifications of different vehicle manufacturer's battery packs are extremely diverse. We, therefore, endeavored to develop battery pack costs that reasonably encompass the cost of battery packs for vehicles in each technology class.</P>
                    <P>
                        In conjunction with our partners at Argonne working on the CAFE analysis Autonomie modeling, we referenced BEV outlook reports,
                        <SU>505</SU>
                        <FTREF/>
                         vehicle teardown reports,
                        <SU>506</SU>
                        <FTREF/>
                         and stakeholder discussions 
                        <SU>507</SU>
                        <FTREF/>
                         to determine common battery pack chemistries for each modeled electrification technology. The CAFE Analysis Autonomie Documentation chapter titled “Battery Performance and Cost Model—BatPaC Examples from Existing Vehicles in the Market” includes more detail about the reports referenced for this analysis.
                        <SU>508</SU>
                        <FTREF/>
                         For mild hybrids, we used the LFP-G 
                        <SU>509</SU>
                        <FTREF/>
                         chemistry because power and energy requirements for mild hybrids are very low, the charge and discharge cycles (or need for increased battery cycle life) are high, and the battery raw materials are much less expensive than a nickel manganese cobalt (NMC)-based cell chemistry. We used NMC622-G 
                        <SU>510</SU>
                        <FTREF/>
                         for all other electrified vehicle technology base (MY 2022) battery pack cost calculations. While we made this decision at the time of modeling based on the best available information, while also considering feedback on prior rules,
                        <SU>511</SU>
                        <FTREF/>
                         more recent data affirms that BEV batteries using NMC622 cathode chemistries are still a significant part of the market.
                        <SU>512</SU>
                        <FTREF/>
                         We recognize there is ongoing research and development with battery cathode chemistries that may have the potential to reduce costs and increase battery capacity.
                        <SU>513</SU>
                        <FTREF/>
                         In 
                        <PRTPAGE P="52644"/>
                        particular, we are aware of a recent shift by manufacturers to transition to lithium iron phosphate (LFP) chemistry-based battery packs as prices for materials used in battery cells fluctuate (see additional discussion below); however, we believe that based on available data,
                        <SU>514</SU>
                        <FTREF/>
                         NMC622 is more representative for our MY 2022 base year battery costs than LFP, and any additional cost reductions from manufacturers switching to LFP chemistry-based battery packs in years beyond 2022 are accounted for in our battery cost learning effects. The learning effects estimate potential cost savings for 
                        <E T="03">future</E>
                         battery advancements (a learning rate applied to the battery pack DMC), this final rule includes a dynamic NMC/LFP cathode mix over each future model year, as discussed in more detail below. As discussed above, the battery chemistry we use is intended to reasonably represent what is used in the MY 2022 U.S. fleet, the DMC base year for our BatPaC calculations.
                    </P>
                    <FTNT>
                        <P>
                            <SU>505</SU>
                             Rho Motion. EV Battery subscriptions. Available at: 
                            <E T="03">https://rhomotion.com/</E>
                            . (Accessed: Mar. 12, 2024); BNEF. 2023. Electric Vehicle Outlook 2023. Available at: 
                            <E T="03">https://about.bnef.com/electric-vehicle-outlook/</E>
                            . (Accessed: May 31, 2023); Benchmark Mineral Intelligence. Cathode, Anode, and Gigafactories subscriptions. Available at: 
                            <E T="03">https://benchmarkminerals.com/</E>
                            . (Accessed: Mar. 12, 2024); Bibra, E. et al. 2022. Global EV Outlook 2022—Securing Supplies For an Electric Future. International Energy Agency. Available at: 
                            <E T="03">https://iea.blob.core.windows.net/assets/ad8fb04c-4f75-42fc-973a-6e54c8a4449a/GlobalElectricVehicleOutlook2022.pdf</E>
                            . (Accessed: May 31, 2023).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>506</SU>
                             Hummel, P. et al. 2017. UBS Evidence Lab Electric Car Teardown—Disruption Ahead? UBS. Available at: 
                            <E T="03">https://neo.ubs.com/shared/d1ZTxnvF2k</E>
                            . (Accessed: May 31, 2023); A2Mac1: Automotive Benchmarking. (Proprietary data). Available at: 
                            <E T="03">https://portal.a2mac1.com/</E>
                            . (Accessed: May 31, 2023).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>507</SU>
                             See Ex Parte Meetings Prior to Publication of the Corporate Average Fuel Economy Standards for Passenger Cars and Light Trucks for Model Years 2027-2032 and Fuel Efficiency Standards for Heavy-Duty Pickup Trucks and Vans for Model Years 2030-2035 Notice of Proposed Rulemaking memorandum, which can be found in the rulemaking Docket (NHTSA-2023-0022) by filtering for References and Supporting Material.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>508</SU>
                             CAFE Analysis Autonomie Documentation chapter titled “Battery Performance and Cost Model—BatPac Examples from Existing Vehicles in the Market.”
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>509</SU>
                             Lithium Iron Phosphate (LiFePO
                            <E T="52">4</E>
                            ) cathode and Graphite anode.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>510</SU>
                             Lithium Nickel Manganese Cobalt Oxide (LiNiMnCoO
                            <E T="52">2</E>
                            ) cathode and Graphite anode.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>511</SU>
                             Stakeholders had commented on both the 2020 and 2022 final rules that batteries using NMC811 chemistry had either recently come into or were imminently coming into the market, and therefore we should have selected NMC811 as the appropriate chemistry for modeling battery pack costs.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>512</SU>
                             Rho Motion. Seminar Series Live, Q1 2023—Seminar Recordings. Emerging Battery Technology Forum. February 7, 2023. Available at: 
                            <E T="03">https://rhomotion.com/rho-motion-seminar-series-live-q1-2023-seminar-recordings</E>
                            . (Accessed: May 31, 2023). More specifically, the monthly weighted average global EV battery cathode chemistry across all vehicle classes shows that 19% use NMC622 and 20% use NMC811+, representing a fairly even split. Even though we considered domestic battery production rather than global battery production for the analysis supporting this final rule, NMC622 is still prevalent even at a global level. Note that this seminar video is no longer publicly available to non-subscribers. See Rho Motion. EV Battery subscriptions. Available at: 
                            <E T="03">https://rhomotion.com/</E>
                            . (Accessed: Mar. 12, 2024); Benchmark Mineral Intelligence. Lithium-ion Batteries &amp; Cathode monthly &amp; quarterly subscriptions. Available at: 
                            <E T="03">https://benchmarkminerals.com/</E>
                            . (Accessed: Mar. 12, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>513</SU>
                             Slowik, P. et. al. 2022. Assessment of Light-Duty Electric Vehicle Costs and Consumer Benefits in the United States in the 2022-2035 Time Frame. International Council on Clean Transportation. Available at: 
                            <E T="03">https://theicct.org/wp-content/uploads/2022/10/ev-cost-benefits-2035-oct22.pdf</E>
                            . (Accessed: May 31, 2023); Batteries News. 2022. Solid-State NASA Battery Beats The Model Y 4680 Pack at Energy Density by Stacking all Cells in One Case. Last revised: Oct. 20, 2022. Available at: 
                            <E T="03">https://batteriesnews.com/solid-state-nasa-battery-beats-model-y-4680-pack-energy-density-stacking-cells-one-case/</E>
                            . (Accessed: May 31, 2023); Sagoff, J. 2023. Scientists Develop More Humane, Environmentally Friendly Battery Material. ANL. Available at: 
                            <E T="03">https://www.anl.gov/article/scientists-develop-more-humane-environmentally-friendly-battery-material</E>
                            . (Accessed: May 31, 2023); IEA. 2023. Global EV Outlook 2023. Available at 
                            <E T="03">https://www.iea.org/reports/global-ev-outlook-2023</E>
                            . (Accessed: May 31, 2023); Motavalli, J. 2023. SAE International. Can solid-state batteries 
                            <PRTPAGE/>
                            commercialize by 2030? Nov. 9, 2023. Available at: 
                            <E T="03">https://www.sae.org/news/2023/11/solid-state-battery-status</E>
                            . (Accessed: Mar. 12, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>514</SU>
                             Rho Motion. EV Battery subscriptions. Available at: 
                            <E T="03">https://rhomotion.com/</E>
                            . (Accessed: Mar. 12, 2024); IEA. 2023. Global EV Outlook 2023.. Available at 
                            <E T="03">https://www.iea.org/reports/global-ev-outlook-2023</E>
                            . (Accessed: Mar. 12, 2024). As of IEA's 2023 Global EV Outlook report, “around 95% of the LFP batteries for electric LDVs went to vehicles produced in China, and BYD [a Chinese EV manufacturer] alone represents 50% of demand. Tesla accounted for 15%, and the share of LFP batteries used by Tesla increased from 20% in 2021 to 30% in 2022. Around 85% of the cars with LFP batteries manufactured by Tesla were manufactured in China, with the remainder being manufactured in the United States with cells imported from China. In total, only around 3% of electric cars with LFP batteries were manufactured in the United States in 2022.” This is not to say that as of 2022 there were no current production or use of vehicle battery packs with LFP-based chemistries in the U.S., but rather that based on available data, we are more certain that NMC622 was a reasonable chemistry selection for our 2022 base year battery costs.
                        </P>
                    </FTNT>
                    <P>
                        We also looked at vehicle sales volumes in MY 2022 to determine a reasonable base production volume assumption.
                        <SU>515</SU>
                        <FTREF/>
                         In practice, a single battery plant can produce packs using different cell chemistries with different power and energy specifications, as well as battery pack constructions with varying battery pack designs—different cell interconnectivities (to alter overall pack power end energy) and thermal management strategies—for the same base chemistry. However, in BatPaC, a battery plant is assumed to manufacture and assemble a specific battery pack design, and all cost estimates are based on one single battery plant manufacturing only that specific battery pack. For example, if a manufacturer has more than one BEV in its vehicle lineup and each uses a specific battery pack design, a BatPaC user would include manufacturing volume assumptions for each design separately to represent each plant producing each specific battery pack. As a consequence, we examined battery pack designs for vehicles sold in MY 2022 to determine a reasonable manufacturing plant production volume assumption. We considered each assembly line designed for a specific battery pack and for a specific BEV as an individual battery plant. Since battery technologies and production are still evolving, it is likely to be some time before battery cells can be treated as commodity where the specific numbers of cells are used for varying battery pack applications and all other metrics remain the same.
                    </P>
                    <FTNT>
                        <P>
                            <SU>515</SU>
                             See Chapter 2.2.1.1 of the TSD for more information on data we use for MY 2022 sales volumes.
                        </P>
                    </FTNT>
                    <P>
                        Similar to previous rulemakings, we used BEV sales as a starting point to analyze potential base modeled battery manufacturing plant production volume assumptions. Since actual production data for specific battery manufacturing plants are extremely hard to obtain and the battery cell manufacturer is not always the battery pack manufacturer,
                        <SU>516</SU>
                        <FTREF/>
                         we calculated an average production volume per manufacturer metric to approximate BEV production volumes for this analysis. This metric was calculated by taking an average of all BEV battery energies reported in vehicle manufacturer's PMY 2022 reports 
                        <SU>517</SU>
                        <FTREF/>
                         and dividing by the averaged sales-weighted energy per-vehicle; the resulting volume was then rounded to the nearest 5,000. Manufacturers are not required to report gross battery pack sizes for the PMY report, so we estimated pack size for each vehicle based on publicly available data, like manufacturer's announced specifications. This process was repeated for all other electrified vehicle technologies. We believe this gave us a reasonable base year plant production volume—especially in the absence of actual production data—since the PMY data from manufacturers already includes accurate related data, such as vehicle model and estimated sales information metrics.
                        <SU>518</SU>
                        <FTREF/>
                         Our final battery manufacturing plant production volume assumptions for different electrification technologies are as follows: mild hybrid and strong hybrids are manufactured assuming 200,000 packs, PHEVs are manufactured assuming 20,000 packs, and BEVs are manufactured assuming 60,000 packs.
                    </P>
                    <FTNT>
                        <P>
                            <SU>516</SU>
                             Lithium-Ion Battery Supply Chain for E-Drive Vehicles in the United States: 2010-2020, ANL/ESD-21/3; Gohlke, D. et al. 2024. Quantification of Commercially Planned Battery Component Supply in North America through 2035. Final Report. ANL-24/14. Available at: 
                            <E T="03">https://publications.anl.gov/anlpubs/2024/03/187735.pdf</E>
                            . (Accessed: Apr. 5, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>517</SU>
                             49 CFR 537.7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>518</SU>
                             NHTSA used publicly available range and pack size information and linked the information to vehicle models.
                        </P>
                    </FTNT>
                    <P>
                        We believe it was reasonable to consider U.S. sales for purposes of this calculation rather than global sales based on the best available data we had at the time of modeling and based on our understanding of how manufacturers design BEVs for particular markets.
                        <SU>519</SU>
                         
                        <SU>520</SU>
                        <FTREF/>
                         A manufacturer may have previously sold the same vehicle with different battery packs in two different markets, but as the outlook for battery materials and global economic events dynamically shift, manufacturers could take advantage of significant design overlap and other synergies like from vertical integration to introduce lower-cost battery packs in markets that it previously perceived had different design requirements.
                        <SU>521</SU>
                        <FTREF/>
                         To the extent that manufacturers' costs are based more closely on global volumes of battery packs produced, our base year battery pack 
                        <E T="03">production volume</E>
                         assumption could potentially be conservative; however, as discussed further below, our base year MY 2022 battery pack 
                        <E T="03">costs</E>
                         fall well within the range of reasonable estimates based on 2023 data. We sought comment on our 
                        <PRTPAGE P="52645"/>
                        approach to calculating base year cost estimates, and we also sought comment from manufacturers and other stakeholders on how vehicle and battery manufacturers take advantage of design overlap across markets to maintain cost reduction progress in battery technology; we did not receive comment on either of these particular issues.
                    </P>
                    <FTNT>
                        <P>
                            <SU>519</SU>
                             As an example, a manufacturer might design a BEV to suit local or regional duty cycles (
                            <E T="03">i.e.,</E>
                             how the vehicle is driven day-to-day) due to local geography and climate, customer preferences, affordability, supply constraints, and local laws. This is one factor that goes into chemistry selection, as different battery chemistries affect a vehicle's range capability, rate of degradation, and overall vehicle mass.
                        </P>
                        <P>
                            <SU>520</SU>
                             Rho Motion. EV Battery subscriptions. Available at: 
                            <E T="03">https://rhomotion.com/</E>
                            . (Accessed: Mar. 12, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>521</SU>
                             As an example, some U.S. Tesla Model 3 and Model Y battery packs use a nickel cobalt aluminum (Lithium Nickel Manganese Cobalt Aluminum Oxide cathode with Graphite anode, commonly abbreviated as NCA)-based cell, while the same vehicles for sale in China use LFP-based packs. However, Tesla has introduced LFP-based battery packs to some Model 3 vehicles sold in the U.S., showing how manufacturers can take advantage of experience in other markets to introduce different battery technology in the United States. See Electric Vehicle Database. 2023. Tesla Model 3 Standard Range Plus LFP. Available at: 
                            <E T="03">https://ev-database.uk/car/1320/Tesla-Model-3-Standard-Range-Plus-LFP</E>
                            . (Accessed: May 31, 2023). See the Tesla Model 3 Owner's Manual for additional considerations regarding LFP-based batteries, at 
                            <E T="03">https://www.tesla.com/ownersmanual/model3/en_jo/GUID-7FE78D73-0A17-47C4-B21B-54F641FFAEF4.html</E>
                            .
                        </P>
                    </FTNT>
                    <P>As mentioned above, our BatPaC lookup tables provide $/kWh battery pack costs based on vehicle power and energy requirements. As an example, a midsized SUV with mid-level road load reduction technologies might require a 110-120kWh energy and 200-210kW power battery pack. From our base year BatPaC cost estimates, that vehicle might have a battery pack that costs around $123/kWh. Note that the total cost of a battery pack increases the higher the power/energy requirements, however the cost per kWh decreases. This represents the cost of hardware that is needed in all battery packs but is deferred across more kW/kWh in larger packs, which reduces the per kW/kWh cost. Table 3-78 in TSD Chapter 3.3.5 shows an example of the BatPaC-based lookup tables for the BEV3 SUV through pickup technology classes.</P>
                    <P>
                        Note that the values in the table above should 
                        <E T="03">not</E>
                         be considered the total battery $/kWh costs that are used for vehicles in the analysis in future MYs. As detailed below, battery costs are also projected to decrease over time as manufacturers improve production processes, shift battery chemistries, and make other technological advancements. In addition, select modeled tax credits further reduce our estimated costs; additional discussion of those tax credits is located throughout this preamble, TSD Chapter 2.3, and the FRIA Chapters 8 and 9.
                    </P>
                    <P>
                        The CAFE Analysis Autonomie Documentation details other specific assumptions that Argonne used to simulate battery packs and their associated base year costs for the full vehicle simulation modeling, including updates to the battery management unit costs, and the range of power and energy requirements used to bound the lookup tables.
                        <SU>522</SU>
                        <FTREF/>
                         Please refer to the CAFE Analysis Autonomie Documentation and Chapter 3.3 of the TSD for further information about how we used BatPaC to estimate base year battery costs. The full range of BatPaC-generated battery DMCs is located in the file ANL—Summary of Main Component Performance Assumptions_NPRM_2206. Note again that these charts represent the DMC using a dollar per kW/kWh metric; battery absolute costs used in the analysis by technology key can be found in the CAFE Model Battery Costs File.
                    </P>
                    <FTNT>
                        <P>
                            <SU>522</SU>
                             CAFE Analysis Autonomie Documentation chapter titled “Battery Performance and Cost Model—Use of BatPac in Autonomie.”
                        </P>
                    </FTNT>
                    <P>
                        Our method of estimating future battery costs has three fundamental components: (1) an estimate of MY 2022 battery pack costs (
                        <E T="03">i.e.,</E>
                         our base year costs generated in the BatPaC model (version 5.0, March 2022 release) to estimate battery pack costs for specific vehicles, depending on factors such as pack size and power requirements, discussed above), (2) future learning rates estimated using a learning curve,
                        <SU>523</SU>
                        <FTREF/>
                         and (3) the effect of changes in the cost of key minerals on battery pack costs, which are discussed below.
                    </P>
                    <FTNT>
                        <P>
                            <SU>523</SU>
                             See Wene, C. 2000. Experience Curves for Energy Technology Policy. International Energy Agency, OECD. Paris. Available at: 
                            <E T="03">https://doi.org/10.1787/9789264182165-en</E>
                            . (Accessed: May 31, 2023). The concept of a learning curve was initially developed to describe cost reduction due to improvements in manufacturing processes from knowledge gained through experience in production; however, it has since been recognized that other factors make important contributions to cost reductions associated with cumulative production. We discuss this concept further, in Section II.C.
                        </P>
                    </FTNT>
                    <P>
                        For the proposal, NHTSA estimated learning rates using a study by Mauler et al.,
                        <SU>524</SU>
                        <FTREF/>
                         in which the authors fit a central tendency curve to 237 published estimates of lithium-ion battery costs. To reflect the combination of fluctuating mineral costs and an increase in demand in the near-term, NHTSA also held the battery pack cost learning curve constant between MYs 2022 and 2025. We explained that this was a conservative assumption that was also employed by EPA in their proposed rule (and now final rule, as discussed further below) for light duty vehicles and medium duty vehicles beginning in MY 2027 at NPRM Preamble Section II.D.3 and Draft Technical Support Document Chapter 3.3.5.3.1. The assumption reflected increased lithium costs since 2020 that were not expected to decline appreciably to circa 2020 levels until additional capacity (mining, materials processing, and cell production) comes on-line,
                        <SU>525</SU>
                        <FTREF/>
                         although prices had already fallen from 2022 highs at the time the NPRM was published. NHTSA stated that a continuation of high prices for a few years followed by a decrease to near previous levels is reasonable because world lithium resources are more than sufficient to supply a global EV market and higher prices should continue to induce investment in lithium mining and refining.
                        <SU>526</SU>
                         
                        <SU>527</SU>
                        <FTREF/>
                         NHTSA stated that the resulting battery cost estimates provided a reasonable representation of potential future costs across the industry, based on the information available to us at the time of the analysis for this proposal was completed. We also included a summary of current and future battery cost estimates from other government agencies, consulting firms, and manufacturers to both highlight the uncertainties in estimating future battery costs and to show that our estimated costs fell reasonably within the range of projections.
                        <SU>528</SU>
                        <FTREF/>
                         NHTSA also examined several battery sensitivity cases that showed examples of how changing different battery pack assumptions could change battery pack costs over time. NHTSA also reminded commenters that because of NHTSA's inability to consider manufacturers building BEVs in response to CAFE standards during standard-setting years, net social costs and benefits do not change significantly between battery cost sensitivity cases, and similarly would not change significantly if much lower battery costs were used.
                    </P>
                    <FTNT>
                        <P>
                            <SU>524</SU>
                             Mauler, L. et al.. Battery Cost Forecasting: A Review Of Methods And Results With An Outlook To 2050. Energy and Environmental Science: at 4712-4739.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>525</SU>
                             Trading Economics. 2023. Lithium. Available at: 
                            <E T="03">https://tradingeconomics.com/commodity/lithium</E>
                            . (Accessed: May 31, 2023).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>526</SU>
                             Barlock, T.A. et al. February 2024. Securing Critical Materials for the U.S. Electric Vehicle Industry. ANL-24/06. Final Report. Available at: 
                            <E T="03">https://publications.anl.gov/anlpubs/2024/03/187907.pdf</E>
                            . (Accessed: Apr. 5, 2024); U.S. Geological Survey. 2023. Lithium Statistics and Information. Available at: 
                            <E T="03">https://www.usgs.gov/centers/national-minerals-information-center/lithium-statistics-and-information</E>
                            . (Accessed: May 31, 2023).
                        </P>
                        <P>
                            <SU>527</SU>
                             According to 2021 estimates from the U.S. Geological Survey (USGS), global lithium resources are currently four times as large as global reserves. Lithium resources and reserves have both grown over time as production has increased. These resources and reserves, however, are not evenly distributed geographically. Bolivia (24%), Argentina (22%), Chile (11%), the United States (10%), Australia (8%) and China (6%) together hold four-fifths of the world's lithium resources. USGS defines “resources” as a concentration of naturally occurring solid, liquid, or gaseous material in or on the Earth's crust in such form and amount that economic extraction of a commodity from the concentration is currently or potentially feasible. USGS defines “reserves” as the part of the reserve base that could be economically extracted or produced at the time of determination. USGS defines “reserve base” as the part of an identified resource that meets specified minimum physical and chemical criteria related to mining and production practices, including those for grade, quaality, thickness, and depth. See 
                            <E T="03">https://pubs.usgs.gov/periodicals/mcs2021/mcs2021-lithium.pdf</E>
                             for USGS's 2021 estimates and 
                            <E T="03">https://pubs.usgs.gov/periodicals/mcs2022/mcs2022-appendixes.pdf</E>
                             for USGS definitions.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>528</SU>
                             88 FR 56219-20 (Aug. 17, 2023).
                        </P>
                    </FTNT>
                    <P>
                        NHTSA also noted ongoing conversations with DOE and EPA on battery costs,
                        <SU>529</SU>
                        <FTREF/>
                         and sought comment on a variety of topics surrounding future battery costs. We sought comment in 
                        <PRTPAGE P="52646"/>
                        particular from vehicle and battery manufacturers on any additional data they could submit (preferably publicly) to further the conversation about battery pack costs in the later part of this decade through the early 2030s. In addition, we sought comment on all aspects of our methodology for modeling base year and future year battery pack costs, and welcomed data or other information that could inform our approach for the final rulemaking. We specifically sought comment on how the performance metrics may change in response to shifts in chemistries used in vehicle models driven by global policies affecting battery supply chain development, total global production and associated learning rates, and related sensitivity analyses. Finally, NHTSA also recognized the uncertainty in critical minerals prices into the near future and sought comment on representation of mineral costs in the learning curve, and any other feedback relevant to incorporating these considerations into our modeling framework.
                    </P>
                    <FTNT>
                        <P>
                            <SU>529</SU>
                             88 FR 56222 (Aug. 17, 2023).
                        </P>
                    </FTNT>
                    <P>
                        We received comments from several stakeholders regarding general trends and forecasts in battery costs, our battery cost curves, and underlying battery cost assumptions. Some stakeholders cited outside sources they said supported our battery cost values, and other stakeholders cited outside sources they claimed showed our battery cost values were too low. ZETA stated generally that, “[o]verall, the cost of lithium-ion batteries declined substantially between 2008 and 2022, down to $153 per kWh,” 
                        <SU>530</SU>
                        <FTREF/>
                         citing DOE's estimates 
                        <SU>531</SU>
                        <FTREF/>
                         as well as Benchmark Minerals information. ICCT commented that “there is evidence available to support lower BEV costs than NHTSA has modeled” and that automakers “are investing heavily in BEV R&amp;D and manufacturing capacity and are achieving higher production volumes with more advanced technologies at lower costs.” 
                        <SU>532</SU>
                        <FTREF/>
                         ICCT continued to cite their research from 2022,
                        <SU>533</SU>
                        <FTREF/>
                         also referenced by NHTSA in the NPRM, stating, “[c]ontinued technological advancements and increased battery production volumes mean that pack-level battery costs are expected to decline to about $105/kWh by 2025 and $74/kWh by 2030.”
                    </P>
                    <FTNT>
                        <P>
                            <SU>530</SU>
                             ZETA, Docket No. NHTSA-2023-0022-60508-A1, at 16-17.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>531</SU>
                             DOE. Office of Energy Efficiency &amp; Renewable Energy. 2023. FOTW #1272, January 9, 2023: Electric Vehicle Battery Pack Costs in 2022 Are Nearly 90% Lower than in 2008, according to DOE Estimates. Available at: 
                            <E T="03">https://www.energy.gov/eere/vehicles/articles/fotw-1272-january-9-2023-electric-vehicle-battery-pack-costs-2022-are-nearly</E>
                            . (Accessed: Apr. 5, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>532</SU>
                             ICCT, Docket No. NHTSA-2023-0022-54064-A1, at 12.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>533</SU>
                             Slowik, P. et al. 2022. Assessment of Light-Duty Electric Vehicle Costs and Consumer Benefits in the United States in the 2022-2035 Time Frame. International Council on Clean Transportation. Available at: 
                            <E T="03">https://theicct.org/wp-content/uploads/2022/10/ev-cost-benefits-2035-oct22.pdf</E>
                            . (Accessed: Feb. 12, 2024).
                        </P>
                    </FTNT>
                    <P>NHTSA appreciates the extensive data on declining EV battery costs provided by ZETA, and we believe that the provided data and lines up with our estimates from the NPRM and now this final rule reasonably well. NHTSA agrees with ICCT that there is evidence to support lower BEV costs than what was modeled in the NPRM. NHTSA has since, in collaboration with DOE/Argonne and EPA, modified the battery learning curve used in this analysis, which ultimately reflects lower future battery costs compared to the NPRM. The methodology that NHTSA employed is discussed further below and in TSD Chapter 3.3.</P>
                    <P>
                        On the other hand, comments from POET highlighted a BNEF reference from 2022, stating that our optimistic learning curve is contradictory to BNEF's analysis 
                        <SU>534</SU>
                        <FTREF/>
                        —citing “demand continues to grow, battery producers and automakers are scrambling to secure key metals such as lithium and nickel, battling high prices and tight supply” 
                        <SU>535</SU>
                        <FTREF/>
                         and stating we should “not rely on battery back [sic] learning curves, which have significant uncertainties.” 
                        <SU>536</SU>
                        <FTREF/>
                         Additional commenters stated that battery cost reduction curves have flattened and costs “rose 7 percent in 2022” 
                        <SU>537</SU>
                        <FTREF/>
                         with AFPM stating further, “BEV makers will need to increase prices by 25% to account for rising battery prices,” citing a March 2022 Bloomberg article on Morgan Stanley projections; 
                        <SU>538</SU>
                        <FTREF/>
                         Valero commented that some “forecasters have made naïve predictions that the cost declines will continue,” 
                        <SU>539</SU>
                        <FTREF/>
                         with Clean Fuels Development Coalition in agreement stating that the decline in battery costs “isn't realistic.” 
                        <SU>540</SU>
                        <FTREF/>
                         Valero commented that our “learning curve analysis ignores a host of pressures that will be pushing average battery prices higher between now and 2032,” which include “batteries that can power longer-range EVs” and “battery suppliers that can access lithium and other key raw materials at an affordable price.”
                    </P>
                    <FTNT>
                        <P>
                            <SU>534</SU>
                             POET, Docket No. NHTSA-2023-0022-61561-A1, at 17-18.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>535</SU>
                             POET cites the older BNEF article from July 2022 instead of December 2022: BNEF. 2022. The Race to Net Zero: The Pressures of the Battery Boom in Five Charts. Last revised: July 21, 2022. Available at: 
                            <E T="03">https://about.bnef.com/blog/race-to-net-zero-the-pressures-of-the-battery-boom-in-five-charts/</E>
                            . (Accessed: Mar. 12, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>536</SU>
                             POET, Docket No. NHTSA-2023-0022-61561-A1, at 17-18.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>537</SU>
                             CFDC et al., Docket No. NHTSA-2023-0022-62242-A1, at 13; Valero, Docket No. NHTSA-2023-0022-58547-A4, at 4; AFPM, Docket No. NHTSA-2023-0022-61911-A2, at 47.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>538</SU>
                             Thornhill, J. 2022. Morgan Stanley Flags EV Demand destruction as Lithium Soars. Bloomberg. Chart 7. Available at: 
                            <E T="03">https://www.bloomberg.com/news/articles/2022-03-25/morgan-stanley-flags-ev-demand-destruction-as-lithium-soars</E>
                            . (Accessed: Apr. 5, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>539</SU>
                             Valero, Docket No. NHTSA-2023-0022-58547-A4, at 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>540</SU>
                             CFDC et al., Docket No. NHTSA-2023-0022-62242-A1, at 13.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA disagrees with commenters that battery costs will continue to plateau indefinitely or increase in the rulemaking timeframe and believes that battery costs will continue to trend downward in the mid- and long-term. BNEF has since continued to predict a reduction in lithium-ion battery pack price since the BNEF article referenced in POET's comments, stating “[l]ithium prices reached a high point at the end of 2022, but fears that prices would remain high have largely subsided since then and prices are now falling again.” 
                        <SU>541</SU>
                        <FTREF/>
                         This is in agreement with expert interagency projections from our working group with DOE/Argonne and EPA,
                        <SU>542</SU>
                        <FTREF/>
                         in addition to other recent trends 
                        <SU>543</SU>
                        <FTREF/>
                         and expert projections 
                        <SU>544</SU>
                         
                        <SU>545</SU>
                        <FTREF/>
                         However, NHTSA does agree that mineral prices have remained elevated during the time of this rulemaking, which is reflected in us continuing to incorporate a learning plateau from MY 2022 to MY 2025 as we did in the NPRM—holding our battery learning rate constant to account for potential fluctuating mineral prices.
                        <SU>546</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>541</SU>
                             BloombergNEF. November 23, 2023. Lithium-Ion Battery Pack Prices Hit Record Low of $139/kWh. Available at: 
                            <E T="03">https://about.bnef.com/blog/lithium-ion-battery-pack-prices-hit-record-low-of-139-kwh/</E>
                            . (Accessed: Mar. 12, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>542</SU>
                             ANL. 2024. Cost Analysis and Projections for U.S.-Manufactured Automotive Lithium-ion Batteries. ANL/CSE-24/1. Available at: 
                            <E T="03">https://publications.anl.gov/anlpubs/2024/01/187177.pdf</E>
                            . (Accessed: Mar. 12, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>543</SU>
                             Benchmark Mineral Intelligence. Cathode &amp; Anode monthly subscriptions. Available at: 
                            <E T="03">https://benchmarkminerals.com/</E>
                            . (Accessed: Mar. 12, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>544</SU>
                             Benchmark Mineral Intelligence. “Lithium ion cell prices fall below $100 per kWh: Battery market—2023 in Review.” Dec. 21 2023. Available at: 
                            <E T="03">https://source.benchmarkminerals.com/video/watch/lithium-ion-cell-prices-fall-below-100-per-kwh-battery-market-2023-in-review</E>
                            . (Accessed: Apr. 10, 2024.)
                        </P>
                        <P>
                            <SU>545</SU>
                             Liu, S. and Patton, D. 2023. China Lithium Price Poised for Further Decline in 2024.—Analysts. Reuters, December 19, 2023. Available at: 
                            <E T="03">https://www.reuters.com/markets/commodities/china-lithium-price-poised-further-decline-2024-analysts-2023-12-01/</E>
                            . (Accessed: Apr. 5, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>546</SU>
                             Trading Economics. Commodity: Lithium. Available at: 
                            <E T="03">
                                https://tradingeconomics.com/
                                <PRTPAGE/>
                                commodity/lithium
                            </E>
                            . (Accessed: Apr. 10, 2024); Barlock, T.A. et al. 2024. Securing Critical Materials for the U.S. Electric Vehicle Industry. ANL-24/06. Final Report. Available at: 
                            <E T="03">https://publications.anl.gov/anlpubs/2024/03/187907.pdf</E>
                            . (Accessed: Apr. 5, 2024). Benchmark Mineral Intelligence. 2023. Lithium price decline casts shadow over long-term supply prospects—2023 in review. Dec. 22, 2023. Available at: 
                            <E T="03">https://source.benchmarkminerals.com/article/lithium-price-decline-casts-shadow-over-long-term-supply-prospects-2023-in-review</E>
                            . (Accessed: Apr. 10, 2024.)
                        </P>
                    </FTNT>
                    <PRTPAGE P="52647"/>
                    <P>
                        We have also considered many of these challenges identified by Valero to the extent possible for this final rule. In addition to continuing the learning curve plateau from MY 2022 to MY 2025 to account for materials-related uncertainties, mentioned above, we worked with DOE/Argonne and EPA to conduct an analysis that confirms the availability of raw materials for batteries, such as lithium.
                        <SU>547</SU>
                        <FTREF/>
                         While the analysis from DOE is exogenous to our CAFE Model analysis for the final rule, it does confirm that the availability of battery materials necessary to support the BEVs projected to be built in NHTSA's reference baseline projection as a function of ZEV programs or expected manufacturer production at levels consistent with ACC II levels.
                    </P>
                    <FTNT>
                        <P>
                            <SU>547</SU>
                             Barlock, T.A. et al. February 2024. Securing Critical Materials for the U.S. Electric Vehicle Industry. ANL-24/06. Final Report. Available at: 
                            <E T="03">https://publications.anl.gov/anlpubs/2024/03/187907.pdf</E>
                            . (Accessed: Apr. 5, 2024).
                        </P>
                    </FTNT>
                    <P>
                        We received additional comment from Valero stating, “NHTSA should not embed chemistry changes into the `learning effect.' NHTSA should instead forecast between now and 2032 what fraction of new vehicles will have one battery design versus another and develop cost estimates for each battery design,” 
                        <SU>548</SU>
                        <FTREF/>
                         citing that the only major change in chemistry is likely towards LFP. We also received related comment from Rivian stating, “we encourage the agency to elaborate on the extent to which it considered battery cell chemistry trends as they relate specifically to the HDPUV fleet” 
                        <SU>549</SU>
                        <FTREF/>
                         and that it was unclear whether the NMC battery chemistry applied to the HDPUV fleet, specifically that the “logic of applying LFP in this market is so compelling that it could become the chemistry of choice in the very near term.”
                    </P>
                    <FTNT>
                        <P>
                            <SU>548</SU>
                             Valero, Docket No. NHTSA-2023-0022-58547-A4, at 5-6.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>549</SU>
                             Rivian, Docket No. NHTSA-2023-0022-59765-A1, at 16.
                        </P>
                    </FTNT>
                    <P>
                        We thank Valero and Rivian for providing comment and agree that LFP should be considered in our battery learning curve. Since our NPRM, we have updated our learning curves to accommodate these concerns—including in the HDPUV fleet. NHTSA and EPA worked with DOE/Argonne to distinguish a battery learning curve that is dynamic over the rulemaking period in the following ways: (1) there is a unique learning curve for each powertrain type (HEV or PHEV/BEV) and vehicle type (compact passenger car through the HDPUV space), which is based primarily on battery pack energy and power for the specific vehicle; 
                        <SU>550</SU>
                        <FTREF/>
                         (2) there is now a weighted mix between cathode chemistries (NMC vs LFP) throughout the rulemaking period to accommodate the increased prevalence of LFP in the market.
                        <SU>551</SU>
                        <FTREF/>
                         NHTSA continues to collaborate with other agencies in developing battery-related metrics for rulemakings that are reflective of industry.
                    </P>
                    <FTNT>
                        <P>
                            <SU>550</SU>
                             Autonomie full vehicle model simulation data was used to determine average battery pack energy across vehicle segments. For details of how Autonomie Full Vehicle Model simulations was used for this rulemaking see TSD Chapter 2.4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>551</SU>
                             Referred to as a “composite correlation equation” earlier in this section.
                        </P>
                    </FTNT>
                    <P>
                        Finally, we received comment from POET on our battery cost curves where they cited comments on EPA's recent “vehicle GHG proposed rule” where POET commented that they found “substantial learning related to the production of BEV componentry has already occurred in the light-duty vehicle sector as evidenced by the current mass production of BEVs and further learning curve benefits would therefore be expected to be much smaller than those assumed by U.S. EPA.” 
                        <SU>552</SU>
                        <FTREF/>
                         Further, POET stated that NHTSA “should not rely on battery pack learning curves that have significant uncertainties to increase the stringency of the CAFE regulations.” POET gave no further guidance on how our battery learning curve could be changed to account for these uncertainties.
                    </P>
                    <FTNT>
                        <P>
                            <SU>552</SU>
                             POET, Docket No. NHTSA-2023-0022-61561-A1, at 18.
                        </P>
                    </FTNT>
                    <P>While we agree that there have been advancements in the battery production process, those advancements have been captured in our BatPaC-based circa-MY 2022 battery costs as well as our future battery costs. The BatPaC model is used to set our base year battery costs as well as our battery learning curve, which are dependent on vehicle/powertrain metrics as well as battery-related parameters (such as chemistry, production volume, production efficiency, labor rates, equipment costs and material costs, to name a few). Additionally, we examined several battery cost sensitivity cases, which explore variations of battery cost DMCs as well as material costs; more information on these sensitivities can be found in RIA Chapter 9.2.2 and the Final Rule Battery Costs Docket Memo. We believe our BatPaC-based circa-MY 2022 battery costs and future costs via the learning curve have been developed in a transparent way that involved feedback from stakeholders and expertise from leading government experts on battery-related issues. Despite high-granularity with modeling, there are still inherent uncertainties with modeling any metric (such as fuel prices, for instance); however, just because something is uncertain doesn't mean we shouldn't model it—this is why we sought comment from stakeholders on our inputs and assumptions and have incorporated that feedback in the final rule analysis as discussed in more detail.</P>
                    <P>
                        For this analysis, to reflect the evolution of battery manufacturing, comments from stakeholders, and for better alignment of battery assumptions between government agencies, the Department of Energy and Argonne, with significant input from NHTSA and EPA, developed battery cost correlation equations from BatPaC for use in both the NHTSA CAFE and EPA GHG analyses.
                        <SU>553</SU>
                        <FTREF/>
                         These cost equations—developed for use through MY 2035—were tailored for different vehicle segments,
                        <SU>554</SU>
                        <FTREF/>
                         different levels of electrification,
                        <SU>555</SU>
                        <FTREF/>
                         and anticipated plant production volumes.
                        <SU>556</SU>
                        <FTREF/>
                         These equations represent cost improvements achieved from advanced manufacturing, pack design, and cell design with current and anticipated future battery chemistries,
                        <SU>557</SU>
                        <FTREF/>
                         design parameters, 
                        <PRTPAGE P="52648"/>
                        forecasted market prices, and vehicle technology penetration. Please see Argonne's Cost Analysis and Projections for U.S.-Manufactured Automotive Lithium-ion Batteries report for a more detailed discussion of the inputs and assumptions that were used to generate these cost equations.
                        <SU>558</SU>
                        <FTREF/>
                         The methodology outlined in the report is largely the same that we used in previous rules, which utilized the most up-to-date BatPaC model to estimate future battery costs based on current chemistries, production volumes, and projected material prices.
                    </P>
                    <FTNT>
                        <P>
                            <SU>553</SU>
                             ANL. 2024. Cost Analysis and Projections for U.S.-Manufactured Automotive Lithium-ion Batteries. ANL/CSE-24/1. Available at: 
                            <E T="03">https://publications.anl.gov/anlpubs/2024/01/187177.pdf</E>
                            . (Accessed: Mar. 12, 2024); EPA. Final Rule: Multi-Pollutant Emissions Standards for Model Years 2027 and Later Light-Duty and Medium-Duty Vehicles. 2024. Available at: 
                            <E T="03">https://www.epa.gov/regulations-emissions-vehicles-and-engines/regulations-greenhouse-gas-emissions-passenger-cars-and</E>
                            . See EPA's RIA section 2.5.2.1 Battery cost modeling methodology.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>554</SU>
                             The vehicle classes considered in this project include compact cars, midsize cars, midsize SUVs, and pickup trucks.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>555</SU>
                             The levels of electrification considered in this project include light-duty HEVs, PHEVs, and BEVs (~250 and ~300 mile ranges) as well as medium/heavy-duty BEVs.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>556</SU>
                             Production volumes were determined for each vehicle class and type for each model year. See, U.S. Department of Energy. Argonne National Laboratory. Cost Analysis and Projections for U.S.-Manufactured Automotive Lithium-ion Batteries. ANL/CSE-24/1. Equation 1 and Table 13. Available at: 
                            <E T="03">https://www.osti.gov/biblio/2280913/</E>
                            . (Accessed: Jan. 25, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>557</SU>
                             Battery cathode chemistries considered in this project include nickel-based materials (NMC622, NMC811, NMC95, and LMNO) as well as lower-cost LFP cathodes; varying percentages of silicon 
                            <PRTPAGE/>
                            content (5%, 15%, and 35%) within a graphite anode were considered, as well.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>558</SU>
                             ANL. 2024. Cost Analysis and Projections for U.S.-Manufactured Automotive Lithium-ion Batteries. ANL/CSE-24/1. Available at: 
                            <E T="03">https://publications.anl.gov/anlpubs/2024/01/187177.pdf</E>
                            . (Accessed: Mar. 12, 2024).
                        </P>
                    </FTNT>
                    <P>
                        Similar to our past BatPaC-based estimates for a battery learning curve, the employed learning curve explicitly assumes particular battery chemistry is used; unlike in previous rulemakings, however, a dynamic NMC/LFP mix has been incorporated into the learning curve in collaboration with EPA and DOE/Argonne, which is discussed in more detail below. We believe that during the rulemaking time frame, based on ongoing research and discussions with stakeholders,
                        <SU>559</SU>
                        <FTREF/>
                         the industry will continue to employ lithium-ion NMC as the predominant battery cell chemistry for the near-term but will transition more fully to advanced high-nickel battery chemistries 
                        <SU>560</SU>
                        <FTREF/>
                         like NMC811 or less-costly cell chemistries like LFP-G during the middle or end of the decade—
                        <E T="03">i.e.,</E>
                         during the rulemaking timeframe. We acknowledge there are other battery cell chemistries currently being researched that reduce the use of cobalt, use solid opposed to liquid electrolyte, use of silicon-dominant anodes or lithium-metal anodes, or even eliminate use of lithium in the cell altogether; 
                        <SU>561</SU>
                        <FTREF/>
                         however, at this time, we are limiting battery chemistry to NMC622, NMC811, and LFP for this rulemaking but will continue to monitor work from DOE and related government agencies as well as other developments in the advancement of battery cell chemistries.
                        <SU>562</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>559</SU>
                             Docket Submission of Ex Parte Meetings Prior to Publication of the Corporate Average Fuel Economy Standards for Passenger Cars and Light Trucks for Model Years 2027-2032 and Fuel Efficiency Standards for Heavy-Duty Pickup Trucks and Vans for Model Years 2030-2035 Notice of Proposed Rulemaking memorandum, which can be found under References and Supporting Material in the rulemaking Docket No. NHTSA-2023-0022.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>560</SU>
                             Panayi, A. 2023. Into the Next Phase, the EV Market Towards 2030—The TWh year: The Outlook for the EV &amp; Battery Markets in 2023. RhoMotion. Available at: 
                            <E T="03">https://rhomotion.com/rho-motion-seminar-series-live-q1-2023-seminar-recordings</E>
                            . (Accessed: May 31, 2023).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>561</SU>
                             Slowik, P. et al. 2022. Assessment of Light-Duty Electric Vehicle Costs and Consumer Benefits in the United States in the 2022-2035 Time Frame. International Council on Clean Transportation. Available at: 
                            <E T="03">https://theicct.org/wp-content/uploads/2022/10/ev-cost-benefits-2035-oct22.pdf</E>
                            . (Accessed: May 31, 2023); Batteries News. 2022. Solid-State NASA Battery Beats The Model Y 4680 Pack at Energy Density by Stacking all Cells in One Case. Last revised: October 20, 2022. Available at: 
                            <E T="03">https://batteriesnews.com/solid-state-nasa-battery-beats-model-y-4680-pack-energy-density-stacking-cells-one-case/</E>
                            . (Accessed: May 31, 2023).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>562</SU>
                             Barlock, T.A. et al. February 2024. Securing Critical Materials for the U.S. Electric Vehicle Industry. ANL-24/06. Final Report. Available at: 
                            <E T="03">https://publications.anl.gov/anlpubs/2024/03/187907.pdf</E>
                            . (Accessed: Apr. 5, 2024).
                        </P>
                    </FTNT>
                    <P>
                        As discussed above, due to the potential increasing prevalence of LFP displacing NMC cathodes in the U.S. EV market,
                        <SU>563</SU>
                        <FTREF/>
                         especially in the rulemaking years, NHTSA uses a dynamic NMC/LFP mix between the battery cost correlation equations, referred to as a composite correlation equation; LFP market projections 
                        <SU>564</SU>
                        <FTREF/>
                         used for the mix are noted in TSD Chapter 3.3. LFP market share starts at 1 percent in MY 2021 and grows to 19 percent in MY 2028. For the model years that the composite cost equation covers (for MYs through 2035), NMC battery cathode chemistry is assumed for the remaining market share. Note the composite cost equation only corresponds with BEV and PHEV electrification technologies and not HEV or FCEV electrification technologies. For more information on the development of battery learning curves, please see TSD Chapter 3.3.5.3.1.
                    </P>
                    <FTNT>
                        <P>
                            <SU>563</SU>
                             Gohlke, D. et al. March 2024. Quantification of Commercially Planned Battery Component Supply in North America through 2035. Final Report. ANL-24/14. Available at: 
                            <E T="03">https://publications.anl.gov/anlpubs/2024/03/187735.pdf</E>
                            . (Accessed: Apr. 5, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>564</SU>
                             A composite learning curve (used for PHEV and BEV battery cost projections) was developed, in coordination with DOE/ANL and EPA, to include a North American market mix of NMC and LFP chemistries (dynamic, over time); the NMC/LFP market presence projections values were based on (averaged, rounded, and smoothed) Rho Motion and Benchmark Mineral Intelligence proprietary data.
                        </P>
                    </FTNT>
                    <P>
                        Beyond the extent of the battery cost correlation equation, starting in MY 2036, a constant 1.5% learning rate was used through MY 2050.
                        <SU>565</SU>
                        <FTREF/>
                         NHTSA used this constant rate due to uncertainty associated with reducing the cost of the pack below the cost of the raw material to build the pack in that far out time frame.
                    </P>
                    <FTNT>
                        <P>
                            <SU>565</SU>
                             Like in our other parts of this analyses, there are uncertainties associated with predicting estimated costs beyond 2035. Additionally, like our estimated learning curves for other technologies beyond this time frame, we used a similar convervative estimate continue learning down technology costs without having to fall below the costs of raw material to make the components.
                        </P>
                    </FTNT>
                    <P>
                        As there are inherent uncertainties in projecting future technology costs such as battery pack due to several factors, including the timing of the analysis used to support this final rule, we performed several battery-related cost sensitivity analyses. These include cases increasing the battery pack DMCs by 25%, decreasing the battery pack DMC by 15%, high and low mineral costs, and a curve we used for the NPRM. These results are presented in Chapter 9 of the FRIA. One important point that these sensitivity case results emphasize is that because of NHTSA's inability to consider manufacturers building BEVs and consider the combined fuel economy of PHEVs in response to CAFE standards during standard-setting years (
                        <E T="03">i.e.,</E>
                         MYs 2027-2031 for this final rule), net social costs and benefits do not change significantly between battery cost sensitivity cases, and similarly would not change significantly if much lower battery costs were used.
                    </P>
                    <P>
                        Additional discussion in TSD Chapter 3 shows that our projected costs fall fairly well in the middle of the range of other costs projected by various studies and organizations for future years.
                        <SU>566</SU>
                        <FTREF/>
                         Using the same approach as the rest of our analysis—that our costs should represent an average achievable performance across the industry—we believe that the battery DMCs with the learning curve applied provide a reasonable representation of potential future costs across the industry, based on the information available to us at the time of the analysis for this final rule was completed. RIA chapter 9.2.2 shows how our reference and sensitivity case cost projections change over time using different base year and learning assumptions.
                    </P>
                    <FTNT>
                        <P>
                            <SU>566</SU>
                             TSD Chapter 3.3, Figure 3-32: Comparing Battery Pack Cost Estimates from Multiple Sources.
                        </P>
                    </FTNT>
                    <P>
                        We received two other comments suggesting the price of BEVs are not accurately accounted for in our analysis. CEA and the Corn Growers Associations stated that NHTSA bases its technology costs on nominal prices or MSRP, which do not reflect actual costs to manufacturers.
                        <SU>567</SU>
                         
                        <SU>568</SU>
                        <FTREF/>
                         Both commenters stated that this does not reflect reality, as vehicle manufacturers have been reportedly cross-subsidizing electric vehicle costs to different extents since introducing their electrified vehicles.
                    </P>
                    <FTNT>
                        <P>
                            <SU>567</SU>
                             CFDC et al, Docket No. NHTSA-2023-0022-62242-A1, at 11.
                        </P>
                        <P>
                            <SU>568</SU>
                             CEA, Docket No. NHTSA-2023-0022-61918-A1, at 24.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA disagrees with these comments and believes that a fundamental misunderstanding of how technology costs are calculated in the analysis could have led to this mistake 
                        <PRTPAGE P="52649"/>
                        in the commenters' comprehension of this issue. While all of these concepts were described in detail in the NPRM and Draft TSD (and now this final rule and Final TSD), we will summarize the relevant concepts here. Please see Final TSD Chapter 2.4., Technology Costs, for more detailed information. Our technology costs are from real price teardowns and ground up assembly costs of the component being added to the vehicle.
                        <SU>569</SU>
                        <FTREF/>
                         When vehicles adopt technologies in the reference baseline or in response to standards in the analysis, the costs for those technologies are based on the incremental addition of the ground up costs to the reference price, which in this case is the vehicle price. Note that we determine the direct manufacturing costs of the components first, then apply a retail price equivalent markup to that cost before incrementally applying the technology cost to the vehicle price.
                        <SU>570</SU>
                        <FTREF/>
                         TSD Chapter 3.3 discusses in detail in how we have developed the ground up costs for BEV batteries and components, and TSD Chapter 2.4 discusses how we account for direct manufacturing costs and retail costs.
                    </P>
                    <FTNT>
                        <P>
                            <SU>569</SU>
                             
                            <E T="03">See, e.g.,</E>
                             Final TSD, Chapter 2.4.1 (“The analysis uses agency-sponsored tear-down studies of vehicles and parts to estimate the DMCs of individual technologies, in addition to independent tear-down studies, other publications, and CBI.”).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>570</SU>
                             
                            <E T="03">See, e.g.,</E>
                             Final TSD, Chapter 2.4.2, Table 2-24: Retail Price Components, and the discussion of our methodology to estimate indirect costs.
                        </P>
                    </FTNT>
                    <P>
                        We also received several comments related to electric vehicle maintenance 
                        <SU>571</SU>
                        <FTREF/>
                         and battery replacement costs.
                        <SU>572</SU>
                        <FTREF/>
                         For more information on repair/maintenance costs, please see Preamble Section III.G.3.
                    </P>
                    <FTNT>
                        <P>
                            <SU>571</SU>
                             Consumer Reports, Docket No. NHTSA-2023-0022-61101-A2, at 11-12.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>572</SU>
                             Heritage Foundation, Docket No. NHTSA-2023-0022-61952-A1, at 12-13; ACI, Docket No. NHTSA-2023-0022-50765-A1, at 2-4; AFPM, Docket No. NHTSA-2023-0022-61911-A2, at 51.
                        </P>
                    </FTNT>
                    <P>While batteries and relative battery components are the biggest cost driver of electrification, non-battery electrification components, such as electric motors, power electronics, and wiring harnesses, also add to the total cost required to electrify a vehicle. Different electrified vehicles have variants of non-battery electrification components and configurations to accommodate different vehicle classes and applications with respective designs; for instance, some BEVs may be engineered with only one electric motor and some BEVs may be engineered with two or even four electric motors within their powertrain to provide all wheel drive function. In addition, some electrified vehicle types still include conventional powertrain components, like an ICE and transmission.</P>
                    <P>For all electrified vehicle powertrain types, we group non-battery electrification components into four major categories: electric motors (or e-motors), power electronics (generally including the DC-DC converter, inverter, and power distribution module), charging components (charger, charging cable, and high-voltage cables), and thermal management system(s). We further group the components into those comprising the electric traction drive system (ETDS), and all other components. Although each manufacturer's ETDS and power electronics vary between the same electrified vehicle types and between different electrified vehicle types, we consider the ETDS for this analysis to be comprised of the e-motor and inverter, power electronics, and thermal system.</P>
                    <P>
                        When researching costs for different non-battery electrification components, we found that different reports vary in components considered and cost breakdown. This is not surprising, as vehicle manufacturers use different non-battery electrification components in different vehicles systems, or even in the same vehicle type, depending on the application. In order of the component categories discussed above, we examined the following cost teardown studies discussed in TSD 3.3.5 on Table 3-82. Using the best available estimate for each component from the different reports captures components in most manufacturer's systems but not all; we believe, however, that this is a reasonable metric and approach for this analysis, given the non-standardization of electrified powertrain designs and subsequent component specifications. Other sources we used for non-battery electrification component costs include an EPA-sponsored FEV teardown of a 2013 Chevrolet Malibu ECO with eAssist for some BISG component costs,
                        <SU>573</SU>
                        <FTREF/>
                         which we validated against a 2019 Dodge Ram eTorque system's publicly available retail price,
                        <SU>574</SU>
                        <FTREF/>
                         and the 2015 NAS report.
                        <SU>575</SU>
                        <FTREF/>
                         Broadly, our total BISG system cost, including the battery, fairly matches these other cost estimates.
                    </P>
                    <FTNT>
                        <P>
                            <SU>573</SU>
                             FEV. 2014. Light Duty Vehicle Technology Cost Analysis 2013 Chevrolet Malibu ECO with eAssist BAS Technology Study. FEV P311264. Contract no. EP-C-12-014, WA 1-9.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>574</SU>
                             Colwell, K.C. 2019. The 2019 Ram 1500 eTorque Brings Some Hybrid Tech, If Little Performance Gain, to Pickups. Last revised: Mar. 14, 2019. Available at: 
                            <E T="03">https://www.caranddriver.com/reviews/a22815325/2019-ram-1500-etorque-hybrid-pickup-drive</E>
                            . (Accessed: May 31, 2023).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>575</SU>
                             2015 NAS report, at 305.
                        </P>
                    </FTNT>
                    <P>
                        While the majority of electric vehicle cost comments related to batteries, we did receive three comments pertaining to non-battery electrification costs or electrification costs more generally. The Strong PHEV Coalition asserted that despite agreeing with other costs in the analysis,
                        <SU>576</SU>
                        <FTREF/>
                         our PHEV50 transmission costs (as shown in the Draft TSD Table 3-89) “disagrees with ANL's previous studies which show a transmission for about $1600 less than shown in the draft technical support document,” 
                        <SU>577</SU>
                        <FTREF/>
                         referencing an Argonne Light Duty Vehicle Techno-Economic Analysis 
                        <SU>578</SU>
                        <FTREF/>
                         and quoted, “ANL shows a PHEV transmission cost of $793.” Additionally, the Strong PHEV Coalition stated, “several additional technical modifications can lower the cost of PHEVs that most analyses do not consider,” without providing further specifics.
                    </P>
                    <FTNT>
                        <P>
                            <SU>576</SU>
                             Strong PHEV Coalition, Docket No. NHTSA-2023-0022-60193-A1, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>577</SU>
                             Strong PHEV Coalition, Docket No. NHTSA-2023-0022-60193-A1, at 7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>578</SU>
                             ANL—ESD-2110 Report—BEAN Tool—Light Duty Vehicle Techno-Economic Analysis. Available at: 
                            <E T="03">https://publications.anl.gov/anlpubs/2021/10/171713.pdf</E>
                            . (Accessed: Apr. 5, 2024).
                        </P>
                    </FTNT>
                    <P>
                        Upon inspection of the cited Argonne reference, the stated $793 value (or any PHEV50 transmission specific value) could not be found in documentation (in neither the Part One light-duty section nor the Part Two medium-heavy duty section); the only information on PHEV transmissions in the document relates to the number of transmission gears, and the only component-specific costs live in the medium-heavy duty section (without a specific transmission cost given).
                        <SU>579</SU>
                        <FTREF/>
                         We use the cost of the AT8L2 transmission as a cost proxy for the hybrid transmission architecture in P2 hybrid systems and CVTL2 transmission architecture in SHEVPS hybrid systems, whose DMCs are based on estimates from Table 8A.2a of the 2015 NAS report; these transmissions are used for other powertrain configurations in the analysis and represents costs that have been agreed on by industry today.
                        <SU>580</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>579</SU>
                             NHTSA coordinated with Argonne about this reference and Argonne confirmed that the $793 value is not directly provided in their report.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>580</SU>
                             2015 NAS report, at 298-99.
                        </P>
                    </FTNT>
                    <P>
                        John German argued that our power-split hybrid costs are “incomprehensively high compared with both NHTSA's own previous estimates and with independent cost assessments.” 
                        <SU>581</SU>
                        <FTREF/>
                         John German claimed that the teardown study conducted by FEV North America, Inc.
                        <SU>582</SU>
                        <FTREF/>
                         “on 2013 
                        <PRTPAGE P="52650"/>
                        hybrids found mid-size car powersplit hybrid direct manufacturing cost (DMC) is about $2,050—far below the estimated DMC of $2,946 for electrical components alone in Table 3-89 of the proposed rule TSD that excludes the battery cost.” 
                        <SU>583</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>581</SU>
                             John German, Docket No. NHTSA-2023-0022-53274-A1, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>582</SU>
                             The 2013 FEV study for ICCT is titled “Light-Duty Vehicle Technology Cost Analysis European 
                            <PRTPAGE/>
                            Vehicle Market Updated Indirect Cost Multiplier (ICM) Methodology” and can be downloaded from ICCT's website.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>583</SU>
                             Mid-size car emphasized. Note that our DMC is in 2021$.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA has responded to this comment in prior rules, extensively detailing the agency's reasons for not relying on particular FEV studies to estimate hybrid costs.
                        <SU>584</SU>
                        <FTREF/>
                         Upon further examination of the FEV document, the “Net Incremental Direct Manufacturing Cost” for a midsize passenger car for power-split HEVs was stated as “€2,230” 
                        <SU>585</SU>
                        <FTREF/>
                         (or approximately $2,943 in 2012$ and about $3,474 in 2021$). Taking a different approach, converting John German's stated value of $2,050 into Euros (which is approximately €1,553, used to search within the FEV study), it is found that this is a value that is listed for a subcompact power-split hybrid in Table E-5 titled “Power-Split Hybrid Electric Vehicle Case Study Results Eastern Europe Labor Rate Substitution.” As detailed extensively in the documentation supporting our analysis, we consider ten vehicle classes, and we believe a subcompact vehicle is only likely to represent vehicles covering a small portion of the vehicles we consider.
                    </P>
                    <FTNT>
                        <P>
                            <SU>584</SU>
                             85 FR 24431-2, 85 FR 42513-4 (April 30, 2020), 87 FR 25801-2 (May 2, 2022).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>585</SU>
                             John German's Table A.3 shows that this cost includes not only the electric machines but also the battery, high-voltage cables, etc. Recall that our quoted cost excludes the battery.
                        </P>
                    </FTNT>
                    <P>
                        Further, the commenter oversimplifies a technology walk between powertrains in a given model year, stating a 2023 Toyota Camry “SE list price is $27,960 and SE hybrid is $30,390, for an increment of $2,430. If RPE is 1.5, then DMC is $1,620.” As discussed in more detail in Final TSD Chapter 2.4 and referenced in a comment response above, we do not use vehicle prices to estimate technology costs, rather we estimate technology costs from the ground-up. For a more-accurate representation of a technology walk from a conventional powertrain to a power-split powertrain, see RIA Chapter 4.
                        <SU>586</SU>
                        <FTREF/>
                         We have not made any changes to power-split hybrid costs for this final rule.
                    </P>
                    <FTNT>
                        <P>
                            <SU>586</SU>
                             Memorandum to Docket No. NHTSA-2023-0022, Electrification Technology Cost Walk in Support of the Corporate Average Fuel Economy Standards for Passenger Cars and Light Trucks for Model Years 2027 and Beyond and Fuel Efficiency Standards for Heavy-Duty Pickup Trucks and Vans for Model Years 2030 and Beyond.
                        </P>
                    </FTNT>
                    <P>As discussed earlier in Section III.C, our technology costs account for three variables: retail price equivalence (RPE), which is 1.5 times the DMC, the technology learning curve, and the adjustment of the dollar value to 2021$ for this analysis. While HDPUVs have larger non-battery electrification componentry than LDVs, the cost calculation methodology is identical, in that the $/kW metric is the same, but the absolute costs are higher. As a result, HDPUVs and LDVs share the same non-battery electrification DMCs.</P>
                    <P>
                        For the non-battery electrification component learning curves, in both the LD and HDPUV fleets, we used cost information from Argonne's 2016 Assessment of Vehicle Sizing, Energy Consumption, and Cost through Large-Scale Simulation of Advanced Vehicle Technologies report.
                        <SU>587</SU>
                        <FTREF/>
                         The report provides estimated cost projections from the 2010 lab year to the 2045 lab year for individual vehicle components.
                        <SU>588</SU>
                        <FTREF/>
                         We considered the component costs used in electrified vehicles and determined the learning curve by evaluating the year over year cost change for those components. Argonne published a 2020 and a 2022 version of the same report; however, those versions did not include a discussion of the high and low-cost estimates for the same components.
                        <SU>589</SU>
                        <FTREF/>
                         Our learning estimates generated using the 2016 report align in the middle of these two ranges, and therefore we continue to apply the learning curve estimates based on the 2016 report. There are many sources that we could have picked to develop learning curves for non-battery electrification component costs, however given the uncertainty surrounding extrapolating costs out to MY 2050, we believe these learning curves provide a reasonable estimate.
                    </P>
                    <FTNT>
                        <P>
                            <SU>587</SU>
                             Moawad, A. et al. 2016. Assessment of Vehicle Sizing, Energy Consumption and Cost Through Large Scale Simulation of Advanced Vehicle Technologies. ANL/ESD-15/28. Available at: 
                            <E T="03">https://www.osti.gov/biblio/1245199</E>
                            . (Accessed: May 31, 2023).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>588</SU>
                             DOE's lab year equates to five years after a model year, 
                            <E T="03">e.g.,</E>
                             DOE's 2010 lab year equates to MY 2015. ANL/ESD-15/28 at 116.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>589</SU>
                             Islam, E. et al. 2020. Energy Consumption and Cost Reduction of Future Light-Duty Vehicles through Advanced Vehicle Technologies: A Modeling Simulation Study Through 2050. ANL/ESD-19/10. Available at: 
                            <E T="03">https://publications.anl.gov/anlpubs/2020/08/161542.pdf</E>
                            . (Accessed: May 31, 2023); Islam, E. et al. 2022. A Comprehensive Simulation Study to Evaluate Future Vehicle Energy and Cost Reduction Potential. ANL/ESD-22/6. Available at: 
                            <E T="03">https://publications.anl.gov/anlpubs/2023/11/179337.pdf</E>
                            . (Accessed: Mar. 14, 2024).
                        </P>
                    </FTNT>
                    <P>In summary, we calculate total electrified powertrain costs by summing individual component costs, which ensures that all technologies in an electrified powertrain appropriately contribute to the total system cost. We combine the costs associated with the ICE (if applicable) and transmission, non-battery electrification components like the electric machine, and battery pack to create a full-system cost. Chapter 3.3.5.4 of the TSD presents the total costs for each electrified powertrain option, broken out by the components we discussed throughout this section. In addition, the chapter discusses where to find each of the component costs in the CAFE Model's various input files.</P>
                    <HD SOURCE="HD3">4. Road Load Reduction Paths</HD>
                    <P>No car or truck uses energy (whether gas or otherwise) 100% efficiently when it is driven down the road. If the energy in a gallon of gas is thought of as a pie, the amount of energy ultimately available from that gallon to propel a car or truck down the road would only be a small slice. So where does the lost energy go? Most of it is lost due to thermal and frictional loses in the engine and drivetrain and drag from ancillary systems (like the air conditioner, alternator generator, various pumps, etc.). The rest is lost to what engineers call road loads. For the most part, road loads include wind resistance (or aerodynamics), drag in the braking system, and rolling resistance from the tires. At low speeds, aerodynamic losses are very small, but as speeds increases these loses rapidly become dramatically higher than any other road load. Drag from the brakes in most cars is practically negligible. ROLL losses can be significant: at low speeds ROLL losses can be more than aerodynamic losses. Whatever energy is left after these road loads are spent on accelerating the vehicle anytime a its speed increases. This is where reducing the mass of a vehicle is important to efficiency because the amount of energy to accelerate the vehicle is always directly proportional to a vehicle's mass. All else being equal, reduce a car's mass and better fuel economy is guaranteed. However, keep in mind that at freeway speeds, aerodynamics plays a more dominant role in determining fuel economy than any other road load or than vehicle mass.</P>
                    <P>
                        We include three road load reducing technology paths in this analysis: the MR Path, Aerodynamic Improvements (AERO) Path, and ROLL Path. For all three vehicle technologies, we assign analysis fleet technologies and identify adoption features based on the vehicle's body style. The LD fleet body styles we include in the analysis are convertible, 
                        <PRTPAGE P="52651"/>
                        coupe, sedan, hatchback, wagon, SUV, pickup, minivan, and van. The HDPUV fleet body styles include chassis cab, cutaway, fleet SUV, work truck, and work van. Figure III-7 and Figure III-8 show the LD and HDPUV fleet body styles used in the analysis.
                    </P>
                    <BILCOD>BILLING CODE 4910-59-P</BILCOD>
                    <GPH SPAN="3" DEEP="306">
                        <GID>ER24JN24.060</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="302">
                        <GID>ER24JN24.061</GID>
                    </GPH>
                    <PRTPAGE P="52652"/>
                    <BILCOD>BILLING CODE 4910-59-C</BILCOD>
                    <P>As expected, the road load forces described above operate differently based on a vehicle's body style, and the technology adoption features and effectiveness values reflect this. The following sections discuss the three Road Load Reduction Paths.</P>
                    <HD SOURCE="HD3">a. Mass Reduction</HD>
                    <P>MR is a relatively cost-effective means of improving fuel economy, and vehicle manufacturers are expected to apply various MR technologies to meet fuel economy standards. Vehicle manufacturers can reduce vehicle mass through several different techniques, such as modifying and optimizing vehicle component and system designs, part consolidation, and adopting materials that are conducive to MR (advanced high strength steel (AHSS), aluminum, magnesium, and plastics including carbon fiber reinforced plastics).</P>
                    <P>
                        We received multiple comments on how this analysis evaluated mass reduction as a possible pathway for manufacturers to use to meet the standards. Raw aluminum supplier Arconic, the Aluminum Association, the American Chemistry Council and the California Attorney General commented generally about the benefits of mass reduction to increasing fuel economy.
                        <SU>590</SU>
                        <FTREF/>
                         Stakeholders also commented broadly about mass reduction technology given the current state of the vehicle fleet and anticipated future fleet technology transitions. Even given the effectiveness of mass reduction as a pathway to CAFE compliance as well as tightening CAFE standards, multiple aluminum industry members noted that the average mass of vehicles continues to increase. They also noted that there are limited indications of adoption of aluminum primary structure in the fleet and that this will not change by 2032. They also pointed out that significant average mass increases are at least partially being driven by the higher masses associated with BEVs and their heavy batteries. Furthermore, they called on BEV manufacturers to use more aluminum to offset the higher masses associated with the batteries in these vehicles. Similarly, the States and Cities commented with research showing that potential fuel economy improvements from mass reduction have not been fully realized because manufacturers add weight back to the vehicle for other reasons, and because of increasing vehicle footprints.
                        <SU>591</SU>
                        <FTREF/>
                         Additional discussion of how NHTSA considers various materials in the mass reduction analysis are given below and in TSD Chapter 3.4, and NHTSA's discussion of vehicle footprint trends is located in TSD Chapter 1.
                    </P>
                    <FTNT>
                        <P>
                            <SU>590</SU>
                             States and Cities, Docket No. NHTSA-2023-0022-61904; ACC, Docket No. NHTSA-2023-0022-60215; Arconic, Docket No. NHTSA-2023-0022-48374; Aluminum Association, Docket No. NHTSA-2023-0022-58486.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>591</SU>
                             States and Cities, Docket No. NHTSA-2023-0022-61904.
                        </P>
                    </FTNT>
                    <P>
                        For the LD fleet portion of this analysis, we considered five levels of MR technology (MR1-MR5) that include increasing amounts of advanced materials and MR techniques applied to the vehicle's glider.
                        <SU>592</SU>
                        <FTREF/>
                         The subsystems that may make up a vehicle glider include the vehicle body, chassis, interior, steering, electrical accessory, brake, and wheels systems. We accounted for mass changes associated with powertrain changes separately.
                        <SU>593</SU>
                        <FTREF/>
                         We considered two levels of MR (MR1-MR2) and an initial level (MR0) for the HDPUV fleet. We use fewer levels because vehicles within the HD fleets are built for a very different duty cycle 
                        <SU>594</SU>
                        <FTREF/>
                         than those in the LD fleet and tend to be larger and heavier. Moreover, there are different vehicle parameters, like towing capacity, that drive vehicle mass in the HD fleet rather than, for example, NVH (noise, vibration, and harshness) performance in the LD fleet. Similarly, HDPUV MR is assumed to come from the glider,
                        <SU>595</SU>
                        <FTREF/>
                         and powertrain MR occurs during the Autonomie modeling. Our estimates of how manufacturers could reach each level of MR technology in the LD and HDPUV analyses, including a discussion of advanced materials and MR techniques, can be found in Chapter 3.4 of the TSD.
                    </P>
                    <FTNT>
                        <P>
                            <SU>592</SU>
                             Note that in the previous analysis associated with the MYs 2024-2026 final rule, there was a sixth level of mass reduction available as a pathway to compliance. For this analysis, this pathway was removed because it relied on extensive use of carbon fiber composite technology to an extent that is only found in purpose-built racing cars and a few hundred road legal sports cars costing hundreds of thousands of dollars. TSD Chapter 3.4 provides additional discussion on the decision to include five mass reduction levels in this analysis.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>593</SU>
                             Glider mass reduction can sometimes enable a smaller engine while maintaining performance neutrality. Smaller engines typically weigh less than bigger ones. We captured any changes in the resultant fuel savings associated with powertrain mass reduction and downsizing via the Autonomie simulation. Autonomie calculates a hypothetical vehicle's theoretical fuel mileage using a mass reduction to the vehicle curb weight equal to the sum of mass savings to the glider plus the mass savings associated with the downsized powertrain.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>594</SU>
                             HD vans that are used for package delivery purposes are frequently loaded to GVWR. However, LD passenger cars are never loaded to GVWR. Operators of HD vans have an economic motivation to load their vehicles to GVWR. In contrast studies show that between 38% and 82% of passenger cars are used soley to transport their drivers. (Bureau of Transportation Studies, 2011, FHWA Publication No. FHWA-PL-18-020, 2019).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>595</SU>
                             We also assumed that an HDPUV glider comprises 71 percent of a vehicle's curb weight, based on a review of mass reduction technologies in the 2010 Transportation Research Board and National Research Council's “Technologies and Approaches to Reducing the Fuel Consumption of Medium- and Heavy-Duty Vehicles.” See Transportation Research Board and National Research Council. 2010. Technologies and Approaches to Reducing the Fuel Consumption of Medium- and Heavy-Duty Vehicles. Washington, DC: 
                            <E T="03">The National Academies Press</E>
                            . At page 120-121. Available at: 
                            <E T="03">https://nap.nationalacademies.org/12845/</E>
                            . (Accessed: May 31, 2023).
                        </P>
                    </FTNT>
                    <P>
                        A coalition of NGOs stated that achieving the highest degree of mass reduction, MR5, can be achieved in the mainstream fleet with aluminum alone and carbon fiber technology is not necessary.
                        <SU>596</SU>
                        <FTREF/>
                         We disagree with this conclusion. While aluminum technology can be a potent mass reduction pathway, it does have its limitations. First, aluminum, does not have a fatigue endurance limit. That is, with aluminum components there is always some combination of stress and cycles when failure occurs. Automotive design engineering teams will dimension highly stressed cross sections to provide an acceptable number of cycles to failure. But this often comes at mass savings levels that fall short of what would be expected purely based on density specific strength and stiffness properties for aluminum.
                    </P>
                    <FTNT>
                        <P>
                            <SU>596</SU>
                             National Resource Defense Council et al., Docket No. NHTSA-2023-0022-61944.
                        </P>
                    </FTNT>
                    <P>
                        Looking at real data, the mostly aluminum (cab and bed are made from aluminum), 2021 Ford F150 achieves less than a 14 percent mass reduction compared to its 2014 all-steel predecessor.
                        <SU>597</SU>
                        <FTREF/>
                         This is an especially pertinent comparison because both vehicles have the same footprint within a 2% margin and presumably were engineered to similar duty cycles given that they both came from the same manufacturer. Per our regression analysis, the Ford F-150 achieves MR3. As mentioned in the TSD Chapter 3.4, a body in white structure made almost entirely from aluminum is roughly required to get to MR4. It may be possible to achieve MR5 without the use of carbon fiber, but the resultant vehicle would not achieve performance parity with customer expectations in terms of crash safety, noise and vibration levels, and interior content. The discontinued Lotus Elise is an example of an aluminum and fiberglass car that achieved MR5 but represents an 
                        <PRTPAGE P="52653"/>
                        extremely niche vehicle application that is unlikely to translate to mainstream, high-volume models. Therefore, it is entirely reasonable to assume that carbon fiber “hang on” panels and closures would be necessary to achieve MR5 at performance parity.
                    </P>
                    <FTNT>
                        <P>
                            <SU>597</SU>
                             Ford. 2021 F-150 Technical Specifications. Available at: 
                            <E T="03">https://media.ford.com/content/dam/fordmedia/North%20America/US/product/2021/f150/pdfs/2021-F-150-Technical-Specs.pdf</E>
                            . (Accessed on Mar. 21, 2024); Ford. 2014 F-150 Technical Specifications. Available at: 
                            <E T="03">https://media.ford.com/content/dam/fordmedia/North%20America/US/2014_Specs/2014_F150_Specs.pdf</E>
                            . (Accessed on Mar. 21, 2024).
                        </P>
                    </FTNT>
                    <P>
                        There were also comments from the NGO coalition regarding the mass reduction section in the NAS study. The commenters noted that the NAS study relies on very little application of carbon fiber technology to achieve their highest level of mass reduction technology. NHTSA would like to note that the NAS study espouses a maximum level of mass reduction of approximately 14.5% using composites (
                        <E T="03">e.g.,</E>
                         fiberglass) and carbon fiber technology only in closures structures (
                        <E T="03">e.g.,</E>
                         doors, hoods, and decklids) and hang-on panels (
                        <E T="03">e.g.,</E>
                         fenders). This is the “alternative scenario 2” in the NAS study. This is similar lightweighting technology application strategy to what our analysis roughly associates with MR5, but MR5 requires a 20% mass reduction. In this scenario, we are allotting more mass reduction potential for the same carbon fiber technology application than the NAS study does.
                    </P>
                    <P>
                        We assigned MR levels to vehicles in both the LD and HDPUV analysis fleets by using regression analyses that consider a vehicle's body design 
                        <SU>598</SU>
                        <FTREF/>
                         and body style, in addition to several vehicle design parameters, like footprint, power, bed length (for pickup trucks), and battery pack size (if applicable), among other factors. We have been improving on the LD regression analysis since the 2016 Draft Technical Assessment Report (TAR) and continue to find that it reasonably estimates MR technology levels of vehicles in the analysis fleet. We developed a similar regression for the HDPUV fleet for this analysis using the factors described above and other applicable HDPUV attributes and found that it similarly appropriately assigns initial MR technology levels to analysis fleet vehicles. Chapter 3.4 of the TSD contains a full description of the regression analyses used for each fleet and examples of results of the regression analysis for select vehicles.
                    </P>
                    <FTNT>
                        <P>
                            <SU>598</SU>
                             The body design categories we used are 3-box, 2-box, HD pickup, and HD van. A 3-box can be explained as having a box in the middle for the passenger compartment, a box in the front for the engine and a box in the rear for the luggage compartment. A 2-box has a box in front for the engine and then the passenger and luggage box are combined into a single box.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA received comments from a coalition of NGOs that the mass reduction regression curves used in the analysis for quantifying analysis fleet mass reduction overestimates the application mass reduction technology in the fleet.
                        <SU>599</SU>
                        <FTREF/>
                         They believe that the mass reduction modeling used by Argonne National Lab for estimating powertrain weight in the Autonomie vehicle simulations more accurately reflects how much mass reduction technology is really in the fleet, and stated that we should be using those regression models for the analysis instead. Although we would like to repeat the NGO's calculations to that led them to this opinion, they did not provide enough detail on its methodology and calculations for NHTSA to confirm its accuracy. Consequently, we are only able to respond with general concepts here.
                    </P>
                    <FTNT>
                        <P>
                            <SU>599</SU>
                             National Resource Defense Council et al., Docket No. NHTSA-2023-0022-61944.
                        </P>
                    </FTNT>
                    <P>NHTSA disagrees that the methods used by Autonomie to calculate the MR analysis fleet starting levels would lead to a better analysis than our regression. There are multiple reasons for this. First, Autonomie relies on data collected by the subscription benchmarking database A2Mac1 and other limited sources. As much as NHTSA and Argonne rely on data from A2Mac1 for learning about technical aspects of the fleet, it is not representative data for the entire US fleet. Whereas the CAFE mass reduction regressions use data from all vehicles and multiple trim levels in the US fleet (examples discussed above and further in TSD Chapter 3.4), A2Mac1 is limited in the number of vehicles it can teardown in a given year and thus only makes small samples from the US fleet. Using the entire fleet for the regression analysis provides a more accurate snapshot of how vehicles compare to one another when it comes to assigning MR levels to vehicles in the analysis fleets. Second, the NGOs claim that it is better to arrive at a glider weight by taking the average powertrain weight for a given technology class and subtracting that value from the curb weight of all vehicles in the fleet with that same tech class. We calculate a percentage for the powertrain of the curb weight based on the average powertrain mass for all of the technology classes. We then multiply this same percentage (which for the current fleet is 71%) by the curb weight of each vehicle in the fleet to arrive at the glider share. We did not use bespoke powertrain percentages for each corresponding technology class in the fleet because it will most likely not make a substantial difference in how MR is applied. Third, it must also be noted that Autonomie's glider share percent does not take into account sales weighting because Autonomie simulates every possible combination of vehicles and powertrains. By taking into account sales volumes, our analysis does a better job of representing the actual fleet.</P>
                    <P>The Joint NGOs also commented that the regression model we used for calculating MR for analysis fleet vehicles is invalid because it was developed using prior model year fleets. We disagree. The regression relies on establishing correlations between various vehicle parameters and the mass of a vehicle. For the most part, these correlations reflect physics and automotive design practices that have not changed substantially since these regressions were developed and updated. For example, one parameter correlated in the regression is rear wheel drive (RWD) vs. front wheel drive (FWD). The regression accurately predicts that going from RWD to FWD will save mass. The mass change associated in going from RWD to FWD arises from the elimination of a drive driveshaft and a discrete differential housing (unless the vehicle is mid or rear engine, which is rare in the fleet). This mass change is expected in the same way today as it would have been when the regression was developed. As a second example, another parameter that we correlate in the regression is convertible vs. non-convertible. Convertibles tend to be heavier than, say, sedans because they do not have the upper load path created by having a sedan's roof rail and C- (or D-) pillars. Consequently, manufacturers must compensate by reinforcing the floor pan to account for the lack of a primary load path. This results in higher mass for convertibles. Between when we developed the regression and today, the physics and fundamentals of this structural dynamic have not changed. Hence the regression we use in this regard is still valid today.</P>
                    <P>
                        There are several ways we ensure that the CAFE Model considers MR technologies like manufacturers might apply them in the real world. Given the degree of commonality among the vehicle models built on a single platform, manufacturers do not have complete freedom to apply unique technologies to each vehicle that shares the same platform. While some technologies (
                        <E T="03">e.g.,</E>
                         low rolling resistance tires) are very nearly “bolt-on” technologies, others involve substantial changes to the structure and design of the vehicle, and therefore often necessarily affect all vehicle models that share that platform. In most cases, MR technologies are applied to platform level components and therefore the same design and components are used on all vehicle models that share the 
                        <PRTPAGE P="52654"/>
                        platform. Each vehicle in the analysis fleet is associated with a specific platform family. A platform “leader” in the analysis fleet is a vehicle variant of a given platform that has the highest level of MR technology in the analysis fleet. As the model applies technologies, it will “level up” all variants on a platform to the highest level of MR technology on the platform. For example, if a platform leader is already at MR3 in MY 2022, and a “follower” starts at MR0 in MY 2022, the follower will get MR3 at its next redesign (unless the leader is redesigned again before that time, and further increases the MR level associated with that platform, then the follower would receive the new MR level).
                    </P>
                    <P>
                        In addition to leader-follower logic for vehicles that share the same platform, we also restrict MR5 technology to platforms that represent 80,000 vehicles or fewer. The CAFE Model will not apply MR5 technology to platforms representing high volume sales, like a Chevrolet Traverse, for example, where hundreds of thousands of units are sold per year. We use this particular adoption feature and the 80,000-unit threshold in particular, to model several relevant considerations. First, we assume that MR5 would require carbon fiber technology.
                        <SU>600</SU>
                        <FTREF/>
                         There is high global demand from a variety of industries for a limited supply of carbon fibers; specifically, aerospace, military/defense, and industrial applications demand most of the carbon fiber currently produced. Today, only about 10 percent of the global dry fiber supply goes to the automotive industry, which translates to the global supply base only being able to support approximately 70,000 cars.
                        <SU>601</SU>
                        <FTREF/>
                         In addition, the production process for carbon fiber components is significantly different than for traditional vehicle materials. We use this adoption feature as a proxy for stranded capital (
                        <E T="03">i.e.,</E>
                         when manufacturers amortize research, development, and tooling expenses over many years) from leaving the traditional processes, and to represent the significant paradigm change to tooling and equipment that would be required to support molding carbon fiber panels. There are no other adoption features for MR in the LD analysis, and no adoption features for MR in the HDPUV analysis.
                    </P>
                    <FTNT>
                        <P>
                            <SU>600</SU>
                             See the Final TSD for CAFE Standards for MYs 2024-2026, and Chapter 3.4 of the TSD accompanying this rulemaking for more information about carbon fiber.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>601</SU>
                             Sloan, J. 2020. Carbon Fiber Suppliers Gear up for Next Generation Growth. Last revised: Jan. 1, 2016. Available at: 
                            <E T="03">https://www.compositesworld.com/articles/carbon-fiber-suppliers-gear-up-for-next-gen-growth</E>
                            . (Accessed: May 31, 2023).
                        </P>
                    </FTNT>
                    <P>
                        In the Autonomie simulations, MR technology is simulated as a percentage of mass removed from the specific subsystems that make up the glider. The mass of subsystems that make up the vehicle's glider is different for every technology class, based on glider weight data from the A2Mac1 database 
                        <SU>602</SU>
                        <FTREF/>
                         and two NHTSA-sponsored studies that examined light-weighting a passenger car and light truck. We account for MR from powertrain improvements separately from glider MR. Autonomie considers several components for powertrain MR, including engine downsizing, and, fuel tank, exhaust systems, and cooling system light-weighting.
                        <SU>603</SU>
                        <FTREF/>
                         With regard to the LDV fleet, the 2015 NAS report suggested an engine downsizing opportunity exists when the glider mass is light-weighted by at least 10 percent. The 2015 NAS report also suggested that 10 percent light-weighting of the glider mass alone would boost fuel economy by 3 percent and any engine downsizing following the 10 percent glider MR would provide an additional 3 percent increase in fuel economy.
                        <SU>604</SU>
                        <FTREF/>
                         The NHTSA light-weighting studies applied engine downsizing (for some vehicle types but not all) when the glider weight was reduced by 10 percent. Accordingly, the analysis limits engine resizing to several specific incremental technology steps; important for this discussion, engines in the analysis are only resized when MR of 10 percent or greater is applied to the glider mass, or when one powertrain architecture replaces another architecture. For the HDPUV analysis, we do not allow engine downsizing at any MR level. This is because HDPUV designs are sized with the maximum GVWR and GCWR in mind, as discussed earlier in this section. We are objectively controlling the vehicles' utility and performance by this method in Autonomie. For example, if more MR technology is applied to a HD van, the payload capacity increases while maintaining the same maximum GVWR and GCWR.
                        <SU>605</SU>
                        <FTREF/>
                         The lower laden weight enables these vehicles to improve fuel efficiency by increased capacity. A summary of how the different MR technology levels improve fuel consumption is shown in TSD Chapter 3.4.4.
                    </P>
                    <FTNT>
                        <P>
                            <SU>602</SU>
                             A2Mac1: Automotive Benchmarking. Available at: 
                            <E T="03">https://portal.a2mac1.com/</E>
                            . (Accessed: May 31, 2023). The A2Mac1 database tool is widely used by industry and academia to determine the bill of materials (a list of the raw materials, sub-assemblies, parts, and quantities needed to manufacture an end-product) and mass of each component in the vehicle system.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>603</SU>
                             Although we do not acount for mass reduction in transmissions, we do reflect design improvements as part of mass reduction when going from, for example, an older AT6 to a newer AT8 that has similar if not lower mass.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>604</SU>
                             NRC. 2015. Cost, Effectiveness, and Deployment of Fuel Economy Technologies for Light-Duty Vehicles. 
                            <E T="03">The National Academies Press:</E>
                             Washington DC. Available at: 
                            <E T="03">https://doi.org/10.17226/21744</E>
                            . (Accessed: May 31, 2023).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>605</SU>
                             Transportation Research Board and National Research Council. 2010. Technologies and Approaches to Reducing the Fuel Consumption of Medium- and Heavy-Duty Vehicles. 
                            <E T="03">The National Academies Press:</E>
                             Washington, DC at 116. Available at: 
                            <E T="03">https://nap.nationalacademies.org/12845/</E>
                            . (Accessed: May 31, 2023).
                        </P>
                    </FTNT>
                    <P>
                        Our MR costs are based on two NHTSA light-weighting studies—the teardown of a MY 2011 Honda Accord and a MY 2014 Chevrolet Silverado pickup truck 
                        <SU>606</SU>
                        <FTREF/>
                        —and the 2021 NAS report.
                        <SU>607</SU>
                        <FTREF/>
                         The costs for MR1-MR4 rely on the light-weighting studies, while the cost of MR5 references the carbon fiber costs provided in the 2021 NAS report. The same cost curves are used for the HDPUV analysis; however, we used linear interpolation to shift the HDPUV MR2 curve (by roughly a factor of 20) to account for the fact that MR2 in the HDPUV analysis represents a different level than MR2 in the LD analysis. Unlike the other technologies in our analysis that have a fixed technology cost (for example, it costs about $3,000 to add a AT10L3 transmission to a LD SUV or pickup truck in MY 2027), the cost of MR is calculated on a dollar per pound saved basis based on a vehicle's starting weight. Put another way, for a given vehicle platform, an initial mass is assigned using the aforementioned regression model. The amount of mass to reach each of the five levels of MR is calculated by the CAFE Model based on this number and then multiplied by the dollar per pound saved figure for each of the five MR levels. The dollar per pound saved figure increases at a nearly linear rate going from MR0 to M4. However, this figure increases steeply going from MR4 to MR5 because the technology cost to realize the associated mass savings level is an order of magnitude larger. This dramatic increase is reflected by all three studies we relied on for MR costing, and we believe that it reasonably represents what manufacturers would expect to pay for including increasing amounts of 
                        <PRTPAGE P="52655"/>
                        carbon fiber on their vehicles. For the HDPUV analysis, there is also a significant cost increase from MR1 to MR2. This is because the MR going from MR1 to MR2 in the HDPUV fleet analysis is a larger step than going from MR1 to MR2 for the LD fleet analysis—5% to 7.5% off the glider compared to 1.4% to 13%.
                    </P>
                    <FTNT>
                        <P>
                            <SU>606</SU>
                             Singh, H. 2012. Final Report, Mass Reduction for Light-Duty Vehicles for Model Years 2017-2025. DOT HS 811 666.; Singh, H. et al. 2018. Mass Reduction for Light-Duty Vehicles for Model Years 2017-2025. DOT HS 812 487.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>607</SU>
                             This analysis applied the cost estimates per pound derived from passenger cars to all passenger car segments, and the cost estimates per pound derived from full-size pickup trucks to all light-duty truck and SUV segments. The cost estimates per pound for carbon fiber (MR5) were the same for all segments.
                        </P>
                    </FTNT>
                    <P>Like past analyses, we considered several options for MR technology costs. Again, we determined that the NHTSA-sponsored studies accounted for significant factors that we believe are important to include our analysis, including materials considerations (material type and gauge, while considering real-world constraints such as manufacturing and assembly methods and complexity), safety (including the Insurance Institute for Highway Safety's (IIHS) small overlap tests), and functional performance (including towing and payload capacity, noise, vibration, and harshness (NVH)), and gradeability in the pickup truck study.</P>
                    <P>
                        We received comments that the costs used in the analysis to achieve MR5 are high, both because of the way that we calculated MR5 costs, and how we applied updated costs in the model.
                        <SU>608</SU>
                        <FTREF/>
                         Regarding the price of carbon fiber technology, considering a 4-5 year time horizon, we believe that our prices are conservative when taking into account rising energy costs to pyrolyze acrylic fibers to carbon fibers and considering all the costs car manufacturers much shoulder on developing processes to turn the dry fibers into reliable structural components. The recent NAS study confirms our pricing.
                        <SU>609</SU>
                        <FTREF/>
                         It explicitly indicates an average price (over the time period of interest, 2027-2030) for carbon fiber materials as approximately $8.25 per pound saved and a manufacturing cost for carbon fiber reinforced polymer components of $13 per pound saved. Multiply the sum of these tow numbers by an RPE of 1.5 (direct and indirect and net income) results in roughly $32 per pound saved which is the figure listed in the Technologies Input File used for the CAFE model for 2027.
                    </P>
                    <FTNT>
                        <P>
                            <SU>608</SU>
                             National Resource Defense Council et al., Docket No. NHTSA-2023-0022-61944.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>609</SU>
                             2021 NAS report, at 7-242-3.
                        </P>
                    </FTNT>
                    <P>Regarding the comment that NHTSA misapplied the MR5 costs in the model, on further review NHTSA agrees that not all MR5 pounds saved will be saved with carbon fiber and that cost should be adjusted to include carbon fiber costs proportional to the materials' use in total pounds saved. We would like to investigate using an incremental or bracketed approach (think US tax structure but with pounds saved and cost) in a future analysis where the costs associated with carbon fiber technology will only be applied to the incremental mass reduction in going from one level of MR to another. We did not make that change for this final rule analysis, however. This is a relatively involved change in the model, which we did not have time to implement and QA/QC in the time available to complete the analysis associated with this final rule. That said, we do not believe that this change would result in a significant change in the analysis for the reasons listed below and are comfortable that the analysis associated with this final rule still reasonably represents manufacturer's decision-making, effectiveness, and cost associated with applying the highest levels of mass reduction technology.</P>
                    <P>First, we limited application of MR5 in the analysis to represent the limited volume of available dry carbon fiber and the resultant high costs of the raw materials. This constraint is described above and in more detail in TSD Chapter 3. The CAFE Model assumes that there is not enough carbon fiber readily available to support vehicle platforms with more than 80,000 vehicles sold per year. We believe this volume constraint does more to limit the application of MR5 technology in the analysis than does its high price. Even if we used a lower price, this dominant constraint would still be volume. Second, we do not believe that that a lower price would prove to be a competitive pathway to compliance for exotic materials technology compared to other less expensive technologies with higher effectiveness. The MR5 effectiveness as applied to the vehicle in this analysis considers the total effect of reducing that level of mass from the vehicle, from the vehicle's starting MR level. As an example, while the cost of going from MR0 or MR1 to MR5 may be slightly overstated (but still limited in total application by the volume cap), the cost of going from MR4 to MR5 is not. NHTSA will continue to consider the balance of carbon fiber and other advanced materials for mass reduction to meet MR5 levels and update that value in future rules.</P>
                    <HD SOURCE="HD3">b. Aerodynamic Improvements</HD>
                    <P>
                        The energy required for a vehicle to overcome wind resistance, or more formally what is known as aerodynamic drag, ranges from minimal at low speeds to incredibly significant at highway speeds.
                        <SU>610</SU>
                        <FTREF/>
                         Reducing a vehicle's aerodynamic drag is, therefore, an effective way to reduce the vehicle's fuel consumption. Aerodynamic drag is characterized as proportional to the frontal area (A) of the vehicle and a factor called the coefficient of drag (C
                        <E T="52">d</E>
                        ). The coefficient of drag (C
                        <E T="52">d</E>
                        ) is a dimensionless value that represents a moving object's resistance against air, which depends on the shape of the object and flow conditions. The frontal area (A) is the cross-sectional area of the vehicle as viewed from the front. Aerodynamic drag of a vehicles is often expressed as the product of the two values, C
                        <E T="52">d</E>
                        A, which is also known as the drag area of a vehicle. The force imposed by aerodynamic drag increases with the square of vehicle velocity, accounting for the largest contribution to road loads at higher speeds.
                        <SU>611</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>610</SU>
                             2015 NAS Report, at 207.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>611</SU>
                             
                            <E T="03">See, e.g.,</E>
                             Pannone, G. 2015. Technical Analysis of Vehicle Load Reduction Potential for Advanced Clean Cars, Final Report. April 2015. Available at: 
                            <E T="03">https://ww2.arb.ca.gov/sites/default/files/2020-04/13_313_ac.pdf</E>
                            . (Accessed: May 31, 2023). The graph on page 20 shows how at higher speeds the aerodyanmic force becomes the dominant load force.
                        </P>
                    </FTNT>
                    <P>Manufacturers can reduce aerodynamic drag either by reducing the drag coefficient or reducing vehicle frontal area, which can be achieved by passive or active aerodynamic technologies. Passive aerodynamics refers to aerodynamic attributes that are inherent to the shape and size of the vehicle. Passive attributes can include the shape of the hood, the angle of the windscreen, or even overall vehicle ride height. Active aerodynamics refers to technologies that variably deploy in response to driving conditions. Example of active aerodynamic technologies are grille shutters, active air dams, and active ride height adjustment. Manufacturers may employ both passive and active aerodynamic technologies to improve aerodynamic drag values.</P>
                    <P>There are four levels of aerodynamic improvement (over AERO0, the first level) available in the LD analysis (AERO5, AERO10, AERO15, AERO20), and two levels of improvements available for the HDPUV analysis (AERO10, AERO20). There are fewer levels available for the HDPUV analysis because HDPUVs have less diversity in overall vehicle shape; prioritization of vehicle functionality forces a boxy shape and limits incorporation of many of the “shaping”-based aerodynamic technologies, such as smaller side-view mirrors, body air flow, rear diffusers, and so on. Refer back to Figure III-7 and Figure III-8 for a visual of each body style considered in the LD and HDPUV analyses.</P>
                    <P>
                        Each AERO level associates with 5, 10, 15, or 20 percent aerodynamic drag 
                        <PRTPAGE P="52656"/>
                        improvement values over a reference value computed for each vehicle body style. These levels, or bins, respectively correspond to the level of aerodynamic drag reduction over the reference value, 
                        <E T="03">e.g.,</E>
                         “AERO5” corresponds to the 5 percent aerodynamic drag improvement value over the reference value, and so on. While each level of aerodynamic drag improvement is technology agnostic—that is, manufacturers can ultimately choose how to reach each level by using whatever technologies work for the vehicle—we estimated a pathway to each technology level based on data from an NRC Canada-sponsored wind tunnel testing program. The program included an extensive review of production vehicles utilizing aerodynamic drag improvement technologies, and industry comments.
                        <SU>612</SU>
                        <FTREF/>
                         Our example pathways for achieving each level of aerodynamic drag improvements is discussed in Chapter 3.5 of the TSD.
                    </P>
                    <FTNT>
                        <P>
                            <SU>612</SU>
                             Larose, G. et al. 2016. Evaluation of the Aerodynamics of Drag Reduction Technologies for Light-duty Vehicles—a Comprehensive Wind Tunnel Study. 
                            <E T="03">SAE International Journal of Passenger Cars—Mechanical Systems</E>
                            . Vol.9(2): at 772-784. Available at: 
                            <E T="03">https://doi.org/10.4271/2016-01-1613</E>
                            . (Accessed: May 31, 2023).
                        </P>
                    </FTNT>
                    <P>
                        We assigned aerodynamic drag reduction technology levels in the analysis fleets based on vehicle body styles.
                        <SU>613</SU>
                        <FTREF/>
                         We computed an average coefficient of drag based on vehicle body styles, using coefficient of drag data from the MY 2015 analysis fleet for the LD analysis, and data from the MY 2019 Chevy Silverado and MY 2020 Ford Transit and the MY 2022 Ford e-Transit for cargo vans for the HDPUV analysis. Different body styles offer different utility and have varying levels of form drag. This analysis considers both frontal area and body style as unchangeable utility factors affecting aerodynamic forces; therefore, the analysis assumes all reduction in aerodynamic drag forces come from improvement in the drag coefficient. Then we used drag coefficients for each vehicle in the analysis fleet to establish an initial aerodynamic technology level for each vehicle. We compared the vehicle's drag coefficient to the calculated drag coefficient by body style mentioned above, to assign initial levels of aerodynamic drag reduction technology to vehicles in the analysis fleets. We were able to find most vehicles' drag coefficients in manufacturer's publicly available specification sheets; however, in cases where we could not find that information, we used engineering judgment to assign the initial technology level.
                    </P>
                    <FTNT>
                        <P>
                            <SU>613</SU>
                             These assignments do not necessarily match the body styles that manufacturers use for marketing purposes. Instead, we make these assignments based on engineering judgment and the categories used in our modeling, considering how this affects a vehicle's AERO and vehicle technology class assignments.
                        </P>
                    </FTNT>
                    <P>
                        We also looked at vehicle body style and vehicle horsepower to determine which types of vehicles can adopt different aerodynamic technology levels. For the LD analysis, AERO15 and AERO20 cannot be applied to minivans, and AERO20 cannot be applied to convertibles, pickup trucks, and wagons. We also did not allow application of AERO15 and AERO20 technology to vehicles with more than 780 horsepower. There are two main types of vehicles that inform this threshold: performance ICE vehicles and high-power BEVs. In the case of the former, we recognize that manufacturers tune aerodynamic features on these vehicles to provide desirable downforce at high speeds and to provide sufficient cooling for the powertrain, rather than reducing drag, resulting in middling drag coefficients despite advanced aerodynamic features. Therefore, manufacturers may have limited ability to improve aerodynamic drag coefficients for high performance vehicles with ICEs without reducing horsepower. Only 4,047 units of sales volume in the analysis fleet include limited application of aerodynamic technologies due to ICE vehicle performance.
                        <SU>614</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>614</SU>
                             See the Market Data Input File.
                        </P>
                    </FTNT>
                    <P>
                        In the case of high-power BEVs, the 780-horsepower threshold is set above the highest peak system horsepower present on a BEV in the 2020 fleet. We originally set this threshold based on vehicles in the MY 2020 fleet in parallel with the 780-horsepower ICE limitation. For this analysis, the restriction does not have any functional effect because the only BEVs that have above 780-horsepower in the MY 2022 analysis fleet—the Tesla Model S and X Plaid, and variants of the Lucid Air—are already assigned AERO20 as an initial technology state and there are no additional levels of AERO technology left for those vehicles to adopt. Note that these high horsepower BEVs have extremely large battery packs to meet both performance and range requirements. These bigger battery packs make the vehicles heavier, which means they do not have the same downforce requirements as a similarly situated high-horsepower ICE vehicle. Broadly speaking, BEVs have different aerodynamic behavior and considerations than ICE vehicles, allowing for features such as flat underbodies that significantly reduce drag.
                        <SU>615</SU>
                        <FTREF/>
                         BEVs are therefore more likely to achieve higher AERO levels, so the horsepower threshold is set high enough that it does not restrict AERO15 and AERO20 application. BEVs that do not currently use high AERO technology levels are generally bulkier (
                        <E T="03">e.g.,</E>
                         SUVs or trucks) or lower budget vehicles.
                    </P>
                    <FTNT>
                        <P>
                            <SU>615</SU>
                             2020 EPA Automotive Trends Report, at 227.
                        </P>
                    </FTNT>
                    <P>There are no additional adoption features for aerodynamic improvement technologies in the HDPUV analysis. We limited the range of technology options for reasons discussed above, but both AERO technology levels are available to all HDPUV body styles.</P>
                    <P>The aerodynamic technology effectiveness values that show the potential fuel consumption improvement from AERO0 technology are found and discussed in Chapter 3.5.4 of the TSD. For example, the AERO20 values shown represent the range of potential fuel consumption improvement values that could be achieved through the replacement of AERO0 technology with AERO20 technology for every technology key that is not restricted from using AERO20. We use the change in fuel consumption values between entire technology keys and not the individual technology effectiveness values. Using the change between whole technology keys captures the complementary or non-complementary interactions among technologies.</P>
                    <P>
                        We carried forward the established AERO technology costs previously used in the 2020 final rule and again into the MY 2024-2026 standards analysis,
                        <SU>616</SU>
                        <FTREF/>
                         and updated those costs to the dollar-year used in this analysis. For LD AERO improvements, the cost to achieve AERO5 is relatively low, as manufacturers can make most of the improvements through body styling changes. The cost to achieve AERO10 is higher than AERO5, due to the addition of several passive aerodynamic technologies, and consecutively the cost to achieve AERO15 and AERO20 are much higher than AERO10 due to use of both passive and active aerodynamic technologies. The two AERO technology levels available for HDPUVs are similar in technology type and application to LDVs in the same technology categories, specifically light trucks. Because of this similarity, and unlike other technology areas that are required to handle higher loads or greater wear, aerodynamics technologies can be almost directly ported between fleets. As a result, there is no difference in technology cost 
                        <PRTPAGE P="52657"/>
                        between LD and HDPUV fleets for this analysis. The cost estimates are based on CBI submitted by the automotive industry in advance of the 2018 CAFE NPRM, and on our assessment of manufacturing costs for specific aerodynamic technologies. See the 2018 FRIA for discussion of the cost estimates.
                        <SU>617</SU>
                        <FTREF/>
                         We received no additional comments from stakeholders regarding the costs established in the 2018 FRIA during the MY 2024-2026 standards analysis and continued to use the established costs for this analysis. TSD Chapter 3.5 contains additional discussion of aerodynamic improvement technology costs, and costs for all technology classes across all MYs are in the CAFE Model's Technologies Input File. We received no additional comments on aerodynamics technologies and costs and continue to use the established costs for this final rule analysis.
                    </P>
                    <FTNT>
                        <P>
                            <SU>616</SU>
                             See the FRIA accompanying the 2020 final rule, Chapter VI.C.5.e.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>617</SU>
                             See the PRIA accompanying the 2018 NPRM, Chapter 6.3.10.1.2.1.2 for a discussion of these cost estimates.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">c. Low Rolling Resistance Tires</HD>
                    <P>Tire rolling resistance burns additional fuel when driving. As a car or truck tire rolls, at the point the tread touches the pavement, the tire flattens-out to create what tire engineers call the contact patch. The rubber in the contact patch deforms to mold to the tiny peaks and valleys of the payment. The interlock between the rubber and these tiny peaks and valleys creates grip. Every time the contact patch leaves the road surface as the tire rotates, it must recover to its original shape and then as the tire goes all the way around it must create a new contact patch that molds to a new piece of road surface. However, this molding and repeated re-molding action takes energy. Just like when a person stretches a rubber band it takes work, so does deforming the rubber and the tire to form the contact patch. When thinking about the efficiency of driving a car down the road, this means that not all the energy produced by a vehicle's engine can go into propelling the vehicle forward. Instead, some small, but appreciable, amount goes into deforming the tire and creating the contact patch repeatedly. This also explains why tires with low pressure have higher rolling resistance than properly inflated tires. When the tire pressure is low, the tire deforms more to create the contact patch which is the same as stretching the rubber farther in the analogy above. The larger deformations burn up even more energy and results in worse fuel mileage. Lower-rolling-resistance tires have characteristics that reduce frictional losses associated with the energy dissipated mainly in the deformation of the tires under load, thereby improving fuel economy.</P>
                    <P>
                        We use three levels of low rolling resistance tire technology for LDVs and two levels for HDPUVs. Each level of low rolling resistance tire technology reduces rolling resistance by 10 percent from an industry-average rolling resistance coefficient (RRC) value of 0.009.
                        <SU>618</SU>
                        <FTREF/>
                         While the industry-average RRC is based on information from LDVs, we also determined that value is appropriate for HDPUVs. RRC data from a NHTSA-sponsored study shows that similar vehicles across the LD and HDPUV categories have been able to achieve similar RRC improvements. See Chapter 3.6 of the TSD for more information on this comparison. TSD Chapter 3.6.1 shows the LD and HDPUV low rolling resistance technology options and their associated RRC.
                    </P>
                    <FTNT>
                        <P>
                            <SU>618</SU>
                             See Technical Analysis of Vehicle Load Reduction by CONTROLTEC for California Air Resources Board (April 29, 2015). We determined the industry-average baseline RRC using a CONTROLTEC study prepared for the CARB, in addition to considering CBI submitted by vehicle manufacturers prior to the 2018 LD NPRM analysis. The RRC values used in this study were a combination of manufacturer information, estimates from coast down tests for some vehicles, and application of tire RRC values across other vehicles on the same platform. The average RRC from surveying 1,358 vehicle models by the CONTROLTEC study is 0.009. The CONTROLTEC study compared the findings of their survey with values provided by the U.S. Tire Manufacturers Association for original equipment tires. The average RRC from the data provided by the U.S. Tire Manufacturers Association is 0.0092, compared to the average of 0.009 from CONTROLTEC.
                        </P>
                    </FTNT>
                    <P>
                        We have been using ROLL10 and ROLL20 in the last several CAFE Model analyses. New for this analysis is ROLL30 for the LD fleet. In past rulemakings, we did not consider ROLL30 due to lack of widespread commercial adoption of ROLL30 tires in the fleet within the rulemaking timeframe, despite commenters' argument on availability of the technology on current vehicle models and possibility that there would be additional tire improvements over the next decade.
                        <SU>619</SU>
                        <FTREF/>
                         Comments we received during the comment period for the last CAFE rule also reflected the application of ROLL30 by OEMs, although they discouraged considering the technology due to high cost and possible wet traction reduction. With increasing use of ROLL30 application by OEMs,
                        <SU>620</SU>
                        <FTREF/>
                         and material selection making it possible to design low rolling resistance independent of tire wet grip (discussed in detail in Chapter 3.6 of the TSD), we now consider ROLL30 as a viable future technology during this rulemaking period. We believe that the tire industry is in the process of moving automotive manufacturers towards higher levels of rolling resistance technology in the vehicle fleet. We believe that at this time, the emerging tire technologies that would achieve 30 percent improvement in rolling resistance, like changing tire profile, stiffening tire walls, novel synthetic rubber compounds, or adopting improved tires along with active chassis control, among other technologies, will be available for commercial adoption in the fleet during this rulemaking timeframe.
                    </P>
                    <FTNT>
                        <P>
                            <SU>619</SU>
                             NHTSA-2018-0067-11985.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>620</SU>
                             Docket No. NHTSA-2021-0053-0010, Evaluation of Rolling Resistance and Wet Grip Performance of OEM Stock Tires Obtained from NCAP Crash Tested Vehicles Phase One and Two, Memo to Docket—Rolling Resistance Phase One and Two; Technical Analysis of Vehicle Load Reduction by CONTROLTEC for California Air Resources Board (April 29, 2015); NHTSA DOT HS 811 154.
                        </P>
                    </FTNT>
                    <P>However, we did not consider ROLL30 for the HDPUV fleet, for several reasons. We do not believe that HDPUV manufacturers will use ROLL30 tires because of the significant added cost for the technology while they would see more fuel efficiency benefits from powertrain improvements. As discussed further below, our cost estimates for ROLL30 technology—which incorporate both technology and materials costs—are approximately double the costs of ROLL20. In addition, a significant majority of the HDPUV fleet currently employs no low rolling resistance tire technology. We believe that HDPUV manufacturers will still move through ROLL10 and ROLL20 technology in the rulemaking timeframe. For the final rule, we did not receive feedback from commenters regarding using ROLL30 for HDPUVs. We finalized this rulemaking analysis without including ROLL30 for the HDPUV fleet.</P>
                    <P>
                        Assigning low rolling resistance tire technology to the analysis fleet is difficult because RRC data is not part of tire manufacturers' publicly released specifications, and because vehicle manufacturers often offer multiple wheel and tire packages for the same nameplate. Consistent with previous rules, we used a combination of CBI data, data from a NHTSA-sponsored ROLL study, and assumptions about parts-sharing to assign tire technology in the analysis fleet. A slight majority of vehicles (52.9%) in the LD analysis fleet do not use any ROLL improvement technology, while 16.2% of vehicles use ROLL10 and 24.9% of vehicles use ROLL20. Only 6% of vehicles in the LD analysis fleet use ROLL30. Most (74.5%) vehicles in the HDPUV analysis fleet do 
                        <PRTPAGE P="52658"/>
                        not use any ROLL improvement technology, and 3.0% and 22.5% use ROLL10 and ROLL20, respectively.
                    </P>
                    <P>The CAFE Model can apply ROLL technology at either a vehicle refresh or redesign. We recognize that some vehicle manufacturers prefer to use higher RRC tires on some performance cars and SUVs. Since most of performance cars have higher torque, to avoid tire slip, OEMs prefer to use higher RRC tires for these vehicles. Like the aerodynamic technology improvements discussed above, we applied ROLL technology adoption features based on vehicle horsepower and body style. All vehicles in the LD and HDPUV fleets that have below 350hp can adopt all levels of ROLL technology.</P>
                    <P>TSD Chapter 3.6.3 shows that all LDVs under 350 hp can adopt ROLL technology, and as vehicle hp increases, fewer vehicles can adopt the highest levels of ROLL technology. Note that ROLL30 is not available for vehicles in the HDPUV fleet not because of an adoption feature, but because it is not included in the ROLL technology pathway.</P>
                    <P>TSD Chapter 3.6 shows how effective the different levels of ROLL technology are at improving vehicle fuel consumption.</P>
                    <P>
                        DMCs and learning rates for ROLL10 and ROLL20 are the same as prior analyses,
                        <SU>621</SU>
                        <FTREF/>
                         but are updated to the dollar-year used in this analysis. In the absence of ROLL30 DMCs from tire manufacturers, vehicle manufacturers, or studies, to develop the DMC for ROLL30 we extrapolated the DMCs for ROLL10 and ROLL20. In addition, we used the same DMCs for the LD and HDPUV analyses. This is because the original cost of a potentially heaver or sturdier HDPUV tire is already accounted for in the initial MSRP of a HDPUV in our analysis fleet, and the DMC represents the added cost of the improved tire technology. In addition, as discussed above, LD and HDPUV tires are often interchangeable. We believe that the added cost of each tire technology accurately represents the price difference that would be experienced by the different fleets. ROLL technology costs are discussed in detail in Chapter 3.6 of the TSD, and ROLL technology costs for all vehicle technology classes can be found in the CAFE Model's Technologies Input File. We did not receive comments on this approach used for this analysis and so we finalized the NPRM approach for the final rule.
                    </P>
                    <FTNT>
                        <P>
                            <SU>621</SU>
                             See NRC/NAS Special Report 286, Tires and Passenger Vehicle Fuel Economy: Informing Consumers, Improving Performance (2006); Corporate Average Fuel Economy for MY 2011 Passenger Cars and Light Trucks, Final Regulatory Impact Analysis (March 2009), at V-137; Joint Technical Support Document: Rulemaking to Establish Light-Duty Vehicle Greenhouse Gas Emission Standards and Corporate Average Fuel Economy Standards (April 2010), at 3-77; Draft Technical Assessment Report: Midterm Evaluation of Light-Duty Vehicle Greenhouse Gas Emission Standards and Corporate Average Fuel Economy Standards for Model Years 2022-2025 (July 2016), at 5-153 and 154, 5-419. In brief, the estimates for ROLL10 are based on the incremental $5 value for four tires and a spare tire in the NAS/NRC Special Report and confidential manufacturer comments that provided a wide range of cost estimates. The estimates for ROLL20 are based on incremental interpolated ROLL10 costs for four tires (as NHTSA and EPA believed that ROLL20 technology would not be used for the spare tire), and were seen to be generally fairly consistent with CBI suggestions by tire suppliers.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">5. Simulating Air Conditioning Efficiency and Off-Cycle Technologies</HD>
                    <P>
                        Off-cycle and AC efficiency technologies can provide fuel economy benefits in real-world vehicle operation, but the traditional 2-cycle test procedures (
                        <E T="03">i.e.,</E>
                         FTP and HFET) used to measure fuel economy cannot fully capture those benefits.
                        <SU>622</SU>
                        <FTREF/>
                         Off-cycle technologies can include, but are not limited to, thermal control technologies, high-efficiency alternators, and high-efficiency exterior lighting. As an example, manufacturers can claim a benefit for thermal control technologies like active seat ventilation and solar reflective surface coating, which help to regulate the temperature within the vehicle's cabin—making it more comfortable for the occupants and reducing the use of low-efficiency heating, ventilation, and air-conditioning (HVAC) systems. AC efficiency technologies are technologies that reduce the operation of or the loads on the compressor, which pressurizes AC refrigerant. The less the compressor operates or the more efficiently it operates, the less load the compressor places on the engine or battery storage system, resulting in better fuel efficiency. AC efficiency technologies can include, but are not limited to, blower motor controls, internal heat exchangers, and improved condensers/evaporators.
                    </P>
                    <FTNT>
                        <P>
                            <SU>622</SU>
                             Pursuant to 49 U.S.C 32904(c), the Administrator of the EPA must measure fuel economy for each model and calculate average fuel economy for a manufacturer under testing and calculation procedures prescribed by the Administrator. The Administrator is required to use the same procedures for passenger automobiles used for model year 1975 (weighted 55 percent urban cycle and 45 percent highway cycle), or procedures that give comparable results.
                        </P>
                    </FTNT>
                    <P>
                        Vehicle manufacturers have the option to generate credits for off-cycle technologies and improved AC systems under the EPA's CO
                        <E T="52">2</E>
                         program and receive a fuel consumption improvement value (FCIV) equal to the value of the benefit not captured on the 2-cycle test under NHTSA's CAFE program. The FCIV is not a “credit” in the NHTSA CAFE program—unlike, for example, the statutory overcompliance credits prescribed in 49 U.S.C. 32903—but FCIVs increase the reported fuel economy of a manufacturer's fleet, which is used to determine compliance. EPA applies FCIVs during determination of a fleet's final average fuel economy reported to NHTSA.
                        <SU>623</SU>
                        <FTREF/>
                         We only calculate and apply FCIVs at a manufacturer's fleet level, and the improvement is based on the volume of the manufacturer's fleet that contains qualifying technologies.
                    </P>
                    <FTNT>
                        <P>
                            <SU>623</SU>
                             49 U.S.C. 32904. Under EPCA, the Administrator of the EPA is responsible for calculating and measuring vehicle fuel economy.
                        </P>
                    </FTNT>
                    <P>
                        We currently do not model AC efficiency and off-cycle technologies in the CAFE Model like we model other vehicle technologies, for several reasons. Each time we add a technology option to the CAFE Model's technology pathways we increase the number of Autonomie simulations by approximately a hundred thousand. This means that to add just five AC efficiency and five off-cycle technology options would double our Autonomie simulations to around two million total simulations. In addition, 40 CFR 600.512-12 does not require manufacturers to submit information regarding AC efficiency and off-cycle technologies on individual vehicle models in their FMY reports to EPA and NHTSA.
                        <SU>624</SU>
                        <FTREF/>
                         In their FMY reports, manufacturers are only required to provide information about AC efficiency and off-cycle technology application at the fleet level. However, starting with MY 2023, manufacturers are required to submit AC efficiency and off-cycle technology data to NHTSA in the new CAFE Projections Reporting Template for PMY, MMY and supplementary reports. Once we begin evaluating manufacturer submissions in the CAFE Projections Reporting Template we may reconsider how off-cycle and AC efficiency technologies are evaluated in future analysis. However, developing a robust methodology for including off-cycle and AC efficiency technologies in the analysis depends on manufacturers giving us robust data.
                    </P>
                    <FTNT>
                        <P>
                            <SU>624</SU>
                             40 CFR 600.512-12.
                        </P>
                    </FTNT>
                    <P>
                        Instead, the CAFE Model applies predetermined AC efficiency and off-cycle benefits to each manufacturer's fleet after the CAFE Model applies traditional technology pathway options. The CAFE Model attempts to apply pathway technologies and AC efficiency 
                        <PRTPAGE P="52659"/>
                        and off-cycle technologies in a way that both minimizes cost and allows the manufacturer to meet a given CAFE standard without over or under complying. The predetermined benefits that the CAFE Model applies for AC efficiency and off-cycle technologies are based on EPA's 2022 Trends Report and CBI compliance data from vehicle manufacturers. We started with each manufacturer's latest reported values and extrapolated the values to the regulatory cap for benefits that manufacturers are allowed to claim, considering each manufacturer's fleet composition (
                        <E T="03">i.e.,</E>
                         passenger cars versus light trucks) and historic AC efficiency and off-cycle technology use. In general, data shows that manufacturers apply less off-cycle technology to passenger cars than pickup trucks, and our input assumptions reflect that. Additional details about how we determined AC efficiency and off-cycle technology application rates are discussed Chapter 3.7 of the TSD.
                    </P>
                    <P>
                        New for this rulemaking cycle, we also developed a methodology for considering BEV AC efficiency and off-cycle technology application when estimating the maximum achievable credit values for each manufacturer. We did this because the analytical “no-action” reference baseline against which we measure the costs and benefits of our standards includes an appreciable number of BEVs. Because BEVs are not equipped with a traditional engine or transmission, they cannot benefit from off-cycle technologies like engine idle start-stop, active transmission and engine warm-up, and high efficiency alternator technologies. However, BEVs still benefit from technologies like high efficiency lighting, solar panels, active aerodynamic improvement technologies, and thermal control technologies. We calculated the maximum off-cycle benefit that the model could apply for each manufacturer and each MY based on off-cycle technologies that could be applied to BEVs and the percentage of BEVs in each manufacturer's fleet. Note that we do not include PHEVs in this calculation, because they still use a conventional ICE and manufacturers are not required to report UF estimates for individual vehicles, which would have made partial estimation for off-cycle and AC efficiency benefits at the fleet level very difficult. However, we do think that this is reasonable because PHEVs overall constitute less than 2% of the current fleet and the off-cycle and AC efficiency FCIVs for those vehicles only receive a fractional benefit.
                        <SU>625</SU>
                        <FTREF/>
                         We discuss additional details and assumptions for this calculation in Chapter 3.7 of the Final TSD.
                    </P>
                    <FTNT>
                        <P>
                            <SU>625</SU>
                             For example, if UF of a PHEV is esitmated oepration to be 30% ICE and 70% electric than the benefit of Off-cycle and AC efficiecny would only apply to the ICE portiona only.
                        </P>
                    </FTNT>
                    <P>Note also that we do not model AC efficiency and off-cycle technology benefits for HDPUVs. We have received petitions for off-cycle benefits for HDPUVs from manufacturers, but to date, none have been approved.</P>
                    <P>
                        Because the CAFE Model applies AC efficiency and off-cycle technology benefits independent of the technology pathways, we must account for the costs of those technologies independently as well. We generated costs for these technologies on a dollars per gram of CO
                        <E T="52">2</E>
                         per mile ($ per g/mi) basis, as AC efficiency and off-cycle technology benefits are applied in the CAFE Model on a gram per mile basis (as in the regulations). For this final rule, we updated our AC efficiency and off-cycle technology costs by implementing an updated calculation methodology and converting the DMCs to 2021 dollars. The AC efficiency costs are based on data from EPA's 2010 Final Regulatory Impact Analysis (FRIA) and the 2010 and 2012 Joint NHTSA/EPA TSDs.
                        <E T="51">626 627 628</E>
                        <FTREF/>
                         We used data from EPA's 2016 Proposed Determination TSD 
                        <SU>629</SU>
                        <FTREF/>
                         to develop the updated off-cycle costs that were used for the 2022 final rule and now this final rule. Additional details and assumptions used for AC efficiency and off-cycle costs are discussed in Chapter 3.7.2 of the Final TSD.
                    </P>
                    <FTNT>
                        <P>
                            <SU>626</SU>
                             Final Rulemaking to Establish Light-Duty Vehicle Greenhouse Gas Emission Standards and Corporate Average Fuel Economy Standards Regulatory Impact Analysis for MYs 2012-2016.
                        </P>
                        <P>
                            <SU>627</SU>
                             Final Rulemaking to Establish Light-Duty Vehicle Greenhouse Gas Emission Standards and Corporate Average Fuel Economy Standards Joint Technical Support Document for MYs 2012-2016.
                        </P>
                        <P>
                            <SU>628</SU>
                             Joint Technical Support Document: Final Rulemaking for 2017-2025 Light-Duty Vehicle Greenhouse Gas Emission Standards and Corporate Average Fuel Economy Standards.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>629</SU>
                             Proposed Determination on the Appropriateness of the Model Year 2022-2025 Light-Duty Vehicle Greenhouse Gas Emissions Standards under the Midterm Evaluation: Technical Support Document.
                        </P>
                    </FTNT>
                    <P>
                        We received limited comments on how we model off-cycle and AC efficiency FCIVs for this rulemaking analysis.
                        <E T="51">630 631</E>
                        <FTREF/>
                         Mitsubishi commented that the differences between NHTSA and EPA's proposed rules, “would force manufacturers to choose between applying off-cycle technologies that only apply to the CAFE standard or on-cycle technologies—which are potentially more expensive—that would apply to both the GHG and CAFE standards. NHTSA should model the effects of the EPA GHG proposal on the adoption of off-cycle technology to avoid overestimating the industry's ability to comply, and underestimating the cost of compliance.” The Alliance commented that “for MYs 2023 through 2026 the limit is 15 g/mile on . . . passenger car and trucks fleets. For all other years it is currently 10 g/mile. NHTSA's modeling of off-cycle credits frequently exceeds the 10 g/mile cap in MYs 2027 and later. Assuming NHTSA intends manufacturers to follow the caps defined by EPA, it should correct its modeling so that off-cycle credits are limited to the capped amount.”
                    </P>
                    <FTNT>
                        <P>
                            <SU>630</SU>
                             Mitsubishi, Docket No. NHTSA-2023-0022-61637.
                        </P>
                        <P>
                            <SU>631</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-60652-A3.
                        </P>
                    </FTNT>
                    <P>We agree with Mitsubishi's comment that differences between the proposed changes to our off-cycle program and EPA's proposed changes to its program could make it difficult for manufacturers to select which off-cycle technologies to place on the vehicles in their compliance fleets. We also agree with the Alliance that, in our modeling for the NPRM, the off-cycle caps exceeded the limits established in the regulation. For this final rule, to align with EPA, NHTSA has changed its proposed limit on the number of off-cycle FCIVs available to manufacturers in MYs 2027 through 2050 in our modeling. For passenger cars powered by an internal combustion engine, we changed the off-cycle FCIV limit from 10.0 g/mi in MYs 2030 through 2050 to 8.0 g/mi in MY 2031, 6.0 g/mi in MY 2032, and 0 g/mi in MYs 2033 through 2050. For light trucks powered by an internal combustion engine, we changed the off-cycle FCIV limit from 15.0 g/mi in MYs 2027 through 2050 to 10.0 g/mi in MYs 2027 through 2030, 8.0 g/mi in MY 2031, 6.0 g/mi in MY 2032, and 0 g/mi in MYs 2033 through 2050. Starting in MY 2027, BEVs will no longer be eligible for off-cycle FCIVs in the CAFE program. To facilitate this, we set the off-cycle FCIV limit for BEVs in both the passenger car and light truck regulatory categories to 0 g/mi for MYs 2027 through 2050.</P>
                    <P>The Alliance also commented that NHTSA proposed to eliminate AC efficiency FCIVs for BEVs beginning in MY 2027 but allowed the credit caps set prior to MY 2027 to be carried forward through MY 2050. They stated that if NHTSA finalizes its proposal to eliminate AC efficiency FCIVs for BEVs, it should adjust its modeling to reflect that.</P>
                    <P>
                        We agree with the commenter that, in our proposal, we did not model the elimination of AC efficiency FCIVs for 
                        <PRTPAGE P="52660"/>
                        BEVs in MYs 2027 through 2050. However, we have corrected this error in our modeling for the final rule. Starting in MY 2027, BEVs will no longer be eligible for AC efficiency FCIVs in the CAFE program. To facilitate this, we set the AC efficiency credit limit for BEVs in both the passenger car and light truck regulatory categories to 0 g/mi for MYs 2027 through 2050 in our modeling.
                    </P>
                    <HD SOURCE="HD2">E. Consumer Responses to Manufacturer Compliance Strategies</HD>
                    <P>Previous subsections of Section III have so far discussed how manufacturers might respond to changes in the standards. While the technology analysis outlined different compliance strategies available to manufacturers, the tangible costs and benefits that accrue because of the standards also depend on how consumers respond to manufacturers decisions. Some of the benefits and costs resulting from changes to standards are private benefits that accrue to the buyers of new vehicles, produced in the MYs under consideration. These benefits and costs largely flow from changes to vehicle ownership and operating costs that result from improved fuel economy, and the costs of the technologies required to achieve those improvements. The remaining benefits are also derived from how consumers use—or do not use—vehicles, but because these are experienced by the broader public rather than borne directly by consumers who purchase and drive new vehicles, we categorize these as “external” benefits even when they do not meet the formal economic definition of externalities. The next few subsections outline how the agency's analysis models consumers' responses to changes in vehicles implemented by manufacturers to respond to the CAFE and HDPUV standards.</P>
                    <HD SOURCE="HD3">1. Macroeconomic and Consumer Behavior Assumptions</HD>
                    <P>Most economic effects of the new standards this final rule establishes are influenced by macroeconomic conditions that are outside the agency's influence. For example, fuel prices are mainly determined by global petroleum supply and demand, yet they partially determine how much fuel efficiency-improving technology U.S. manufacturers will apply to their vehicles, how much more consumers are willing to pay to purchase models offering higher fuel economy or efficiency, how much buyers decide to drive them, and the value of each gallon of fuel saved from higher standards. Constructing these forecasts requires robust projections of demographic and macroeconomic variables that span the full timeframe of the analysis, including real GDP, consumer confidence, U.S. population, and real disposable personal income.</P>
                    <P>
                        The analysis presented with this final rule employs fuel price forecasts developed by the U.S. Energy Information Administration (EIA), an agency within the U.S. DOE which collects, analyzes, and disseminates independent and impartial energy information to promote sound policymaking and public understanding of energy and its interaction with the economy and the environment. EIA uses its National Energy Modeling System (NEMS) to produce its Annual Energy Outlook (AEO), which presents forecasts of future fuel prices among many other economic and energy-related variables, and these are the source of some inputs to the agency's analysis. NHTSA noted in its proposal that it was considering updating the inputs used to analyze this final rule to include projections from the 2023 AEO for its final rule, and the California Attorney General and others commented that NHTSA should make this change. The agency's analysis of this final rule uses the 2023 EIA AEO's forecasts of U.S. population, GDP, disposable personal income, GDP deflator, fuel prices and electricity prices.
                        <SU>632</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>632</SU>
                             States and Cities, Docket No. NHTSA-2023-0022-61904, at 27.
                        </P>
                    </FTNT>
                    <P>The analysis also relies on S&amp;P Global's forecasts of total the number of U.S. households, and the University of Michigan's Consumer Confidence Index from its annual Global Economic Outlook, which EIA also uses to develop the projections it reports in its AEO.</P>
                    <P>While these macroeconomic assumptions are important inputs to the analysis, they are also uncertain, particularly over the long lifetimes of the vehicles affected by this final rule. To reflect the effects of this uncertainty, the agency also uses forecasts of fuel prices from AEO's Low Oil Price and High Oil Price side cases to analyze the sensitivity of its analysis to alternative fuel price projections. The purpose of the sensitivity analyses, discussed in greater detail in Chapter 9 of the FRIA, is to measure the degree to which important outcomes can change under different assumptions about fuel prices. NHTSA similarly uses low and high growth cases from the AEO as bounding cases for the macroeconomic variables in its analysis.</P>
                    <P>
                        Some commenters argued that electricity prices charged to users of public charging stations are somewhat higher on average than the residential rates in AEO 2023.
                        <SU>633</SU>
                        <FTREF/>
                         NHTSA expects that at-home charging will continue to be the primary charging method, and thus residential electricity rates are the most representative electricity prices to use in our analysis, and the CAFE Model as currently constructed cannot differentiate between residential and public charging.
                    </P>
                    <FTNT>
                        <P>
                            <SU>633</SU>
                             NATSO et al., Docket No. NHTSA-2023-0022-61070, at 7-8.
                        </P>
                    </FTNT>
                    <P>The first year included in this analysis is model year 2022, and data for that year represent actual observations rather than forecasts to the extent possible. The projected macroeconomic inputs used in this analysis as well as the forecasts that depend on them—aggregate demand for driving, new vehicle sales, and used vehicle retirement rates—reflect a continued return to pre-pandemic growth rates under all regulatory alternatives. See Chapter 4.1 of the TSD for a more complete discussion of the macroeconomic forecasts and assumptions used in this analysis.</P>
                    <P>Another key assumption that permeates the agency's analysis is how much consumers are willing to pay for improved fuel economy. Increased fuel economy offers vehicle owners savings through reduced fuel expenditures throughout the lifetime of a vehicle. If buyers fully value the savings in fuel costs that result from driving (and potentially re-selling) vehicles with higher fuel economy, and manufacturers supply all improvements in fuel economy that buyers demand, then market-determined levels of fuel economy would reflect both the cost of improving it and the private benefits from doing so. In that case, regulations on fuel economy would only be necessary to reflect environmental or other benefits not experienced by buyers themselves. But if consumers instead undervalue future fuel savings or appear unwilling to purchase cost-minimizing levels of fuel economy for other reasons, manufacturers would spend too little on fuel-saving technology (or deploy its energy-saving benefits to improve vehicles' other attributes). In that case, more stringent fuel economy standards could lead manufacturers to make improvements in fuel economy that not only reduce external costs from producing and consuming fuel, but also improve consumer welfare.</P>
                    <P>
                        Increased fuel economy offers vehicle owners significant potential savings. The analysis shows that the value of prospective fuel savings exceeds manufacturers' technology costs to comply with the preferred alternatives 
                        <PRTPAGE P="52661"/>
                        for each regulatory class when discounted at 3 percent. It seems reasonable to assume that well-informed vehicle shoppers who do not face time constraints or other barriers to economically rational decision-making will recognize the full value of fuel savings from purchasing a model that offers higher fuel economy, since they would be compensated with an equivalent increase in their disposable income and the other consumption opportunities it affords them. For commercial operators, higher fuel efficiency and the reduced fuel costs it provides would free up additional capital for either higher profits or additional business ventures. If consumers did value the full amount of fuel savings, more fuel-efficient vehicles would functionally be less costly for consumers to own when considering both their purchase prices and subsequent operating costs, thus making the models that manufacturers are likely to offer under stricter alternatives more attractive than those available under the No-Action Alternative.
                    </P>
                    <P>
                        Recent econometric research is inconclusive. Some studies conclude that consumers value most or all of the potential savings in fuel costs from driving higher-mpg vehicles, and others conclude that consumers significantly undervalue expected fuel savings. More circumstantial evidence appears to show that consumers do not fully value the expected lifetime fuel savings from purchasing higher-mpg models. Although the average fuel economy of new light vehicles reached an all-time high in MY 2021 of 25.4 mpg,
                        <SU>634</SU>
                        <FTREF/>
                         this is still significantly below the fuel economy of the fleet's most efficient vehicles that are readily available to consumers.
                        <SU>635</SU>
                        <FTREF/>
                         Manufacturers have repeatedly informed the agency that consumers only value between 2 to 3 years of fuel savings when choosing among competing models to purchase.
                    </P>
                    <FTNT>
                        <P>
                            <SU>634</SU>
                             See EPA 2022 Automotive Trends Report at 5. Available at 
                            <E T="03">https://www.epa.gov/system/files/documents/2022-12/420r22029.pdf</E>
                            . (Accessed: Feb. 27, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>635</SU>
                             
                            <E T="03">Id.</E>
                             at 9.
                        </P>
                    </FTNT>
                    <P>The potential for buyers to forego improvements in fuel economy that appear to offer future savings exceeding their initial costs is one example of what is often termed the “energy paradox” or “energy-efficiency gap.” This appearance of a gap between the level of energy efficiency that would minimize consumers' overall expenses and the level they choose to purchase is typically based on engineering calculations that compare the initial cost for providing higher energy efficiency to the discounted present value of the resulting savings in future energy costs. There has long been an active debate about whether such a gap actually exists and why it might arise. Economic theory predicts, assuming perfect information and absent market failures, that economically rational individuals will purchase more energy-efficient products only if the savings in future energy costs they offer promise to offset their higher initial purchase cost.</P>
                    <P>
                        However, the field of behavioral economics has documented situations in which the decision-making of consumers can differ from what the standard model of rational consumer behavior predicts, particularly when the choices facing consumers involve uncertain outcomes.
                        <SU>636</SU>
                        <FTREF/>
                         The future value of purchasing a vehicle that offers higher fuel economy is inherently uncertain for many reasons, but particularly because the mileage any particular driver experiences will differ from that shown on fuel economy labels, potential buyers may be uncertain how much they will actually drive a new vehicle, future resale prices may be unpredictable, and future fuel prices are highly uncertain. Recent research indicates that some consumers exhibit several departures from purely rational economic behavior, some of which could account for undervaluation of fuel economy to an extent roughly consistent with the agency's assumed 30-month payback rule. These include valuing potential losses more than potential gains of equal value when faced with an uncertain choice (“loss aversion”), the tendency to apply discount rates that decrease over time (“present bias,” also known as hyperbolic discounting), a preference for choices with certain rather than uncertain outcomes (“certainty bias”), and inattention or “satisficing.” 
                        <SU>637</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>636</SU>
                             E.g. Dellavigna, S. 2009. Psychology and Economics: Evidence from the Field. 
                            <E T="03">Journal of Economic Literature.</E>
                             47(2): at 315-372.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>637</SU>
                             Satisficing is when a consumer finds a solution that meets enough of their requirements instead of searching for a vehicle that optimizes their utility.
                        </P>
                    </FTNT>
                    <P>
                        There are also a variety of more conventional explanations for why consumers might not be willing to pay the cost of improvements in fuel efficiency that deliver net savings, including informational asymmetries among consumers, dealerships, and manufacturers; market power; first-mover disadvantages for both consumers and manufacturers; principal-agent problems that create differences between the incentives of vehicle purchasers and vehicle drivers; and positional externalities.
                        <SU>638</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>638</SU>
                             For a discussion of these potential market failures, 
                            <E T="03">see</E>
                             Rothschild, R., Schwartz, J. 2021. Tune Up: Fixing Market Failures to Cut Fuel Costs and Pollution from Cars and Trucks. IPI. New York University School of Law.
                        </P>
                    </FTNT>
                    <P>
                        The proposal assumed that potential buyers value only the undiscounted savings in fuel costs from purchasing a higher-mpg model they expect to realize over the first 30 months (
                        <E T="03">i.e.,</E>
                         2.5 years) they own it. NHTSA sought comment on the 30-month payback period assumption in its proposal. IPI agreed with NHTSA's choice to include the energy efficiency gap as a potential cause for why consumers may not fully value fuel savings in their purchase decisions.
                        <SU>639</SU>
                        <FTREF/>
                         IPI also suggested that NHTSA's discussion of the energy efficiency gap omitted relevant findings from the literature and expressed undue uncertainty regarding the existence of the gap. Consumer Reports suggested that NHTSA should continue to rely on a shorter payback period when modeling how much fuel savings manufacturers believe consumers will value but use a longer payback period to represent consumers preferences.
                    </P>
                    <FTNT>
                        <P>
                            <SU>639</SU>
                             IPI, Docket No. NHTSA-2023-0022-60485, at. 2, 31-32.
                        </P>
                    </FTNT>
                    <P>
                        Valero commented and suggested that NHTSA's 30-month payback assumption is “unsupported,” and that in the proposal's No-Action case a large number of vehicle models were converted to BEVs with payback periods longer than 30 months.
                        <SU>640</SU>
                        <FTREF/>
                         The Center for Environmental Accountability suggested that manufacturers have 
                        <E T="03">not</E>
                         supported the 30-month payback period and have instead stated that consumers do not display any myopic tendencies. They suggested NHTSA should switch from a 30-month assumption to a more conservative and longer payback period and pointed towards the lower net benefits found in the proposal's 60-month payback period sensitivity case as evidence that this would lower net benefits from the preferred alternative, in some cases causing them to become negative.
                        <SU>641</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>640</SU>
                             Valero, Docket No. NHTSA-2023-0022-58547, at 10.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>641</SU>
                             CEA, Docket No. NHTSA-2023-0022-61918, at 18.
                        </P>
                    </FTNT>
                    <P>
                        Although commenters expressed dissatisfaction with NHTSA's assumption and proposed various alternatives to it, NHTSA ultimately decided to continue using its methodology from the proposal in its final rule analysis. In preparation for the final rule, NHTSA updated its review of research on the energy efficiency gap, concluding that estimates of how 
                        <PRTPAGE P="52662"/>
                        consumers value fuel savings reported in recent published literature continue to show a wide range, and updated its discussion of this topic in Chapter 2.4 of the FRIA to reflect this finding. While survey data like the results that Consumer Reports submitted are suggestive of a broad appeal for fuel savings among consumers, they represent the stated preferences of respondents for 
                        <E T="03">some increased level</E>
                         of fuel economy and may not accurately describe their actual purchasing behavior when faced with the range of fuel economy levels in today's new vehicle market. In fact, previous surveys performed by Consumer Reports show that a significantly smaller fraction—29%—of those who are willing to pay for increased fuel economy would be willing to pay for improvements that required longer than 3 years to repay the higher costs of purchasing models that offered them, with the average consumer willing to pay only for fuel economy improvements that recouped their upfront costs within 2 to 3 years.
                        <SU>642</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>642</SU>
                             
                            <E T="03">See</E>
                             87 FR 25856. NHTSA notes that Consumer Reports has seemingly discountiued reporting this statistic in the report accompanying their comment to the proposal.
                        </P>
                    </FTNT>
                    <P>
                        In response to Valero and the Center for Environmental accountability, NHTSA disagrees that its methodology is unsupported. This assumption is based on what manufacturers have told NHTSA they believe to be consumers' willingness to pay, and this belief is ultimately what determines the amount of technology that manufacturers will freely adopt. The Center for Environmental Accountability seems to misconstrue comments submitted by the Alliance to the revised Circular A-4 proposal, which explores the possibility that consumers value most if not all fuel savings at higher personal discount rates. The Alliance's comment to OMB mirrors the language included in the proposal's TSD, and as the agency found in the proposal and again for this final rule, is not incongruent with the 30-month payback assumption, as explained in Chapter 2.4 of the FRIA. The Alliance's comment to OMB also cites a recent paper by Leard (2023) which found higher willingness to pay for fuel economy improvements. NHTSA considered and referenced this same paper alongside other recent research in its own evaluation of the literature in the proposal and in the final rule. Furthermore, the Alliance has traditionally supported a 30-month payback assumption for the central analysis.
                        <SU>643</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>643</SU>
                             
                            <E T="03">See</E>
                             87 FR 25856.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA did not choose to adopt separate assumptions about consumer willingness to pay for fuel savings in its sales and technology modules for the final rule. As profit maximizing firms, manufacturers have a strong interest in producing vehicles with the attributes that consumers will most value. Indeed, the EPA trends report finds that in 2022 the 90th percentile real-world fuel economy for the fleet of new vehicles was over 3 times the median value.
                        <SU>644</SU>
                        <FTREF/>
                         If fuel economy was valued by consumers at a significantly higher rate than manufacturers believe that they value it, then presumably these high fuel economy vehicles would have severe excess demand and inventory for them would be incredibly scarce, which NHTSA does not observe in the data.
                        <SU>645</SU>
                        <FTREF/>
                         NHTSA would need more compelling evidence about the market failures that would lead manufacturers to consistently incorrectly assess the willingness to pay of consumers for fuel savings. NHTSA believes that without such evidence, the approach from the proposal is a more reasonable method for modeling this variable.
                    </P>
                    <FTNT>
                        <P>
                            <SU>644</SU>
                             
                            <E T="03">See</E>
                             EPA Automotive Trends Report, Available at: 
                            <E T="03">https://www.epa.gov/automotive-trends/explore-automotive-trends-data#DetailedData,</E>
                             (Accessed: April 12, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>645</SU>
                             
                            <E T="03">See</E>
                             Cox Automotive, “New-vehicle inventory surpasses 2.5 million units, 71 days' supply”, December 14, 2023, available at: 
                            <E T="03">https://www.coxautoinc.com/market-insights/new-vehicle-inventory-november-2023/,</E>
                             (Accessed: April 12, 2024).
                        </P>
                    </FTNT>
                    <P>The 30-month payback period assumption also has important implications for other results of our regulatory analysis, including the effect of raising standards on sales and use of new vehicles, the number and use of older vehicles, safety, and emissions of air pollutants. Recognizing the consequences of these effects for our regulatory analysis, NHTSA also includes a handful of sensitivity cases to examine the impacts of longer and shorter payback periods on its outcomes. These concepts are explored more thoroughly in Chapter 4.2.1.1 of the TSD and Chapter 2.4 of the FRIA.</P>
                    <P>
                        It is possible that buyers of vehicles used in commercial or business enterprises, who presumably act as profit-maximizing entities, could value tradeoffs between long-term fuel savings and initial purchase prices differently than the average non-commercial consumer. However, both commercial and non-commercial consumers face their own sources of uncertainty or other constraints that may prevent them from purchasing levels of fuel efficiency that maximize their private net benefits. Additionally, the CAFE Model is unable to distinguish between these two types of purchasers. Given this constraint, NHTSA believes that using the same payback period for the HDPUV fleet as for the LD fleet continues to make sense. Similar to the light-duty analysis, the agency is including several sensitivity cases testing alternative payback assumptions for HDPUVs. One commenter noted that switching to a 60-month payback period in its sensitivity case caused net benefits to become negative.
                        <SU>646</SU>
                        <FTREF/>
                         NHTSA acknowledged the sensitivity of this result in the proposal but believes that for the reasons noted above, that a 30 month payback period is still a better supported choice for modelling HDPUV buyers' payback period within the constraints of the CAFE Model.
                    </P>
                    <FTNT>
                        <P>
                            <SU>646</SU>
                             CEA, Docket No. NHTSA-2023-0022-61918, at 18.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">2. Fleet Composition</HD>
                    <P>The composition of the on-road fleet—and how it changes in response to establishing higher CAFE and fuel efficiency standards—determines many of the costs and benefits of the final rule. For example, how much fuel the LD fleet consumes depends on the number and efficiency of new vehicles sold, how rapidly older (and less efficient) vehicles are retired, and how much the vehicles of each age that remain in use are driven.</P>
                    <P>Until the 2020 final rule, previous CAFE rulemaking analyses used static fleet forecasts that were based on a combination of manufacturer compliance data, public data sources, and proprietary forecasts (or product plans submitted by manufacturers). When simulating compliance with regulatory alternatives, those analyses projected identical sales and retirements for each manufacturer and model under every regulatory alternative. Exactly the same number of each model was assumed to be sold in a given MY under both the least stringent alternative (typically the reference baseline) and the most stringent alternative considered (intended to represent “maximum technology” scenarios in some cases).</P>
                    <P>
                        However, a static fleet forecast is unlikely to be representative of a broad set of regulatory alternatives that feature significant variation in prices and fuel economy levels for new vehicles. Several commenters on previous regulatory actions and peer reviewers of the CAFE Model encouraged NHTSA to consider the potential impact of fuel efficiency standards on new vehicle prices and sales, the changes to compliance strategies that those shifts 
                        <PRTPAGE P="52663"/>
                        could necessitate, and the accompanying impact on vehicle retirement rates. In particular, the continued growth of the utility vehicle segment causes changes within some manufacturers' fleets as sales volumes shift from one region of the footprint curve to another, or as mass is added to increase the ride height of a vehicle originally designed on a sedan platform to create a crossover utility vehicle with the same footprint as the sedan on which it is based.
                    </P>
                    <P>The analysis accompanying this final rule, like the 2020 and 2022 rulemakings, dynamically simulates changes in the vehicle fleet's size, composition, and usage as manufacturers and consumers respond to regulatory alternatives, fuel prices, and macroeconomic conditions. The analysis of fleet composition is comprised of two forces: how sales of new vehicles and their integration into the existing fleet change in response to each regulatory alternative, and the influence of economic and regulatory factors on retirement of used vehicles from the fleet (or scrappage). Below are brief descriptions of how the agency models sales and scrappage; for full explanations, readers should refer to Chapter 4.2 of the TSD.</P>
                    <P>A number of commenters argued that future demand for BEVs is likely to be weaker than assumed by the agency and that the agency's approach to forecasting sales should account for the possibility of BEV adoption causing the total number of new vehicles sales to drop. These commenters theorize that buyers' skepticism towards new technology, the limited driving range of most current BEVs, lack of charging infrastructure, uncertainty over battery life and resale value, and generally higher purchase prices will combine to hamper BEV sales. Commenters similarly argued that even if consumers do purchase BEVs, they will drive fewer miles because of limited charging infrastructure.</P>
                    <P>
                        Within the CAFE Model's logic, there is an implicit assumption that new vehicle models within the same vehicle class (
                        <E T="03">e.g.,</E>
                         passenger cars v. light trucks) are close substitutes for one another, including vehicles with differing powertrains.
                        <SU>647</SU>
                        <FTREF/>
                         NHTSA recognizes that different vehicle attributes may change a vehicle's utility and NHTSA has implemented several safeguards to prevent the CAFE Model from adopting technologies for fuel economy that could adversely affect the utility of vehicles, such as maintaining performance neutrality, including phase-in caps, and using engineering judgment in defining technology pathways. The agency further considers that even with these safeguards in place, there is a potential that vehicles could have been improved in ways that would have further increased consumer utility in the absence of standards.
                    </P>
                    <FTNT>
                        <P>
                            <SU>647</SU>
                             The CAFE Model does not assign different preferences between technologies, and outside the standard setting restrictions, will apply technology on a cost-effectiveness basis. Similarly, outside of the sales response to changes in regulatory costs, consumers are assumed to be indifferent to specific technology pathways and will demand the same vehicles despite any changes in technological composition.
                        </P>
                    </FTNT>
                    <P>This is not the first time the agency has received comments suggesting that other vehicle attributes beyond price and fuel economy affect vehicle sales and usage. Some commenters to past rules have suggested that a more detailed representation of the new vehicle market would enable the agency to incorporate the effect of additional vehicle attributes on buyers' choices among competing models, reflect consumers' differing preferences for specific vehicle attributes, and provide the capability to simulate responses such as strategic pricing strategies by manufacturers intended to alter the mix of models they sell and enable them to comply with new CAFE standards. The agency has previously invested considerable resources in developing such a discrete choice model of the new automobile market, although those investments have not yet produced a satisfactory and operational model.</P>
                    <P>The agency's experience partly reflects the fact that these models are highly sensitive to their data inputs and estimation procedures, and even versions that fit well when calibrated to data from a single period—usually a cross-section of vehicles and shoppers or actual buyers—often produce unreliable forecasts for future periods, which the agency's regulatory analyses invariably require. This occurs because they are often unresponsive to relevant shifts in economic conditions or consumer preferences, and also because it is difficult to incorporate factors such as the introduction of new model offerings—particularly those utilizing advances in technology or vehicle design—or shifts in manufacturers' pricing strategies into their representations of choices and forecasts of future sales or market shares. For these reasons, most vehicle choice models have been better suited for analysis of the determinants of historical variation in sales patterns than to forecasting future sales volumes and market shares of particular categories.</P>
                    <P>Commenters' predictions of weak BEV demand demonstrate exactly how formidable these challenges can be. The information commenters used to arrive at their conclusions is largely informed by characteristics from some of the earliest BEVs introduced into the market. Many of the factors that commenters raised as weaknesses such as range, sparse charging infrastructure, and high prices, have already experienced significant improvements since those early models were released, and the agency anticipates that efforts such as funding for charging stations and tax credits from the BIL and the IRA will only serve to further enhance these attributes.</P>
                    <P>
                        Some commenters also offered subjective opinions of BEVs that they felt the agency should consider in their analysis which NHTSA finds too subjective to include in its primary regulatory analysis. For example, one commenter suggested that consumers will reject BEVs because they are “less fun” to drive than “freedom machines.” 
                        <SU>648</SU>
                        <FTREF/>
                         However, some consumers find the driving experience of BEVs preferrable to ICE vehicles because of their quietness, quick response, and ability to be charged from nearly anywhere with a working outlet. Moreover, as a larger and more diverse array of vehicle models become available with BEV powertrains consumers will be more likely to find vehicles in this class that satisfy their desire for other attributes. Under these conditions, NHTSA would expect that consumer acceptance for BEVs will normalize and more closely resemble current consumer demand for other new vehicles.
                    </P>
                    <FTNT>
                        <P>
                            <SU>648</SU>
                             Heritage Foundation, Docket No. NHTSA-2023-0022-61952, at 6-7.
                        </P>
                    </FTNT>
                    <P>
                        However, commenters are likely to be correct that some demographic segment of consumers will still have reservations about transitioning to BEVs, especially in the near-term. NHTSA's standards are performance-based standards, and the market can dictate which technologies should be applied to meet the standards. While the agency believes there is a strong chance that the number of BEVs that will be voluntarily adopted are underestimated in the agency's CAFE Model simulations due to how the agency incorporates EPCA's statutory constraints, the CAFE Model simulations project that BEVs will represent only a quarter of the fleet by MY 2031—all of which occurs in the reference baseline. While the agency disagrees with these commenters, if commenters are correct in their assertions that BEV demand will be weak, the CAFE Model simulations show that consumers will continue to 
                        <PRTPAGE P="52664"/>
                        enjoy a heterogenous marketplace with both BEV and non-BEV options, and those who are strongly averse to purchasing a BEV are represented within the nearly 70 percent of the fleet that remains non-electrified under the reference baseline.
                    </P>
                    <P>NHTSA also notes that consumer acceptance towards EVs is likely to continue to normalize as a larger and more diverse array of vehicle models become available. The likelihood of weak demand raised by commenters is as likely as the possibility that the agency is understating the demand for BEVs. In FRIA Chapter 9, NHTSA examined sensitivity cases in which it alternately imposed its EPCA standard setting year constraints on BEV adoption in each calendar year of its analysis, and in which it did not force compliance with other ZEV regulatory programs and found positive net benefits from the preferred alternative in each case. For these reasons, NHTSA believes that it is appropriate to continue to assume modeling BEVs and ICE vehicles as substitutes is reasonable.</P>
                    <HD SOURCE="HD3">a. Sales</HD>
                    <P>
                        For the purposes of regulatory evaluation, the relevant metric is the 
                        <E T="03">difference</E>
                         in the number of new vehicles sold between the baseline and each alternative rather than the absolute number of sales under any alternative. Recognizing this, the agency's analysis of the response of new vehicle sales to requiring higher fuel economy includes three components: a forecast of sales under the baseline alternative (based exclusively on macroeconomic factors), a price elasticity of new vehicle demand that interacts with estimated price increases under each alternative to create differences in sales relative to the No-Action alternative in each year, and a fleet share model that projects differences in the passenger car and light truck market share under each alternative. For a more detailed description of these three components, see Chapter 4.2 of the TSD.
                    </P>
                    <P>The agency's baseline sales forecast reflects the idea that total new vehicle sales are primarily driven by conditions in the U.S. economy that are outside the influence of the automobile industry. Over time, new vehicle sales have been cyclical—rising when prevailing economic conditions are positive (periods of growth) and falling during periods of economic contraction. While changes to vehicles' designs and prices that occur as consequences of manufacturers' compliance with earlier standards (and with regulations on vehicles' features other than fuel economy) exert some influence on the volume of new vehicle sales, they are far less influential than macroeconomic conditions. Instead, they produce the marginal differences in sales among regulatory alternatives that the agency's sales module is designed to simulate, with increases in new models' prices reducing their sales, although only modestly.</P>
                    <P>The first component of the sales response model is the nominal forecast, which is based on a small set of macroeconomic inputs that together determine the size of the new vehicle market in each future year under the baseline alternative. This statistically based model is intended only to project a baseline forecast of LDV sales; it does not incorporate the effect of prices on sales and is not intended to be used for analysis of the response to price changes in the new vehicle market. NHTSA's projection oscillates from model year to model year at the beginning of the analysis, before settling to follow a constant trend in the 2030s. This result seems consistent with the continued response to the pandemic and to supply chain challenges. NHTSA's projections of new light-duty vehicle sales during most future years fall between those reported in AEO 2023, and the 2022 final rule which were used as sensitivity cases. NHTSA will continue to monitor changes in macroeconomic conditions and their effects on new vehicle sales, and to update its baseline forecast as appropriate.</P>
                    <P>
                        NHTSA received several comments suggesting that EV adoption would weaken demand for new vehicles, leading to a decrease in the total amount of vehicles sold.
                        <SU>649</SU>
                        <FTREF/>
                         As noted, NHTSA believes that total vehicle sales are largely driven by exogenous macroeconomic conditions. Some commenters also raised the fact that NHTSA does not account for the effects of higher EV prices in its baseline sales forecast. This is consistent with the agency's treatment of other technologies that it projects will be adopted under the No-Action Alternative, either because they prove to be cost-effective or are compelled by other government standards. In addition, we note that the value of tax credits and additional fuel savings are assumed not to affect new vehicle sales because the forecast of sales generated by the CAFE Model for that alternative does not incorporate a response to changes in their effective price.
                    </P>
                    <FTNT>
                        <P>
                            <SU>649</SU>
                             Heritage Foundation, Docket No. NHTSA-2023-0022-61952, at 11.
                        </P>
                    </FTNT>
                    <P>
                        The baseline HDPUV fleet is modeled differently. NHTSA considered using a statistical model drawn from the LD specification to project new HDPUV sales but reasoned that the mix of HDPUV buyers and vehicles was sufficiently different that an alternative approach was required. Due to a lack of historical and future data on the changing customer base in the HDPUV market (
                        <E T="03">e.g.,</E>
                         the composition of commercial and personal users) and uncertainty around vehicle classification at the margin between the LDV and HDPUV categories, NHTSA chose to rely on an exogenous forecast of HDPUV sales from the AEO. To align with the technology used to create the model fleet, NHTSA used compliance data from multiple model years to estimate aggregate sales for MY 2022, and then applied year-over-year growth rates implicit in the AEO forecast to project aggregate sales for subsequent MYs. Since the first year of the analysis, MY 2022, was constructed using compliance data spanning nearly a decade, the aggregate number of sales for the simulated fleet in MY 2022 was lower than the MY 2022 AEO forecast. To align with the AEO projections, the agency adjusted the growth rate in HDPUV sales upward by 2 percent for MYs 2023-2025, and 2.5 percent for MYs 2026-2028. Instead of adjusting the fleet size to match AEO's forecast for MY2022, the agency elected to phase-in the increase in growth rates over a span of years to reflect the likelihood that HDPUV production will continue to face supply constraints resulting from the COVID pandemic in the near future but should return to normal levels sometime later in the decade.
                    </P>
                    <P>
                        TheXXXifferd component of the sales response model captures how price changes affect the number of vehicles sold; NHTSA estimates the change in sales from its baseline forecast during future years under each regulatory alternative by applying an assumed price elasticity of new vehicle demand to the percent difference in average price between that regulatory alternative and the baseline. This price change does not represent an increase or decrease from the previous year, but rather the percent difference in the average price of new vehicles between the baseline and each regulatory alternative for that year. In the baseline, the average new vehicle price is defined as the observed price in 2022 (the last historical year before the simulation begins) plus the average regulatory cost associated with the No-Action Alternative for each future model year.
                        <SU>650</SU>
                        <FTREF/>
                         The central 
                        <PRTPAGE P="52665"/>
                        analysis in this final rule simulates multiple programs simultaneously (CAFE fuel economy and HDPUV fuel efficiency final standards, EPA's 2021 GHG standards, ZEV, and the California Framework Agreement), and the regulatory cost includes both technology costs and civil penalties paid for non-compliance with CAFE standards in a model year. We also subtract any IRA tax credits that a vehicle may qualify for from those regulatory costs to simulate sales.
                        <SU>651</SU>
                        <FTREF/>
                         Because the elasticity assumes no perceived change in the quality of the product, and the vehicles produced under different regulatory scenarios have inherently different operating costs, the price metric must account for this difference. The price to which the elasticity is applied in this analysis represents the residual price difference 
                        <E T="03">between the baseline and each regulatory alternative</E>
                         after deducting the value of fuel savings over the first 2.5 years of each model year's lifetime.
                    </P>
                    <FTNT>
                        <P>
                            <SU>650</SU>
                             The CAFE Model currently operates as if all costs incurred by the manufacturer as a consequence of meeting regulatory requirements, whether those are the cost of additional technology 
                            <PRTPAGE/>
                            applied to vehicles in order to improve fleetwide fuel economy or civil penalties paid when fleets fail to achieve their standard, are “passed through” to buyers of new vehicles in the form of price increases.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>651</SU>
                             For additional details about how we model tax credits, see Section II.C.5b above.
                        </P>
                    </FTNT>
                    <P>
                        The price elasticity is also specified as an input, and for the proposal, the agency assumed an elastic response of −0.4—meaning that a five percent increase in the average price of a new vehicle produces a two percent decrease in total sales. NHTSA sought comment on this assumption. Commenters were split over the magnitude of NHTSA's assumed elasticity value. NRDC suggested that more recent studies support a lower magnitude but agreed that NHTSA's choice was reasonable.
                        <SU>652</SU>
                        <FTREF/>
                         NADA argued that NHTSA should consider an elasticity of −1 due to the alternatives available to consumers, like repairing used vehicles, XXXifferc transport, and ridesharing services.
                        <SU>653</SU>
                        <FTREF/>
                         After reviewing these and other comments, however, NHTSA does not believe that there is a strong empirical case for changing its assumption. As commenters suggestions reveal, estimates of this parameter reported in published literature vary widely, and NHTSA continues to believe that its choice is a reasonable one within this range,
                        <SU>654</SU>
                        <FTREF/>
                         but also includes sensitivity cases that explore higher and lower elasticities. Chapter 4.2.1.2 of the TSD further presents the totality of present evidence that NHTSA believes supports its decision.
                    </P>
                    <FTNT>
                        <P>
                            <SU>652</SU>
                             Joint NGOs, Docket No. NHTSA-2023-0022-61944, at 71.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>653</SU>
                             NADA, Docket No. NHTSA-2023-0022-58200, at 8.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>654</SU>
                             Jacobsen et al. (2021) report a range of estimates, with a value of approximately −0.4 representing an upper bound of this range. We select this point estimate for the central case and explore alternative values in the sensitivity analysis. Jacobsen, M. et al. 2021. The Effects of New-Vehicle Price Changes on New- and Used-Vehicle Markets and Scrappage. EPA-420-R-21-019. Washington, DC. Available at: 
                            <E T="03">https://cfpub.epa.gov/si/si_public_record_Report.cfm?Lab=OTAQ&amp;dirEntryId=352754</E>
                            . (Accessed: Feb. 13, 2024).
                        </P>
                    </FTNT>
                    <P>
                        NADA also asserted that NHTSA did not release the price data used to conduct its sales adjustment. MSRP data, price increase data, and tax credit value data are all available in NHTSA's vehicles report that accompanied both the proposal and final rule. NADA furthermore suggested that NHTSA did not correctly implement its sales adjustment.
                        <SU>655</SU>
                        <FTREF/>
                         NADA submitted a similar comment to the agency's 2024-2026 proposal and like there, NHTSA determined that NADA did not correctly determine the change in effective cost or accurately track the No-Action alternative's average effective cost of vehicles to which the regulatory alternative's average effective cost is compared.
                    </P>
                    <FTNT>
                        <P>
                            <SU>655</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <P>
                        Commenters also offered differing suggestions about whether and how NHTSA should incorporate fuel savings into its sales adjustment. NADA suggested that NHTSA should not include fuel savings in the calculation of sales effects since fuel savings do not affect the ability of consumers to obtain financing for new vehicles and argued that financing would act as a barrier to consumers looking to purchase more expensive vehicles that offer greater fuel savings. In support of their argument, NADA cited informal polls conducted by the American Financial Services Association (AFSA) and Consumer Bankers Association showing that approximately 85% of their surveyed members would not extend additional funds to finance more fuel-efficient vehicles.
                        <SU>656</SU>
                        <FTREF/>
                         In contrast, NRDC and others argued that the agency's estimate of sales effects was likely to be too large if, as they suggest, consumers value more than 30 months of fuel savings.
                        <SU>657</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>656</SU>
                             
                            <E T="03">Id.</E>
                             at 8-9.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>657</SU>
                             Joint NGOs, Docket No. NHTSA-2023-0022-61944, at71.
                        </P>
                    </FTNT>
                    <P>NHTSA continues to believe that its approach is reasonable based on its analysis of consumer valuation of fuel savings. As noted in the FRIA Chapter 2.4, there are recent findings in the literature that show a wide range in the estimates of how consumers value fuel savings.</P>
                    <P>
                        While fuel savings may not influence the terms of a lease or financing offer, the lack of preferential financing for more fuel-efficient vehicles would only prevent consumers for whom the vehicle's price is nearly prohibitive from purchasing the new vehicle in the event of a price increase (
                        <E T="03">e.g.,</E>
                         only the marginal consumer would be affected). The lack of preferential financing would not affect consumers' willingness to pay for fuel economy or the fuel savings realized by consumers who do purchase more fuel-efficient vehicles. New vehicle prices have grown significantly from 2020, largely due to supply constraints during and immediately following the COVID-19 pandemic, as well as continued growth in demand for more expensive SUVs and trucks, and manufacturers removing some lower priced model lines from their fleets.
                        <SU>658</SU>
                        <FTREF/>
                         The NY Federal Reserve's Survey of Consumer Expectations has found that rejection rates for auto loans did increase in 2023 to around 11 percent of auto loans.
                        <SU>659</SU>
                        <FTREF/>
                         However, the share of consumers who reported that they are likely to apply for an auto loan in the next year declined only marginally from 2022. Higher rejection rates are in line with other forms of credit like credit cards, and mortgage refinance applications which also increased during this timeframe as interest rates have also increased significantly since 2022.
                        <SU>660</SU>
                        <FTREF/>
                         At the same time, new vehicle sales grew sharply from 2022 to 2023. Higher prices and interest rates do not appear to be driving consumers out of the market altogether, but rather leading consumers to pursue longer term loans, as Experian reported that the average auto loan term had grown to 68 months in 2024.
                        <SU>661</SU>
                        <FTREF/>
                         The effect of higher new vehicle prices on access to financing does not appear to be significantly driving consumers out of the market altogether. Interest rates are also cyclical and assuming interest rates continue to remain constant over the next decade is unrealistic. Thus, NHTSA believes that the rising prices that consumers would face as a result of higher compliance costs could still be financed by a large 
                        <PRTPAGE P="52666"/>
                        share of Americans, allowing them to take advantage of fuel savings. As a result, NHTSA has not chosen to model access to financing as a constraint on sales that would be affected incrementally by changes to fuel economy standards. NHTSA believes that consumers are likely to be willing to pay more in financing costs, if the perceived benefits of the vehicle outweigh these costs. Indeed, Consumer Reports noted in its comments, 70 percent of Americans expressed willingness to pay more to lease or purchase a vehicle if its fuel savings outweighed the added cost.
                    </P>
                    <FTNT>
                        <P>
                            <SU>658</SU>
                             Bartlett, Jeff S., “Cars Are Expensive. Here's Why and What You Can Do About It.” Consumer Reports, Sep. 13, 2023, Available at: 
                            <E T="03">https://www.consumerreports.org/cars/buying-a-car/people-spending-more-on-new-cars-but-prices-not-necessarily-rising-a3134608893/</E>
                             (Accessed: April 17, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>659</SU>
                             “Consumers Expect Further Decline in Credit Applications and Rise in Rejection Rates”, Federal Reserve Bank of New York, Press Release, November 20, 2023, Available at: 
                            <E T="03">https://www.newyorkfed.org/newsevents/news/research/2023/20231120,</E>
                             (Accessed: April 5, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>660</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>661</SU>
                             Horymski, Chris, “Average Auto Loan Debt Grew 5.2% to $23,792 in 2023”, Experian, Feb. 13, 2024, Available at: 
                            <E T="03">https://www.experian.com/blogs/ask-experian/research/auto-loan-debt-study/,</E>
                             (Accessed: April 5, 2024).
                        </P>
                    </FTNT>
                    <P>
                        The third and final component of the sales model, which only applies to the light-duty fleet, is the dynamic fleet share module (DFS). For the 2020 and 2022 rulemakings, NHTSA used a DFS model that combines two functions from an earlier version of NEMS to estimate the sales shares of new passenger cars and light trucks based on their average fuel economy, horsepower, and curb weight, current fuel prices, and their prior year's market shares and attributes. The two independently estimated shares are then normalized to ensure that they sum to one. However, as the agency explained in the 2022 final rulemaking, that approach had several drawbacks including the model showing counterintuitive responses to changes in attributes, its exclusion of a price variable, and the observed tendency of the model to overestimate the share of total sales accounted for by passenger automobiles.
                        <SU>662</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>662</SU>
                             84 FR 25861 (May 2, 2022).
                        </P>
                    </FTNT>
                    <P>
                        For this final rule, NHTSA has revised the inputs used to develop its DFS. The baseline fleet share projection is derived from the agency's own compliance data for the 2022 fleet, and the 2023 AEO projections for subsequent model years. To reconcile differences in the initial 2022 shares, NHTSA projected the fleet share forward using the annual changes from 2022 predicted by AEO and applied these to the agency's own compliance fleet shares for MY 2022.
                        <SU>663</SU>
                        <FTREF/>
                         The fleet is distributed across two different body-types: “cars” and “light trucks.” While there are specific definitions of “passenger cars” and “light trucks” that determine a vehicle's regulatory class, the distinction used in this phase of the analysis is simpler: all body styles that are commonly considered cars, including sedans, coupes, convertibles, hatchbacks, and station wagons, are defined as “cars” for the purpose of determining their fleet share. Everything else—SUVs, smaller SUVs (crossovers), vans, and pickup trucks—are defined as “light trucks,” even though some models included in this category may not be treated as such for compliance purposes.
                    </P>
                    <FTNT>
                        <P>
                            <SU>663</SU>
                             For example if AEO passenger car share grows from 40 percent in one year to 50 percent in the next (25 percent growth), and our compliance passenger car share in that year is 44 percent then the predicted share in the next year would be 55 percent (11 points or 25 percent higher).
                        </P>
                    </FTNT>
                    <P>These shares are applied to the total industry sales derived in the first stage of the total sales model to estimate sales volumes of car and light truck body styles. Individual model sales are then determined using the following sequence: (1) individual manufacturer shares of each body style (either car or light truck) are multiplied by total industry sales of that body style, and then (2) each vehicle within a manufacturer's volume of that body-style is assigned the same percentage share of that manufacturer's sales as in model year 2022. This implicitly assumes that consumer preferences for particular styles of vehicles are determined in the aggregate (at the industry level), but that manufacturers' sales shares of those body styles are consistent with their MY 2022 sales. Within a given body style, a manufacturer's sales shares of individual models are also assumed to be constant over time.</P>
                    <P>
                        This approach also implicitly assumes that manufacturers are currently pricing individual vehicle models within market segments in a way that maximizes their profit. Without more information about each manufacturer's true cost of production, including its fixed and variable components, and its target profit margins for its individual vehicle models, there is no basis to assume that strategic shifts within a manufacturer's portfolio will occur in response to standards. In its comments, IPI noted that this could lead to overestimates of compliance costs, since manufacturers that can more cost-effectively comply with higher standards will be able to capture a larger market share through lower vehicle prices.
                        <SU>664</SU>
                        <FTREF/>
                         IPI's assertion may be correct, however NHTSA believes that within its current model there is not a clear way to incorporate such an adjustment, since it would involve evaluating substitution patterns between individual models over a longtime horizon.
                    </P>
                    <FTNT>
                        <P>
                            <SU>664</SU>
                             IPI, Docket No. NHTSA-2023-0022-60485, at 21-22.
                        </P>
                    </FTNT>
                    <P>
                        Similar to the second component of the sales module, the DFS then applies an elasticity to the change in price between each regulatory alternative and the No-Action Alternative to determine the change in fleet share from its baseline value. NHTSA uses the net regulatory cost differential (costs minus fuel savings) in a logistic model to capture the changes in fleet share between passenger cars and light trucks, with a relative price coefficient of −0.000042. NHTSA selected this methodology and price coefficient based on a review of academic literature.
                        <SU>665</SU>
                        <FTREF/>
                         When the total regulatory costs of meeting new standards for passenger automobiles minus the value of the resulting fuel savings exceeds that of light-trucks, the market share of light-trucks will rise relative to passenger automobiles. For example, a $100 net regulatory cost increase in passenger automobiles relative to light trucks would produce a ~.1% shift in market share towards light trucks, assuming the latter initially represent 60% of the fleet.
                    </P>
                    <FTNT>
                        <P>
                            <SU>665</SU>
                             The agency describes this literature review and the calibrated logit model in more detail in the accompanying docket memo “Calibrated Estimates for Projecting Light-Duty Fleet Share in the CAFE Model”.
                        </P>
                    </FTNT>
                    <P>
                        The approach for this final rule to modeling changes in fleet share addresses several key concerns raised by NHTSA in its prior rulemaking. The model no longer produces counterintuitive effects, and now directly considers the impacts of changes in price. Because the model applies fuel savings in determining changes in relative prices between passenger cars and light trucks, the current approach does not require it to separately consider the utility of fuel economy when determining the respective market shares of passenger automobiles and light trucks. In prior rules, NHTSA has speculated that the rise in light-truck market share may be attributable to the increased utility that light-trucks provide their operators, and as the fuel economy difference between those two categories diminished, light-trucks have become an even more attractive option. As explained in a docket memo accompanying this final rule, NHTSA has been unable to create a comprehensive model that includes vehicle prices, fuel economy, and other attributes that produces appropriate responses to changes in each of these factors, so the agency is considering applying an elasticity to the changes in fuel economy directly to capture this change in utility. Consumer Reports argued that NHTSA's dynamic fleet share model was too uncertain for use in the CAFE Model.
                        <SU>666</SU>
                        <FTREF/>
                         While fleet share's response to changes in the standards is an uncertain factor to project, NHTSA based its model on peer reviewed results and a well-grounded 
                        <PRTPAGE P="52667"/>
                        methodology described in a docket memo “Calibrated Estimates for Projecting Light-Duty Fleet Share in the CAFE Model.” Finally, some commenters expressed confusion about NHTSA's approach to modeling fleet share. NHTSA explains its approach using a combination of a fixed fleet share forecast for the No-Action alternative, and a dynamic fleet share model to adjust fleet share projections in the regulatory alternatives in TSD Chapter 4.2.
                    </P>
                    <FTNT>
                        <P>
                            <SU>666</SU>
                             Consumer Reports, Docket No. NHTSA-2023-0022-61098, at 18.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">b. Scrappage</HD>
                    <P>New and used vehicles can substitute for each other within broad limits, and when the prices of substitutes for a good increase or decrease, demand for that good responds by rising or falling, causing its equilibrium price and quantity supplied to also rise or fall. Thus, increasing the quality-adjusted price of new vehicles will increase demand for used vehicles, and by doing so raise their equilibrium market value or price and the number that are kept in service. Because used vehicles are not being produced, their supply can only be increased by keeping more of those that would otherwise be retired in use longer, which corresponds to a reduction in their scrappage or retirement rates.</P>
                    <P>When new vehicles become more expensive, demand for used vehicles increases, but meeting the increase in demand requires progressively more costly maintenance and repairs to keep more of them in working condition, in turn causing them to become more expensive. Because used vehicles are more valuable in such circumstances, they are scrapped at a lower rate, and just as rising new vehicle prices push some prospective buyers into the used vehicle market, rising prices for used vehicles force some prospective buyers to acquire even older vehicles or models with fewer desired attributes. The effect of fuel economy standards on scrappage is partially dependent on how consumers value future fuel savings and our assumption that consumers value only the first 30 months of fuel savings when making a purchasing decision.</P>
                    <P>Many competing factors influence the decision to scrap a vehicle, including the cost to maintain and operate it, the household's demand for VMT, the cost of alternative means of transportation, and the value that can be attained through reselling or scrapping the vehicle for parts. In theory, a car owner will decide to scrap a vehicle when the value of the vehicle minus the cost to maintain or repair the vehicle is less than its value as scrap material; in other words, when the owner realizes more value from scrapping the vehicle than from continuing to drive it or from selling it. Typically, the owner that scraps the vehicle is not the original vehicle owner.</P>
                    <P>While scrappage decisions are made at the household level, NHTSA is unaware of sufficiently detailed household data to sufficiently capture scrappage at that level. Instead, NHTSA uses aggregate data measures that capture broader market trends. Additionally, the aggregate results are consistent with the rest of the CAFE Model, as the model does not attempt to model how manufacturers will price new vehicles; the model instead assumes that all regulatory costs to make a particular vehicle compliant are passed onto the purchaser who buys the vehicle.</P>
                    <P>
                        The dominant source of vehicles' overall scrappage rates is “engineering scrappage,” which is largely determined by the age of a vehicle and the durability of the specific model year or vintage it represents. NHTSA uses proprietary vehicle registration data from I/Polk to estimate vehicle age and durability. Other factors affecting owners' decisions to retire used vehicles or retain them in service include fuel economy and new vehicle prices; for historical data on new vehicle transaction prices, NHTSA uses National Automobile Dealers Association (NADA) Data.
                        <SU>667</SU>
                        <FTREF/>
                         The data consist of the average transaction price of all LDVs; since the transaction prices are not broken-down by body style, the model may miss unique trends within a particular vehicle body style. The transaction prices are the amount consumers paid for new vehicles and exclude any trade-in value credited towards the purchase. This may be particularly relevant for pickup trucks, which have experienced considerable changes in average price as luxury and high-end options entered the market over the past decade. Future versions of the agency's scrappage model may consider incorporating price series that consider the price trends for cars, SUVs and vans, and pickups separately. The final source of vehicle scrappage is from cyclical effects, which the model captures using forecasts of GDP and fuel prices.
                    </P>
                    <FTNT>
                        <P>
                            <SU>667</SU>
                             The data can be obtained from NADA. For reference, the data for MY 2020 may be found at 
                            <E T="03">https://www.nada.org/nadadata/</E>
                            .
                        </P>
                    </FTNT>
                    <P>
                        Vehicle scrappage follows a roughly logistic function with age—that is, when a vintage is young, few vehicles in the cohort are scrapped; as they age, more and more of the cohort are retired each year and the annual rate at which vehicles are scrapped reaches a peak. Scrappage then declines as vehicles enter their later years as fewer and fewer of the cohort remains on the road. The analysis uses a logistic function to capture this trend of vehicle scrappage with age. The data show that the durability of successive MYs generally increases over time, or put another way, historically newer vehicles last longer than older vintages. However, this trend is not constant across all vehicle ages—the instantaneous scrappage rate of vehicles is generally lower for more recent vintages up to a certain age, but must increase thereafter so that the final share of vehicles remaining converges to a similar share remaining for historically observed vintages.
                        <SU>668</SU>
                        <FTREF/>
                         NHTSA's model uses fixed effects to capture potential changes in durability across MYs, and to ensure that vehicles approaching the end of their life are scrapped in the analysis, NHTSA applies a decay function to vehicles after they reach age 30. The macroeconomic conditions variables discussed above are included in the logistic model to capture cyclical effects. Finally, the change in new vehicle prices projected in the model (technology costs minus 30 months of fuel savings and any tax credits passed through to the consumer) is included, and changes in this variable are the source of differing scrappage rates among regulatory alternatives.
                    </P>
                    <FTNT>
                        <P>
                            <SU>668</SU>
                             Examples of why durability may have changed are new automakers entering the market or general changes to manufacturing practices like switching some models from a car chassis to a truck chassis.
                        </P>
                    </FTNT>
                    <P>For this final rule, NHTSA modeled the retirement of HDPUVs similarly to pick-up trucks. The amount of data for HDPUVs is significantly smaller than for the LD fleet and drawing meaningful conclusions from the small sample size is difficult. Furthermore, the two regulatory classes share similar vehicle characteristics and are likely used in similar fashions, so NHTSA believes that these vehicles will follow similar scrappage schedules. Commercial HDPUVs may endure harsher conditions during their useful life such as more miles in tough operating conditions, which may also affect their retirement schedules. We believe that many light-trucks likely endure the same rigor and are represented in the light-truck segment of the analysis; however, NHTSA recognizes that the intensity or proportionality of heavy use in the HDPUV fleet may exceed that of smaller light trucks.</P>
                    <P>
                        In addition to the variables included in the scrappage model, NHTSA considered several other variables that 
                        <PRTPAGE P="52668"/>
                        likely either directly or indirectly influence scrappage in the real world, including maintenance and repair costs, the value of scrapped metal, vehicle characteristics, the quantity of new vehicles purchased, higher interest rates, and unemployment. These variables were excluded from the model either because of difficulties in obtaining data to measure them accurately or other modeling constraints. Their exclusion from the model is not intended to diminish their importance, but rather highlights the practical constraints of modeling intricate decisions like scrappage.
                    </P>
                    <P>
                        NHTSA sought comment on its scrappage model, as well as on differences between scrappage for light trucks and HDPUVs. IPI suggested that NHTSA replace its reduced form model for scrappage with a structural model, or that it should incorporate the price of used vehicles and other omitted variables in its model to predict scrappage and change its estimation strategy to avoid threats to identification from endogeneity.
                        <SU>669</SU>
                        <FTREF/>
                         NHTSA sees merit in the suggestion of a structural model for scrappage but believes it should be implemented as part of a larger change to the CAFE Model in a future rulemaking, since it would also require NHTSA to incorporate a more complex model of the used vehicle market. AFPM commented that increases in the new vehicle prices of ZEVs will also lead to increases in the prices of new ICE vehicles through cross subsidization.
                        <SU>670</SU>
                        <FTREF/>
                         NHTSA notes that its scrappage model determines scrappage rates using the average price of new vehicles in each class. Thus, the manufacturers' pricing strategies assumed in the CAFE Model will not affect predicted scrappage rates, since this would only occur where manufacturers raise prices by more or less than the costs they incur to improve the fuel economy of individual models.
                    </P>
                    <FTNT>
                        <P>
                            <SU>669</SU>
                             IPI, Docket No. NHTSA-2023-0022-60485, at 26-27.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>670</SU>
                             AFPM, Docket No. NHTSA-2023-0022-61911, at 78.
                        </P>
                    </FTNT>
                    <P>
                        MEMA disagreed with NHTSA's approach of modeling HDPUV and light truck scrappage rates using the same function because of differences between fleetwide average use and the average use of the typical vehicle.
                        <SU>671</SU>
                        <FTREF/>
                         MEMA noted that one manufacturer had told them that about one-quarter of its fleet remained active for more than 200 percent of the average vehicle's useful life. The maximum age NHTSA assumes for LDVs (40 years) is more than twice their average or “expected” lifetime (about 15 years), so this experience does not appear to be unusual. Indeed, in NHTSA's No-Action Alternative case, around 21 percent of HDPUVs produced in model years 2030-2035 were still operating 30 years after entering the fleet. NHTSA thus continues to believe that it is properly estimating scrappage rates at the fleet level and using as much available data as possible to estimate its scrappage rates. For additional details on how NHTSA modeled scrappage, see Chapter 4.2.2 of the TSD.
                    </P>
                    <FTNT>
                        <P>
                            <SU>671</SU>
                             MEMA, Docket No. NHTSA-2023-0022-59204, at 8.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">3. Changes in Vehicle Miles Traveled (VMT)</HD>
                    <P>In the CAFE Model, VMT is projected from average use of vehicles with different ages, the total number in use, and the composition of the fleet by age, which itself depends on new vehicle sales during each earlier year and vehicle retirement decisions. These three components—average vehicle usage, new vehicle sales, and older vehicle scrappage—jointly determine total VMT projections for each alternative. VMT directly influences many of the various effects of fuel economy standards that decision-makers consider in determining what levels of standards to set. For example, the value of fuel savings is a function of a vehicle's fuel efficiency, the number of miles it is driven, and fuel price. Similarly, factors like criteria pollutant emissions, congestion, and fatalities are direct functions of VMT. For a more detailed description of how NHTSA models VMT, see Chapter 4.3 of the TSD.</P>
                    <P>NHTSA's perspective is that the total demand for VMT should not vary excessively across alternatives, because basic travel needs for a typical household are unlikely to be influenced by the stringency of the standards, so the daily need the services of vehicles to transport household members will remain the same. That said, it is reasonable to assume that fleets with differing age distributions and inherent cost of operation will have slightly different annual VMT (even without considering VMT associated with rebound miles). Because of the structure of the CAFE Model, the combined effect of the sales and scrappage responses can produce small differences in total VMT across the range of regulatory alternatives if steps are not taken to constrain VMT. Because VMT is related to many of the costs and benefits of the program, even small differences in VMT among alternatives can have meaningful impacts on their incremental net benefits. Furthermore, since decisions about alternative stringencies look at the incremental costs and benefits across alternatives, it is more important that the analysis capture the variation of VMT across alternatives—mainly how vehicles are distributed across vehicles and how many rebound miles may occur in any given alternative—than to accurately project total VMT for any single scenario.</P>
                    <P>To ensure that travel demand remains consistent across the different regulatory scenarios for the LD fleet, the agency's analysis relies on a model of aggregate light-duty VMT developed by the Federal Highway Administration (FHWA) to produce that agency's official VMT projections. The annual forecasts of total VMT generated by this model when used in conjunction with the macroeconomic inputs described previously model are used to constrain the forecasts of annual VMT generated internally by the CAFE model to be identical among the regulatory alternatives during each year in the analysis period.</P>
                    <P>
                        NHTSA considered removing the constraint on VMT for the final rule after seeking comment from the public. IPI supported allowing VMT to vary with fleet size, arguing that if fleet size decreases some travelers would likely choose to use alternative forms of transportation like car-sharing, or mass transit rather than relying on older vehicles.
                        <SU>672</SU>
                        <FTREF/>
                         Ultimately NHTSA did not choose to make this change in the absence of a tractable model for how this VMT would be redistributed across alternative forms of transportation (including additional miles driven by the legacy fleet), and the various costs and benefits this change would produce. NHTSA will continue to explore methods for modeling this kind of reallocation for future rulemakings, including estimating the cross price elasticities of demand for these alternative forms of travel as IPI recommended.
                    </P>
                    <FTNT>
                        <P>
                            <SU>672</SU>
                             IPI, Docket No. NHTSA-2023-0022-60485, at 24.
                        </P>
                    </FTNT>
                    <P>
                        Since vehicles of different ages and body styles have different costs to own and operate but also provide different benefits, to account properly for the average value of consumer and societal costs and benefits associated with vehicle usage under various alternatives, it is necessary to partition miles by age and body type. NHTSA created “mileage accumulation schedules” usiIIHS-Polk odometer data to construct mileage accumulation schedules as an initial estimate of how much a vehicle expected to drive at each age throughout its life.
                        <SU>673</SU>
                        <FTREF/>
                         NHTSA 
                        <PRTPAGE P="52669"/>
                        uses simulated new vehicle sales, annual rates of retirement for used vehicles, and the mileage accumulation schedules to distribute VMT across the age distribution of registered vehicles in each calendar year to preserve the non-rebound VMT constraint.
                    </P>
                    <FTNT>
                        <P>
                            <SU>673</SU>
                             The mileage accumulations schedules are constructed with content supplied by IHS Markit; 
                            <PRTPAGE/>
                            Copyright © R.L. Polk &amp; Co., 2018. All rights reserved.
                        </P>
                    </FTNT>
                    <P>FHWA does not produce an annual VMT forecast for HDPUVs. Without an annual forecast, NHTSA is unable to constrain VMT for HDPUVs as it does for the LD fleet. Instead, an estimate of total VMT for HDPUVs is developed from the estimates of annual use for vehicles of each age (the “mileage accumulation” schedules) and estimates of the number of HDPUVs of each model year and age that remain in use during each future calendar year. For the reasons described previously, we believe that this method produces reasonable estimates of the differences in total VMT and its distribution among vehicles of different ages that is implied by changes in fleet composition and size between the reference baseline and each regulatory alternative.</P>
                    <P>The fuel economy rebound effect—a specific example of the well-documented energy efficiency rebound effect for energy-consuming capital goods—refers to motorists who choose to increase vehicle use (as measured by VMT) when their fuel economy is improved and, as a result, the cost per mile (CPM) of driving declines. Establishing more stringent standards than the reference baseline level will lead to comparatively higher fuel economy for new cars and light trucks, and increase fuel efficiency for HDPUVs, thus decreasing the cost of fuel consumed by driving each mile and increasing the amount of travel in new vehicles. NHTSA recognizes that the value selected for the rebound effect influences overall costs and benefits associated with the regulatory alternatives under consideration as well as the estimates of lives saved under various regulatory alternatives, and that the rebound estimate, along with fuel prices, technology costs, and other analytical inputs, is part of the body of information that agency decision-makers have considered in determining the appropriate levels of the standards in this final rule. We also note that larger values for the rebound effect diminishes the economic and environmental benefits associated with increased fuel efficiency.</P>
                    <P>
                        NHTSA conducted a review of the literature related to the fuel economy rebound effect, which is extensive and covers multiple decades and geographic regions.
                        <SU>674</SU>
                        <FTREF/>
                         The totality of evidence, without categorically excluding studies that fail to meet certain criteria and evaluating individual studies based on their particular strengths, suggests that a plausible range for the rebound effect is 10-50 percent. This range implies that, for example, a 10 percent reduction in vehicles' fuel CPM would lead to an increase of 1-5 percent in the number of miles they are driven annually. The central tendency of this range appears to be at or slightly above its midpoint, which is 30 percent. Considering only those studies that NHTSA believes are derived from extremely robust and reliable data, employ identification strategies that are likely to prove effective at isolating the rebound effect, and apply rigorous estimation methods, suggests a range of approximately 10-45 percent, with most of the estimates falling in the 15-30 percent range.
                    </P>
                    <FTNT>
                        <P>
                            <SU>674</SU>
                             See TSD Chapter 4.3.
                        </P>
                    </FTNT>
                    <P>However, published estimates of the rebound effect vary widely, as do the data and methodologies that underpin them. A strong case can also be made to support lower values. Both economic theory and empirical evidence suggest that the rebound effect has been declining over time due to factors such as increasing income (which raises the value of travelers' time), progressive smaller reductions in fuel costs in response to continuing increases in fuel economy, and slower growth in car ownership and the number of license holders. Lower estimates of the rebound effect estimates are associated with recently published studies that rely on U.S. data, measure vehicle use using actual odometer readings, control for the potential endogeneity of fuel economy, and—critically—estimate the response of vehicle use to variation in fuel economy itself rather than to fuel cost per distance driven or fuel prices. According greater weight to these studies suggests that the rebound effect is more likely to be in the 5-15 percent range. For a more complete discussion of the rebound literature, see TSD Chapter 4.3.5.</P>
                    <P>
                        NHTSA selected a rebound effect of 10% for its analysis of both LD and HDPUV fleets because it was well-supported by the totality of the evidence.
                        <SU>675</SU>
                        <FTREF/>
                         It is rarely possible to identify whether estimates of the rebound effect in academic literature apply specifically to household vehicles, LDVs, or another category, and different nations classify trucks included in NHTSA's HDPUV category in varying ways, so NHTSA has assumed the same value for LDVs and HDPUVs.
                    </P>
                    <FTNT>
                        <P>
                            <SU>675</SU>
                             The HDPUV and light trucks experience similar usage patterns (hence why we estimate technology effectiveness on 2-cycle tests similar to CAFE) and without a strong empirical evidence to suggest an alternative estimate, decided it was appropriate to use the same estimate.
                        </P>
                    </FTNT>
                    <P>
                        We also examine the sensitivity of estimated impacts to values of the rebound ranging from 5 percent to 15 percent to account for the uncertainty surrounding its exact value. NHTSA sought comment on the above discussion, and whether to consider a different value for the rebound effect for the final rule analysis for either the LD or HDPUV analyses. IPI agreed with NHTSA's choice, arguing that it was well supported in the literature.
                        <SU>676</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>676</SU>
                             IPI, Docket No. NHTSA-2023-0022-60485, at 26-28.
                        </P>
                    </FTNT>
                    <P>
                        AFPM disagreed with NHTSA's approach to modeling mileage for BEVs, suggesting that some studies find that these vehicles are driven less than ICE vehicles, and so NHTSA's assumption that any decrease in operating costs that these vehicles convey to their owner will not cause them to ultimately be used more overall.
                        <SU>677</SU>
                        <FTREF/>
                         In response, NHTSA examined the VMT accumulation for BEVs relative to ICE counterparts. Preliminary results showed lower VMT for these vehicles than ICE vehicles, but the agency notes that given the lack of more recent data, this result is driven mostly by early iterations of mainstream BEVs which had shorter ranges, longer recharging times, and significantly fewer charging stations. NHTSA believes that these factors likely played a bigger role in determining their usage than consumers' innate preferences for EVs vs. ICE vehicles. and concluded that there were significant limitations that prevented the agency from being able to project forward these differences with confidence. First, historically, these vehicles have been limited to only a small subset of manufacturers, and segments of the overall market. According to NHTSA's analysis and publicly announced production plans, this is projected to change in the years prior to NHTSA's standard setting years considered in this rulemaking.
                        <SU>678</SU>
                        <FTREF/>
                         This will make the owners of these vehicles, and their use patterns more representative of drivers as a whole. Second, the quality of the vehicle charging network is projected to improve significantly as programs like NEVI funded by the Bipartisan 
                        <PRTPAGE P="52670"/>
                        Infrastructure Law continue to be implemented. This will enable drivers in areas without at-home charging to make more use of these vehicles and will enable all drivers to travel longer distances in BEVs. Based on these factors, NHTSA believes that projecting BEV use into the future based on differences in their usage in recent years would introduce more error into the model than maintaining its current assumption. NHTSA is continuing to study this issue and will monitor the evidence to determine if changes need to be made in future rulemakings.
                    </P>
                    <FTNT>
                        <P>
                            <SU>677</SU>
                             AFPM, Docket No. NHTSA-2023-0022-61911, at 52, 76.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>678</SU>
                             Miller, Caleb, “Future Electric Vehicles: The EVs You'll Soon Be Able to Buy”, 
                            <E T="03">Car and Driver,</E>
                             Available at: 
                            <E T="03">https://www.caranddriver.com/news/g29994375/future-electric-cars-trucks/</E>
                            . (Accessed: April 5, 2024).
                        </P>
                    </FTNT>
                    <P>
                        In order to calculate total VMT after allowing for the rebound effect, the CAFE Model applies the price elasticity of VMT (taken from the FHWA forecasting model) to the change in fuel cost per mile resulting from higher fuel economy and uses the result to adjust the initial estimate of each model's annual use accordingly. The CAFE model applies this adjustment after the reallocation step described previously, since that adjustment is intended to ensure that total VMT is identical among alternatives 
                        <E T="03">before</E>
                         considering the contribution of increased driving due to the rebound effect. Its contribution differs among regulatory alternatives because those requiring higher fuel economy lead to larger reductions in the fuel cost of driving each mile, and thus to larger increases in vehicle use.
                    </P>
                    <P>The approach used in NHTSA's CAFE model is thus a combination of “top-down” (relying on the FHWA forecasting model to determine total LD VMT in a given calendar year) and “bottom-up” (where the composition and utilization of the on-road fleet determines a base level of VMT in a calendar year, which is constrained to match the FHWA model) forecasting. See Chapter 4.3 of the TSD for a complete accounting of how NHTSA models VMT.</P>
                    <HD SOURCE="HD3">4. Changes to Fuel Consumption</HD>
                    <P>NHTSA uses the fuel economy and age and body-style VMT estimates to determine changes in fuel consumption. NHTSA divides the expected vehicle use by the anticipated mpg to calculate the gallons consumed by each simulated vehicle, and when aggregated, the total fuel consumed in each alternative.</P>
                    <HD SOURCE="HD2">F. Simulating Emissions Impacts of Regulatory Alternatives</HD>
                    <P>This final rule encourages manufacturers of light-duty vehicles and HDPUVs to employ various fuel-saving technologies to improve the fuel efficiency of some or all the models they produce, and in addition to reducing drivers' outlays for fuel, the resulting reductions in their fuel consumption will produce additional benefits. These benefits include reduced vehicle emissions during their operation, as well as lower “upstream” emissions from extracting petroleum, transporting, and refining it to produce transportation fuels, and finally transporting, storing, and distributing fuel. This section provides a detailed discussion of how the agency estimates the resulting reductions in emissions, particularly for the main standard-setting options, including the development and evolution of parameters to estimate emissions of criteria pollutants, GHGs, and air toxics, and the potential improvements in human health from reducing them.</P>
                    <P>
                        The rule implements an “emissions inventory” methodology for estimating its emissions impacts. Vehicle emissions inventories are often described as three-legged stools, comprised of vehicle activity (
                        <E T="03">i.e.,</E>
                         miles traveled, hours operated, or gallons of fuel burned), population (or number of vehicles), and emission factors.
                        <SU>679</SU>
                        <FTREF/>
                         An emission factor is a representative rate that attempts to relate the quantity of a pollutant released to the atmosphere per unit of activity. For this rulemaking, like past rules, activity levels (both miles traveled and fuel consumption) are generated by the CAFE Model, while emission factors have been adapted from models developed and maintained by other Federal agencies.
                    </P>
                    <FTNT>
                        <P>
                            <SU>679</SU>
                             There seems to be misalignment in the scientific community as to the use of the term “emission factor” and “emissions factor” to refer to a singular emission factor, and the use of the term “emission factors” and “emissions factors” to refer to multiple emission factors; we endeavor to remain consistent in this section and implore the community to come to consensus on this important issue.
                        </P>
                    </FTNT>
                    <P>The following section briefly discusses the methodology the CAFE Model uses to track vehicle activity and populations, and how we generate the emission factors that relate vehicle activity to emissions of criteria pollutants, GHGs, and air toxics. This section also details how we model the effects of these emissions on human health, especially in regard to criteria pollutants known to cause poor air quality. Further description of how the health impacts of criteria pollutant emissions can vary and how these emission damages have been monetized and incorporated into the rule can be found in Preamble Section III.G, Chapter 6.2.2 of the TSD, and the Final EIS accompanying this analysis.</P>
                    <P>For transportation applications, emissions are generated at several stages between the initial point of energy feedstock extraction and delivering fuel to vehicles' fuel tanks or energy storage systems; in lifecycle analysis, these are often referred to “upstream” or “well-to-tank” emissions. In contrast, “downstream” or “tank-to-wheel” emissions are primarily comprised of those emitted by vehicles' exhaust systems, but also include other emissions generated during vehicle refueling, use, and inactivity (called `soaking'), including hydrofluorocarbons leaked from vehicles' air conditioning (AC) systems. They also include particulate matter (PM) released into the atmosphere by brake and tire wear (BTW) as well as evaporation of volatile organic compounds (VOCs) from fuel pumps and vehicles' fuel storage systems during refueling and when parked. Cumulative emissions occurring throughout the fuel supply and use cycle are often called “well-to-wheel” emissions in lifecycle analysis.</P>
                    <P>
                        The CAFE Model tracks vehicle populations and activity levels to produce estimates of the effects of different levels of CAFE standards on emissions and their consequences for human health and the global climate. Tracking vehicle populations begins with the reference baseline or analysis fleet, and estimates of each vehicle's fuel type (
                        <E T="03">e.g.,</E>
                         gasoline, diesel, electricity), fuel economy, and number of units sold in the U.S. As fuel economy-improving technology is added to vehicles in the reference baseline fleet in MYs subject to proposed new standards, the CAFE Model estimates annual rates at which new vehicles are purchased, driven,
                        <SU>680</SU>
                        <FTREF/>
                         and subsequently scrapped. The model uses estimates of vehicles remaining in service in each year and the amount those vehicles are driven (
                        <E T="03">i.e.,</E>
                         activity levels) to calculate the quantities of each type of fuel or energy that vehicles in the fleet consume in each year, including gasoline, diesel, and electricity. The quantities of travel and fuel consumption estimated for the cross section of MYs comprising each CYs vehicle fleet represents the 
                        <PRTPAGE P="52671"/>
                        “activity levels” the CAFE model uses to calculate emissions. The model does so by multiplying each activity level by the relevant emission factor and summing the results of those calculations.
                    </P>
                    <FTNT>
                        <P>
                            <SU>680</SU>
                             The procedures the CAFE Model uses to estimate annual VMT for individual car and light truck models produced during each model year over their lifetimes and to combine these into estimates of annual fleet-wide travel during each future CY, together with the sources of its estimates of their survival rates and average use at each age, are described in detail in TSD Chapters 4.2 and 4.3. The data and procedures the CAFE Model employs to convert these estimates of VMT to fuel and energy consumption by individual model, and to aggregate the results to calculate total consumption and energy content of each fuel type during future CYs, are also described in detail in that section.
                        </P>
                    </FTNT>
                    <P>
                        Emission factors measure the mass of each greenhouse gas or criteria air pollutant emitted per unit of activity, which can be a vehicle-mile of travel, gallon of fuel consumed, or unit of fuel energy content. We generate emission factors for the following regulated criteria pollutants and GHGs: carbon monoxide (CO), VOCs, nitrogen oxides (NO
                        <E T="52">X</E>
                        ), sulfur oxides (SO
                        <E T="52">X</E>
                        ), particulate matter with a diameter of 2.5-micron (μm) or less (PM
                        <E T="52">2.5</E>
                        ); CO
                        <E T="52">2</E>
                        , methane (CH
                        <E T="52">4</E>
                        ), and nitrous oxide (N
                        <E T="52">2</E>
                        O).
                        <SU>681</SU>
                        <FTREF/>
                         In this rulemaking, upstream emission factors are based on the volume of each type of fuel supplied, while downstream emission factors are expressed on a distance-traveled (VMT) basis. Simply stated, the rulemaking's upstream emission inventory is the product of the per-gallon emission factor and the corresponding number of gallons of gasoline or diesel, or amount of electricity,
                        <SU>682</SU>
                        <FTREF/>
                         produced and distributed. Similarly, the downstream emission inventory is the product of the per-mile emission factor and the appropriate miles traveled estimate. The only exceptions are that tailpipe emissions of SO
                        <E T="52">X</E>
                         and CO
                        <E T="52">2</E>
                         are also calculated on a per-gallon emission basis using appropriate emission factors in the CAFE Model. EVs do not produce combustion-related (tailpipe) emissions,
                        <SU>683</SU>
                        <FTREF/>
                         however, EV upstream electricity emissions are also accounted for in the CAFE Model inputs. Upstream and downstream emission factors and subsequent inventories were developed independently from separate data sources, as discussed in detail below.
                    </P>
                    <FTNT>
                        <P>
                            <SU>681</SU>
                             There is also HFC leakage from air conditioner systems, but these emissions are not captured in our analysis.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>682</SU>
                             The CAFE Model utilizes a single upstream electricity emission factor for each pollutant for transportation use and does not differentiate by process, based on GREET emission factors for electricity as a transportation fuel.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>683</SU>
                             BEVs do not produce any combustion-based emissions while PHEVs only produce combustion-based emissions during use of conventional fuels. Utilization factors typically define how much real-world operation occurs while using electricity versus conventional fuels.
                        </P>
                    </FTNT>
                    <P>
                        The analysis for the NPRM used upstream emission factors derived from GREET 2022, which is a lifecycle emissions model developed by the U.S. DOE's Argonne National Laboratory (Argonne). GREET 2022 projected a national mix of fuel sources used for electricity generation (often simply called the grid mix) for transportation from the latest AEO data available, in that case from 2022. For the final rule, we updated upstream petroleum (gasoline and diesel) and electricity emission factors using R&amp;D GREET 2023.
                        <SU>684</SU>
                        <FTREF/>
                         Petroleum emission factors are based on R&amp;D GREET 2023 assumptions derived from AEO 2023, while electricity emission factors are derived from an electricity forecast from the National Renewable Energy Laboratory's 2022 Standard Scenarios report.
                        <SU>685</SU>
                        <FTREF/>
                         A detailed description of how we used R&amp;D GREET 2023 to generate upstream emission factors appears in Chapter 5 of the TSD, as well as in the Electricity Grid Forecasts docket memo accompanying this rule.
                    </P>
                    <FTNT>
                        <P>
                            <SU>684</SU>
                             ANL. 2023. The Greenhouse Gases, Regulated Emissions and Energy Use in Transportation (GREET) Model. Argonne National Laboratory. Last revised: December 2023. Available at: 
                            <E T="03">http://greet.es.anl.gov/</E>
                            . (Accessed: January 25, 2022).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>685</SU>
                             Gagnon, P., M. Brown, D. Steinberg, P. Brown, S. Awara, V. Carag, S. Cohen, W. Cole, J. Ho, S. Inskeep, N. Lee, T. Mai, M. Mowers, C. Murphy, and B. Sergi. 2022. 2022 Standard Scenarios Report: A U.S. Electricity Sector Outlook. Revised March 2023. National Renewable Energy Laboratory. NREL/TP-6A40-84327. Available at: 
                            <E T="03">https://www.nrel.gov/docs/fy23osti/84327.pdf</E>
                             (Accessed: February 29, 2024).
                        </P>
                    </FTNT>
                    <P>
                        Other grid mixes with higher penetrations of renewables are presented as sensitivity cases in the FRIA and provide some context about how the results of our analysis would differ using a grid mix with a higher penetration of renewable energy sources. We sought comment on these sensitivity cases and which national grid mix forecast best represents the latest market conditions and policies, such as the Inflation Reduction Act. We also sought comments on other forecasts to consider, including EPA's Integrated Planning Model for the post-IRA 2022 reference case for the final rulemaking,
                        <SU>686</SU>
                        <FTREF/>
                         and the methodology used to generate alternate forecasts. We received no comments on our grid mix assumptions; however, to be consistent with DOE's projections in their Petroleum Equivalency Factor (PEF) final rule, we chose to use the 2022 Standard Scenarios report projections.
                        <SU>687</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>686</SU>
                             See EPA. 2023. Post-IRA 2022 Reference Case. Available at: 
                            <E T="03">https://www.epa.gov/power-sector-modeling/post-ira-2022-reference-case</E>
                            . (Accessed: Feb. 27, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>687</SU>
                             89 FR 22041 (March 29, 2024).
                        </P>
                    </FTNT>
                    <P>As in past CAFE analyses, we used GREET to derive emission factors for the following four upstream emission processes for gasoline, E85, and diesel: (1) petroleum extraction, (2) petroleum transportation and storage, (3) petroleum refining, and (4) fuel transportation, storage, and distribution (TS&amp;D)). We calculated average emission factors for each fuel and upstream process during five-year intervals over the period from 2022 through 2050. We considered feedstocks including conventional crude oil, oil sands, and shale oils in the gasoline and diesel emission factor calculations and follow assumptions consistent with the GREET Model for ethanol blending.</P>
                    <P>
                        In the proposal, NHTSA assumed that any reduction in fuel consumption within the United States would lead to an equal increase in gasoline exports. As a consequence, we projected that domestic fuel production and the upstream emissions it generates would not change, although we did acknowledge that emissions from feedstock extraction and fuel production outside the U.S. were likely to be affected. NHTSA also noted that this assumption was strong and that it was considering how to project changes in domestic fuel production that were likely to result from changes in CAFE and fuel efficiency standards over the long run. NHTSA sought comments on how it should model the response of domestic fuel production to changes in fuel consumption. AFPM commented that the scale of reductions in domestic fuel consumption caused by the proposed standards was likely to cause changes in domestic fuel production, and that NHTSA should consider the rule's impact on biofuel production.
                        <SU>688</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>688</SU>
                             AFPM, Docket No. NHTSA-2023-0022-61911, at 12-14.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA re-analyzed projections of domestic fuel production from McKinsey &amp; Company (2023),
                        <SU>689</SU>
                        <FTREF/>
                         S&amp;P Global (2023),
                        <SU>690</SU>
                        <FTREF/>
                         and the 2023 AEO, and concluded that there is a wide range of estimates about how domestic refining is likely to change over the coming decades, even without considering the potential effects of higher standards. Instead of relying on a single set of projections, NHTSA developed a simplified parameterized economic model for estimating the response of domestic fuel production to changes in U.S. fuel consumption. Using this model, for the final rule NHTSA estimates that 20 percent of the reduction in fuel consumption will be translated into reductions in domestic fuel production. See Chapters 5 and 6.2.4 of the TSD for a more detailed discussion of this process.
                    </P>
                    <FTNT>
                        <P>
                            <SU>689</SU>
                             Ding, Cherry, et. al, Refining in the energy transition through 2040, McKinsey &amp; Company, October, 2022.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>690</SU>
                             Smith, Rob, “Through the looking glass: Fuel retailing in an era of declining US gasoline demand” S&amp;P Global, Commodity Insights, September 27, 2023.
                        </P>
                    </FTNT>
                    <P>
                        We estimated non-CO
                        <E T="52">2</E>
                         downstream emission factors for gasoline, E85, 
                        <PRTPAGE P="52672"/>
                        diesel, and CNG 
                        <SU>691</SU>
                        <FTREF/>
                         using EPA's Motor Vehicle Emission Simulator (MOVES4) model, a regulatory highway emissions inventory model developed by that agency's National Vehicle and Fuel Emissions Laboratory.
                        <SU>692</SU>
                        <FTREF/>
                         We generated downstream CO
                        <E T="52">2</E>
                         emission factors based on the carbon content (
                        <E T="03">i.e.,</E>
                         the fraction of each fuel type's mass that is carbon) and mass density per unit of each specific type of fuel, under the assumption that each fuel's entire carbon content is converted to CO
                        <E T="52">2</E>
                         emissions during combustion. The CAFE Model calculates CO
                        <E T="52">2</E>
                         vehicle-based emissions associated with vehicle operation of the surviving on-road fleet by multiplying the number of gallons of each specific fuel consumed by the CO
                        <E T="52">2</E>
                         emission factor for that type of fuel. More specifically, the number of gallons of a particular fuel is multiplied by the carbon content and the mass density per unit of that fuel type, and then the ratio of CO
                        <E T="52">2</E>
                         emissions generated per unit of carbon consumed during the combustion process is applied.
                        <SU>693</SU>
                        <FTREF/>
                         TSD Chapter 5.3 contains additional detail about how we generated the downstream emission factors used in this analysis.
                    </P>
                    <FTNT>
                        <P>
                            <SU>691</SU>
                             BEVs and FCEVs do not generate any combustion-related emissions.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>692</SU>
                             EPA. 2023. Motor Vehicle Emission Simulator: MOVES4. Office of Transportation and Air Quality. US Environmental Protection Agency. Ann Arbor, MI. August 2023. Available at: 
                            <E T="03">https://www.epa.gov/moves/latest-version-motor-vehicle-emission-simulator-moves</E>
                             (Accessed: February 2, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>693</SU>
                             Chapter 3, Section 4 of the CAFE Model Documentation provides additional description for calculation of CO
                            <E T="52">2</E>
                             downstream emissions with the model.
                        </P>
                    </FTNT>
                    <P>
                        With stringent LDV standards already in place for PM from vehicle exhaust, particles from brake and tire wear (BTW) are becoming an increasingly important component of PM
                        <E T="52">2.5</E>
                         emission inventories. To put the magnitude of future BTW PM
                        <E T="52">2.5</E>
                         emissions in perspective, NHTSA conducted MOVES4 analysis using default input values. This analysis indicates that BTW PM
                        <E T="52">2.5</E>
                         represent approximately half of gasoline-fueled passenger car and light truck PM
                        <E T="52">2.5</E>
                         emissions (from vehicle exhaust, brake wear, and tire wear) after 2020.
                        <SU>694</SU>
                        <FTREF/>
                         While previous CAFE rulemakings have not modeled the indirect impacts to BTW emissions due to changes in fuel economy and VMT, this rulemaking considers total PM
                        <E T="52">2.5</E>
                         emissions from the vehicle's exhaust, brakes, and tires.
                    </P>
                    <FTNT>
                        <P>
                            <SU>694</SU>
                             For additional information, including figures presenting PM
                            <E T="52">2.5</E>
                             emissions by regulatory class from these MOVES runs, please see TSD 5.3.3.4.
                        </P>
                    </FTNT>
                    <P>
                        As with downstream emission factors, we generated BTW emission factors using EPA's MOVES4 model.
                        <SU>695</SU>
                        <FTREF/>
                         Due to limited BTW measurements, MOVES does not estimate variation in BTW emission factors by vehicle MY, fuel type, or powertrain. Instead, MOVES' estimates of emissions from brake wear are based on weight-based vehicle regulatory classes and operating behavior derived primarily from vehicle speed and acceleration. On the other hand, MOVES' estimates of tire wear emissions depend on the same weight-based regulatory classes, but the effect of operations on emissions is represented only by vehicle speed. Unlike the CAFE Model's downstream emission factors, the BTW estimates were averaged over all vehicle MYs and ages to yield a single grams-per-mile value by regulatory class.
                    </P>
                    <FTNT>
                        <P>
                            <SU>695</SU>
                             EPA. 2020. Brake and Tire Wear Emissions from Onroad Vehicles in MOVES3. Office of Transportation and Air Quality Assessment and Standards Division, at 1-48. Available at: 
                            <E T="03">https://nepis.epa.gov/Exe/ZyPDF.cgi?Dockey=P1010M43.pdf.</E>
                             (Accessed Feb. 27, 2024).
                        </P>
                    </FTNT>
                    <P>
                        There is some evidence that average vehicle weight will differ by fuel type and powertrain, particularly for longer-range EVs, which are often heavier than a comparable gasoline- or diesel-powered vehicle due to the weight of the battery.
                        <SU>696</SU>
                        <FTREF/>
                         This weight increase may result in additional tire wear. While regenerative braking often extends braking systems' useful life and reduces emissions associated with brake wear,
                        <SU>697</SU>
                        <FTREF/>
                         the effect of additional mass might be to increase overall BTW emissions.
                        <SU>698</SU>
                        <FTREF/>
                         Further BTW field studies are needed to better understand how differences in vehicle fuel and powertrain type are likely to impact PM
                        <E T="52">2.5</E>
                         emissions from BTW. The CAFE Model's BTW inputs can be differentiated by fuel type, but for the time being are assumed to have equivalent values for gasoline, diesel, and electricity. Given the degree to which PM
                        <E T="52">2.5</E>
                         inventories are expected to shift from vehicle exhaust to BTW in the near future, we believe that it is better to have some BTW estimates—even if imperfect—than not to include them at all, as was the case in prior CAFE rulemakings.
                    </P>
                    <FTNT>
                        <P>
                            <SU>696</SU>
                             Cooley, B. 2022. America's New Weight Problem: Electric Vehicles. CNET. Published: Jan. 28, 2022. Available at: 
                            <E T="03">https://www.cnet.com/roadshow/news/americas-new-weight-problem-electric-cars.</E>
                             (Accessed: Feb. 27, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>697</SU>
                             Bondorf, L. et al. 2023. Airborne Brake Wear Emissions from a Battery Electric Vehicle. Atmosphere. Vol. 14(3): at 488. Available at: 
                            <E T="03">https://doi.org/10.3390/atmos14030488.</E>
                             (Accessed: Feb. 27, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>698</SU>
                             EPA.2022 Brake Wear Particle Emission Rates and Characterization. Office of Transportation and Air Quality. Available at: 
                            <E T="03">https://nepis.epa.gov/Exe/ZyPURL.cgi?Dockey=P1013TSX.txt.</E>
                             (Accessed: Feb. 27, 2024); McTurk, E. 2022. Do Electric Vehicles Produce More Tyre and Brake Pollution Than Their Petrol and Diesel Equivalents? RAC. Available at: 
                            <E T="03">https://www.rac.co.uk/drive/electric-cars/running/do-electric-vehicles-produce-more-tyre-and-brake-pollution-than-petrol-and/.</E>
                             (Accessed: Feb. 27, 2024).
                        </P>
                    </FTNT>
                    <P>
                        In the NPRM, we sought comment on this updated approach and on additional data sources that could be used to update the BTW estimates. Commenters such as the Alliance for Automotive Innovation and Stellantis recommended that NHTSA refrain from including BTW in the analysis until SAE or another organization publishes a measurement methodology and testing procedures for quantifying BTW.
                        <SU>699</SU>
                        <FTREF/>
                         Another commenter, the AFPM, stated that new ZEVs specifically would cause an increase in average vehicle weight in the U.S. fleet, and in turn cause more BTW emissions.
                        <SU>700</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>699</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-60652, at 65-66; Stellantis, Docket No. NHTSA-2023-0022-61107, at 14.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>700</SU>
                             AFPM, Docket No. NHTSA-2023-0022-61911-A2, at 79.
                        </P>
                    </FTNT>
                    <P>
                        With notable reductions in fine particulate matter (PM
                        <E T="52">2.5</E>
                        ) from tailpipe exhaust due to federal regulation, non-exhaust sources such as brake and tire wear (BTW) constitute a growing proportion of vehicles' PM
                        <E T="52">2.5</E>
                         emissions. Although we agree with commenters that EVs could cause disproportionate brake wear compared to internal combustion engine vehicles due to additional battery weight, it is unclear how this might affect LD and HDPUV PM emissions overall. Without any BEV tailpipe exhaust and some evidence to suggest reduced EV brake wear from regenerative braking, NHTSA has not yet been able to determine the relative PM contributions of BEVs, HEVs, and ICE vehicles. In addition, as discussed in more detail in Section III.D, it appears that the trend for manufacturers to produce large EVs may be declining as manufacturers start building smaller and more affordable EVs. While this final rule continues to project differences in BTW emissions among regulatory classes, there has not been enough new BTW data published since the proposal to update non-exhaust PM emission factors by fuel type. That said, we continue to believe that including the best available data on BTW estimates is better than including no estimates.
                        <SU>701</SU>
                        <FTREF/>
                         For further reading on BTW assumptions, please refer to TSD Chapter 5.3.3.4.
                    </P>
                    <FTNT>
                        <P>
                            <SU>701</SU>
                             
                            <E T="03">Ctr. for Biological Diversity</E>
                             v. 
                            <E T="03">Nat'l Highway Traffic Safety Admin.,</E>
                             538 F.3d 1172 (9th Cir. 2008).
                        </P>
                    </FTNT>
                    <P>
                        The CAFE Model computes select health impacts resulting from population exposure to PM
                        <E T="52">2.5</E>
                        . These health impacts include causing or aggravating several different respiratory 
                        <PRTPAGE P="52673"/>
                        conditions and even premature death, each of which is measured by the number of instances predicted to result from exposure to each ton of PM
                        <E T="52">2.5</E>
                        -related pollutant emitted (direct PM as well as NO
                        <E T="52">X</E>
                         and SO
                        <E T="52">2</E>
                        , both precursors to secondarily-formed PM
                        <E T="52">2.5</E>
                        ). The CAFE Model reports total PM
                        <E T="52">2.5</E>
                        -related health impacts by multiplying the estimated emissions of each PM
                        <E T="52">2.5</E>
                        -related pollutant (in tons)—generated using the process described above—by the corresponding health incidence per ton value. Broadly speaking, a health incidence per ton value is the morbidity and mortality estimate linked to an additional ton of an emitted pollutant; these can also be referred to as benefit per ton values where monetary measures of adverse health impacts avoided per ton by which emissions are reduced (discussed further in Section III.G).
                    </P>
                    <P>
                        The American Lung Association commented on the limits of the health impacts analysis, stating that it “does not include monetized health harms of ozone, ambient oxides of nitrogen or air toxics.” 
                        <SU>702</SU>
                        <FTREF/>
                         We do not include monetized health harms of air toxics as they have not typically been monetized, and as such we currently have no basis for that valuation. The sources used in our health impacts analysis were chosen to best match the pollution source sector categories incorporated in the CAFE Model. For some pollution source sectors, only PM
                        <E T="52">2.5</E>
                         BPT values exist, and as such we chose to consistently measure the same damages across all pollution source sectors by focusing on PM
                        <E T="52">2.5</E>
                        -related damages. We plan to revisit this portion of analysis when more source sector BPT values become available in the literature. We do note that these benefits (reduced health harms of ozone, ambient oxides of nitrogen, air toxics) are potentially significant despite not being quantified and have added language to our discussion of benefits of the rule to clarify this.
                    </P>
                    <FTNT>
                        <P>
                            <SU>702</SU>
                             ALA, Docket No. NHTSA-2023-0022-60091, at 2.
                        </P>
                    </FTNT>
                    <P>
                        The health incidence per ton values in this analysis reflect the differences in health impacts arising from the five upstream emission source sectors that we use to generate upstream emissions (petroleum extraction, petroleum transportation, refineries, fuel transportation, storage and distribution, and electricity generation). We carefully examined how each upstream source sector is defined in GREET to appropriately map the emissions estimates to data on health incidences from PM
                        <E T="52">2.5</E>
                        -related pollutant emissions. As the health incidences for the different source sectors are all based on the emission of one ton of the same pollutants, NO
                        <E T="52">X</E>
                        , SO
                        <E T="52">X</E>
                        , and directly-emitted PM
                        <E T="52">2.5</E>
                        , differences in the incidence per ton values arise from differences in the geographic distribution of each pollutant's emissions, which in turn affects the number of people exposed to potentially harmful concentrations of each pollutant.
                        <SU>703</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>703</SU>
                             EPA. 2018. Estimating the Benefit per Ton of Reducing PM
                            <E T="52">2.5</E>
                             Precursors from 17 Sectors. Office of Air and Radiation and Office of Air Quality Planning and Standards. Research Triangle Park, NC, at 1-108. Available at: 
                            <E T="03">https://www.epa.gov/sites/production/files/2018-02/documents/sourceapportionmentbpttsd_2018.pdf.</E>
                             (Accessed: Feb. 27, 2024).
                        </P>
                    </FTNT>
                    <P>
                        As in past CAFE analyses, we relied on publicly available scientific literature and reports from EPA and EPA-affiliated authors, to estimate per-ton PM
                        <E T="52">2.5</E>
                        -related health damage costs for each upstream source of emissions. We used several EPA reports to generate the upstream health incidence per ton values, as different EPA reports provided more up-to-date estimates for different sectors based on newer air quality modeling. These EPA reports use a reduced-form benefit-per-ton (BPT) approach to assess health impacts; PM
                        <E T="52">2.5</E>
                        -related BPT values are the total monetized human health benefits (the sum of the economic value of the reduced risk of premature death and illness) that are expected to result from avoiding one ton of directly-emitted PM
                        <E T="52">2.5</E>
                         or PM
                        <E T="52">2.5</E>
                         precursor such as NO
                        <E T="52">X</E>
                         or sulfur dioxide (SO
                        <E T="52">2</E>
                        ). We note, however, that the complex, non-linear photochemical processes that govern ozone formation prevent us from developing reduced-form ozone, ambient NO
                        <E T="52">X</E>
                        , or other air toxic BPT values, an important limitation to recognize when using the BPT approach. We include additional discussion of uncertainties in the BPT approach in Chapter 5.4.3 of the TSD and also conduct full-scale photochemical modeling described in Appendix E of the FEIS. Nevertheless, we believe that the BPT approach provides reasonable estimates of how establishing more stringent CAFE standards is likely to affect public health, and of the value of reducing the health consequences of exposure to air pollution. The BPT methodology and data sources are unchanged from the 2022 CAFE rule, and stakeholders generally agreed that estimates of the benefits of PM
                        <E T="52">2.5</E>
                         reductions were improved from prior analyses based on our emissions-related health impacts methodology updated for that rule.
                        <SU>704</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>704</SU>
                             CBD et al., Docket No. NHTSA-2021-0053-1572, at 5.
                        </P>
                    </FTNT>
                    <P>
                        The reports we relied on for health incidences and BPT estimates include EPA's 2018 technical support document titled Estimating the Benefit per Ton of Reducing PM
                        <E T="52">2.5</E>
                         Precursors from 17 Sectors (referred to here as the 2018 EPA source apportionment TSD),
                        <SU>705</SU>
                        <FTREF/>
                         a 2018 oil and natural gas sector paper (Fann et al.), which estimates health impacts for this sector in the year 2025,
                        <SU>706</SU>
                        <FTREF/>
                         and a 2019 paper (Wolfe et al.) that computes monetized per ton damage costs for several categories of mobile sources, based on vehicle type and fuel type.
                        <SU>707</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>705</SU>
                             EPA. 2018. Estimating the Benefit per Ton of Reducing PM
                            <E T="52">2.5</E>
                             Precursors from 17 Sectors. Office of Air and Radiation and Office of Air Quality Planning and Standards. Research Triangle Park, NC, at 1-108. Available at: 
                            <E T="03">https://19january2017snapshot.epa.gov/benmap/estimating-benefit-ton-reducing-pm25-precursors-17-sectors_.html</E>
                            . (Accessed: Feb. 27, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>706</SU>
                             Fann, N. et al. 2018. Assessing Human Health PM
                            <E T="52">2.5</E>
                             and Ozone Impacts from U.S. Oil and Natural Gas Sector Emissions in 2025. 
                            <E T="03">Environmental Science &amp; Technology.</E>
                             Vol. 52(15): at 8095-8103. Available at: 
                            <E T="03">https://www.ncbi.nlm.nih.gov/pmc/articles/PMC6718951/</E>
                            . (Accessed: Feb. 27, 2024) (
                            <E T="03">hereinafter</E>
                             Fann et al.).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>707</SU>
                             Wolfe, P. et al. 2019. Monetized Health Benefits Attributable to Mobile Source Emission Reductions Across The United States In 2025. 
                            <E T="03">The Science of the Total Environment.</E>
                             Vol. 650(Pt 2): at 2490-98. Available at: 
                            <E T="03">https://pubmed.ncbi.nlm.nih.gov/30296769/</E>
                            ) (Accessed: Feb. 27, 2024) (
                            <E T="03">hereinafter</E>
                             Wolfe et al.). Health incidence per ton values corresponding to this paper were sent by EPA staff.
                        </P>
                    </FTNT>
                    <P>Some CAFE Model upstream emissions components do not correspond to any single EPA source sector identified in available literature, so we used a weighted average of different source sectors to generate those values. Data we used from each paper for each upstream source sector are discussed in detail in Chapter 5.4 of the TSD.</P>
                    <P>The CAFE Model follows a similar process for computing health impacts resulting from downstream emissions. We used the Wolfe et al. paper to compute monetized damage costs per ton values for several on-road mobile sources categories based on vehicle type and fuel type. Wolfe et al. did not report incidences per ton, but that information was obtained through communications with the study authors. Additional information about how we generated downstream health estimates is discussed in Chapter 5.4 of the TSD.</P>
                    <P>
                        We are aware that EPA recently updated its estimated benefits for reducing PM
                        <E T="52">2.5</E>
                         from several sources,
                        <FTREF/>
                        <SU>708</SU>
                          
                        <PRTPAGE P="52674"/>
                        but those do not include mobile sources (which include the vehicles subject to CAFE and HDPUV fuel efficiency standards). After discussion with EPA staff, we retained the PM
                        <E T="52">2.5</E>
                         incidence per ton values from the previous CAFE analysis for consistency with the current mobile source emissions estimates.
                    </P>
                    <FTNT>
                        <P>
                            <SU>708</SU>
                             EPA. 2023. Estimating the Benefit per Ton of Reducing Directly-Emitted PM
                            <E T="52">2.5</E>
                            , PM
                            <E T="52">2.5</E>
                             Precursors 
                            <PRTPAGE/>
                            and Ozone Precursors from 21 Sectors. Last updated: Jan. 2023. Available at: 
                            <E T="03">https://www.epa.gov/benmap/estimating-benefit-ton-reducing-directly-emitted-pm25-pm25-precursors-and-ozone-precursors</E>
                            . (Accessed: Feb. 27, 2024).
                        </P>
                    </FTNT>
                    <P>Although we did not discuss doing a quantitative lifecycle analysis in the preamble of the NRPM, several commenters stressed the importance of lifecycle analysis, identified suitable methods for conducting such an analysis, and suggested how the results of such an analysis should factor into the finding that final standards indeed meet the “maximum feasible” test. The Agency understands the concern that many commenters have with the potential environmental impacts of vehicle production, including battery material extraction, manufacturing, and end-vehicle and battery disposal. With rapidly expanding EV production, this is a fast-evolving area of research and not one that can be fully addressed in this rule. While some evidence suggests that emissions from vehicle production would likely be greater for EVs than conventionally fueled vehicles, there is also evidence that ICEs continue to have greater total lifecycle emissions than EVs, depending on where the EV is charged. NHTSA is not yet prepared to quantify these relative vehicle cycle impacts. Further investigation across different fuels and vehicle powertrains is warranted and is currently underway with Argonne National Laboratory. For a review of relevant research and additional qualitative discussion on the vehicle cycle and its impacts, readers should refer to FEIS Chapter 6 (Lifecycle Analysis).</P>
                    <HD SOURCE="HD2">G. Simulating Economic Impacts of Regulatory Alternatives</HD>
                    <P>The following sections describe NHTSA's approach for measuring the economic costs and benefits that would result from establishing alternative standards for future MYs. The measures that NHTSA uses are important considerations, because as OMB Circular A-4 states, benefits and costs reported in regulatory analyses must be defined and measured consistently with economic theory and should also reflect how alternative regulations are anticipated to change the behavior of producers and consumers from a baseline scenario. For both the fuel economy and fuel efficiency standards, those include vehicle manufacturers, buyers of new vehicles, owners of used vehicles, and suppliers of fuel, all of whose behavior is likely to respond in complex ways to the level of standards that DOT establishes for future MYs.</P>
                    <P>A number of commenters asked the agency to more explicitly account for effects that occur in the analytical baseline in the agency's incremental cost-benefit analysis. The agency responds substantively to those comments below. The typical approach to quantifying the impacts of regulations implies that these costs and benefits should be excluded from the incremental cost-benefit analysis given these effects are assumed to occur absent the regulation. Thus, quantifying them in the incremental cost-benefit analysis would obscure the effects the agency needs to isolate in order to analyze the effects of the regulation. For these reasons, the agency does not explicitly account for some of the costs and benefits requested by commenters that accrue in the baseline, and instead focuses on the costs and benefits that may change in response to the final rule.</P>
                    <P>
                        It is also important to report the benefits and costs of this final rule in a format that conveys useful information about how those impacts are generated, while also distinguishing the economic consequences for private businesses and households from the action's effects on the remainder of the U.S. economy. A reporting format will accomplish this objective to the extent that it clarifies 
                        <E T="03">who</E>
                         incurs the benefits and costs of the final rule, while also showing how the economy-wide or “social” benefits and costs of the final rule are composed of direct effects on vehicle producers, buyers, and users, plus the indirect or “external” benefits and costs it creates for the general public. NHTSA does not attempt to distinguish benefits and costs into co-benefits or secondary costs.
                    </P>
                    <P>
                        Table III-7 lists the economic benefits and costs analyzed in conjunction with this final rule, and where to find explanations for what we measure, why we include it, how we estimate it, and the estimated value for that specific line item. The table also shows how the different elements of the analysis piece together to inform NHTSA's estimates of private and external costs and benefits.
                        <SU>709</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>709</SU>
                             Changes in tax revenues are a transfer and not an economic externality as traditionally defined, but we group these with external costs instead of private costs since that loss in revenue affects society as a whole as opposed to impacting only consumers or manufacturers.
                        </P>
                    </FTNT>
                    <BILCOD>BILLING CODE 4910-59-P</BILCOD>
                    <GPH SPAN="3" DEEP="527">
                        <PRTPAGE P="52675"/>
                        <GID>ER24JN24.062</GID>
                    </GPH>
                    <BILCOD>BILLING CODE 4910-59-C</BILCOD>
                    <P>
                        NHTSA
                        <FTREF/>
                         reports the costs and benefits of standards for LDVs and HDPUVs separately. While the effects are largely the same for the two fleets, our fuel economy and fuel efficiency programs are separate, and NHTSA makes independent determinations of the maximum feasible standards for each fleet.
                    </P>
                    <FTNT>
                        <P>
                            <SU>710</SU>
                             This table presents the societal costs and benefits. Costs and benefits that affect only the consumer analysis, such as sales taxes, insurance costs, and reallocated VMT, are purposely ommited from this table. See Chapters 8.2.3 and 8.3.3 of the FRIA for consumer-specific costs and benefits.
                        </P>
                        <P>
                            <SU>711</SU>
                             Since taxes are transfers from consumers to governments, a portion of the Savings in Retail Fuel Costs includes taxes avoided. The Loss in Fuel Tax Revenue is completely offset within the Savings in Retail Fuel Costs.
                        </P>
                    </FTNT>
                    <P>
                        A standard function of regulatory analysis is to evaluate tradeoffs between impacts that occur at different points in time. Many Federal regulations involve costly upfront investments that generate future benefits in the form of reductions in health, safety, or environmental damages. To evaluate these tradeoffs, the analysis must account for the social rate of time preference—the broadly observed social preference for benefits that occur sooner versus those that 
                        <PRTPAGE P="52676"/>
                        occur further in the future. This is accomplished by discounting impacts that occur further in the future more than impacts that occur sooner.
                    </P>
                    <P>
                        OMB Circular A-4 (2003) affirms the appropriateness of accounting for the social rate of time preference in regulatory analyses and recommends discount rates of 3 and 7 percent for doing so. The recommended 3 percent discount rate was chosen to represent the “consumption rate of interest” approach, which discounts future costs and benefits to their present values using the rate at which consumers appear to make tradeoffs between current consumption and equal consumption opportunities when deferred to the future. OMB Circular A-4 (2003) reports an inflation-adjusted or “real” rate of return on 10-year Treasury notes of 3.1 percent between 1973 and its 2003 publication date and interprets this as approximating the rate at which society is indifferent between consumption today and in the future. The 7 percent rate reflects the opportunity cost of capital approach to discounting, where the discount rate approximates the forgone return on private investment if the regulation were to divert resources from capital formation. Fuel savings and most other benefits from tightening standards will be experienced directly by owners of vehicles that offer higher fuel economy and thus affect their future consumption opportunities, while benefits or costs that are experienced more widely throughout the economy will also primarily affect future consumption. Circular A-4 indicates that discounting at the consumption rate of interest is the “analytically preferred method” when effects are presented in consumption-equivalent units. Thus, applying OMB's guidance to NHTSA's final rule suggests the 3 percent rate is the appropriate rate. However, NHTSA reports both the 3 and 7 percent rates for transparency and completeness. It should be noted that the OMB finalized a revision to Circular A-4 on November 9th, 2023. The 2023 Circular A-4 is effective for NPRMs, IFRs, and direct final rules submitted to OMB on or after March 1st, 2024, while the effective date for other final rules is January 1st, 2025. Thus, while NHTSA has considered the guidance in the revised circular for the final rule, as this final rule will be published before January 1, 2025, the agency will continue to use the discount rates in the prior version for the primary analysis.
                        <SU>712</SU>
                        <FTREF/>
                         The agency performed a sensitivity case using a 2 percent social discount rate consisted with the guidance of revised Circular A-4 (2023) which can be found in Chapter 9 of the RIA.
                    </P>
                    <FTNT>
                        <P>
                            <SU>712</SU>
                             That is, NHTSA did not incorporate the new recommendations about social discounting at 2 percent into the primary analysis but has included a senstivity with this discount rate.
                        </P>
                    </FTNT>
                    <P>
                        A key exception to Circular A-4's guidance on social discounting implicates the case of discounting climate related impacts. Because some GHGs emitted today can remain in the atmosphere for hundreds of years, burning fossil fuels today not only imposes uncompensated costs on others around the globe today, but also imposes uncompensated damages on future generations. As OMB Circular A-4 (2003) indicates “special ethical considerations arise when comparing benefits and costs across generations” and that future citizens impacted by a regulatory choice “cannot take part in making them, and today's society must act with some consideration of their interest.” 
                        <SU>713</SU>
                        <FTREF/>
                         Thus, NHTSA has elected to discount these effects from the year of abatement back to the present value with lower rates. For further discussion, see Section III.G.2.b(1) of the Preamble.
                    </P>
                    <FTNT>
                        <P>
                            <SU>713</SU>
                             The Executive Office of the President's Office of Management and Budget. 2003. Circular No. A-4. Regulatory Analysis. Available at: 
                            <E T="03">https://www.whitehouse.gov/wp-content/uploades/legacy_drupal_files/omb/circulars/A4/a-4.pdf</E>
                            .
                        </P>
                    </FTNT>
                    <P>For a complete discussion of the methodology employed and the results, see Chapter 6 of the TSD and Chapter 8 of the RIA, respectively. The safety implications of the final rule—including the monetary impacts—are reserved for Section III.H.</P>
                    <HD SOURCE="HD3">1. Private Costs and Benefits</HD>
                    <HD SOURCE="HD3">a. Costs to Consumers</HD>
                    <HD SOURCE="HD3">(1) Technology Costs</HD>
                    <P>The technology applied to meet the standards would increase the cost to produce new cars, light trucks and HDPUVs. Within this analysis, manufacturers are assumed to transfer these costs to the consumers who purchase vehicles offering higher fuel economy. While NHTSA recognizes that some manufacturers may defray their regulatory costs for meeting increased fuel economy and fuel efficiency standards through more complex pricing strategies or by accepting lower profits, NHTSA lacks sufficient insight into manufacturers' pricing strategies to confidently model alternative approaches. Thus, we simply assume that manufacturers raise the prices of models whose fuel economy they elect to improve sufficiently to recover their increased costs for doing so. The technology costs are incurred by manufacturers and then passed onto consumers. While we include the effects of IRA tax credits in our modeling of consumer responses to the standards, the effect of the tax credit is an economic transfer where the costs to one party are exactly offset by benefits to another and have no impact on the net benefits of the final rule. While NHTSA could include IRA tax credits as a reduction in the technology costs for manufacturers and purchasing prices in our cost-benefit accounting, tax credits are a transfer from the government to private parties, and as such have no net effect on the benefits or costs of the final rule. As such, the line item included in the tables summarizing the cost of technology throughout this final rule should be considered pre-tax unless otherwise noted.</P>
                    <P>NHTSA did not receive comments pertaining to this topic. See Section III.C.6 of this preamble and Chapter 2.5 of the TSD for more details.</P>
                    <HD SOURCE="HD3">(2) Consumer Sales Surplus</HD>
                    <P>Consumers who forgo purchasing a new vehicle because of the increase in the price of new vehicles' prices caused by more stringent standards will experience a decrease in welfare. The collective welfare loss to these “potential” new vehicle buyers is measured by their foregone consumer surplus.</P>
                    <P>Consumer surplus is a fundamental economic concept and represents the net value (or net benefit) a good or service provides to consumers. It is measured as the difference between what a consumer is willing to pay for a good or service and its market price. OMB Circular A-4 explicitly identifies consumer surplus as a benefit that should be accounted for in cost-benefit analysis. For instance, OMB Circular A-4 states the “net reduction in total surplus (consumer plus producer) is a real cost to society,” and elsewhere recommends that consumer surplus values be monetized “when they are significant.”</P>
                    <P>
                        Accounting for the limited portion of lifetime fuel savings that the average new vehicle buyer values, and holding all else equal, higher average prices should depress new vehicle sales and by extension reduce consumer surplus. The inclusion of the effects on the final rule on consumer surplus is not only consistent with OMB guidance, but with other parts of this regulatory analysis. For instance, we calculate the increase in consumer surplus associated with increased driving that results from the lower CPM of driving under more stringent regulatory alternatives, as discussed in Section II.G.1.b(3). The 
                        <PRTPAGE P="52677"/>
                        surpluses associated with sales and additional mobility are inextricably linked, as they capture the direct costs and benefits to purchasers of new vehicles. The sales surplus captures the welfare loss to consumers when they forego purchasing new vehicles because of higher prices, while the consumer surplus associated with additional driving measures the benefit of the increased mobility it provides.
                    </P>
                    <P>
                        NHTSA estimates the loss of sales surplus based on the change in quantity of vehicles projected to be sold, after adjusting for quality improvements attributable to higher fuel economy or fuel efficiency. Several commenters mention that there may be distributional impacts in terms of the less financially privileged not being able to afford higher priced vehicles.
                        <SU>714</SU>
                        <FTREF/>
                         Consumers in rural areas are specifically mentioned as being adversely affected due to the higher cost of charging an EV in rural areas which would presumably act as a barrier to purchasing one of these vehicles.
                        <SU>715</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>714</SU>
                             AFPM, Docket No. NHTSA-2023-0022-61911, at 61-63; Heritage Foundation-Mario Loyola, Docket No. NHTSA-2023-0022-61952, at 7-13; American Consumer Institute, Docket No. NHTSA-2023-0022-50765, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>715</SU>
                             NCB, Docket No. NHTSA-2023-0022-53876, at 2.
                        </P>
                    </FTNT>
                    <P>
                        While these commenters allege that consumers will be harmed by the inability to purchase new vehicles because of the regulations, commenters did not provide any evidence to support that these effects will, or even likely to occur, and seemingly ignored how these communities may value and benefit from reduced operational costs. Regardless, NHTSA accounted for the possibility that there would be a change in welfare associated with decreased sales, but NHTSA did not receive any comments suggesting that its estimation of the consumer sales surplus was inadequate. Nor did any commenters suggest changes to the agency's methodology. As such, the agency has elected to use the same methodology as the proposal and feels that the lost welfare from the consumer sales surplus adequately captures the effects raised by commenters. Furthermore, the IRA provides a 30% tax credit for qualified alternative fuel vehicle refueling property supporting the installation of charging infrastructure in low-income and non-urban areas.
                        <SU>716</SU>
                        <FTREF/>
                         For additional information about consumer sales surplus, see Chapter 6.1.2 of the TSD.
                    </P>
                    <FTNT>
                        <P>
                            <SU>716</SU>
                             Internal Revenue Service, Alternative Fuel Vehicle Refueling Property Credit, May 9, 2024. 
                            <E T="03">https://www.irs.gov/credits-deductions/alternative-fuel-vehicle-refueling-property-credit.</E>
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">(3) Ancillary Costs of Higher Vehicle Prices</HD>
                    <P>Some costs of purchasing and owning a new or used vehicle increase in proportion to its purchase price or market value. At the time of purchase, the price of the vehicle combined with the state-specific tax rate determine the sales tax paid. Throughout the lifetime of the vehicle, the residual value of the vehicle—which is determined by its initial purchase price, age, and accumulated usage—determine value-related registration fees and insurance premiums. The analysis assumes that the transaction price is a fixed share of the MSRP, which allows calculation of these factors as shares of MSRP. As the standards influence the price of vehicles, these ancillary costs will also increase. For a detailed explanation of how NHTSA estimates these costs, see Chapter 6.1.1 of the TSD. These costs are included in the consumer per-vehicle cost-benefit analysis but not in the societal cost-benefit analysis, because they are assumed to be transfers from consumers to government agencies or to reflect actuarially “fair” insurance premiums. NHTSA did not receive any comments about its treatment of state sales taxes or changes to insurance premiums.</P>
                    <P>
                        In previous proposals and final rules, NHTSA also included the costs of financing vehicle purchases as an ancillary cost to consumers. However, as we noted in the 2022 final rule, the availability of vehicle financing offers a benefit to consumers by spreading out the costs of additional fuel economy technology over time. Thus, we no longer include financing as a cost to consumers. Lucid supports NHTSA's decision to exclude financing as an ancillary cost,
                        <SU>717</SU>
                        <FTREF/>
                         recognizing the benefit of smoothing out consumer costs over time. NADA and MEMA have mentioned that the majority of prospective new vehicle purchasers finance their transactions, and expressed concern that higher interest rates may be impacting the affordability of financing and that consumer credit may not reach to meet changing vehicle prices.
                        <SU>718</SU>
                        <FTREF/>
                         NHTSA has determined it is appropriate to continue to exclude these costs from the analysis for the following reasons. With regards to the impact of increasing vehicle purchasing costs, as previously mentioned, NHTSA calculates and includes the change in consumer surplus of those who choose not to purchase a new vehicle as a result of higher vehicle prices due to the stringency of the standards. In addition, explicitly modeling future long-run changes in financing costs due to changes in interest rates is a technically uncertain undertaking and outside the current bounds of this work. Forecasting long-run interest rates includes making a variety of assumptions on the structure that these rates might take, such as a random walk or equivalence to a forward rate and are subject to numerous exogenous macroeconomic factors and uncertainties. Commenters did not identify any long-run projections that supported their conclusions pertaining to this aspect of consumer costs. Therefore, it is inaccurate to assume that high interest rates at one point in time will lead to higher rates (and therefore higher costs) for all consumers during the regulatory period.
                    </P>
                    <FTNT>
                        <P>
                            <SU>717</SU>
                             Lucid, Docket No. NHTSA-2023-0022-50594, at 6.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>718</SU>
                             NADA, Docket No. NHTSA-2023-0022-58200, at 6-8; MEMA, Docket No. NHTSA-2023-0022-59204, at 9.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">b. Benefits to Consumers</HD>
                    <HD SOURCE="HD3">(1) Fuel Savings</HD>
                    <P>The primary benefit to consumers of increasing standards is the savings in future fuel costs that accrue to buyers and subsequent owners of new vehicles. The value of fuel savings is calculated by multiplying avoided fuel consumption by retail fuel prices. Each vehicle of a given body style is assumed to be driven the same amount in each year of its lifetime as all those of comparable age and body style. The ratio of that cohort's annual VMT to its fuel efficiency produces an estimate of its yearly fuel consumption. The difference between fuel consumption in the No-Action Alternative, and in each regulatory alternative, represents the gallons (or energy content) of fuel saved.</P>
                    <P>
                        Under this assumption, our estimates of fuel consumption from increasing the fuel economy or fuel efficiency of each individual model depend only on how much its fuel economy or efficiency is increased, and do not reflect whether its actual use differs from other models of the same body type. Neither do our estimates of fuel consumption account for variation in how much vehicles of the same body type and age are driven each year, which appears to be significant (see Chapter 4.3.1.2 of the TSD). Consumers save money on fuel expenditures at the average retail fuel price (fuel price assumptions are discussed in detail in Chapter 4.1.2 of the TSD), which includes all taxes and represents an average across octane blends. For gasoline and diesel, the included taxes reflect both the Federal tax and a calculated average state fuel tax. Expenditures on alternative fuels 
                        <PRTPAGE P="52678"/>
                        (E85 and electricity, primarily) are also included in the calculation of fuel expenditures, on which fuel savings are based. However, since alternative fuel technology is not applied to meet the standards, the majority of the costs associated with operating alternative fuels net to zero between the reference baseline and action alternatives. And while the included taxes net out of the social benefit cost analysis (as they are a transfer), consumers value each gallon saved at retail fuel prices including any additional fees or taxes they pay.
                    </P>
                    <P>Chapter 6.1.3 of the TSD provides additional details. As explained in the TSD, NHTSA considers the possibility that several of the assumptions made about vehicle use could lead to misstating the benefits of fuel savings. NHTSA notes that these assumptions are necessary to model fuel savings and likely have minimal impact to the accuracy of the analysis for this final rule.</P>
                    <P>
                        A variety of commenters discussed how fuel savings are valued by both manufacturers and consumers, with some discussion on whether NHTSA has under or over-valued the benefits to consumers, the appropriate use of discount rate to apply to fuel savings, and the source of data used to project fuel savings. AEI commented that the “inclusion of fuel savings is illegitimate as a component of the `benefits' the [rule] because the economic benefits of fuel savings are captured fully by consumers of the fuel.” 
                        <SU>719</SU>
                        <FTREF/>
                         Conversely, IPI commented that including all fuel savings as a benefit of the rule is appropriate because the rule is addressing the energy efficiency gap.
                    </P>
                    <FTNT>
                        <P>
                            <SU>719</SU>
                             AEI, Docket No. NHTSA-2023-0022-54786, at 9-10.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA agrees with IPI that fuel savings should be accounted for within the rule. AEI's comment is premised on the theory that the vehicle market is efficient and therefore consumers 
                        <E T="03">must not</E>
                         value fuel savings, and NHTSA's regulations may only address market failures that address externalities. As discussed in III.E, the energy efficiency gap has long been recognized as a market failure that may impact the ability of consumers to realize fuel savings. Furthermore, the notion that only externalities may be counted as a benefit is unfounded. Executive Order 12866 and Circular A-4 (2003) have long required agencies to attempt to quantify 
                        <E T="03">as many</E>
                         benefits as possible and costs that can reasonably be ascertained and quantified into its analysis, and courts have frowned upon federal agencies ignoring known and quantifiable costs or benefits.
                        <SU>720</SU>
                        <FTREF/>
                         In addition, how the agency quantifies and monetizes this benefit is not the same as how the agency considers it in making its determination of what standards are “maximum feasible,” and thus the extent to which the agency should consider consumer fuel savings is addressed in that discussion.
                    </P>
                    <FTNT>
                        <P>
                            <SU>720</SU>
                             E.O. 12866 at 2, 7; Circular A4 (2003) under D. Analytical Approaches (Benefit-Cost Analysis); 
                            <E T="03">CBD</E>
                             v. 
                            <E T="03">NHTA,</E>
                             538 F.3d 1172, 1198 (9th Cir. 2008).
                        </P>
                    </FTNT>
                    <P>
                        NADA commented that “NHTSA correctly noted that EV owners will save refueling time by charging at home, but the analysis is flawed in that it does not account for the impact of increased electricity consumption and related expenditures for those who charge at home.” 
                        <SU>721</SU>
                        <FTREF/>
                         NADA is incorrect in their assertion that NHTSA ignores the cost of recharging at home. The fuel savings benefit is derived from all fuel sources consumed—including electricity—and is intended to capture the total cost spent to refuel and recharge in each alternative.
                    </P>
                    <FTNT>
                        <P>
                            <SU>721</SU>
                             NADA, Docket No. NHTSA-2023-0022-58200-A1, at 10.
                        </P>
                    </FTNT>
                    <P>
                        Some commenters argued that NHTSA's use of static electricity price projections could lead to an underestimate of the operating costs of BEVs. The Heritage Foundation and NADA both argued that increased demand for electricity induced by BEV adoption—which happens solely in the analytical reference baseline through the end of the standard setting years—would necessitate increased investment in the electricity grid and thus lead to higher electricity prices to recover the costs of these investments.
                        <SU>722</SU>
                        <FTREF/>
                         The Heritage Foundation also suggested that NHTSA's cost-benefit analysis should account for incremental infrastructure costs required to comply with changes to the standards. NHTSA believes it is properly accounting for the impact of greater penetration of BEVs on electricity prices in its regulatory analysis. The electricity prices used in its analysis are taken from AEO 2023 and represent EIA's best projection of how greater electrification in the automobile market will impact electricity prices. Due to its statutory constraints under EPCA, NHTSA does not permit production of BEVs as a compliance strategy during model years for which it is establishing standards, which restricts BEV adoption to the reference baseline. NHTSA believes that the modest difference in projected adoption of BEVs between even the most stringent alternatives and the reference baseline is unlikely to necessitate significant additional investment in the electricity generation and distribution grid beyond the No-Action Alternative, and thus will have only minimal effects on electricity prices. NHTSA's choice not to account for potential effects of its standards on future electricity prices in its analysis of costs and benefits is consistent with the agency's treatment of fuel prices, which is discussed in TSD Chapter 6.2.4.
                    </P>
                    <FTNT>
                        <P>
                            <SU>722</SU>
                             Heritage Foundation-Mario Loyola, Docket No. NHTSA-2023-0022-61952, at 13-14; NADA, Docket No. NHTSA-2023-0022-58200, at 9-11.
                        </P>
                    </FTNT>
                    <P>
                        Some commenters, such as the Center for Environmental Accountability, argued that electricity prices charged to users of public charging stations are somewhat higher on average than those of at home charging.
                        <SU>723</SU>
                        <FTREF/>
                         NHTSA believes that at-home charging will continue to be the primary charging method during the time period relevant to this rulemaking, and thus residential electricity rates are the most representative electricity prices to use in our analysis. However, the agency notes again that electrification is restricted to the reference baseline through the standard setting years, accounting for the price difference between at-home versus public charging would result in minor differences between the alternatives that would have little impact in changing the net benefits of any of the scenarios.
                    </P>
                    <FTNT>
                        <P>
                            <SU>723</SU>
                             NATSO et al, Docket No. NHTSA-2023-0022-61070, at 7-8.
                        </P>
                    </FTNT>
                    <P>
                        Finally, there is some discussion among the commenters related to the appropriate choice of discount rate to apply to fuel savings. Valero suggests that valuing medium-term impacts at a discount rate of 3 percent is inappropriate due to the consumer's investment perspective,
                        <SU>724</SU>
                        <FTREF/>
                         while CEA suggests that a 7 percent discount rate is a more appropriate choice over 3 percent due to differences paid for risk-free versus risky assets.
                        <SU>725</SU>
                        <FTREF/>
                         Consumer Reports supports the use of a 3 percent discount rate in its calculation of discounted net savings for the consumer in the medium term.
                        <SU>726</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>724</SU>
                             Valero, Docket No. NHTSA-2023-0022-58547, Attachment F, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>725</SU>
                             CEA, Docket No. NHTSA-2023-0022-61918, at 23.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>726</SU>
                             Consumer Reports, Docket No. NHTSA-2023-0022-61098, at 11.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA believes that is appropriate to account for fuel savings with the same 3 and 7 percent discount rates used for other costs and benefits, such as technology costs which are also accrued by consumers. This approach, as explained in Circular A-4,
                        <SU>727</SU>
                        <FTREF/>
                         captures 
                        <PRTPAGE P="52679"/>
                        discount rates that reflect different preferences, and looking at both rates provides policy makers a more well-informed perspective. It is important to note that NHTSA's assumptions regarding how consumers value fuel savings at the time of new vehicle purchase do not apply to how NHTSA values fuel savings in its benefit-cost analysis. The prior discussion of the energy efficiency gap and consumer's undervaluation of lifetime fuel savings relates to the consumer decision in the vehicle market. NHTSA's societal-level benefit cost analysis includes the full lifetime fuel savings discounted using both 3 and 7 percent discount rates. Additional detail can be found in Chapter 4.2.1.1 of the TSD.
                    </P>
                    <FTNT>
                        <P>
                            <SU>727</SU>
                             The Executive Office of the Present's Office of Management and Budget. 2003. Circular No. A-4. Regulatory Analysis. Available at: 
                            <E T="03">
                                https://www.whitehouse.gov/wp-content/uploads/legacy_
                                <PRTPAGE/>
                                drupal_files/omb/circulars/A4/a-4.pdf
                            </E>
                             (Accessed: Mar. 11, 2024).
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">(2) Refueling Benefit</HD>
                    <P>Increasing standards affects the amount of time drivers spend refueling their vehicles in several ways. First, higher standards increase the fuel efficiency of ICE vehicles produced in the future, which may increase their driving range and decrease the number of refueling events. Conversely, to the extent that more stringent standards increase the purchase price of new vehicles, they may reduce sales of new vehicles and scrappage of existing ones, causing more VMT to be driven by older and less efficient vehicles that require more refueling events for the same amount of driving. Finally, as the number of EVs in the fleet increases, some of the time spent previously refueling ICE vehicles at the pump will be replaced with recharging EVs at public charging stations. While the analysis does not allow electrification to be chosen as a compliance pathway with the standards for LDVs, it is still important to model recharging since excluding these costs would underestimate scenarios with additional BEVs, such as our sensitivity cases that examine lower battery costs.</P>
                    <P>NHTSA estimates these savings by calculating the amount of refueling time avoided—including the time it takes to locate a retail outlet, refuel one's vehicle, and pay—and multiplying it by DOT's estimated value of travel time. For a full description of the methodology, refer to Chapter 6.1.4 of the TSD. An alternative hypothesis NHTSA is still considering, but not adopting for the final rule, is whether manufacturers maintain vehicle range by lowering tank size as vehicle efficiency improves without, therefore, reducing refueling time.</P>
                    <P>
                        NADA commented that the agency's assumption that EVs will only be recharged when necessary mid-trip is inaccurate. NADA noted that “many BEV owners and operators, particularly those living in urban areas, will not charge at home.” 
                        <SU>728</SU>
                        <FTREF/>
                         As noted earlier, NHTSA believes that most charging will occur in the home during time period relevant to this rulemaking, but NHTSA agrees with NADA that not all EV owners may have access to home charging.
                        <SU>729</SU>
                        <FTREF/>
                         Commenters did not come forward with any specifics of how to best quantify these costs, but we may revisit these assumptions in the future when more information is available. For the time being, the agency believes that, even if it were to quantify the recharging time of EVs for non-mid-trip refuelings, the differences between the alternatives would be negligible given most of those costs would be incurred in the reference baseline.
                    </P>
                    <FTNT>
                        <P>
                            <SU>728</SU>
                             NADA, Docket No. NHTSA-2023-0022-58200, at 10.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>729</SU>
                             NHTSA disagrees with NADA's ancillary comment that public infrastructure is insufficient, and the agency believes it is more than likely that some of who do not have access to home charging may have charging options while at work or some other routine public destination.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">(3) Additional Mobility</HD>
                    <P>Any increase in travel demand provides benefits that reflect the value to drivers and passengers of the added—or more desirable—social and economic opportunities that additional travel makes available. Under each of the alternatives considered in this analysis, the fuel CPM of driving would decrease as a consequence of higher fuel economy and efficiency levels, thus increasing the number of miles that buyers of new cars, light trucks, and HDPUVs would drive as a consequence of the well-documented fuel economy rebound effect.</P>
                    <P>In theory, the decision by drivers and their passengers to make more frequent or longer trips when the cost of driving declines demonstrates that the benefits that they gain by doing so must exceed the costs they incur. At a minimum, one would expect the benefits of additional travel to equal the cost of the fuel consumed to travel additional miles (or they would not have occurred). Because the cost of that additional fuel is reflected in the simulated fuel expenditures, it is also necessary to account for the benefits associated with those extra miles traveled. But those benefits arguably should also offset the economic value of their (and their passengers') travel time, other vehicle operating costs, and the economic cost of safety risks due to the increase in exposure to crash risks that occurs with additional travel. The amount by which the benefit of this additional travel exceeds its economic costs measures the net benefits drivers and their passengers experience, usually referred to as increased consumer surplus.</P>
                    <P>Chapter 6.1.5 of the TSD explains NHTSA's methodology for calculating benefits from additional mobility. The benefit of additional mobility over and above its costs is measured by the change in consumers' surplus, which NHTSA approximates as one-half of the change in fuel CPM times the increase in VMT due to the rebound effect. In the proposal, NHTSA sought comments on the assumptions and methods used to calculate benefits derived from additional mobility. NHTSA received several comments addressing its approach for estimating the total change in VMT caused by changes in the standard. These comments are addressed in section III.E. However, NHTSA did not receive comments on its methodology for quantifying the related change in benefits from additional mobility.</P>
                    <P>
                        When the size of the vehicle stock decreases in the LD alternative cases, VMT and fuel cost per-vehicle increase. Because maintaining constant non-rebound VMT assumes consumers are willing to pay the full cost of the reallocated vehicle miles, we offset the increase in fuel cost per-vehicle in the LD analysis by adding the product of the reallocated VMT and fuel CPM to the mobility value in the per-vehicle consumer analysis. Because we do not estimate other changes in cost per-vehicle that could result from the reallocated miles (
                        <E T="03">e.g.,</E>
                         maintenance, depreciation, etc.) we do not estimate the portion of the transferred mobility benefits that would correspond to con'umers' willingness to pay for those costs. We do not estimate the con'umers' surplus associated with the reallocated miles because there is no change in total non-rebound VMT and thus no change in con'umers' surplus per consumer. Chapter 6.1.5 of the TSD explains NHTSA's methodology for calculating the benefits of reallocated miles. NHTSA sought comment in the proposal on its methodology for calculating the benefits from reallocated milage. NHTSA did not receive comments on this subject.
                    </P>
                    <HD SOURCE="HD3">2. External Costs and Benefits</HD>
                    <HD SOURCE="HD3">a. Costs</HD>
                    <HD SOURCE="HD3">(1) Congestion and Noise</HD>
                    <P>
                        Increased vehicle use associated with the rebound effect also contributes to increased traffic congestion and 
                        <PRTPAGE P="52680"/>
                        highway noise. Although drivers obviously experience these impacts, they do not fully value their effects on other travelers or bystanders, just as they do not fully value the emissions impacts of their own driving. Congestion and noise costs are thus “external” to the vehicle owners whose decisions about how much, where, and when to drive more in response to changes in fuel economy result in these costs. Thus, unlike changes in the costs incurred by drivers for fuel consumption or safety risks they willingly assume, changes in congestion and noise costs are not offset by corresponding changes in the travel benefits drivers experience.
                    </P>
                    <P>Congestion costs are limited to road users; however, since road users include a significant fraction of the U.S. population, changes in congestion costs are treated as part of the final rule's external economic impact on society as a whole instead of as a cost to private parties. Costs resulting from road and highway noise are even more widely dispersed because they are borne partly by surrounding residents, pedestrians, and other non-road users, and for this reason are also considered as costs that drivers impose on society as a whole.</P>
                    <P>To estimate the economic costs associated with changes in congestion and noise caused by increases in driving, NHTSA updated the estimates of per-mile congestion and noise costs from increased automobile and light truck use reported in FHWA's 1997 Highway Cost Allocation Study to account for changes in travel activity and economic conditions since they were originally developed, as well as to express them in 2021 dollars for consistency with other economic inputs. NHTSA employed a similar approach for the 2022 final rule. Because HDPUVs and light-trucks share similar operating characteristics, we also apply the noise and congestion cost estimates for light-trucks to HDPUVs.</P>
                    <P>See Chapter 6.2 of the TSD for details on how NHTSA calculated estimates of the economic costs associated with changes in congestion and noise caused by differences in miles driven. In the NPRM, NHTSA requested comment on the congestion costs employed in this analysis, but we did not receive any and have not changed our methodology from the NPRM for this final rule.</P>
                    <HD SOURCE="HD3">(2) Fuel Tax Revenue</HD>
                    <P>As mentioned in Section II.G.1.b(1), a portion of the fuel savings experienced by consumers includes avoided fuel taxes. While fuel taxes are a transfer and do not affect net benefits, NHTSA reports an estimate of changes in fuel tax revenues together with external costs to show the potential impact on state and local government finances.</P>
                    <P>
                        Several commenters, including AHUA and the ID, MT, ND, SD, and WY DOTs, discussed changes in the Highway Trust Fund as a result of changes in gasoline tax payment by consumers, and mentioned concern in funding for highway infrastructure, a potential cost that was not incorporated or accounted for in the rule.
                        <SU>730</SU>
                        <FTREF/>
                         NHTSA reports changes in gasoline tax payments by consumers and in revenues to government agencies, and NHTSA's proposal explained in multiple places that gasoline taxes are considered a transfer—a cost to governments and an identical benefit to consumers that has already been accounted for in reported fuel savings—and have no impact on net benefits. As indicated above, any reduction in tax revenue received by governments that levy taxes on fuel is exactly offset by lower fuel tax payments by consumers, so from an economy-wide standpoint reductions in gasoline tax revenues are simply a transfer of economic resources and has no effect on net benefits. The agency notes that a decrease in revenue from gasoline taxes does not preclude alternative methods from funding the Highway Trust Fund or infrastructure,
                        <SU>731</SU>
                        <FTREF/>
                         and—while fiscal policy is outside the scope of this rulemaking—some of the more hyperbolic claims that less fuel taxes “would threaten the viability of the national highway system” are clearly unfounded.
                        <SU>732</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>730</SU>
                             AHUA, Docket No. NHTSA-2023-0022-58180, at 8; State DOTs, Docket No. NHTSA-2023-0022-60034, at 1-2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>731</SU>
                             
                            <E T="03">See, e.g.,</E>
                             the Bipartisan Infrasctructure Bill, Public Law 117-58, which provided over 300 billion to repair and rebuild American roads.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>732</SU>
                             Heritage Foundation-Mario Loyola, Docket No. NHTSA-2023-0022-61952, at 14.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">b. Benefits</HD>
                    <HD SOURCE="HD3">(1) Climate Benefits</HD>
                    <P>The combustion of petroleum-based fuels to power cars, light trucks, and HDPUVs generates emissions of various GHGs, which contribute to changes in the global climate and resulting economic damages. Extracting and transporting crude petroleum, refining it to produce transportation fuels, and distributing fuel all generate additional emissions of GHGs and criteria air pollutants beyond those from vehicle usage. By reducing the volume of petroleum-based fuel produced and consumed, adopting standards will thus mitigate global climate-related economic damages caused by accumulation of GHGs in the atmosphere, as well as the more immediate and localized health damages caused by exposure to criteria pollutants. Because they fall broadly on the U.S. population, and on the global population as a whole in the case of climate damages, reducing GHG emissions and criteria pollutants represents an external benefit from requiring higher fuel economy.</P>
                    <HD SOURCE="HD3">(a) Social Cost of Greenhouse Gases Estimates</HD>
                    <P>
                        NHTSA estimated the climate benefits of CO
                        <E T="52">2</E>
                        , CH
                        <E T="52">4</E>
                        , and N
                        <E T="52">2</E>
                        O emission reductions expected from the proposed rule using the Interagency Working Group's (IWG) interim SC-GHG estimates presented in the Technical Support Document: SC of Carbon (SCC), Methane, and Nitrous Oxide Interim Estimates (“February 2021 TSD”). NHTSA noted in the proposal that E.O. 13990 envisioned these estimates to act as a temporary surrogate until the IWG could finalize new estimates. NHTSA acknowledged in the proposal that our understanding of the SC-GHG is still evolving and that the agency would continue to track developments in the economic and environmental sciences literature regarding the SC of GHG emissions, including research from Federal sources like the EPA.
                        <SU>733</SU>
                        <FTREF/>
                         NHTSA sought comment on whether an alternative approach should be considered for the final rule.
                    </P>
                    <FTNT>
                        <P>
                            <SU>733</SU>
                             
                            <E T="03">See</E>
                             88 FR 56251.
                        </P>
                    </FTNT>
                    <P>
                        On December 22, 2023, the IWG issued a memorandum to Federal agencies, directing them to “use their professional judgment to determine which estimates of the SC-GHG reflect the best available evidence, are most appropriate for particular analytical contexts, and best facilitate sound decision-making.” 
                        <SU>734</SU>
                        <FTREF/>
                         NHTSA determined that the 2023 EPA SC-GHG Report for the final rule would be the most appropriate estimate to use for the final rule.
                        <SU>735</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>734</SU>
                             Memorandum from the Interagency Working Group on Social Cost of Greenhouse Gases, 
                            <E T="03">avalaible at https://www.whitehouse.gov/wp-content/uploads/2023/12/IWG-Memo-12.22.23.pdf</E>
                             (Accessed: April 16, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>735</SU>
                             US Environmental Protection Agency (EPA) “Report on the Social Cost of Greenhouse Gases Estimates Incorporating Recent Scientific Advances” (2023) (Final 2023 Report), 
                            <E T="03">https://www.epa.gov/system/files/documents/2023-12/epa_scghg_2023_report_final.pdf</E>
                             (Accessed: March 22, 2024) (hereinafter 2023 EPA SC-GHG Report).
                        </P>
                    </FTNT>
                    <P>
                        NHTSA arrived at this decision for several reasons. E.O. 13990 tasked the IWG with devising long-term recommendations to update the methodologies used in calculating these SC-GHG values, based on “the best available economics and science,” and incorporating principles of “climate 
                        <PRTPAGE P="52681"/>
                        risk, environmental justice (EJ), and intergenerational equity.” The E.O. also instructed the IWG to take into account recommendations from the National Academies of the Sciences (NAS) committee convened on this topic, which were published in 2017.
                        <SU>736</SU>
                        <FTREF/>
                         Specifically, the National Academies recommended that the SC-GHG should be developed using a modular approach, where the separate modules address socioeconomic projections, climate science, economic damages, and discounting. The NAS recommended that the methodology underlying each of the four modules be updated by drawing on the latest research and expertise from the scientific disciplines relevant to that module.
                    </P>
                    <FTNT>
                        <P>
                            <SU>736</SU>
                             National Academies of Sciences, Engineering, and Medicine. 2017. Valuing Climate Damages: Updating Estimation of the Social Cost of Carbon Dioxide. Washington, DC: The National Academies Press. 
                            <E T="03">https://nap.nationalacademies.org/catalog/24651/valuing-climate-damages-updating-estimation-of-the-social-cost-of</E>
                             (Accessed: April 1, 2024).
                        </P>
                    </FTNT>
                    <P>
                        The 2023 EPA SC-GHG Report presents a set of SC-GHG estimates that incorporate the National Academies' near-term recommendations and reflects the most recent scientific evidence. The report was also subject to notice, comment, and a peer review to ensure the quality and integrity of the information it contains and concluded after NHTSA issued its proposal.
                        <SU>737</SU>
                        <FTREF/>
                         NHTSA specifically cited EPA's proposed estimates and final external peer review report on EPA's draft methodology in its proposal, as that was the most up-to-date version of the estimates available as of the date of NHTSA's proposal.
                        <SU>738</SU>
                        <FTREF/>
                         Several commenters, including IPI, suggested that the agency use EPA's estimates for the final rule. This is further discussed in subsection (c) of this Climate Benefits section. NHTSA believes the 2023 EPA SC-GHG Report represent the most comprehensive SC-GHGs estimates currently available. For additional details, see Chapter 6.2.1.1 of the TSD.
                    </P>
                    <FTNT>
                        <P>
                            <SU>737</SU>
                             See page 3 of the 2023 EPA SC-GHG Report for more details on public notice and comment and peer review.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>738</SU>
                             88 FR 56251 (Aug. 17, 2023).
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">(b) Discount Rates for Climate Related Benefits</HD>
                    <P>
                        As mentioned earlier, NHTSA discounts non-climate benefits and costs at both the 3% consumption rate of interest and the 7% opportunity cost of capital, in accordance with OMB Circular A-4 (2003). Because GHGs degrade slowly and accumulate in the earth's atmosphere, the economic damages they cause increase as their atmospheric concentration accumulates. Some GHGs emitted today will remain in the atmosphere for hundreds of years, therefore, burning fossil fuels today not only imposes uncompensated costs on others around the globe today, but also imposes uncompensated damages on future generations. As OMB Circular A-4 (2003) indicates “special ethical considerations arise when comparing benefits and costs across generations” and that future citizens impacted by a regulatory choice “cannot take part in making them, and today's society must act with some consideration of their interest.” 
                        <SU>739</SU>
                        <FTREF/>
                         As the EPA's report states, “GHG emissions are stock pollutants, in which damages result from the accumulation of the pollutants in the atmosphere over time. Because GHGs are long-lived, subsequent damages resulting from emissions today occur over many decades or centuries, depending on the specific GHG under consideration.” 
                        <SU>740</SU>
                        <FTREF/>
                         NHTSA's analysis is consistent with the notion that intergenerational considerations merit lower discount rates for rules such as CAFE with impacts over very long-time horizons.
                    </P>
                    <FTNT>
                        <P>
                            <SU>739</SU>
                             The Executive Office of the Present's Office of Management and Budget. 2003. Circular No. A-4. Regulatory Analysis. Available at: 
                            <E T="03">https://www.whitehouse.gov/wp-content/uploads/legacy_drupal_files/omb/circulars/A4/a-4.pdf</E>
                             (Accessed: Mar. 11, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>740</SU>
                             2023 EPA SC-GHG Report, pp 62.
                        </P>
                    </FTNT>
                    <P>In addition to the ethical considerations, Circular A-4 also identifies uncertainty in long-run interest rates as another reason why it is appropriate to use lower rates to discount intergenerational impacts, since recognizing such uncertainty causes the appropriate discount rate to decline gradually over progressively longer time horizons. The social costs of distant future climate damages—and by implication, the value of reducing them by lowering emissions of GHGs—are highly sensitive to the discount rate, and the present value of reducing future climate damages grows at an increasing rate as the discount rate used in the analysis declines. This “non-linearity” means that even if uncertainty about the exact value of the long-run interest rate is equally distributed between values above and below the 3 percent consumption rate of interest, the probability-weighted (or “expected”) present value of a unit reduction in climate damages will be higher than the value calculated using a 3 percent discount rate. The effect of such uncertainty about the correct discount rate can be accounted for by using a lower “certainty-equivalent” rate to discount distant future damages, defined as the rate that produces the same expected present value of a reduction in future damages implied by the distribution of possible discount rates around what is believed to be the most likely single value.</P>
                    <P>
                        For the final rule, NHTSA is updating its discount rates from the IWG recommendations to those found in the 2023 EPA SC-GHG Report. The EPA's discounting module represents an advancement on the work of the IWG in a number of ways. First, the EPA report uses the most recent evidence on the “consumption rate of interest”—the rate at which we observe consumers trading off consumption today for consumption in the future. Second, EPA's approach incorporates the uncertainty in the consumption rate of interest over time, specifically by using certainty-equivalent discount factors which effectively reduce the discount rate progressively over time, so that the rate applied to near-term avoided climate damages will be higher than the rate applied to damages anticipated to occur further in the future. Finally, EPA's revised approach incorporates risk aversion into its modeling framework,, to recognize that individuals are likely to be willing to pay some additional amount to avoid the risk that the actual damages they experience might exceed their expected level. This gives some consideration to the insurance against low-probability but high-consequence climate damages that interventions to reduce GHG emissions offer. For more detail, see the 2023 EPA SC-GHG Report.
                        <SU>741</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>741</SU>
                             See page 64 of 2023 EPA SC-GHG Report.
                        </P>
                    </FTNT>
                    <P>
                        When the streams of future emissions reductions being evaluated are moderate in terms of time (30 years or less), the EPA suggests to discount from the year of abatement to the present using the corresponding constant near-term target rates of 2.5, 2.0, and 1.5 percent. NHTSA's calendar year analysis includes fewer than 30 years of impacts (the calendar year captures emissions of all model years on the road through 2050), and the majority of emissions impacts considered in NHTSA's model year analysis also occur within this timeframe (vehicles in the MY analysis will continue to be on the road past 30 years, however nearly 97 percent of their lifetime emissions will occur during the first 30 years of their service given vehicles are used less as they age on average and a majority of the vehicles in this cohort will have already been retired completely from the fleet). Thus, NHTSA has elected to discount from the year of abatement back to the present value using constant near-term discount rates of 2.5, 2.0, and 1.5 
                        <PRTPAGE P="52682"/>
                        percent.
                        <SU>742</SU>
                        <FTREF/>
                         The 2023 EPA SC-GHG Report's central SC-GHG values are based on a 2 percent discount rate,
                        <SU>743</SU>
                        <FTREF/>
                         and for this reason NHTSA presents SC-GHG estimates discounted at 2 percent alongside its primary estimates of other costs and benefits wherever NHTSA does not report the full range of SC-GHG estimates. The agency's analysis showing our primary non-GHG impacts at 3 and 7 percent alongside climate-related benefits may be found in Chapter 8 of the FRIA for both LDVs and HDPUVs. We believe that this approach provides policymakers with a range of costs and benefits associated with the rule using a reasonable range of discounting approaches and associated climate benefits.
                    </P>
                    <FTNT>
                        <P>
                            <SU>742</SU>
                             As discussed in EPA SC-GHG Report, the error associated with using a constant discount rate rather than a certainty-equivalent rate path to calculate the present value of a future stream of monetized climate benefits is small for analyses with moderate time frames (
                            <E T="03">e.g.,</E>
                             30 years or less). The EPA SC-GHG Report also provides an illustration of the amount of climate benefits from reductions in future emissions that would be underestimated by using a constant discount rate relative to the more complicated certainty-equivalent rate path.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>743</SU>
                             
                            <E T="03">See</E>
                             page 101 of the EPA SC-GHG Report (2023).
                        </P>
                    </FTNT>
                    <P>NHTSA has also produced sensitivity analyses that vary the SC-GHG values, as discussed in Section V.D, by applying the IWG SC-GHG values. NHTSA finds net benefits in each of these sensitivity cases. Accordingly, NHTSA's conclusion that this rule produces net benefits is consistent across a range of SC-GHG choices.</P>
                    <P>For additional details, see Chapter 6.2.1.2 of the TSD. For costs and benefits calculated with SC-GHG values and corresponding discount rates of 2.5 percent and 1.5 percent, see Chapter 9 of tIRIA.</P>
                    <HD SOURCE="HD3">(c) Comments and Responses About the Agency's Choice  of Social Cost of Carbon Estimates and Discount Rates</HD>
                    <P>
                        A wide variety of comments were received regarding the social cost of greenhouse gas emissions. The first category pertains to the inclusion of a SC-GHG value in cost-benefit analysis calculations. Commenters including IPI and NRDC proposed that NHTSA incorporates the updated SC-GHG values from EPA's 2023 Report in the final rule.
                        <SU>744</SU>
                        <FTREF/>
                         Valero and others suggested that climate benefits, should they be included, be valued at discount rate above 7 percent.
                        <SU>745</SU>
                        <FTREF/>
                         Other commenters mention that research in this area is ongoing, has a degree of uncertainty regarding the choice of underlying parameters and models, and that a global consensus value has not been reached, therefore such a measure should not be incorporated in the analysis.
                        <SU>746</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>744</SU>
                             CBD, EDF, IPI, Montana Environmental Information Center, Joint NGOs, Sierra Club, and Western Environmental Law Center, Docket No. NHTSA-2023-0022-60439, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>745</SU>
                             Valero, Docket No. NHTSA-2023-0022-58547, Attachment A, at 9.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>746</SU>
                             MEMA, Docket No. NHTSA-2023-0022-59204, Attachment A1, at 9; West Virginia Attorney General's Office, Docket No. NHTSA-2023-0022-63056, at 10; Landmark, Docket No. NHTSA-2023-0022-48725, at 3-5.
                        </P>
                    </FTNT>
                    <P>
                        Estimating the social costs of future climate damages caused by emissions of greenhouse gases, or SC-GHG, requires analysts to make a number of projections that necessarily involve uncertainty—for example, about the likely future pattern of global emissions of GHGs—and to model multifaceted scientific phenomena, including the effect of cumulative emissions and atmospheric concentrations of GHGs on climate measures including global surface temperatures and precipitation patterns. Each of these entail critical judgements about complex scientific and modeling questions. Doing so requires specialized technical expertise, accumulated experience, and expert judgment, and highly trained, experienced, and informed analysts can reasonably differ in their judgements. Further, in 
                        <E T="03">CBD</E>
                         v. 
                        <E T="03">
                            <SU>NH</SU>
                            TSA,
                        </E>
                         the 9th Circuit concluded that uncertainty in SC-GHG estimates is not a reasonable excuse for excluding 
                        <E T="03">any</E>
                         estimate of the SC-GHG in the analysis of CAFE standards.
                        <SU>747</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>747</SU>
                             
                            <E T="03">CBD</E>
                             v. 
                            <E T="03">NHTSA,</E>
                             538 F.3d 1172, 1197 (9th Cir. 2008).
                        </P>
                    </FTNT>
                    <P>
                        Commenters raise questions about the specific assumptions and parameter values used to produce the estimates of the social costs of various GHGs that NHTSA relied upon in the proposed regulatory analysis and contend that using alternative assumptions and values would reduce the recommended values significantly. The agency notes EPA's analysis, like the IWG's, includes experts in climate science, estimation of climate-related damages, and economic valuation of those impacts, and that these individuals applied their collective expertise to review and evaluate available empirical evidence and alternative projections of important measures affecting the magnitude and cost of such damages. We believe that EPA's update, which builds on the IWG's work, represents the best current culmination in the field and has been vetted by both the public and experts in the field during the peer review. As such, we believe that EPA's estimates best represent the culminative impact of GHGs analyzed by this rule.
                        <SU>748</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>748</SU>
                             See page 3 of 2023 EPA SC-GHG Report for more details on public notice and comment and peer review.
                        </P>
                    </FTNT>
                    <P>DOT uses its own judgment in applying the estimates in this analysis. As a consequence, NHTSA views the chosen SC-GHG values as the most reliable among those that were available for it to use in its analysis. We feel that commenters did not address the inherent uncertainty in estimating the SC-GHG. Specifically, we note that any alternative model that attempts to project the costs of GHGs over the coming decades—and centuries—will be subject to the same uncertainty and criticisms raised by commenters.</P>
                    <P>
                        A greater number of commenters mention the global scope involved in the calculation of the social cost of greenhouse gas emissions. Some contend that NHTSA should not consider any valuation which includes global benefits of reduced emissions, as the costs are incurred by manufacturers and consumers within the United States.
                        <SU>749</SU>
                        <FTREF/>
                         In contrast, the Center for Biological Diversity, Environmental Defense Fund, and others comment that,
                    </P>
                    <FTNT>
                        <P>
                            <SU>749</SU>
                             Valero, Docket No. NHTSA-2023-0022-58547, Attachment A, at 9; American Highway Users Alliance, Docket No. NHTSA-2023-0022-58180, at 8; The American Free Enterprise Chamber of Commerce, Docket No. NHTSA-2023-0022-62353, at 5; West Virginia Attorney General's Office, Docket No. NHTSA-2023-0022-63056, at 12; AmFree, Docket No. NHTSA-2023-0022-62353, at 5.
                        </P>
                    </FTNT>
                    <EXTRACT>
                        <P>
                            NHTSA appropriately focuses on a global estimate of climate benefits . . . While NHTSA offers persuasive justifications for this decision, many additional justifications further support this approach . . . The Energy Policy and Conservation Act (“EPCA”), National Environmental Policy Act, Administrative Procedure Act, and other key sources of law permit, if not require, NHTSA to consider the effects of U.S. pollution on foreign nations . . . Executive Order 13,990 instructs agencies to “tak[e] global damages into account” when assessing climate impacts because “[d]oing so facilitates sound decision-making, recognizes the breadth of climate impacts, and support the international leadership of the United States on climate issues.
                            <SU>750</SU>
                            <FTREF/>
                        </P>
                        <FTNT>
                            <P>
                                <SU>750</SU>
                                 CBD, EDF, IPI, Montana Environmental Information Center, Joint NGOs, and Western Environmental Law Center, Docket No. NHTSA-2023-0022-60439, at 3-6.
                            </P>
                        </FTNT>
                    </EXTRACT>
                    <P>
                        NHTSA agrees that climate change is a global problem and that the global SC-GHG values are appropriate for this analysis. Emitting greenhouse gases creates a global externality, in that GHG emitted in one country mix uniformly with other gases in the atmosphere and the consequences of the resulting increased concentration of GHG are felt all over the world. The IWG concluded 
                        <PRTPAGE P="52683"/>
                        that a global analysis is essential for SC-GHG estimates because climate impacts directly and indirectly affect the welfare of U.S. citizens and residents through complex pathways that spill across national borders. These include direct effects on U.S. citizens and assets, investments located abroad, international trade, and tourism, and spillover pathways such as economic and political destabilization and global migration that can lead to adverse impacts on U.S. national security, public health, and humanitarian concerns. Those impacts are more fully captured within global measures of the social cost of greenhouse gases.
                    </P>
                    <P>
                        In addition, assessing the benefits of U.S. GHG mitigation activities requires consideration of how those actions may affect mitigation activities by other countries, as those international actions will provide a benefit to U.S. citizens and residents. A wide range of scientific and economic experts have emphasized the issue of reciprocity as support for considering global damages of GHG emissions. Using a global estimate of damages in U.S. analyses of regulatory actions allows the U.S. to continue to actively encourage other nations, including emerging major economies, to take significant steps to reduce emissions. The only way to achieve an efficient allocation of resources for emissions reduction on a global basis—and so benefit the U.S. and its citizens—is for all countries to base their policies on global estimates of damages.
                        <SU>751</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>751</SU>
                             For more information about the appropriateness of using global estimates of SC-GHGs, which NHTSA endorses, see discussion beginning on pg 3-20 of U.S. Environmental Protection Agency. Regulatory Impact Analysis of the Standards of Performance for New, Reconstructed, and Modified Sources and Emissions Guidelines for Existing Sources: Oil and Natural Gas Sector Climate Review. EPA-452/R-23-013, Office of Air Quality Planning and Standards, Health and Environmental Impacts Division, Research Triangle Park, NC, December 2023 (hereinafter, “2023 EPA Oil and Gas Rule RIA”).
                        </P>
                    </FTNT>
                    <P>
                        The SC-GHG values reported in EPA's 2023 Report provide a global measure of monetized damages from GHG reductions. EPA's report explains that “The US economy is . . . inextricably linked to the rest of the world” and that “over 20% of American firms' profits are earned on activities outside of the country.” On this basis EPA concludes “Climate impacts that occur outside U.S. borders will impact the welfare of individuals and the profits of firms that reside in the US because of the connection to the global economy . . . through international markets, trade, tourism, and other activities.” 
                        <SU>752</SU>
                        <FTREF/>
                         Like the IWG, EPA also concluded that climate damages that originate in other nations can produce “economic and political destabilization, and global migration that can lead to adverse impacts on U.S. national security, public health, and humanitarian concerns.” NHTSA is aligned with EPA that climate damages to the rest of the world will result in damages that will be felt domestically, and thus concludes that SC-GHG values that incorporate both domestic and international damages are appropriate for its analyses.
                    </P>
                    <FTNT>
                        <P>
                            <SU>752</SU>
                             
                            <E T="03">See</E>
                             Section 1.3, 2023 EPA SC-GHG Report.
                        </P>
                    </FTNT>
                    <P>
                        While global estimates of the SC-GHG are the most appropriate values to use for the above stated reasons, new modeling efforts suggest that U.S.-specific damages are very likely higher than previously estimated. For instance, the EPA's Framework for Evaluating Damages and Impacts (FrEDI) is a “reduced complexity model that projects impacts of climate change within the United States through the 21st century” that offers insights on some omitted impacts that are not yet captured in global models.
                        <SU>753</SU>
                        <FTREF/>
                         Results from FrEDI suggest that damages due to climate change within the contiguous United States are expected to be substantial. EPA's recent tailpipe emissions standards cite a FrEDI-produced partial SC-CO
                        <E T="52">2</E>
                         estimate of $41 per metric ton.
                        <SU>754</SU>
                        <FTREF/>
                         This U.S.-specific value is comparable to SC-CO
                        <E T="52">2</E>
                         estimates NHTSA has used for prior rulemakings and used in sensitivity analyses for this rulemaking.
                        <SU>755</SU>
                        <FTREF/>
                         NHTSA notes both that the FrEDI estimates do not include many climate impacts and thus are underestimates of harm, and that the FrEDI estimates include impact categories that are not available for the rest of the world. and thus, are missing from the global estimates used here. The damage models applied to generate EPA's estimates of the global SC-CO
                        <E T="52">2</E>
                         estimates used in this final rule (the Data-driven Spatial Climate Impact Model (DSCIM) and the Greenhouse Gas Impact Value Estimator (GIVE)), which as noted do not reflect many important climate impacts, provide estimates of climate change impacts physically occurring within the United States of $16-$18 per metric ton for 2030 emissions. EPA notes that “[w]hile the FrEDI results help to illustrate how monetized damages physically occurring within the [continental US] increase as more impacts are reflected in the modeling framework, they are still subject to many of the same limitations associated with the DSCIM and GIVE damaIules, including the omission or partial modeling of important damage categories.” 
                        <SU>756</SU>
                        <FTREF/>
                         EPA also notes that the DSCIM and GIVE estimates of climate change impacts physically occurring within the United States are, like FrEDI, “not equivalent to an estimate of the benefits of marginal GHG mitigation accruing to U.S. citizens and residents” in part because they “exclude the myriad of pathways through which global climate impacts directly and indirectly affect the interests of U.S. citizens and residents.” 
                        <SU>757</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>753</SU>
                             EPA. 2021. Technical Documentation on the Framework for Evaluating Damages and Impacts (FrEDI). U.S. Environmental Protection Agency, EPA 430-R-21-004. Summary information at 
                            <E T="03">https://www.epa.gov/cira/fredi.</E>
                             Accessed 5/22/2024.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>754</SU>
                             
                            <E T="03">See</E>
                             9-16 of U.S. Environmental Protection Agency. 
                            <E T="03">Multi-Pollutant Emissions Standards for Model Years 2027 and Later Light-Duty and Medium-Duty Vehicles Regulatory Impact Analysis.</E>
                             EPA-420-R-24-004, Assessment and Standards Division, Office of Transportation and Air Quality, March 2024.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>755</SU>
                             For instance, NHTSA's previous final rule used a global SC-CO
                            <E T="52">2</E>
                             value of $50 in calendar year 2020. 
                            <E T="03">See</E>
                             Section 6.2 of National Highway Traffic Safety Administration. 
                            <E T="03">Technical Support Document: Final Rulemaking for Model Years 2024-2026 Light-Duty Vehicle Corporate Average Fuel Economy Standards.</E>
                             March 2022.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>756</SU>
                             
                            <E T="03">See</E>
                             p. 9-16 of U.S. Environmental Protection Agency. 
                            <E T="03">Multi-Pollutant Emissions Standards for Model Years 2027 and Later Light-Duty and Medium-Duty Vehicles Regulatory Impact Analysis.</E>
                             EPA-420-R-24-004, Assessment and Standards Division, Office of Transportation and Air Quality, March 2024.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>757</SU>
                             2023 EPA SC-GHG Report.
                        </P>
                    </FTNT>
                    <P>
                        Taken together, applying the U.S.-specific partial SC-GHG estimates derived from the multiple lines of evidence described above to the GHG emissions reduction expected under the final rule would yield substantial benefits. For example, the present value of the climate benefits as measured by FrEDI (under a 2 percent near-term Ramsey discount rate) from climate change impacts in the contiguous United States for the preferred alternative for passenger cars and light trucks (CY perspective), for passenger cars and light trucks (MY perspective), and for HDPUVs, are estimated to be $19.6 billion, $4.7 billion, and $1.5 billion, respectively.
                        <SU>758</SU>
                        <FTREF/>
                         However, the numerous explicitly omitted damage categories and other modeling limitations discussed above and throughout the EPA's 2023 Report make it likely that these estimates significantly underestimate the benefits to U.S. citizens and residents of the GHG reductions from the final rule; the limitations in developing a U.S.-specific 
                        <PRTPAGE P="52684"/>
                        estimate that accurately captures direct and spillover effects on U.S. citizens and residents further demonstrates that it is more appropriate to use a global measure of climate benefits from GHG reductions.
                    </P>
                    <FTNT>
                        <P>
                            <SU>758</SU>
                             DCIM and GIVE use global damage functions. Damage functions based on only U.S.-data and research, but not for other parts of the world, were not included in those models. FrEDI does make use of some of this U.S.-specific data and research and as a result has a broader coverage of climate impact categories.
                        </P>
                    </FTNT>
                    <P>
                        Finally, the last major category of comments pertained to the choice of discount rate applied to climate-related benefits and costs. Valero contends that the appropriate choice of discount rate in this case is an unsettled issue and that if global climate benefits are considered, a global discount rate above 8 percent should be used.
                        <SU>759</SU>
                        <FTREF/>
                         Our Children's Trust commented that NHTSA should consider intergenerational equity and calculate climate benefits using negative, zero, or near-zero percent discount rates.
                        <SU>760</SU>
                        <FTREF/>
                         Several commenters, including CBD and IPI,
                        <E T="51">761 762</E>
                        <FTREF/>
                         support the usage of the discount rates included in the EPA's SC-GHG update, mention that Executive Order 13990 instructs agencies to ensure that the social cost of greenhouse gas values adequately account for intergenerational equity, and argue that a capital-based discount rate is inappropriate for these multigenerational climate effects.
                    </P>
                    <FTNT>
                        <P>
                            <SU>759</SU>
                             Valero, Docket No. NHTSA-2023-0022-58547, Attachment A, at 9.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>760</SU>
                             OCT, Docket No. NHTSA-2023-0022-51242, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>761</SU>
                             CBD, EDF, IPI, Montana Environmental Information Center, Joint NGOs, Sierra Club, and Western Environmental Law Center, Docket No. NHTSA-2023-0022-60439, at 17-22.
                        </P>
                        <P>
                            <SU>762</SU>
                             IPI, Docket No. NHTSA-2023-0022-60485, at 17-20.
                        </P>
                    </FTNT>
                    <P>
                        As previously noted, NHTSA presents and considers a range of discount rates for climate-related benefits and costs, including 2.5, 2.0, and 1.5 percent. Contrary to the position put forward by Children's Trust that it is unlawful to discount the estimated costs of SC-GHG, we also believe that discounting the stream of climate benefits from reduced emissions from the rule in order to develop a present value of the benefits of reducing GHG emissions is consistent with the law, and that the discounting approach used by the EPA is reasonable. Courts have previously reviewed and affirmed rules that discount climate-related costs.
                        <SU>763</SU>
                        <FTREF/>
                         Courts have likewise advised agencies to approach cost-benefit analyses with impartiality, to ensure that important factors are captured in the analysis, including climate benefits,
                        <SU>764</SU>
                        <FTREF/>
                         and to ensure that the decision rests “on a consideration of the relevant factors.” 
                        <SU>765</SU>
                        <FTREF/>
                         NHTSA has followed these principles here. In addition, NHTSA believes that discount rates at or above the opportunity cost of capital (7 percent) are inappropriate to use for GHG emissions that have intergenerational impacts. As discussed at length above, the consumption rate of interest is a more appropriate choice as it is the rate at which we observe consumers trading off consumption today for consumption in the future. Circular A-4 also identifies uncertainty in long-run interest rates as another reason why it is appropriate to use lower rates to discount intergenerational impacts, since recognizing such uncertainty causes the appropriate discount rate to decline gradually over progressively longer time horizons. In addition, the approach used incorporates rIrsion into its the modeling framework, which recognizes that individuals are likely willing to pay some additional amount to avoid the risk that the actual damages they experience might exceed their expected level. This gives some consideration to the insurance against low-probability but high-consequence climate damages that interventions to reduce GHG emissions offer.
                        <SU>766</SU>
                        <FTREF/>
                         The impacts on future generations, uncertainty, and risk aversion are reflected in the estimates used in this analysis. The 2023 EPA SC-GHG Report's central SC-GHG values are based on a 2 percent discount rate,
                        <SU>767</SU>
                        <FTREF/>
                         and for this reason NHTSA presents in its analysis of this Final Rule SC-GHG estimates discounted at 2 percent together with its primary estimates of other costs and benefits wherever NHTSA does not report the full range of SC-GHG estimates. For additional details regarding the choice of discount rates for climate related benefits, see Chapter 6.2.1.2 of the TSD.
                    </P>
                    <FTNT>
                        <P>
                            <SU>763</SU>
                             
                            <E T="03">See, e.g., E.P.A.</E>
                             v. 
                            <E T="03">EME Homer City Generation,</E>
                             L.P., 572 U.S. 489 (2015).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>764</SU>
                             
                            <E T="03">CBD</E>
                             v. 
                            <E T="03">NHTSA,</E>
                             538 F.3d 1172, 1197 (9th Cir. 2008).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>765</SU>
                             State Farm, 463 U.S. 29, 43 (1983) (internal quotation marks omitted).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>766</SU>
                             In addition to the extensive discussion found in the 2023 EPA SC-GHG Report, a brief summary of the merits of the revised discounting approach may be found on pages 3-14 and 3-15 of 2023 EPA Oil and Gas Rule RIA.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>767</SU>
                             See page 101 of the EPA SC-GHG Report (2023).
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">(2) Reduced Health Damages</HD>
                    <P>
                        The CAFE Model estimates monetized health effects associated with emissions from directly emitted particulate matter 2.5 microns or less in diameter (PM
                        <E T="52">2.5</E>
                        ) and two precursors to PM
                        <E T="52">2.5</E>
                         (NO
                        <E T="52">X</E>
                         and SO
                        <E T="52">2</E>
                        ). As discussed in Section III.F above, although other criteria pollutants are currently regulated, only impacts from these three pollutants are calculated since they are known to be emitted regularly from mobile sources, have the most adverse effects on human health, and have been the subject of extensive research by EPA to estimate the benefits of reducing these pollutants. The CAFE Model computes the monetized PM
                        <E T="52">2.5</E>
                        -related health damages from each of the three pollutants by multiplying the monetized health impact per ton by the total tons of each pollutant emitted, including from both upstream and downstream sources. Reductions in these costs from their level under the reference baseline alternative that are projected to result from adopting alternative standards are treated as external benefits of those alternatives. Chapter 5 of the TSD accompanying this final rule includes a detailed description of the emission factors that inform the CAFE Model's calculation of the total tons of each pollutant associated with upstream and downstream emissions.
                    </P>
                    <P>These monetized health benefit per ton values are closely related to the health incidence per ton values described above in Section III.F and in detail in Chapter 5.4 of the TSD. We use the same EPA sources that provided health incidence values to determine which monetized health impacts per ton values to use as inputs in the CAFE Model. Like the estimates associated with health incidences per ton of criteria pollutant emissions, we used an EPA TSD, multiple papers written by EPA staff and conversations with EPA staff to appropriately account for monetized damages for each pollutant associated with the source sectors included in the CAFE Model. The various emission source sectors included in the EPA papers do not always correspond exactly to the emission source categories used in the CAFE Model. In those cases, we mapped multiple EPA sectors to a single source category and computed a weighted average of the health impact per ton values.</P>
                    <P>
                        The EPA uses the value of a statistical life (VSL) to estimate premature mortality impacts, and a combination of willingness to pay estimates and costs of treating the health impact for estimating the morbidity impacts. EPA's 2018 technical support document, “Estimating the Benefit per Ton of Reducing PM
                        <E T="52">2.5</E>
                         Precursors from 17 Sectors,” (referred to here as the 2018 EPA source apportionment TSD) contains a more detailed account of how health incidences are monetized. It is important to note that the EPA sources cited frequently refer to these monetized health impacts per ton as “benefits per ton,” since they describe these estimates in terms of emissions avoided. In the CAFE Model input structure, these are 
                        <PRTPAGE P="52685"/>
                        generally referred to as monetized health impacts or damage costs associated with pollutants emitted (rather than avoided), unless the context states otherwise.
                    </P>
                    <P>The CAFE Model health impacts inputs are based partially on the structure of the 2018 EPA source apportionment TSD, which reported benefits per ton values for the years 2020, 2025, and 2030. For the years in between the source years used in the input structure, the CAFE Model applies values from the closest source year. For example, the model applies 2020 monetized health impact per ton values for calendar years 2020-2022 and applies 2025 values for calendar years 2023-2027. In order for some of the monetized health damage values to match the structure of other impacts costs, DOT staff developed proxies for 7% discounted values for specific source sectors by using the ratio between a comparable sector's 3% and 7% discounted values. In addition, we used implicit price deflators from the Bureau of Economic Analysis (BEA) to convert different monetized estimates to 2021 dollars, in order to be consistent with the rest of the CAFE Model inputs.</P>
                    <P>
                        This process is described in more detail in Chapter 6.2.2 of the TSD accompanying this final rule. In addition, the CAFE Model documentation contains more details of the model's computation of monetized health impacts. All resulting emission damage costs for PM
                        <E T="52">2.5</E>
                        -related pollutants are located in the Criteria Emissions Cost worksheet of the Parameters file. The States and Cities commented that NHTSA should emphasize that although only NO
                        <E T="52">X</E>
                        , SO
                        <E T="52">X</E>
                        , and PM
                        <E T="52">2.5</E>
                         reductions are monetized (in terms of their contribution to ambient PM
                        <E T="52">2.5</E>
                         formation), total benefits of reduced pollution are larger although they do not appear in the benefit-cost-analysis. NHTSA agrees, and notes that although we do not have a basis for valuing other pollutants, we acknowledge that they form part of the unquantified benefits that likely arise from this rule.
                    </P>
                    <P>
                        One specific category of benefits that is not monetized in our analysis is the health harms of air toxics and ozone. ALA brought forward the absence of the health harms of air toxics in their comments on the NPRM, stating that the missing health harms of air toxics are a limit of the health impacts analysis.
                        <SU>768</SU>
                        <FTREF/>
                         Historically, these pollutants have not typically been monetized, and as such we currently have no basis for that valuation. In the case of ozone, monetized BPT values that exist in the literature do not correspond to the source sectors we need for our analysis (namely NHTSA notes that these benefits are important although they have not been quantified.
                    </P>
                    <FTNT>
                        <P>
                            <SU>768</SU>
                             ALA, Docket No. NHTSA-2023-0022-60091, at 2.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">(3) Reduction in Petroleum Market Externalities</HD>
                    <P>The standards would decrease domestic consumption of gasoline, producing a corresponding decrease in the Nation's demand for crude petroleum, a commodity that is traded actively in a worldwide market. Because the U.S. accounts for a significant share of global oil consumption, the resulting decrease in global petroleum demand will exert some downward pressure on worldwide prices.</P>
                    <P>U.S. consumption and imports of petroleum products have three potential effects on the domestic economy that are often referred to collectively as “energy security externalities,” and increases in their magnitude are sometimes cited as possible social costs of increased U.S. demand for petroleum. Symmetrically, reducing U.S. petroleum consumption and imports can reduce these costs, and by doing so provide additional external benefits from establishing higher CAFE and fuel efficiency standards.</P>
                    <P>First, any increase in global petroleum prices that results from higher U.S. gasoline demand will cause a transfer of revenue to oil producers worldwide from consumers of petroleum, because consumers throughout the world are ultimately subject to the higher global price that results. Under competitive market assumptions, this transfer is simply a shift of resources that produces no change in global economic output or welfare. Since the financial drain it produces on the U.S. economy may not be considered by individual consumers of petroleum products, it is sometimes cited as an external cost of increased U.S. petroleum consumption.</P>
                    <P>As the U.S. has transitioned towards self-sufficiency in petroleum production (the nation became a net exporter of petroleum in 2020), this transfer is increasingly from U.S. consumers of refined petroleum products to U.S. petroleum producers, so it not only leaves welfare unaffected but even ceases to be a financial burden on the U.S. economy. In fact, to the extent that the U.S. becomes a larger net petroleum exporter, any transfer from global consumers to petroleum producers becomes a financial benefit to the U.S. economy. Nevertheless, uncertainty in the nation's long-term import-export balance makes it difficult to project precisely how these effects might change in response to increased consumption.</P>
                    <P>The loss of potential GDP from this externality will depend on the degree that global petroleum suppliers like the Organization of Petroleum Exporting Countries (OPEC) and Russia exercise market power which raise oil market prices above competitive market levels. In that situation, increases in U.S. gasoline demand will drive petroleum prices further above competitive levels, thus exacerbating this deadweight loss. More stringent standards lower gasoline demand and hence reduce these losses.</P>
                    <P>Over most of the period spanned by NHTSA's analysis, any decrease in domestic spending for petroleum caused by the effect of lower U.S. fuel consumption and petroleum demand on world oil prices is expected to remain entirely a transfer within the U.S. economy. In the case in which large producers are able to exercise market power to keep global prices for petroleum above competitive levels, this reduction in price should also increase potential GDP in the U.S. However, the degree to which OPEC and other producers like Russia are able to act as a cartel depends on a variety of economic and political factors and has varied widely over recent history, so there is significant uncertainty over how this will evolve over the horizon that NHTSA models. For these reasons, lower U.S. spending on petroleum products that results from raising standards, reducing U.S. gasoline demand, and the downward pressure it places on global petroleum prices is not included among the economic benefits accounted for in the agency's evaluation of this final rule.</P>
                    <P>Second, higher U.S. petroleum consumption can also increase domestic consumers' exposure to oil price shocks and thus increase potential costs to all U.S. petroleum users from possible interruptions in the global supply of petroleum or rapid increases in global oil prices. Because users of petroleum products are unlikely to consider the effect of their increased purchases on these risks, their economic value is often cited as an external cost of increased U.S. consumption. Decreased consumption, which we expect as a result of the standards, decreases this cost. We include an estimate of this impact of the standards, and an explanation of our methodology can be found in Chapter 6.2.4.4 of the TSD.</P>
                    <P>
                        Finally, some analysts argue that domestic demand for imported petroleum may also influence U.S. military spending; because the increased cost of military activities 
                        <PRTPAGE P="52686"/>
                        would not be reflected in the price paid at the gas pump, this is often suggested as a third category of external costs from increased U.S. petroleum consumption. For example, NHTSA has received extensive comments to past rulemakings about exactly this effect on its past actions from the group Securing America's Energy Future. Most recent studies of military-related costs to protect U.S. oil imports conclude that significant savings in military spending are unlikely to result from incremental reductions in U.S. consumption of petroleum products on the scale that would result from adopting higher standards. While the cumulative effects of increasing fuel economy over the long-term likely have reduced the amount the U.S. has to spend to protect its interest in energy sources globally—avoid being beholden to geo-political forces that could disrupt oil supplies—it is extremely difficult to quantify the impacts and even further to identify how much a single fuel economy rule contributes. As such NHTSA does not estimate the impact of the standards on military spending. See Chapter 6.2.4.5 of the TSD for additional details.
                    </P>
                    <P>Each of these three factors would be expected to decrease incrementally as a consequence of a decrease in U.S. petroleum consumption resulting from the standards. Chapter 6.2.4 of the TSD provides a comprehensive explanation of NHTSA's analysis of these three impacts.</P>
                    <P>
                        NHTSA sought comment on its accounting of energy security in the proposal. The Institute for Energy Research and AFPM both noted that the United States is now a net-exporter of crude oil, and that a significant share of imported crude oil is sourced from other North American countries.
                        <SU>769</SU>
                        <FTREF/>
                         The American Enterprise Institute suggested that the macroeconomic risks associated with oil supply shocks like those described by NHTSA in its proposal are reflected in the price of oil since it is a globally traded commodity.
                        <SU>770</SU>
                        <FTREF/>
                         As a result, they argue that since all countries face common international prices for these products (outside of transportation costs and other second order differences), the energy security of countries does not depend on its overall level of imports. Several commenters also argued that increasing reliance on domestically produced ethanol rather than battery electric vehicles represents a superior method for improving energy security.
                        <SU>771</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>769</SU>
                             Institue for Energy Research, Docket No. NHTSA-2023-0022-63063, at 3; AFPM, Docket No. NHTSA-2023-0022-61911, at 22.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>770</SU>
                             AEI, Docket No. NHTSA-2023-0022-54786, at 22-24.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>771</SU>
                             CFDC et al., Docket No. NHTSA-2023-0022-62242, at 22-23; Institute for Energy Research, Docket No. NHTSA-2023-0022-63063, at 3-4.
                        </P>
                    </FTNT>
                    <P>NHTSA noted in its proposal the importance of the United States' role as a net exporter in its quantification of energy security related benefits. For example, NHTSA discussed the so-called “monopsony effect” or the effect of reduced consumption on global oil prices. NHTSA noted that this represents a transfer between oil producers and consumers, rather than a real change in domestic welfare, and since the United States is no longer a net importer the monopsony effect on global prices no longer represents a transfer from producers in other countries. However, NHTSA disagrees with the suggestion that this status eliminates the energy security externalities that NHTSA quantified in its analysis. As described in TSD Chapter 6, NHTSA considered the effect of reductions in domestic consumption on the expected value of U.S. macroeconomic losses due to foreign oil supply shocks in future years. The expected magnitude of the effect of these shocks on overall domestic economic activity is determined by the probability of these shocks, the overall exposure of the global oil supply to these shocks, (which depends upon the size of U.S. gross oil imports), the short run elasticities of supply and demand for oil, and the sensitivity of the U.S. economy to changes in oil prices.</P>
                    <P>
                        NHTSA analyzed these drivers of energy security costs in its proposal and concluded that there were still strong reasons to believe that changes in fuel economy standards could produce economic benefits by reducing them. As can be seen through the events NHTSA listed in its discussion of energy security in Chapter 6 of the TSD, foreign oil shocks like the one caused by Russia's invasion of Ukraine remain a risk that can at least in the short-term influence global oil supply and prices, which adversely affect consumers and disrupt economic growth, although no recent example of oil supply shocks has reached the magnitude of the OPEC oil embargo or Iranian Revolution during the 1970s. NHTSA will continue to monitor the literature for updated estimates of the probability and size foreign oil shocks and update its estimates accordingly. As noted in the TSD, the U.S. has in recent years become a net exporter of oil. However, the U.S. still only accounts for about 14.7 percent of global oil production, and the U.S., Canada, and Mexico together account for less than a quarter of global oil production according to the U.S. EIA.
                        <SU>772</SU>
                        <FTREF/>
                         By contrast, seven countries in the Persian Gulf region account for about one-third of production and held about half of the world's proven reserves. Russia alone accounted for 12.7 percent of production in 2022, and the global supply shock caused by Russia's invasion of Ukraine was followed by a surge of more than 20 percent in crude oil prices.
                        <SU>773</SU>
                        <FTREF/>
                         Clearly substantial shares of the global oil supply remain in regions that have proven vulnerable to the exact supply shocks described by NHTSA in its rulemaking documents. Furthermore, the U.S., while on balance a net-exporter, continues to import substantial quantities of oil from countries at risk of shocks. In 2022, Iraq, Saudi Arabia, and Colombia accounted for 14 percent of oil imports in the U.S., or about 1.1 million barrels per day.
                        <SU>774</SU>
                        <FTREF/>
                         On net, the U.S. still imports just under 3 million barrels of crude oil per day.
                        <SU>775</SU>
                        <FTREF/>
                         Due to refinery configurations, many refiners in the U.S., especially in the Midwest and Gulf Coast still most profitably refine heavy, sour crude oil from abroad. Indeed, in its 2023 AEO the EIA still projects that the U.S. will import 6.65 million barrels per day of oil in 2050.
                        <SU>776</SU>
                        <FTREF/>
                         Moreover, U.S. consumers are also exposed to foreign oil shocks through other imported goods that use petroleum as an input. Thus, NHTSA still believes that it is correct to assume that changes in domestic consumption are likely to affect demand for foreign oil.
                    </P>
                    <FTNT>
                        <P>
                            <SU>772</SU>
                             U.S. Energy Information Agency, International Energy Statistics, Crude oil production including lease condensate, as of September 6, 2023. Available at: 
                            <E T="03">https://www.eia.gov/energyexplained/oil-and-petroleum-products/where-our-oil-comes-from.php.</E>
                             (Accessed: March 25, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>773</SU>
                             WTI spot prices rose from $93/barrel the week of February 18, 2022, the week before Russia's invasion of Ukraine. The price rose to $113/barrel the week of March 11, 2022, and eventually reached a high of around $120/barrel in June 2022. Data available at: 
                            <E T="03">https://www.eia.gov/dnav/pet/hist/LeafHandler.ashx?n=PET&amp;s=RWTC&amp;f=W,</E>
                             (Accessed: April 29, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>774</SU>
                             U.S. Energy Information Agency, “Oil and petroleum products explained: Oil imports and exports”, Available at: 
                            <E T="03">https://www.eia.gov/energyexplained/oil-and-petroleum-products/imports-and-exports.php,</E>
                             (Accessed: April 29, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>775</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>776</SU>
                             U.S. Energy Information Agency, 
                            <E T="03">Annual Energy Outlook 2023,</E>
                             Table 11. Petroleum and Other Liquids Supply and Disposition, Available at: 
                            <E T="03">https://www.eia.gov/outlooks/aeo/data/browser/#/?id=11-AEO2023&amp;cases=ref2023&amp;sourcekey=0,</E>
                             (Accessed: March 25, 2024).
                        </P>
                    </FTNT>
                    <P>
                        NHTSA also disagrees with the conclusion that these energy security risks are efficiently priced by global markets. Traded oil prices represent equilibrium outcomes determined by 
                        <PRTPAGE P="52687"/>
                        global supply and demand for oil. Global demand is determined by the aggregation of global consumers' willingness to pay for oil and the products it produces. This willingness to pay depends on the private benefits derived from oil products. The macroeconomic disruption costs described by NHTSA are borne across the economy, meaning that they are unlikely to be considered by individual consumers in their decision-making calculus. For this reason, economists have classified them as externalities, and thus a potential source of socially inefficient outcomes.
                        <SU>777</SU>
                        <FTREF/>
                         The magnitude of these macroeconomic disruptions from oil supply shocks depends directly on the overall oil intensity of the economy. A more fuel-efficient fleet of vehicles is expected to lower the economy's oil intensity. Furthermore, EPCA, the statute that confers the agency with the authority to set standards, was enacted with the stated purpose to increase energy independence and security, and set out to accomplish these goals through increasing the efficiency of energy consuming goods such as automobiles.
                        <SU>778</SU>
                        <FTREF/>
                         Congress explicitly directed the agency to consider the need of the United States to conserve energy when setting maximum feasible standards.
                        <SU>779</SU>
                        <FTREF/>
                         The suggestion that NHTSA should forgo the potential impacts to energy security of setting standards cuts against the very fabric of public policy underlying EPCA.
                    </P>
                    <FTNT>
                        <P>
                            <SU>777</SU>
                             See Brown, S.P., New estimates of the security costs of U.S. oil consumption, 
                            <E T="03">Energy Policy,</E>
                             113, (2018) page 172.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>778</SU>
                             Public Law 110-140.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>779</SU>
                             42 U.S.C. 32902(f).
                        </P>
                    </FTNT>
                    <P>NHTSA is also monitoring the availability of critical minerals used in electrified powertrains and whether any shortage of such materials could emerge as an additional energy security concern. While nearly all electricity in the United States is generated through the conversion of domestic energy sources and thus its supply does not raise security concerns, EVs also require batteries to store and deliver that electricity. Currently, the most commonly used electric vehicle battery chemistries include relatively scarce materials (compared to other automotive parts) which are sourced, in part, from potentially insecure or unstable overseas sites and like all mined materials (including those in internal combustion engine vehicles) can pose environmental challenges during extraction and conversion to usable material. Known supplies of some of these critical minerals are also highly concentrated in a few countries and therefore face similar market power concerns to petroleum products.</P>
                    <P>NHTSA is restricted from considering the fuel economy of alternative fuel sources in determining CAFE standards, and as such, the CAFE Model restricts the application of BEV pathways and PHEV electric efficiency in simulating compliance with fuel economy regulatory alternatives. While the cost of critical minerals may affect the cost to supply both plug-in and non-plug-in hybrids that require larger batteries, this would apply primarily to manufacturers whose voluntary compliance strategy includes electrification given the greater mineral requirements of battery electric vehicles and plug-in hybrid-electric vehicles compared with non-plug-in hybrids. NHTSA did not include costs or benefits related to these emerging energy security considerations in its analysis for its proposal and sought comment on whether it is appropriate to include an estimate in the analysis and, if so, which data sources and methodologies it should employ.</P>
                    <P>
                        NHTSA received a number of comments suggesting that it should include costs and benefits related to these emerging energy security considerations. Several commenters noted that politically unstable countries or countries with which the U.S. does not have friendly trade relations, including China, mine or process a significant share of the minerals used in battery production, including lithium, cobalt, graphite and nickel.
                        <SU>780</SU>
                        <FTREF/>
                         AFPM also argued that the penetration rate of BEVs in NHTSA's No-Action alternative would require supply chain improvements that they contend are highly uncertain to occur, or that the battery chemistry technologies necessary to alleviate these concerns were not likely to be available in the timeframe suggested by NHTSA's analysis.
                        <SU>781</SU>
                        <FTREF/>
                         Some of these commenters suggested that mineral security should be included in NHTSA's analysis as a cost associated with adoption of technologies that require these minerals, and that the failure to include this as a cost was arbitrary and capricious.
                        <SU>782</SU>
                        <FTREF/>
                         ZETA on the other hand suggested that the demands for critical minerals could be met through reserves in friendly countries, and noted the steps taken by both the public and private sector to expand domestic critical mineral production.
                        <SU>783</SU>
                        <FTREF/>
                         The National Association of Manufacturers and the U.S. Chamber of Commerce both suggested that expanding domestic supply of critical minerals required the Administration and Congress to expedite permitting.
                        <SU>784</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>780</SU>
                             American Consumer Institute, Docket No. NHTSA-2023-0022-50765, at 6-7; AHUA, Docket No. NHTSA-2023-0022-58180, at 7; U.S. Chamber of Commerce, Docket No. NHTSA-2023-0022-61069, at 5; West Virginia Attorney General's Office, Docket No. NHTSA-2023-0022-63056, at 14; CFDC et al., Docket No. NHTSA-2023-0022-62242, at 22-23; Institute for Energy Research, Docket No. NHTSA-2023-0022-63063, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>781</SU>
                             AFPM, Docket No. NHTSA-2023-0022-61911, at 13-14.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>782</SU>
                             AFPM, Docket No. NHTSA-2023-0022-61911, at 19; West Virginia Attorney General's Office, Docket No. NHTSA-2023-0022-63056, at 14-15.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>783</SU>
                             ZETA, Docket No. NHTSA-2023-0022-60508, at 29-46.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>784</SU>
                             National Association of Manufacturers, Docket No. NHTSA-2023-0022-59289, at 3; U.S. Chamber of Commerce, Docket No. NHTSA-2023-0022-61069, at 5.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA agrees with commenters that the increase in battery demand likely will require significant expansion of production of certain critical minerals, although critical minerals have long been a component of vehicles and many other goods consumed in the United States. NHTSA also notes the concerted efforts across the federal government to shift supply chains to ensure that a larger share of critical mineral production comes from politically stable sources. Between the publication of NHTSA's proposal and the final rule, ANL produced a study of the prospective supply of upstream critical materials used to meet the U.S.'s EV and Energy Storage System deployment targets for 2035.
                        <SU>785</SU>
                        <FTREF/>
                         According to ANL, the U.S. is positioned to meet lithium demand through a combination of domestic production as well as imports from FTA countries.
                        <SU>786</SU>
                        <FTREF/>
                         The U.S. will need to source graphite, nickel, and cobalt from partner countries (including those with and without FTAs) in the near and medium term.
                        <SU>787</SU>
                        <FTREF/>
                         Thus, NHTSA believes that there is strong evidence that the U.S. has significant opportunities to diversify supply chains away from current suppliers like China.
                    </P>
                    <FTNT>
                        <P>
                            <SU>785</SU>
                             Barlock, Tsisilile A. et al., “Securing Critical Minerals for the U.S. Electric Vehicle Industry”, Argonne National Laboratory, Nuclear Technologies and National Security Directorate, ANL-24/06, Feb. 2024, Available at: 
                            <E T="03">https://publications.anl.gov/anlpubs/2024/03/187907.pdf</E>
                            . (Accessed: April 5, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>786</SU>
                             
                            <E T="03">Id.</E>
                             at viii.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>787</SU>
                             
                            <E T="03">Id.</E>
                             at viii.
                        </P>
                    </FTNT>
                    <P>
                        Further, NHTSA notes that considering mineral security in its analysis of incremental societal costs and benefits would be unlikely to materially impact the ranking of its regulatory alternatives. EPCA constrains NHTSA from considering BEV adoption as a compliance strategy during standard setting years in its light duty analysis. As a result, there will be 
                        <PRTPAGE P="52688"/>
                        minimal incremental demand for batteries and critical minerals in regulatory alternatives, and thus minimal incremental societal costs related to mineral security. While BEV adoption—including compliance with ZEV regulatory programs—is considered in the No-Action Alternative, mineral security costs associated with the adoption of BEVs in these cases are (1) not incremental costs associated with changes in CAFE standards, and (2) not considered by consumers and manufacturers outside of how they impact technology costs and vehicle prices, both of which are considered in NHTSA's analysis. In the HDPUV fleet, a similar pattern emerges even in the absence of similar constraints; the overwhelming majority of electrification takes place in the reference baseline. Further, given the relatively small volume of HDPUVs, the incremental demand for any critical minerals is minimal compared to the total global supply.
                    </P>
                    <P>Finally, NHTSA notes that while commenters suggested that NHTSA include mineral security in its analysis, they did not recommend a specific methodology for how to do so. During its analysis NHTSA surveyed the economics literature and did not find a comparable existing set of methods for analyzing mineral security as it did for petroleum market externalities. This is largely due to the relatively recent emergence of this topic. Several of the inputs used in NHTSA's energy security analysis (distributions of estimates of its elasticity parameters, supply shock probability distributions, long term projections of supply and demand for petroleum) rely on decades of research which do not exist for the emerging topic of mineral security. NHTSA is continuing to monitor research in this field and is considering implementing estimates of these costs in future rulemakings but did not include them in this final rule.</P>
                    <HD SOURCE="HD3">(4) Changes in Labor Use and Employment</HD>
                    <P>As vehicle prices rise, we expect consumers to purchase fewer vehicles than they would have at lower prices. If manufacturers produce fewer vehicles as a consequence of lower demand, they may need less labor to produce and assemble vehicles, while dealers may need less labor to sell the vehicles. Conversely, as manufacturers add equipment to each new vehicle, the industry will require labor resources to develop, sell, and produce additional fuel-saving technologies. We also account for the possibility that new standards could shift the relative shares of passenger cars and light trucks in the overall fleet. Since the production of different vehicles involves different amounts of labor, this shift affects the required quantity of labor.</P>
                    <P>The analysis considers the direct labor effects that the standards have across the automotive sector. The effects include (1) dealership labor related to new light-duty and HDPUV unit sales; (2) assembly labor for vehicles, engines, and transmissions related to new vehicle unit sales; and (3) labor related to mandated additional fuel savings technologies, accounting for new vehicle unit sales. NHTSA has now used this methodology across several rulemakings but has generally not emphasized its results, largely because NHTSA found that attempting to quantify the overall labor or economic effects was too uncertain and difficult. We have also excluded any analysis of how changes in direct labor requirements could change employment in adjacent industries.</P>
                    <P>
                        NHTSA still believes that such an expanded analysis may be outside the effects that are reasonably traceable to the final rule; however, NHTSA has identified an exogenous model that can capture both the labor impacts contained in the CAFE Model and the secondary macroeconomic impacts due to changes in sales, vehicle prices, and fuel savings. Accompanying this final rule is a docket memo explaining how the CAFE Model's outputs may be used within Regional Economic Models, Inc. (REMI)'s PI + employment model to quantify the impacts of this final rule. We received comment from the Joint NGOs regarding the proposal for additional analysis in the docket memo stating that NHTSA should not include this additional analysis since the public was not given the opportunity to comment on results.
                        <SU>788</SU>
                        <FTREF/>
                         Although we were unable to fully implement the side analysis with finalized results for this rule, we are continuing to explore the possibility of including these impacts in future analyses.
                    </P>
                    <FTNT>
                        <P>
                            <SU>788</SU>
                             Joint NGOs, Docket No. NHTSA-2023-0022-61944-A2, at 66.
                        </P>
                    </FTNT>
                    <P>
                        The United Auto Workers (UAW) commented that NHTSA should perform additional analysis of the impacts of the standards on employment, with a particular focus on union jobs and new EV jobs.
                        <SU>789</SU>
                        <FTREF/>
                         Although we do not currently look at labor impacts by specific technologies, we may consider including it in future analyses. All labor effects are estimated and reported at a national aggregate level, in person-years, assuming 2,000 hours of labor per person-year. These labor hours are not converted to monetized values because we assume that the labor costs are included into a new vehicle's purchasing price. The analysis estimates labor effects from the forecasted CAFE Model technology costs and from review of automotive labor for the MY 2022 fleet. NHTSA uses information about the locations of vehicle assembly, engine assembly, and transmission assembly, and the percent of U.S. content of vehicles collected from American Automotive Labeling Act (AALA) submissions for each vehicle in the reference fleet. The analysis assumes that the fractions of parts that are currently made in the U.S. will remain constant for each vehicle as manufacturers add fuel-savings technologies. This should not be construed as a prediction that the percentage of U.S.-made parts—and by extension U.S. labor— will remain constant, but rather as an acknowledgement that NHTSA does not have a clear basis to project where future production may shift. The analysis also uses data from the NADA annual report to derive dealership labor estimates.
                    </P>
                    <FTNT>
                        <P>
                            <SU>789</SU>
                             UAW, Docket No. NHTSA-2023-0022-63061-A1, at 2-3.
                        </P>
                    </FTNT>
                    <P>
                        While the IRA tax credit eligibility is 
                        <E T="03">not</E>
                         dependent on our labor assumptions here, if NHTSA were able to dynamically model changes in parts content with enough confidence in its precision, NHTSA could potentially employ those results to dynamically model a portion of tax credit eligibility.
                    </P>
                    <P>
                        Some commenters argued that culmination of the standards and the further adoption of BEVs would significantly impair the automotive industry through dramatically reduced sales, leading to a substantial number of layoffs, and accused the agency of improperly ignoring this unintended consequence.
                        <SU>790</SU>
                        <FTREF/>
                         The agency disagrees. First, the agency notes that the premise in these comments is unsupported. As noted in sales, we believe that sales are largely determined by exogenous market factors, and our standards will have a marginal impact. Second, electrification is not a compliance pathway for CAFE, so any impacts would be contained to the reference baseline fleet through standard setting years. Finally, commenters did not provide any evidence that BEV adoption would harm domestic jobs and sales and relied solely on speculation.
                    </P>
                    <FTNT>
                        <P>
                            <SU>790</SU>
                             Heritage Foundation-Mario Loyola, Docket No. NHTSA-2023-0022-61952, at 7-8.
                        </P>
                    </FTNT>
                    <P>
                        In sum, the analysis shows that the increased labor from producing additional technology necessary to meet 
                        <PRTPAGE P="52689"/>
                        the preferred alternative will outweigh any decreases attributable to the change in new vehicle sales. For a full description of the process NHTSA uses to estimate labor impacts, see Chapter 6.2.5 of the TSD.
                    </P>
                    <HD SOURCE="HD3">3. Costs and Benefits Not Quantified</HD>
                    <P>
                        In addition to the costs and benefits described above, Table III-7 includes two-line items without values. The first is maintenance and repair costs. Many of the technologies manufacturers apply to vehicles to meet the standards are sophisticated and costly. The technology costs capture only the initial or “upfront” costs to incorporate this equipment into new vehicles; however, if the equipment is costlier to maintain or repair—as seems likely for at least more conventional technology because the materials used to produce the equipment are more expensive and the equipment itself is significantly more complex and requires more time and labor to maintain or repair—, then consumers will also experience increased costs throughout the lifetime of the vehicle to keep it operational. Conversely, electrification technologies offer the potential to lower repair and maintenance costs. For example, BEVs do not have engines that are costly to maintain, and all electric pathways with regenerative braking may reduce the strain on braking equipment and consequentially extend the useful life of braking equipment. We received several comments concerned with electric vehicle battery replacement costs and maintenance/repair cost differences between EVs and ICEs. The Heritage Foundation and the American Consumer Institute noted that EV battery replacement costs are expensive, and AFPM commented that these battery replacement costs will impact lower-income households.
                        <SU>791</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>791</SU>
                             Heritage Foundation-Mario Loyola, Docket No. NHTSA-2023-0022-61952; American Consumer Institute, Docket No. NHTSA-2023-0022-50765; AFPM, Docket No. NHTSA-2023-0022-61911.
                        </P>
                    </FTNT>
                    <P>
                        The West Virginia Attorney General's Office commented that NHTSA should include a life-cycle analysis, emphasizing that EVs' complicated powertrains could lead to higher maintenance and repair costs.
                        <SU>792</SU>
                        <FTREF/>
                         We do not currently include a life-cycle analysis as part of the CAFE Model but may consider incorporating some aspects of this into future rules. For a literature review and additional qualitative discussion on the vehicle cycle and its impacts, readers should refer to FEIS Chapter 6 (Lifecycle Analysis) (See III.F as well). Other commenters have been just as adamant that BEVs offer lifetime maintenance and repair benefits.
                    </P>
                    <FTNT>
                        <P>
                            <SU>792</SU>
                             West Virginia Attorney General's Office, Docket No. NHTSA-2023-0022-63056-A1, at 11.
                        </P>
                    </FTNT>
                    <P>NHTSA notes that due to statutory constraints on considering the fuel economy of BEVs and the full fuel economy of PHEVs in determining maximum feasible CAFE standards, any change in maintenance and repair costs due to electrification would have a limited impact on NHTSA's analysis comparing alternatives. Given that this topic is still emerging, and that the results would not affect the agency's decision given the statutory constraint on consideration of BEV fuel economy in determining maximum feasible CAFE standards, the agency believes it is reasonable not to attempt to model these benefits or costs in this final rule. See Section VI.A on economic practicability for discussion on affordability impacts more generally.</P>
                    <P>
                        Consumer Reports commented that hybrid-cost effectiveness is, on average, better than that of non-hybrids due to maintenance and repair cost savings over time, citing their 2023 analysis focusing on ten bestselling hybrids and their ICE counterparts.
                        <SU>793</SU>
                        <FTREF/>
                         NHTSA is continuing to study the relative maintenance and repair costs associated with adopting fuel saving technologies. In order to conduct this analysis properly NHTSA would require more granular data on a larger set of technologies than what is included in Consumer Reports' study and would also need to estimate the effects of changes in vehicle usage on these costs. NHTSA will continue to consider these costs in the future as more information becomes available.
                    </P>
                    <FTNT>
                        <P>
                            <SU>793</SU>
                             Consumer Reports, Docket No. NHTSA-2023-0022-61098-A1, at 1-2.
                        </P>
                    </FTNT>
                    <P>
                        The second empty line item in the table is the value of potential sacrifices in other vehicle attributes. Some technologies that are used to improve fuel economy could have also been used to increase other vehicle attributes, especially performance, carrying capacity, comfort, and energy-using accessories, though some technologies can also increase both fuel economy and performance simultaneously. While this is most obvious for technologies that improve the efficiency of engines and transmissions, it may also be true of technologies that reduce mass, aerodynamic drag, rolling resistance or any road or accessory load. The exact nature of the potential to trade-off attributes for fuel economy varies with specific technologies, but at a minimum, increasing vehicle efficiency or reducing loads allows a more powerful engine to be used while achieving the same level of fuel economy. Performance is held constant in our analysis. However, if a consumer values a performance attribute that cannot be added to a vehicle because fuel economy improvements have “used up” the relevant technologies, or if vehicle prices become too high wherein either a consumer cannot obtain additional financing or afford to pay more for a vehicle within their household budget that consumers may opt to purchase vehicles that are smaller or lack features such as heated seats, advanced entertainment or convenience systems, advance safety systems, or panoramic sunroofs, that the consumer values but are unrelated to the performance of the drivetrain.
                        <SU>794</SU>
                        <FTREF/>
                         Alternatively, manufacturers may voluntarily preclude these features from certain models or limit the development of other new features in anticipation that new vehicle price affordability will limit the amount they may be able to charge for these new features. How consumers value increased fuel economy and how fuel economy regulations affect manufacturers' decisions about using efficiency-improving technologies can have important effects on the estimated costs, benefits, and indirect impacts of fuel economy standards. Nevertheless, any sacrifice in potential improvements to vehicles' other attributes could represent a net opportunity cost to their buyers (though performance-efficiency tradeoffs could also lower compliance costs, and some additional attributes, like acceleration, could come with their own countervailing social costs).
                        <SU>795</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>794</SU>
                             NHTSA notes that if consumers simply take out a larger loan, then some future consumption is replaced by higher principle and interest payments in the future.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>795</SU>
                             This is similar to the phenomena described in The Bernie Mac Show: My Privacy (Fox Broadcasting Company Jan. 14, 2005). After an embarrassing incident caused by too few bedrooms, Bernie Mac decides to renovate his house. A contractor tells Mr. Mack that he can have the renovations performed “good and fast,” “good and cheap,” or “fast and cheap,” but it was impossible to have “good, fast, and cheap.”
                        </P>
                    </FTNT>
                    <P>
                        NHTSA has previously attempted to model the potential sacrifice in other vehicle attributes in sensitivity analyses by assuming the opportunity cost must be greater than some percentage of the fuel savings they seemingly voluntarily forego. In those previous rulemakings, NHTSA acknowledged that it is extremely difficult to quantify the potential loss of other vehicle attributes, and therefore included the value of other vehicle attributes only in sensitivity analyses. This approach is used as a sensitivity analysis for the final rule and is discussed in RIA 9.2.3. This approach is only relevant if the 
                        <PRTPAGE P="52690"/>
                        foregone fuel savings cannot be explained by the energy paradox.
                    </P>
                    <P>
                        The results of NHTSA's analysis of the HDPUV standards suggest that buyer's perceived reluctance to purchasing higher-mpg models is due to undervaluation of the expected fuel savings due to market failures, including short-termism, principal-agent split incentives, uncertainty about the performance and service needs of new technologies and first-mover disadvantages for consumers, uncertainty about the resale market, and market power and first-mover disadvantages among manufacturers. This result is the same for vehicles purchased by individual consumers and those bought for commercial purposes. NHTSA tested the sensitivity of the analysis to the potential that the market failures listed do not apply to the commercial side of the HDPUV market. In this sensitivity analysis, commercial operators are modeled as profit maximizers who would not be made more or less profitable by more stringent standards by offsetting the estimated net private benefit to commercial operators.
                        <SU>796</SU>
                        <FTREF/>
                         NHTSA decided against including this alternative in the primary analysis to align with its approach to market failures in the light-duty analysis. Furthermore, there is insufficient data on the size and composition of the commercial share of the HDPUV market to develop a precise estimate of a commercial operator opportunity cost. For additional details, see Chapter 9.2.3.10 of the FRIA.
                    </P>
                    <FTNT>
                        <P>
                            <SU>796</SU>
                             Relevant sensitivity cases are labeled “Commercial Operator Sales Share” and denote the percent of the fleet assumed owned by commercial operators. NHTSA calculates net private benefits as the sum of technology costs, lost consumer surplus from reduced new vehicle sales, and safety costs internalized by drivers minus fuel savings, benefits from additional driving, and savings from less frequent refueling.
                        </P>
                    </FTNT>
                    <P>
                        Several commenters argued that NHTSA's assumption that increases in fuel economy to meet the new standards are not accompanied by foregone vehicle performance leads to an overestimate of net-benefits from increasing standards.
                        <E T="51">797 798</E>
                        <FTREF/>
                         For example Valero commented that “NHTSA offer[ed] no convincing rationale for omitting foregone performance gains from the central-case analysis” and claimed “NHTSA does its best to completely avoid the performance issue.” 
                        <SU>799</SU>
                        <FTREF/>
                         IPI shared a similar belief and commented that “NHTSA should further highlight [the implicit opportunity cost] sensitivity results.” 
                        <SU>800</SU>
                        <FTREF/>
                         NHTSA agrees with IPI that it could do a better job highlighting the results of sensitivities that stakeholders considered, especially ones like the implicit opportunity cost which some commenters felt were either missing or underrepresented.
                    </P>
                    <FTNT>
                        <P>
                            <SU>797</SU>
                             Examples of performance related attributes listed by commenters included: horsepower, horsepower per pound of vehicle weight, acceleration, towing capacity, and torque.
                        </P>
                        <P>
                            <SU>798</SU>
                             Landmark, Docket No. NHTSA-2023-0022-48725, at 4; Valero, Docket No. NHTSA-2023-0022-58547, Attachment E, at 1-4; KCBA, Docket No. NHTSA-2023-0022-59007, at 4; AmFree, Docket No. NHTSA-2023-0022-62353, at. 5.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>799</SU>
                             Valero, Docket No. NHTSA-2023-0022-58547, Attachment E, at 3, 5.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>800</SU>
                             IPI, Docket No. NHTSA-2023-0022-60485, at 31-32.
                        </P>
                    </FTNT>
                    <P>
                        More specifically, Landmark argued that improvements in fuel economy necessitate performance tradeoffs to reduce the weight of vehicles.
                        <SU>801</SU>
                        <FTREF/>
                         Other commenters argued that there is evidence that in the absence of changes to standards manufacturers have chosen to make further improvements to performance features of vehicles, and that similar future improvements to performance would be sacrificed by manufacturers in order to comply with the standards NHTSA proposed, and thus should be counted as incremental consumer costs.
                        <SU>802</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>801</SU>
                             Landmark, Docket No. NHTSA-2023-0022-48725, at 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>802</SU>
                             Valero, Docket No. NHTSA-2023-0022-58547, Attachment E, at 1, 3.
                        </P>
                    </FTNT>
                    <P>Valero, CEA, and NADA referenced a recent paper from Leard, Linn, and Zhou (2023), who estimate that this opportunity cost of fuel economy improvement could offset much of the private fuel cost savings benefits that consumers receive from the increase in stringency of standards. The authors of this paper estimate that consumers value improvements in acceleration much more highly than the fuel economy improvements that manufacturers trade them off for in an effort to comply with higher standards. However, the authors of this paper note that their study does not account for the potential induced innovations from tightened standards, or market failures associated with imperfect competition in the new vehicle market. NHTSA discussed this paper in its proposal, but recognized the limitations that the authors noted, as well as the degree of uncertainty in the literature regarding the implicit opportunity cost of fuel economy standards.</P>
                    <P>
                        Valero suggests that in the absence of higher standards, manufacturers would channel investment into improvements in vehicle performance, which is foregone when standards are raised. As a result, Valero commented that fuel economy standards cause performance to increase less than it would in the absence of standards and referenced the findings of Klier and Linn (2016).
                        <SU>803</SU>
                        <FTREF/>
                         NHTSA also discussed this paper in its proposal (see PRIA Chapter 9). The authors of the paper note that during the period they examined, for passenger cars in the United States there was no statistically significant evidence that stringency affected the direction of technology adoption between fuel efficiency and either horsepower or weight (the two attributes considered). While the authors do find evidence of an effect on this tradeoff for light trucks, they admit that there is significant uncertainty over the consumer's willingness to pay for this foregone performance (indeed they do not quantify the dollar value of the effect on vehicle weight due to this uncertainty). Recent data also casts doubt on Valero's deterministic understanding of the relationship between tightening standards and vehicle performance. Between 2000 and 2010 CAFE standards for passenger cars were unchanged. According to the 2023 EPA Automotive Trends report, real world fuel economy for vehicles rose at a rate of about 1.3 percent per year during this period, while horsepower rose at a rate of 1.2 percent, weight increased at a rate of 0.4 percent, and acceleration as measured by 0 to 60 miles per hour time declined at an average rate of 0.8 percent.
                        <SU>804</SU>
                        <FTREF/>
                         Between 2010 and 2023, standards increased substantially and the fuel economy of these vehicles has improved at a rate of around 2.4 percent per year over this period. However, this has not caused improvements in other attributes to slow down. Instead, weight (0.5 percent), horsepower (1.7 percent), and 0 to 60 time (−1.4 percent) all improved at faster rates than the previous period. While these attributes could have potentially improved at still greater rates in the absence of standards, these headline values suggest that standards have at least not caused a significant slow-down relative to prior trends. Also, as noted in FRIA Chapter 9, other research suggests that consumers have not had to tradeoff performance for fuel economy improvements, and should not be expected to in the future, due to fuel saving technologies whose adoption does not lead to adverse effects on the performance of vehicles (Huang, Helfand, et al. 2018; Watten, Helfand and Anderson 2021; Helfand and Dorsey-Palmateer 2015). Indeed, there are technologies that exist that provide 
                        <PRTPAGE P="52691"/>
                        improved fuel economy without hindering performance, and in some cases, also improve performance (such as high-strength aluminum alloy bodies, turbocharging, and increasing the number of gear ratios in new transmissions). Even as the availability of more fuel-efficient vehicles has increased steadily over time, research has shown that the attitudes of drivers towards those vehicles with improved fuel economy has not been affected negatively. To the extent some performance-efficiency tradeoffs may have occurred in the past, such tradeoffs may decline over time, with technological advancements and manufacturer learning over longer vehicle design periods (Bento 2018; Helfand &amp; Wolverton 2011).
                    </P>
                    <FTNT>
                        <P>
                            <SU>803</SU>
                             Valero, Docket No. NHTSA-2023-0022-58547, Attachment E, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>804</SU>
                             2023 EPA Automotive Trends Report, Available at: 
                            <E T="03">https://www.epa.gov/automotive-trends/explore-automotive-trends-data#DetailedData,</E>
                             (Accessed: April 18, 2024).
                        </P>
                    </FTNT>
                    <P>
                        NHTSA thus maintains that there is significant uncertainty in the literature over the degree to which changes in fuel economy standards will cause manufacturers to lower the performance of vehicles, and how much this will be valued by consumers. Indeed, the possibility that there are ancillary benefits to adopting fuel saving technology means that the directionality of the effect of excluding these additional attributes from the central analysis is unknown. In its analysis, NHTSA assumes that the performance features listed by commenters remain fixed across alternatives, and that manufacturers instead adopt fuel economy improving technology in order to comply with standards without reducing the quality of those features. NHTSA assumes that manufacturers are aware of consumers' willingness to pay for performance features like those noted by the commenters and would be reluctant to make sacrifices to them as part of their compliance strategies. This, of course, is not the only path to compliance for manufacturers. However, given uncertainty over consumer willingness to pay for the full set of potentially affected attributes, the long-term pricing strategies of firms, and firm specific costs, it is a reasonable approach for NHTSA to use when modeling the behavior of all manufacturers in the market. Modeling the decisions of all manufacturers over the complete set of attributes and technologies available would lead to a computationally infeasible model of compliance. Moreover, without highly detailed data about the manufacturing process of each manufacturer and vehicle model, it could introduce significant opportunities for errors in the agency's measurements of compliance costs. Omitting ancillary benefits and only including the attributes that could be traded off for fuel savings improvements by firms could bias the agency's analysis. Absent a better understanding of consumer willingness to pay for these other attributes, including them would create a misleading model of how firms would choose to comply with the standards as well as how consumer welfare would be affected. While commenters suggested that the performance neutrality assumption in NHTSA's analysis is unrealistic, they did not propose an alternative methodology for modeling how manufacturers would adjust performance attributes in response to changes in CAFE Standards.
                        <SU>805</SU>
                        <FTREF/>
                         This performance neutrality assumption is intended to isolate the impacts of the standards and is necessary with or without a separate estimation of a potential implicit opportunity cost. Since NHTSA believes that its assumption of performance neutrality is a reasonable approach to modeling compliance, and since alternative approaches would introduce highly uncertain effects (with unknown directionality) and are currently infeasible, NHTSA has chosen to maintain its assumption of performance neutrality.
                        <SU>806</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>805</SU>
                             Valero, Docket No. NHTSA-2023-0022-58547, Attachment E, at 3-4; CEA, Docket No. NHTSA-2023-0022-61918, at 20.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>806</SU>
                             
                            <E T="03">See</E>
                             Section II.C.6 for further details.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA does take seriously the possibility of opportunity costs as described by these commenters. For this reason, the agency included sensitivity cases in its analysis for both light duty and HDPUV in Chapter 9 of the PRIA and FRIA. In this sensitivity case, the opportunity cost of fuel economy for light duty vehicles is assumed to be equal to the discounted fuel cost savings for a vehicle over its first 72 months of use (roughly how long they are held, on average, by their first owner), less the undiscounted fuel cost savings over the first 30 months of use. NHTSA believes that this is a reasonable approach, since this value is equivalent to the value of fuel savings that new vehicle owners are assumed to not value in their purchase decision.
                        <SU>807</SU>
                        <FTREF/>
                         If consumers are not myopic and value fuel savings fully, and assuming perfect information and no market distortions, then offsetting losses in performance would be at least this high. For HDPUVs, NHTSA also considered two additional sensitivity cases in which it assumed that this opportunity cost fully offset any net private benefits of fuel economy improvements for commercial buyers.
                        <SU>808</SU>
                        <FTREF/>
                         This higher value for opportunity cost for commercial buyers was based on the assumption that commercial buyers are more likely to fully value the lifetime fuel savings of their fleet vehicles, since these buyers are profit maximizing businesses. As noted by IPI in its comments, NHTSA found in the proposal that while net social benefits under the preferred alternative are lower under these alternative assumptions, under 3 percent discounting they remain positive in all cases.
                        <SU>809</SU>
                        <FTREF/>
                         This is caused by reductions in emissions externalities offsetting increases in safety externalities. NHTSA conducted similar sensitivity exercises in its final rule and found that societal net benefits remained positive in the preferred alternative regardless of discount rate. Since neither of these cases include the potential ancillary benefits of fuel saving technology adoption, and do not take into account the full set of compliance methods that manufacturers could employ to meet the standards in a cost effective way, NHTSA views these cases as bounding exercises that allow the agency to see whether a relatively high estimate of the potential opportunity costs of the standards outweigh the other net societal benefits included in NHTSA's analysis. Valero suggested that the agency's analysis of the implicit opportunity cost should equal to all private fuel savings.
                        <SU>810</SU>
                        <FTREF/>
                         We disagree for several reasons. First, the average consumer will not hold onto new vehicles for a vehicle's entire lifetime, and even if the first owner valued all of the forgone attributes at the price of fuel savings, the second or third owner would have her own set of preferences that likely do not overlap the first owner's perfectly. Second, assigning a specific dollar value on vehicle luxuries is likely difficult for consumers, and there is a tendency for vehicle buyers to splurge at the dealership only to regret overspending when the monthly payments become due. For example, a Lending Tree survey found that 14 percent of car buyers wish 
                        <E T="03">ex post</E>
                         that they had chosen a different make or model, 10 
                        <PRTPAGE P="52692"/>
                        percent bought too expensive of a car, 4 percent bought a more expensive car than they planned, and 3 percent noted they regretted buying features they did not need.
                        <SU>811</SU>
                        <FTREF/>
                         Similarly, not all vehicle attributes are offered à la carte (some vehicle attributes are sometimes only available in packages with other additions or require consumers to purchase higher trims) and consumers may only value one or two items in a larger package and are stuck buying as a bundle.
                    </P>
                    <FTNT>
                        <P>
                            <SU>807</SU>
                             Kelly Blue Book, “Average length of U.S. vehicle ownership hit an all-time high”, Feb. 23, 2012, Available at: 
                            <E T="03">https://www.kbb.com/car-news/average-length-of-us-vehicle-ownership-hit-an-all_time-high/#:~:text=The%20latest%20data%20compiled%20by%20global%20market%20intelligence,figure%20that%20also%20represents%20a%20new%20high%20mark</E>
                            . (Accessed: April 29, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>808</SU>
                             NHTSA simulated a case in which half of HDPUV buyers were commercial buyers, and a cases in which all HDPUV buyers were commercial buyers.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>809</SU>
                             IPI, Docket No. NHTSA-2023-0022-60485, at 34.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>810</SU>
                             Valero, Docket No. NHTSA-2023-0022-58547, Attachment E, at 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>811</SU>
                             J. Jones, D. Shepard, X. Martinez-White. Lending Tree. Nearly Half Who Bought a Car in the Past Year Have Regrets. Jan 24, 2022. Available at 
                            <E T="03">https://www.lendingtree.com/auto/car-regrets-survey/</E>
                             (Accessed: April 18, 2024).
                        </P>
                    </FTNT>
                    <HD SOURCE="HD2">H. Simulating Safety Effects of Regulatory Alternatives</HD>
                    <P>The primary objective of the standards is to achieve maximum feasible fuel economy and fuel efficiency, thereby reducing fuel consumption. In setting standards to achieve this intended effect, the potential of the standards to affect vehicle safety is also considered. As a safety agency, NHTSA has long considered the potential for adverse or positive safety consequences when establishing fuel economy and fuel efficiency standards.</P>
                    <P>This safety analysis includes the comprehensive measure of safety impacts of the light-duty and HDPUV standards from three sources:</P>
                    <HD SOURCE="HD3">• Changes in Vehicle Mass</HD>
                    <P>Similar to previous analyses, NHTSA calculates the safety impact of changes in vehicle mass made to reduce fuel consumption to comply with the standards. Statistical analysis of historical crash data indicates reducing mass in heavier vehicles generally improves safety for occupants in lighter vehicles and other road users like pedestrians and cyclists, while reducing mass in lighter vehicles generally reduces safety. NHTSA's crash simulation modeling of vehicle design concepts for reducing mass revealed similar effects. These observations align with the role of mass disparity in crashes; when vehicles of different masses collide, the smaller vehicle will experience a larger change in velocity (and, by extension, force), which increases the risk to its occupants. NHTSA believes the most recent analysis represents the best estimate of the impacts of mass reduction (MR) on crash fatalities attributable to changes in mass disparities., One caveat to note is that the best estimates are not significantly different from zero and are not statistically significant at the 95th confidence level. In other words, the effects of changes in mass due to this rule cannot be distinguished from zero.</P>
                    <P>
                        Two individuals, Mario Loyola and Steven G. Bradbury, submitted a joint comment (referred to herein as “Loyola and Bradbury”), speculating that the agency is “downplay[ing] and minimize[ing] the loss of lives and serious injuries [the] standards [caused] by attributing many of these deaths and injuries to other regulators.” 
                        <SU>812</SU>
                        <FTREF/>
                         The commentors would have the agency include fatalities that are projected to occur in the reference baseline as attributable t' this rule. While NHTSA's analysis includes the impacts of other regulations in the reference baseline, it does not separate the safety impacts attributable to individual regulations. Instead, the analysis considers the aggregate impact of these other regulations for comparison with the impacts of CAFE standards. NHTSA does not have information, nor do the commenters provide any specific information, indicating that the inclusion of the impacts of these other regulations results in undercounting of safety impacts attributable to the Preferred Alternative. The purpose of calculating a reference baseline is to show the world in the absence of further government action. If NHTSA chose not to finalize the standards, the agency believes that the reference baseline fatalities would still occur. As such, we disagree with the authors' proposed suggestion.
                    </P>
                    <FTNT>
                        <P>
                            <SU>812</SU>
                             Heritage Foundation, Docket No. NHTSA-2023-0022-61952, at 8.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">• Impacts of Vehicle Prices on Fleet Turnover</HD>
                    <P>Vehicles have become safer over time through a combination of new safety regulations and voluntary safety improvements. NHTSA expects this trend to continue as emerging technologies, such as advanced driver assistance systems, are incorporated into new vehicles. Safety improvements will likely continue regardless of changes in the standards.</P>
                    <P>As discussed in Section III.E.2, technologies added to comply with fuel economy and efficiency standards have an impact on vehicle prices, therefore slowing the acquisition of newer vehicles and retirement of older ones. The delay in fleet turnover caused by the effect of new vehicle prices affect safety by slowing the penetration of new safety technologies into the fleet.</P>
                    <P>The standards also influence the composition of the light-duty fleet. As the safety provided by light trucks, SUVs and passenger cars responds differently to technology that manufacturers employ to meet the standards—particularly mass reduction—fleets with different compositions of body styles will have varying numbers of fatalities, so changing the share of each type of light-duty vehicles in the projected future fleet impacts safety outcomes.</P>
                    <HD SOURCE="HD3">• Increased Driving Because of Better Fuel Economy</HD>
                    <P>The “rebound effect” predicts consumers will drive more when the cost of driving declines. More stringent standards reduce vehicle operating costs, and in response, some consumers may choose to drive more. Additional driving increases exposure to risks associated with motor vehicle travel, and this added exposure translates into higher fatalities and injuries. However, most fatalities associated with rebound driving are the result of consumers choosing to drive more. Therefore, most of the societal safety costs of rebound vehicle travel are offset in our net benefits analysis.</P>
                    <P>The contributions of the three factors described above generate the differences in safety outcomes among regulatory alternatives. NHTSA's analysis makes extensive efforts to allocate the differences in safety outcomes between the three factors. Fatalities expected during future years under each alternative are projected by deriving a fleet-wide fatality rate (fatalities per vehicle mile of travel) that incorporates the effects of differences in each of the three factors from reference baseline conditions and multiplying it by that alternative's expected VMT. Fatalities are converted into a societal cost by multiplying fatalities with the DOT-recommended value of a statistical life (VSL) supplemented by economic impacts that are external to VSL measurements. Traffic injuries and property damage are also modeled directly using the same process and valued using costs that are specific to each injury severity level.</P>
                    <P>
                        All three factors influence predicted fatalities, but only two of them—changes in vehicle mass and in the composition of the light-duty fleet in response to changes in vehicle prices—impose increased risks on drivers and passengers that are not compensated for by accompanying benefits. In contrast, increased driving associated with the rebound effect is a consumer choice that reveals the benefits of additional travel. Consumers who choose to drive more have apparently concluded that the utility of additional driving exceeds the additional costs for doing so, including the crash risk that they perceive 
                        <PRTPAGE P="52693"/>
                        additional driving involves. As discussed in Chapter 7 of the final TSD, the benefits of rebound driving are accounted for by offsetting a portion of the added safety costs.
                    </P>
                    <P>For the safety component of the analysis for this final rule, NHTSA assumed that HDPUVs have the same risk exposure as light trucks. Given that the HDPUV fleet is significantly smaller than the light-duty fleet, the sample size to derive safety coefficients separately for HDPUVs is challenging. We believe that HDPUVs share many physical commonalities with light trucks and the incidence and crash severity are likely to be similar. As such, we concluded it was appropriate to use the light truck safety coefficients for HDPUVs.</P>
                    <P>NHTSA is continuing to use the proposal's approach of including non-occupants in the analysis. The agency categorizes safety outcome through three measures of light-duty and HDPUV vehicle safety: fatalities occurring in crashes, serious injuries, and the amount of property damage incurred in crashes with no injuries. Counts of fatalities to occupants of automobiles and non-occupants are obtained from NHTSA's Fatal Accident Reporting System. Estimates of the number of serious injuries to drivers and passengers of light-duty and HDPUV vehicles are tabulated from NHTSA's General Estimates System (GES) for 1990-2015, and from its Crash Report Sampling System (CRSS) for 2016-2019. Both GES and CRSS include annual samples of motor vehicle crashes occurring throughout the United States. Weights for different types of crashes were used to expand the samples of each type to estimates of the total number of crashes occurring during each year. Finally, estimates of the number of automobiles involved in property damage-only crashes each year were also developed using GES.</P>
                    <P>NHTSA sought comment on its safety assumptions and methodology in the proposal.</P>
                    <HD SOURCE="HD3">1. Mass Reduction Impacts</HD>
                    <P>Vehicle mass reduction can be one of the more cost-effective means of improving efficiency, particularly for makes and models not already built with much high-strength steel or aluminum closures or low-mass components. Manufacturers have stated that they will continue to reduce mass of some of their models to meet more stringent standards, and therefore, this expectation is incorporated into the modeling analysis supporting the standards. Safety trade-offs associated with mass-reduction have occurred in the past, particularly before standards were attribute-based because manufacturers chose, in response to standards, to build smaller and lighter vehicles; these smaller, lighter vehicles did not fare as well in crashes as larger, heavier vehicles, on average. Although NHTSA now uses attribute-based standards, in part to reduce or eliminate the incentive to downsize vehicles to comply with the standards, NHTSA must be mindful of the possibility of related safety trade-offs. For this reason, NHTSA accounts for how the application of MR to meet standards affects the safety of a specific vehicle given changes in GVWR.</P>
                    <P>For this final rule, the agency employed the modeling technique, which was developed in the 2016 Puckett and Kindelberger report and used in the proposal, to analyze the updated crash and exposure data by examining the cross sections of the societal fatality rate per billion vehicle miles of travel (VMT) by mass and footprint, while controlling for driver age, gender, and other factors, in separate logistic regressions for five vehicle groups and nine crash types. NHTSA utilized the relationships between weight and safety from this analysis, expressed as percentage increases in fatalities per 100-pound weight reduction (which is how MR is applied in the technology analysis; see Section III.D.4), to examine the weight impacts applied in this analysis. The effects of MR on safety were estimated relative to (incremental to) the regulatory reference baseline in the analysis, across all vehicles for MY 2021 and beyond. The analysis of MR includes two opposing impacts. Research has consistently shown that MR affects “lighter” and “heavier” vehicles differently across crash types. The 2016 Puckett and Kindelberger report found MR concentrated among the heaviest vehicles is likely to have a beneficial effect on overall societal fatalities, while MR concentrated among the lightest vehicles is likely to have a detrimental effect on occupant fatalities but a slight benefit to pedestrians and cyclists. This represents a relationship between the dispersion of mass across vehicles in the fleet and societal fatalities: decreasing dispersion is associated with a decrease in fatalities. MR in heavier vehicles is more beneficial to the occupants of lighter vehicles than it is harmful to the occupants of the heavier vehicles. MR in lighter vehicles is more harmful to the occupants of lighter vehicles than it is beneficial to the occupants of the heavier vehicles.</P>
                    <P>To accurately capture the differing effect on lighter and heavier vehicles, NHTSA splits vehicles into lighter and heavier vehicle classifications in the analysis. However, this poses a challenge of creating statistically meaningful results. There is limited relevant crash data to use for the analysis. Each partition of the data reduces the number of observations per vehicle classification and crash type, and thus reduces the statistical robustness of the results. The methodology employed by NHTSA was designed to balance these competing forces as an optimal trade-off to accurately capture the impact of mass-reduction across vehicle curb weights and crash types while preserving the potential to identify robust estimates.</P>
                    <P>
                        Loyola and Bradbury commented that smaller and lighter vehicles built in response to the standards will increase the number of fatalities but did not note any deficiencies in the agency's analysis or consideration of mass-safety impacts.
                        <SU>813</SU>
                        <FTREF/>
                         ACC and the Joint NGOs commented that changes in vehicle design and materials technology may lead to changes in relationships among vehicle mass and safety outcomes.
                        <SU>814</SU>
                        <FTREF/>
                         NHTSA has acknowledged this potential outcome across multiple rulemakings and has continued to keep abreast of any new developments; however, for the time being, NHTSA feels there is insufficient data to support alternative estimates. NRDC further commented that manufacturers are capable of applying MR to a greater degree in heavier vehicles, yielding a net safety benefit to society. The CAFE Model incorporates the relationship raised by NRDC and the mass-size-safety coefficients applied in the model yield results consistent with this relationship when MR is applied to heavier vehicles more than lighter vehicles.
                    </P>
                    <FTNT>
                        <P>
                            <SU>813</SU>
                             Heritage Foundation, Docket No. NHTSA-2023-0022-61952, at 8.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>814</SU>
                             ACC, Docket No. NHTSA-2023-0022-60215, at 6 and 8-9; Joint NGOs, Docket No. NHTSA-2023-0022-61944-2, at 72-3.
                        </P>
                    </FTNT>
                    <P>
                        Multiple stakeholders commented that NHTSA failed to adequately account for changes in vehicle mass associated with changing from ICE to BEV platforms for a given vehicle model in the analysis of the reference baseline.
                        <SU>815</SU>
                        <FTREF/>
                         In related comments, ACC and the Aluminum Association noted that BEVs are likely to have different safety profiles than ICE vehicles. We note, however, that there are no safety impacts resulting from a shift from ICE 
                        <PRTPAGE P="52694"/>
                        to BEV platforms in NHTSA's central analysis of the impact of CAFE standards because NHTSA's model is constrained such that no BEVs are added to the fleet during standard-setting years as a result of an increase in the stringency of CAFE standards. That is, any shift from ICE vehicles to BEVs in the standard setting years is limited to actions occurring in the reference baseline. In our analysis of the reference baseline, we account for an expected increase in BEVs as a result of market forces (like manufacturers' expected deployment of electric vehicles consistent with levels required by California's ACC II program) and regulatory requirements. However, while we acknowledge that, all else equal, vehicle masses likely increase when shifting from ICE to BEV platforms and BEVs may have distinct safety characteristics relative to ICE vehicles across crash types, we have insufficient data to account for how safety outcomes would be affected by shifting from ICE to BEV platforms in the analysis of the reference baseline, including insufficient information to justify an assumption that changes in mass associated with BEV structural differences are equivalent to changes in mass within ICE platforms. The CAFE Model is not currently designed to account for differences in vehicle mass associated with changes from ICE to BEV platforms. We are conducting research to address this lack of data in future rulemakings, but for this rule in the absence of sufficient data we have chosen to assume a neutral net safety effect for mass (and center of gravity) changes associated with shifts from ICE to BEV platforms for a given vehicle model in the baseline analysis. We acknowledge that ICE and BEV platforms for otherwise equivalent vehicles may differ in center of gravity, frontal crush characteristics, and acceleration. This creates uncertainty as to the validity of extrapolating observed mass-safety relationships from ICE vehicles to BEVs, however, until there is sufficient data and research to uncover an alternative relationship for BEVs, we believe that our current approach is reasonable.
                    </P>
                    <FTNT>
                        <P>
                            <SU>815</SU>
                             
                            <E T="03">See, e.g.,</E>
                             ACC, Docket No. NHTSA-2023-0022-60215, at 8-9; Valero, Docket No. NHTSA-2023-0022-58547-2, at 7-8; KCGA, Docket No. NHTSA-2023-0022-59007, at 4-5; The Aluminum Association, Docket No. NHTSA-2023-0022-58486, at 4; Arconic, Docket No. NHTSA-2023-0022-48374, at 2.
                        </P>
                    </FTNT>
                    <P>
                        The Joint NGOs and Consumer Reports also commented that the estimated mass-size-safety coefficients are statistically insignificant.
                        <E T="51">816 817</E>
                        <FTREF/>
                         We have acknowledged this relationship in this rulemaking along with previous rulemakings where the estimated coefficients are not statistically significant at the 95 percent confidence level. In this rulemaking, the distinction between using insignificant estimates and zeroes is functionally moot because the estimated societal safety impacts associated with changes in vehicle mass associated with the rule are estimated to be zero in the Preferred Alternative. Furthermore, courts have discouraged agencies from excluding specific costs or benefits because the magnitude is uncertain.
                        <SU>818</SU>
                        <FTREF/>
                         Given the agency believes that the point estimates still represent the best available data, NHTSA continues to include a measurement of mass-safety impacts in its analysis.
                    </P>
                    <FTNT>
                        <P>
                            <SU>816</SU>
                             Joint NGOs, Docket No. NHTSA-2023-0022-61944-2, at 72-3.
                        </P>
                        <P>
                            <SU>817</SU>
                             Consumer Reports, Docket No. NHTSA-2023-0022-61098, at 18.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>818</SU>
                             
                            <E T="03">CBD</E>
                             v. 
                            <E T="03">NHTSA,</E>
                             538 F.3d 1172, 1198 (9th Cir. 2008).
                        </P>
                    </FTNT>
                    <P>A more detailed description of the mass-safety analysis can be found in Chapter 7.2 of the Final TSD.</P>
                    <HD SOURCE="HD3">2. Sales/Scrappage Impacts</HD>
                    <P>The sales and scrappage responses to higher vehicle prices discussed in Section III.E.2 have important safety consequences and influence safety through the same basic mechanism, fleet turnover. In the case of the scrappage response, delaying fleet turnover keeps drivers in older vehicles which tend to be less safe than newer vehicles. Similarly, the sales response slows the rate at which newer vehicles, and their associated safety improvements, enter the on-road population. The sales response also influences the mix of vehicles on the road-with more stringent CAFE standards leading to a higher share of light trucks sold in the new vehicle market, assuming all else is equal. Light trucks have higher rates of fatal crashes when interacting with passenger cars and as earlier discussed, different directional responses to MR technology based on the existing mass and body style of the vehicle.</P>
                    <P>Any effect on fleet turnover (either from delayed vehicle retirement or deferred sales of new vehicles) will affect the distribution of both ages and MYs present in the on-road light duty and HDPUV fleets. Because each of these vintages carries with it inherent rates of fatal crashes, and newer vintages are generally safer than older ones, changing that distribution will change the total number of on-road fatalities under each regulatory alternative. Similarly, the Dynamic Fleet Share (DFS) model captures the changes in the light-duty fleet's composition of cars and trucks. As cars and trucks have different fatality rates, differences in fleet composition across the alternatives will affect fatalities.</P>
                    <P>At the highest level, NHTSA calculates the impact of the sales and scrappage effects by multiplying the VMT of a vehicle by the fatality risk of that vehicle. For this analysis, calculating VMT is rather simple: NHTSA uses the distribution of miles calculated in Chapter 4.3 of the Final TSD. The trickier aspect of the analysis is creating fatality rate coefficients. The fatality risk measures the likelihood that a vehicle will be involved in a fatal accident per mile driven. NHTSA calculates the fatality risk of a vehicle based on the vehicle's MY, age, and style, while controlling for factors that are independent of the intrinsic nature of the vehicle, such as behavioral characteristics. Using this same approach, NHTSA designed separate models for fatalities, non-fatal injuries, and property damaged vehicles.</P>
                    <P>The vehicle fatality risk described above captures the historical evolution of safety. Given that modern technologies are proliferating faster than ever and offer greater safety benefits than traditional safety improvements, NHTSA augmented the fatality risk projections with knowledge about forthcoming safety improvements. NHTSA applied estimates of the market uptake and improving effectiveness of crash avoidance technologies to estimate their effect on the fleet-wide fatality rate, including explicitly incorporating both the direct effect of those technologies on the crash involvement rates of new vehicles equipped with them, as well as the “spillover” effect of those technologies on improving the safety of occupants of vehicles that are not equipped with these technologies.</P>
                    <P>
                        NHTSA's approach to measuring these impacts is to derive effectiveness rates for these advanced crash-avoidance technologies from safety technology literature. NHTSA then applies these effectiveness rates to specific crash target populations for which the crash avoidance technology is designed to mitigate, which are then adjusted to reflect the current pace of adoption of the technology, including any public commitment by manufacturers to install these technologies. These technologies include Forward Collision Warning, Automatic Emergency Braking, Lane Departure Warning, Lane Keep Assist, Blind Spot Detection, Lane Change Assist, and Pedestrian Automatic Emergency Braking. The products of these factors, combined across all 7 advanced technologies, produce a fatality rate reduction percentage that is applied to the fatality rate trend model discussed above, which projects both 
                        <PRTPAGE P="52695"/>
                        vehicle and non-vehicle safety trends. The combined model produces a projection of impacts of changes in vehicle safety technology as well as behavioral and infrastructural trends. A much more detailed discussion of the methods and inputs used to make these projections of safety impacts from advanced technologies is included in Chapter 7.1 of the Final TSD.
                    </P>
                    <P>
                        Loyola and Bradbury commented that the slowing of fleet turnover in response to the standards will increase fatalities but did not note any deficiencies in the agency's analysis or consideration of fleet turnover impacts.
                        <SU>819</SU>
                        <FTREF/>
                         As such, the agency believes it has appropriately considered the issue the commenters raised.
                    </P>
                    <FTNT>
                        <P>
                            <SU>819</SU>
                             Heritage Foundation, Docket No. NHTSA-2023-0022-61952, at 8.
                        </P>
                    </FTNT>
                    <P>
                        Consumer Reports cited the sensitivity and uncertainty of NHTSA's sales module, including the dynamic fleet share component and scrappage model, and questioned the astuteness of including the safety impacts from these effects. Consumer Reports also noted that they have not observed these effects in practice. NHTSA thanks Consumer Reports for providing their research in their comments. While the agency believes their research is valuable, we were unable to arrive at the same conclusions.
                        <SU>820</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>820</SU>
                             The survey data collected by Consumer Reports on consumers' willigness to pay is invalauble, but taking that survey data and extrapolating about its potential impacts on fleet turnover is too inferential for the agency's current rulemaking.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">3. Rebound Effect Impacts</HD>
                    <P>The additional VMT demanded due to the rebound effect is accompanied by more exposure to risk, however, rebound miles are not imposed on consumers by regulation. They are a freely chosen activity resulting from reduced vehicle operational costs. As such, NHTSA believes a large portion of the safety risks associated with additional driving are offset by the benefits drivers gain from added driving. The level of risk internalized by drivers is uncertain. This analysis assumes that drivers of both HDPUV and light duty vehicles internalize 90 percent of this risk, which mostly offsets the societal impact of any added fatalities from this voluntary consumer choice. Additional discussion of internalized risk is contained in Chapter 7.5 of the TSD.</P>
                    <P>
                        Consumer Reports commented that there is “no evidence whatsoever to support NHTSA's assumption that consumers internalize only 90% of the safety risk” and asks the agency to offset the entirety of rebound fatalities.
                        <SU>821</SU>
                        <FTREF/>
                         Alternatively, Consumer Reports suggests that even though the agency's logic is sound for offsetting externality risks, if the risk were not internalized, because rebound driving is voluntary, it is still inappropriate to account for the increased fatality risks. Consumer Reports also expressed concern about the precedent of accounting for additional driving when consumers save money. The agency appreciates Consumer Reports comment but has chosen not to adjust its approach to offsetting rebound safety for the final rule. We agree with Consumer Reports that there is a dearth of evidence to support a 90 percent offset, but the agency also notes that there is no evidence to support a higher offset either. Accounting for rebound effects does not set a broader precedent beyond fuel efficiency rules. The rebound effect is generally recognized to be the phenomena of using more of an energy consuming product when its operating costs decline rather than how consumers will use energy consuming products as their income increases.
                    </P>
                    <FTNT>
                        <P>
                            <SU>821</SU>
                             Consumer Reports, Docket No. NHTSA-2023-0022-61098, at 18.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">4. Value of Safety Impacts</HD>
                    <P>Fatalities, nonfatal injuries, and property damage crashes are valued as a societal cost within the CAFE Model's cost and benefit accounting. Their value is based on the comprehensive value of a fatality, which includes lost quality of life and is quantified in the VSL as well as economic consequences such as medical and emergency care, insurance administrative costs, legal costs, and other economic impacts not captured in the VSL alone. These values were first derived from data in Blincoe et al. (2015), updated in Blincoe et al. (2023), and adjusted to 2021 dollars, and updated to reflect the official DOT guidance on the VSL.</P>
                    <P>Nonfatal injury costs, which differ by severity, were weighted according to the relative incidence of injuries across the Abbreviated Injury Scale (AIS). To determine this incidence, NHTSA applied a KABCO/MAIS translator to CRSS KABCO based injury counts from 2017 through 2019. This produced the MAIS-based injury profile. This profile was used to weight nonfatal injury unit costs derived from Blincoe et al. (2023), adjusted to 2021 economics and updated to reflect the official DOT guidance on the VSL. Property-damaged vehicle costs were also taken from Blincoe et al (2023). and adjusted to 2021 economics.</P>
                    <P>For the analysis, NHTSA assigns a societal value of $12.2 million for each fatality, $181,000 for each nonfatal injury, and $8,400 for each property damaged vehicle. As discussed in the previous section, NHTSA discounts 90% of the safety costs associated with the rebound effect. The remaining 10% of those safety costs are not considered to be internalized by drivers and appear as a cost of the standards that influence net benefits. Similarly, the effects on safety attributable to changes in mass and fleet turnover are not considered costs internalized by drivers since manufacturers are responsible for deciding how to design and price vehicles. The costs not internalized by drivers is therefore the summation of the mass-safety effects, fleet turnover effects, and the remaining 10% of rebound-related safety effects.</P>
                    <HD SOURCE="HD1">IV. Regulatory Alternatives Considered in This Final Rule</HD>
                    <HD SOURCE="HD2">A. General Basis for Alternatives Considered</HD>
                    <P>Agencies typically consider regulatory alternatives in order to evaluate the comparative effects of different potential ways of implementing their statutory authority to achieve their intended policy goals. NEPA requires agencies to compare the potential environmental impacts of their actions to a reasonable range of alternatives. E.O. 12866 and E.O. 13563, as well as OMB Circular A-4, also request that agencies evaluate regulatory alternatives in their rulemaking analyses.</P>
                    <P>Alternatives analysis begins with a “No-Action” Alternative, typically described as what would occur in the absence of any further regulatory action by the agency. OMB Circular A-4 states that “the choice of an appropriate baseline may require consideration of a wide range of potential factors, including:</P>
                    <P>• evolution of markets;</P>
                    <P>• changes in regulations promulgated by the agency or other government entities;</P>
                    <P>• other external factors affecting markets;</P>
                    <P>• the degree of compliance by regulated entities with other regulations; and</P>
                    <P>
                        • the scale and number of entities or individuals that will be subject to, or experience the benefits or costs of, the regulation.” 
                        <SU>822</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>822</SU>
                             
                            <E T="03">See</E>
                             Office of Management and Budget. 2023. Circular A-4. General Issues, 4. Developing an Analytic Baseline. Available at: 
                            <E T="03">https://www.whitehouse.gov/wp-content/uploads/2023/11/CircularA-4.pdf</E>
                            . (Accessed: Apr. 4, 2024).
                        </P>
                    </FTNT>
                    <PRTPAGE P="52696"/>
                    <P>
                        This final rule includes a No-Action Alternative for passenger cars and light trucks and a No-Action alternative for HDPUVs, both described below; five “action alternatives” for passenger cars and light trucks; and four action alternatives for HDPUVs. Within both the set of alternatives that apply to passenger cars and light trucks and the set of alternatives that apply to HDPUVs, one alternative is identified as the “Preferred Alternative,” which is NEPA parlance. In some places the Preferred Alternative may also be referred to as the “standards” or “final standards,” but NHTSA intends “standards” and “Preferred Alternative” to be used interchangeably for purposes of this final rule. NHTSA believes the range of No-Action and action alternatives for each set of standards appropriately comports with CEQ's directive that “agencies shall . . . limit their consideration to a reasonable number of alternatives.” 
                        <SU>823</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>823</SU>
                             40 CFR 1502.14(f).
                        </P>
                    </FTNT>
                    <P>
                        The different regulatory alternatives for passenger cars and light trucks are defined in terms of percent-changes in CAFE stringency from year to year. Readers should recognize that those year-over-year changes in stringency are 
                        <E T="03">not</E>
                         measured in terms of mile per gallon differences (as in, 1 percent more stringent than 30 mpg in one year equals 30.3 mpg in the following year), but rather in terms of shifts in the 
                        <E T="03">footprint functions</E>
                         that form the basis for the 
                        <E T="03">actual</E>
                         CAFE standards (as in, on a gallon per mile basis, the CAFE standards change by a given percentage from one model year to the next).
                        <SU>824</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>824</SU>
                             The PC, LT, and HDPUV target curve function coefficients are defined in Equation IV-1, Equation IV-2, and Equation IV-3, respectively. See Final TSD Chapter 1.2.1 for a complete discussion about the footprint and work factor curve functions and how they are calculated.
                        </P>
                    </FTNT>
                    <P>For PCs, consistent with prior rulemakings, NHTSA is defining final fuel economy targets as shown in Equation IV-1.</P>
                    <GPH SPAN="3" DEEP="64">
                        <GID>ER24JN24.064</GID>
                    </GPH>
                    <EXTRACT>
                        <FP SOURCE="FP-2">Where:</FP>
                        <FP SOURCE="FP-2">
                            TARGET
                            <E T="52">FE</E>
                             is the fuel economy target (in mpg) applicable to a specific vehicle model type with a unique footprint combination,
                        </FP>
                        <FP SOURCE="FP-2">a is a minimum fuel economy target (in mpg),</FP>
                        <FP SOURCE="FP-2">b is a maximum fuel economy target (in mpg),</FP>
                        <FP SOURCE="FP-2">c is the slope (in gallons per mile per square foot, or gpm per square foot), of a line relating fuel consumption (the inverse of fuel economy) to footprint, and</FP>
                        <FP SOURCE="FP-2">d is an intercept (in gpm) of the same line.</FP>
                    </EXTRACT>
                    <P>Here, MIN and MAX are functions that take the minimum and maximum values, respectively, of the set of included values. For example, MIN[40, 35] = 35 and MAX(40, 25) = 40, such that MIN[MAX(40, 25), 35] = 35.</P>
                    <P>The resultant functional form is reflected in graphs displaying the passenger car target function in each model year for each regulatory alternative in Sections IV.B.1 and IV.B.3.</P>
                    <P>For LTs, also consistent with prior rulemakings, NHTSA is defining fuel economy targets as shown in Equation IV-2.</P>
                    <GPH SPAN="3" DEEP="57">
                        <GID>ER24JN24.065</GID>
                    </GPH>
                    <EXTRACT>
                        <FP SOURCE="FP-2">Where:</FP>
                        <FP SOURCE="FP-2">
                            TARGET
                            <E T="52">FE</E>
                             is the fuel economy target (in mpg) applicable to a specific vehicle model type with a unique footprint combination,
                        </FP>
                        <FP SOURCE="FP-2">a, b, c, and d are as for PCs, but taking values specific to LTs,</FP>
                        <FP SOURCE="FP-2">e is a second minimum fuel economy target (in mpg),</FP>
                        <FP SOURCE="FP-2">f is a second maximum fuel economy target (in mpg),</FP>
                        <FP SOURCE="FP-2">g is the slope (in gpm per square foot) of a second line relating fuel consumption (the inverse of fuel economy) to footprint), and</FP>
                        <FP SOURCE="FP-2">h is an intercept (in gpm) of the same second line.</FP>
                    </EXTRACT>
                    <P>NHTSA is defining HDPUV fuel efficiency targets as shown in Equation IV-3:</P>
                    <GPH SPAN="3" DEEP="39">
                        <GID>ER24JN24.066</GID>
                    </GPH>
                    <EXTRACT>
                        <FP SOURCE="FP-2">Where:</FP>
                        <FP SOURCE="FP-2">c is the slope of the gasoline, CNG, Strong Hybrid, and PHEV work factor target curve in gal/100 mile per WF</FP>
                        <FP SOURCE="FP-2">For diesel engines, BEVs and FCEVs, c will be replaced with e</FP>
                        <FP SOURCE="FP-2">d is the gasoline CNG, Strong Hybrid, and PHEV minimum fuel consumption work factor target curve value in gal/100 mile</FP>
                    </EXTRACT>
                    <P>For diesel engines, BEVs and FCEVs, d will be replaced with f</P>
                    <FP SOURCE="FP-2">WF = Work Factor = [0.75 × (Payload Capacity + Xwd)] + [0.25 × Towing Capacity]</FP>
                    <EXTRACT>
                        <FP SOURCE="FP-2">Where:</FP>
                        <PRTPAGE P="52697"/>
                        <FP SOURCE="FP-2">Xwd = 4wd adjustment = 500 lbs. if the vehicle group is equipped with 4wd and all-wheel drive (AWD), otherwise equals 0 lbs. for 2wd</FP>
                        <FP SOURCE="FP-2">Payload Capacity = GVWR (lbs.)−Curb Weight (lbs.) (for each vehicle group)</FP>
                        <FP SOURCE="FP-2">Towing Capacity = GCWR (lbs.)−GVWR (lbs.) (for each vehicle group)</FP>
                    </EXTRACT>
                    <P>
                        In a departure from recent CAFE rulemaking trends, for this final rule, we have applied different rates of increase to the passenger car and the light truck fleets in different model years. For the Preferred Alternative, rather than have both fleets increase their respective standards at the same rate, passenger car standards will increase at a steady rate year over year, while light truck standards will not increase for a few years before beginning to rise again at the passenger car rate. Several action alternatives evaluated for this final rule have passenger car fleet rates-of-increase of fuel economy that are different from the rates-of-increase of fuel economy for the light truck fleet, while the Preferred Alternative has the same rate of increase for passenger cars and light trucks for three out of the five model years. NHTSA has discretion, by law, to set CAFE standards that increase at different rates for cars and trucks, because NHTSA must set maximum feasible CAFE standards separately for cars and trucks.
                        <SU>825</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>825</SU>
                             
                            <E T="03">See, e.g.,</E>
                             the 2012 final rule establishing CAFE standards for model years 2017 and beyond, in which rates of stringency increase for passenger cars and light trucks were different. 77 FR 62623, 62638-39 (Oct. 15, 2012).
                        </P>
                    </FTNT>
                    <P>
                        For HDPUVs, the different regulatory alternatives are also defined in terms of percent-increases in stringency from year to year, but in terms of fuel consumption reductions rather than fuel economy increases, so that increasing stringency appears to result in standards going 
                        <E T="03">down</E>
                         (representing a direct reduction in fuel consumed) over time rather than 
                        <E T="03">up.</E>
                         Also, unlike for the passenger car and light truck standards, because HDPUV standards are in fuel consumption space, year-over-year percent changes actually do represent gallon/mile differences across the work-factor range. For the Preferred Alternative, the stringency increases at one fixed percentage rate in each the first three model years, and a different fixed percentage rate in each of the remaining three model years in the rulemaking time frame. Under the other action alternatives, the stringency changes at the same percentage rate in each model year in the rulemaking time frame. One action alternative is less stringent than the Preferred Alternative for HDPUVs, and two action alternatives are more stringent.
                    </P>
                    <HD SOURCE="HD2">B. Regulatory Alternatives Considered</HD>
                    <P>The regulatory alternatives considered by the agency in this final rule are presented here as the percent-changes-per-year that they represent. The sections that follow will present the alternatives as the literal coefficients that define standards curves increasing at the given percentage rates.</P>
                    <GPH SPAN="3" DEEP="178">
                        <GID>ER24JN24.067</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="143">
                        <GID>ER24JN24.068</GID>
                    </GPH>
                    <P>
                        A variety of factors will be at play simultaneously as manufacturers seek to comply with the final standards that NHTSA is promulgating. NHTSA, EPA, and CARB will all be regulating simultaneously; manufacturers will be 
                        <PRTPAGE P="52698"/>
                        responding to those regulations as well as to foreseeable shifts in market demand during the rulemaking time frame (both due to cost/price changes for different types of vehicles over time, fuel price changes, and the recently-passed tax credits for BEVs and PHEVs). Many costs and benefits that will accrue as a result of manufacturer actions during the rulemaking time frame will be occurring for reasons other than CAFE standards, and NHTSA believes it is important to try to reflect many of those factors in order to present a more accurate picture of the effects of different potential CAFE and HDPUV standards to decision-makers and to the public. Because the EPA and NHTSA programs were developed in coordination jointly, and stringency decisions were made in coordination, NHTSA did not incorporate EPA's only recently-finalized CO
                        <E T="52">2</E>
                         standards as part of the analytical reference baseline for the main analysis. The fact that EPA finalized its rule before NHTSA is an artifact of circumstance only.
                    </P>
                    <P>The following sections define each regulatory alternative, including the No-Action Alternative, for each program, and explain their derivation.</P>
                    <HD SOURCE="HD3">1. Reference Baseline/No-Action Alternative</HD>
                    <P>As with the 2022 final rule, our No-Action Alternative (also referred to as the reference baseline) is fairly nuanced. In this analysis, the reference No-Action Alternative assumes:</P>
                    <P>
                        • The existing (through model year 2026) national CAFE and GHG standards are met, and that the CAFE and GHG standards for model year 2026 finalized in 2022 continue in perpetuity.
                        <SU>826</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>826</SU>
                             NHTSA recognizes EPA published their Multi-Pollutant Emissions Standards For Model Years 2027 and Later Light-Duty and Medium-Duty Vehicles rule before this final rule is published, however, EPA's newest standards were not included in the baseline analysis, as the agencies developed their respective 27+ standards jointly.
                        </P>
                    </FTNT>
                    <P>• Manufacturers who committed to the California Framework Agreements met their contractual obligations for model year 2022.</P>
                    <P>• The HDPUV model year 2027 standards finalized in the NHTSA/EPA Phase 2 program continue in perpetuity.</P>
                    <P>• Manufacturers will comply with the Advanced Clean Trucks (ACT) program that California and other states intend to implement through 2035.</P>
                    <P>• Manufacturers will, regardless of the existence or non-existence of a legal requirement, produce additional electric vehicles consistent with the levels that would be required under the ZEV/Advanced Clean Cars II program, if it were to be granted a Clean Air Act preemption waiver.</P>
                    <P>• Manufacturers will make production decisions in response to estimated market demand for fuel economy or fuel efficiency, considering estimated fuel prices, estimated product development cadence, the estimated availability, applicability, cost, and effectiveness of fuel-saving technologies, and available tax credits.</P>
                    <P>
                        NHTSA continues to believe that to properly estimate fuel economies/efficiencies (and achieved CO
                        <E T="52">2</E>
                         emissions) in the No-Action Alternative, it is necessary to simulate all of these legal requirements, additional deployment plans of automakers, and other influences affecting automakers and vehicle design simultaneously.
                        <SU>827</SU>
                        <FTREF/>
                         Consequently, the CAFE Model evaluates each requirement in each model year, for each manufacturer/fleet. Differences among fleets and compliance provisions often create over-compliance in one program, even if a manufacturer is able to exactly comply (or under-comply) in another program. This is similar to how manufacturers approach the question of concurrent compliance in the real world—when faced with multiple regulatory programs, the most cost-effective path may be to focus efforts on meeting one or two sets of requirements, even if that results in “more effort” than would be necessary for another set of requirements, in order to ensure that all regulatory obligations are met. We elaborate on those model capabilities below. Generally speaking, the model treats each manufacturer as applying the following logic when making technology decisions, both for simulating passenger car and light truck compliance, and HDPUV compliance, with a given regulatory alternative:
                    </P>
                    <FTNT>
                        <P>
                            <SU>827</SU>
                             To be clear, this is for purposes of properly estimating the 
                            <E T="03">No-Action</E>
                             Alternative, which represents what NHTSA believes is likely to happen in the world in the 
                            <E T="03">absence</E>
                             of future NHTSA regulatory action. NHTSA does not attempt to simulate further application of BEVs, for example, in determining amongst the 
                            <E T="03">action</E>
                             alternatives for passenger cars and light trucks which one would be maximum feasible, because the statute prohibits NHTSA from considering the fuel economy of BEVs in determining maximum feasible CAFE standards.
                        </P>
                    </FTNT>
                    <P>1. What do I need to carry over from last year?</P>
                    <P>
                        2. What should I apply more widely in order to continue sharing (of, 
                        <E T="03">e.g.,</E>
                         engines) across different vehicle models?
                    </P>
                    <P>3. What new BEVs do I need to build in order to satisfy the various state ZEV programs and voluntary deployment of electric vehicles consistent with ACC II?</P>
                    <P>4. What further technology, if any, could I apply that would enable buyers to recoup additional costs within 30 months after buying new vehicles?</P>
                    <P>
                        5. What additional technology, if any, should I apply to respond to potential new CAFE and CO
                        <E T="52">2</E>
                         standards for PCs and LTs, or to potential new HDPUV standards?
                    </P>
                    <P>Additionally, within the context of 4 and 5, the CAFE Model may consider, as appropriate and allowed by statutory restrictions on technology application for a given model year, the applicability of recently-passed tax credits for battery-based vehicle technologies, which improve the attractiveness of those technologies to consumers and thus the model's likelihood of choosing them as part of a compliance solution. The model can also apply over-compliance credits if applicable and not legally prohibited. The CAFE Model simulates all of these simultaneously. As mentioned above, this means that when manufacturers make production decisions in response to actions or influences other than CAFE or HDPUV standards, those costs and benefits are not attributable to possible future CAFE or HDPUV standards. This approach allows the analysis to isolate the effects of the decision being made on the appropriate CAFE standards, as opposed to the effects of many things that will be occurring simultaneously.</P>
                    <P>To account for the existing CAFE standards finalized in model year 2026 for passenger cars and light trucks, the No-Action Alternative includes the following coefficients defining those standards, which (for purposes of this analysis) are assumed to persist without change in subsequent model years:</P>
                    <GPH SPAN="3" DEEP="151">
                        <PRTPAGE P="52699"/>
                        <GID>ER24JN24.069</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="113">
                        <GID>ER24JN24.070</GID>
                    </GPH>
                    <P>
                        These coefficients are used to create the graphic below, where the x-axis represents vehicle footprint and the y-axis represents fuel economy, showing that in “CAFE space,” targets are higher in fuel economy for smaller footprint vehicles and lower for larger footprint vehicles.
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>828</SU>
                             The PC, LT, and HDPUV target curve function coefficients are defined in Equation IV-1, Equation IV-2, and Equation IV-3, respectively. See Final TSD Chapter 1.2.1 for a complete discussion about the footprint and work factor curve functions and how they are calculated.
                        </P>
                        <P>
                            <SU>829</SU>
                             The PC, LT, and HDPUV target curve function coefficients are defined in Equations IV-1, IV-2, and IV-3, respectively. See Final TSD Chapter 1.2.1 for a complete discussion about the footprint and work factor curve functions and how they are calculated.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="343">
                        <PRTPAGE P="52700"/>
                        <GID>ER24JN24.071</GID>
                    </GPH>
                    <P>
                        Additionally, EPCA, as amended by EISA, requires that any manufacturer's domestically-manufactured passenger car fleet must meet the greater of either 27.5 mpg on average, or 92 percent of the average fuel economy projected by the Secretary for the combined domestic and non-domestic passenger automobile fleets manufactured for sale in the United States by all manufacturers in the model year. NHTSA retains the 1.9 percent offset to the Minimum Domestic Passenger Car Standard (MDPCS), first used in the 2020 final rule, to account for recent projection errors as part of estimating the total passenger car fleet fuel economy, and used in rulemakings since.
                        <E T="51">830 831</E>
                        <FTREF/>
                         The projection shall be published in the 
                        <E T="04">Federal Register</E>
                         when the standard for that model year is promulgated in accordance with 49 U.S.C. 32902(b).
                        <E T="51">832 833</E>
                        <FTREF/>
                         For purposes of the No-Action Alternative, the MDPCS is as it was established in the 2022 final rule for model year 2026, as shown in Table IV-5 below:
                    </P>
                    <FTNT>
                        <P>
                            <SU>830</SU>
                             Section VI.A.2 (titled “Separate Standards for Passenger Cars, Light Trucks, and Heavy-Duty Pickups and Vans, and Minimum Standards for Domestic Passenger Cars”) discusses the basis for the offset.
                        </P>
                        <P>
                            <SU>831</SU>
                             87 FR 25710 (May 2, 2022).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>832</SU>
                             49 U.S.C. 32902(b)(4).
                        </P>
                        <P>
                            <SU>833</SU>
                             The offset will be applied to the final regulation numbers, but was not used in this analysis. The values for the MDPCS for the action alternatives are nonadjusted values.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="97">
                        <GID>ER24JN24.072</GID>
                    </GPH>
                    <P>To account for the HDPUV standards finalized in the Phase 2 rule, the No-Action Alternative for HDPUVs includes the following coefficients defining those standards, which (for purposes of this analysis) are assumed to persist without change in subsequent model years:</P>
                    <GPH SPAN="3" DEEP="144">
                        <PRTPAGE P="52701"/>
                        <GID>ER24JN24.073</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="121">
                        <GID>ER24JN24.074</GID>
                    </GPH>
                    <P>
                        These equations
                        <FTREF/>
                         are represented graphically below:
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>834</SU>
                             The PC, LT, and HDPUV target curve function coefficients are defined in Equation IV-1, Equation IV-2, and Equation IV-3, respectively. See Final TSD Chapter 1.2.1 for a complete discussion about the footprint and work factor curve functions and how they are calculated.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>835</SU>
                             The PC, LT, and HDPUV target curve function coefficients are defined in Equation IV-1, Equation IV-2, and Equation IV-3, respectively. See Final TSD Chapter 1.2.1 for a complete discussion about the footprint and work factor curve functions and how they are calculated.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="321">
                        <PRTPAGE P="52702"/>
                        <GID>ER24JN24.075</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="302">
                        <GID>ER24JN24.076</GID>
                    </GPH>
                    <PRTPAGE P="52703"/>
                    <P>As the reference baseline scenario, the No-Action Alternative also includes the following additional actions that NHTSA believes will occur in the absence of further regulatory action by NHTSA:</P>
                    <P>To account for the existing national GHG emissions standards, the No-Action Alternative for passenger cars and light trucks includes the following coefficients defining the GHG standards set by EPA in 2022 for model year 2026, which (for purposes of this analysis) are assumed to persist without change in subsequent model years:</P>
                    <GPH SPAN="3" DEEP="126">
                        <GID>ER24JN24.077</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="126">
                        <GID>ER24JN24.078</GID>
                    </GPH>
                    <P>
                        Coefficients 
                        <E T="03">a, b, c, d, e,</E>
                         and 
                        <E T="03">f</E>
                         define the model year 2026 Federal CO
                        <E T="52">2</E>
                         standards for passenger cars and light trucks, respectively, in Table IV-8 and Table IV-9 above. Analogous to coefficients defining CAFE standards, coefficients 
                        <E T="03">a</E>
                         and 
                        <E T="03">b</E>
                         specify minimum and maximum CO
                        <E T="52">2</E>
                         targets in each model year. Coefficients 
                        <E T="03">c</E>
                         and 
                        <E T="03">d</E>
                         specify the slope and intercept of the linear portion of the CO
                        <E T="52">2</E>
                         target function, and coefficients 
                        <E T="03">e</E>
                         and 
                        <E T="03">f</E>
                         bound the region within which CO
                        <E T="52">2</E>
                         targets are defined by this linear form.
                    </P>
                    <P>To account for the NHTSA/EPA Phase 2 national GHG emission standards, the No-Action Alternative for HDPUVs includes the following coefficients defining the WF based standards set by EPA for model year 2027 and beyond. The four-wheel drive coefficient is maintained at 500 (coefficient `a') and the weighting multiplier coefficient is maintained at 0.75 (coefficient `b'). The CI and SI coefficients are in the tables below:</P>
                    <GPH SPAN="3" DEEP="98">
                        <GID>ER24JN24.079</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="70">
                        <GID>ER24JN24.080</GID>
                    </GPH>
                    <PRTPAGE P="52704"/>
                    <P>
                        Coefficients 
                        <E T="03">c, d, e,</E>
                         and 
                        <E T="03">f</E>
                         define the existing model year 2027 and beyond CO
                        <E T="52">2</E>
                         standards from Phase 2 rule for HDPUVs, in Table III-10 and Table III-11 above. The coefficients are linear work-factor based function with c and d representing gasoline, CNG vehicles, SHEVs and PHEVS and 
                        <E T="03">e</E>
                         and 
                        <E T="03">f</E>
                         representing diesels, BEVS and FCEVs. For this rulemaking, this is identical to the NHTSA's fuel efficiency standards No Action alternative.
                    </P>
                    <P>
                        The reference baseline No-Action Alternative also includes NHTSA's estimates of ways that each manufacturer could introduce new PHEVs and BEVs in response to state ZEV programs and additional production of PHEVs and BEVs that manufacturers have indicated they will undertake consistent with ACC II, regardless of whether it becomes a legal requirement.
                        <SU>836</SU>
                        <FTREF/>
                         To account for manufacturers' expected compliance with the ACC I and ACT programs and additional deployment of electric vehicles consistent with ACC II, NHTSA has included the main provisions of the ACC, ACC II, (as currently submitted to EPA), and ACT programs in the CAFE Model's analysis. Incorporating these programs into the model includes converting vehicles that have been identified as potential ZEV candidates into battery-electric vehicles (BEVs) and taking into account PHEVs that meet the ZEV PHEV credit requirements so that a manufacturer's fleet meets the calculated ZEV credit requirements or anticipated voluntary compliance. The CAFE Model makes manufacturer fleets consistent with ACC I, ACC II (as currently submitted to EPA), and ACT first in the reference baseline, then solves for the technology pathway used to meet increasing ZEV penetration levels described by the state programs. Chapter 2.3 of the Final TSD discusses, in detail, how NHTSA developed these estimates.
                    </P>
                    <FTNT>
                        <P>
                            <SU>836</SU>
                             NHTSA interprets EPCA/EISA as allowing consideration of BEVs and PHEVs built in response to state ZEV programs or voluntary deployed by automakers independent of NHTSA's standards as part of the analytical baseline because (1) 49 U.S.C. 32902(h) clearly applies to the “maximum feasible” determination made under 49 U.S.C. 32902(f), which is a determination 
                            <E T="03">between</E>
                             regulatory alternatives, and the baseline is simply the backdrop against which that determination is made, and (2) NHTSA continues to believe that it is arbitrary to interpret 32902(h) as requiring NHTSA to pretend that BEVs and PHEVs clearly built for non-CAFE-compliance reasons do not exist, because doing so would be unrealistic and would bias NHTSA's analytical results by inaccurately attributing costs and benefits to future potential CAFE standards that will not accrue as a result of those standards in real life.
                        </P>
                    </FTNT>
                    <P>
                        Several stakeholders commented in support of NHTSA's inclusion of state ZEV programs and assumptions regarding other electric vehicles that will be deployed in the absence of legal requirements in the reference baseline.
                        <SU>837</SU>
                        <FTREF/>
                         The States and Cities, for example, commented that “[g]iven NHTSA's duty to project a No-Action baseline that accounts for sharply growing zero emission vehicle sales, modeling compliance with California's Advanced Clean Cars I (“ACCI”), Advanced Clean Cars II (“ACCII”), and Advanced Clean Trucks (“ACT”) regulations is a reasonable methodology to do so, at least in the event that California is granted its requested waiver for ACCII and ACCII thus becomes enforceable.” 
                        <SU>838</SU>
                        <FTREF/>
                         Similarly, the Joint NGOs commented that “consistent with EPCA's language, history, and legislative intent, NHTSA models an accurate, real-world `no action' baseline for the rulemaking, a task that requires a rational accounting of the real-world BEVs and PHEVs projected to exist in the absence of the CAFE standards NHTSA is considering. . . . NHTSA has done so here.” 
                        <SU>839</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>837</SU>
                             States and Cities, Docket No. NHTSA-2023-0022-61904, Attachment 2, at 40; Joint NGOs, Docket No. NHTSA-2023-0022-61944, Attachment 2, at 56-57; ALA, Docket No. NHTSA-2023-0022-60091, at 2-3; Tesla, Docket No. NHTSA-2023-0022-60093, at 7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>838</SU>
                             States and Cities, Docket No. NHTSA-2023-0022-61904, Attachment 2, at 40.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>839</SU>
                             Joint NGOs, Docket No. NHTSA-2023-0022-61944, Attachment 2, at 56-57.
                        </P>
                    </FTNT>
                    <P>
                        Some stakeholders commented about uncertainties that they believe could impact the reference baseline. For example, Kia commented that “[w]hile automakers will plan to comply with the regulations, there is great uncertainty as to whether automakers have the capacity to do so, whether the California ZEV mandate will remain as currently written through 2035, whether states that have adopted it will remain in the program, and whether California will be granted a waiver.” 
                        <SU>840</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>840</SU>
                             Kia, Docket No. NHTSA-2023-0022-58542-A1, at 4-5.
                        </P>
                    </FTNT>
                    <P>
                        Other stakeholders commented in explicit opposition to modeling state ZEV programs in the reference baseline.
                        <SU>841</SU>
                        <FTREF/>
                         Stakeholders asserted that NHTSA could not account for state ZEV programs in the light-duty standards reference baseline because of EPCA/EISA's statutory prohibition on considering electric vehicle fuel economy in 49 U.S.C. 32902(h). Several of these commenters objected in particular to NHTSA's use of OMB Circular A-4 to guide the development of the light-duty regulatory reference baseline, as they believe that Circular A-4 cannot “trump a clear statutory requirement,” referring to 49 U.S.C. 32902(h).
                        <SU>842</SU>
                        <FTREF/>
                         Stakeholders also commented that state ZEV programs should not be included in the reference baseline because they are preempted by various federal laws,
                        <SU>843</SU>
                        <FTREF/>
                         and/or because EPA has not yet granted a waiver of preemption to California for the ACC II program.
                        <SU>844</SU>
                        <FTREF/>
                         Commenters opposing the inclusion of state ZEV programs in the reference baseline also alleged that it was a backdoor way to establish an EV mandate when setting CAFE standards.
                        <E T="51">845 846</E>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>841</SU>
                             Growth Energy, Docket No. NHTSA-2023-0022-61555, at 1; KCGA, Docket No. NHTSA-2023-0022-59007, at 2; RFA, NCGA, and NFU, Docket No. NHTSA-2023-0022-57625; NCB, Docket No. NHTSA-2023-0022-53876; CEA, Docket No. NHTSA-2023-0022-61918, at 6; Corn Growers Associations, Docket No. NHTSA-2023-0022-62242, at 4; ACE, Docket No. NHTSA-2023-0022-60683; The Alliance, Docket No. NHTSA-2023-0022-60652, Attachment 3, at 8-13; Toyota, Docket No. NHTSA-2023-0022-61131, at 2, 23; AmFree, Docket No. NHTSA-2023-0022-62353, at 4; AFPM, Docket No. NHTSA-2023-0022-61911, Attachment 2, at 23; Stellantis, Docket No. NHTSA-2023-0022-61107, at 9; POET, Docket No. NHTSA-2023-0022-61561, at 13-16.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>842</SU>
                             
                            <E T="03">E.g.,</E>
                             The Alliance, Docket No. NHTSA-2023-0022-60652, Attachment 0, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>843</SU>
                             RFA, NCGA, and NFU, Docket No. NHTSA-2023-0022-57625; CEA, Docket No. NHTSA-2023-0022-61918, at 9; Corn Growers Associations, Docket No. NHTSA-2023-0022-62242, at 6-8; AFPM, Docket No. NHTSA-2023-0022-61911, Attachment 2, at 22.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>844</SU>
                             Valero, Docket No. NHTSA-2023-0022-58547, at 5; Hyundai, Docket No. NHTSA-2023-0022-51701, at 5; Nissan, Docket No. NHTSA-2023-0022-60684, at 4; The Alliance, Docket No. NHTSA-2023-0022-60652, Attachment 3, at 8-13; AFPM, Docket No. NHTSA-2023-0022-61911, Attachment 2, at 23; Corn Growers Associations, Docket No. NHTSA-2023-0022-62242, at 8.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>845</SU>
                             Valero, Docket No. NHTSA-2023-0022-58547, Attachments A, B, C, and D. Valero gave as an example vehicle models that were flagged in the analysis fleet as BEV “clones” turning into BEVs from model year 2022 to model year 2027 and later. However NHTSA has confirmed that is exactly how our modeling of the ZEV program was intended to operate. NHTSA directs Valero to TSD Chapter 2.5, which describes when ZEV clones are created and when sales volume is assigned to those clones for ZEV program compliance, and the CAFE Model Documentation, which describes how the CAFE Model implements restrictions surrounding BEV technology unrelated to ZEV modeling.
                        </P>
                        <P>
                            <SU>846</SU>
                             
                            <E T="03">See, e.g.,</E>
                             CEA, Docket No. NHTSA-2023-0022-61918, at 12. CEA stated that “NHTSA's baseline is a federal `insurance' policy in the event that state mandates are repealed or struck down by the courts—a federal regulatory `horcrux' that'll ensure the continued survival of these state laws even if they are killed elsewhere.” It should be noted that while a horcrux and this commenter's implied definition of a “federal `insurance' policy” would function similarly in their ability to preserve and protect, the creation process for each would be markedly dissimilar. Moreover, even if NHTSA's baseline was a “horcrux,” the agency would liken it to the horcrux in Harry Potter himself: It was created organically as a product of the circumstances, and even after attempts to be struck down, the Advanced Clean Car program does still live. 
                            <E T="03">Ohio</E>
                             v. 
                            <E T="03">E.P.A.,</E>
                             No. 22-1081 (D.C. Cir. Apr. 9, 2024).
                        </P>
                    </FTNT>
                    <P>
                        Toyota did not explicitly object to NHTSA's consideration of state ZEV 
                        <PRTPAGE P="52705"/>
                        regulatory programs in the reference baseline but stated that “NHTSA should consider the impact of the EVs stemming from both the ZEV Mandate and the GHG Program, but then use that knowledge to establish economically practicable CAFE standards for the remining ICEs in the U.S. fleet, thereby simultaneous[sic] satisfying 49 U.S.C. 32902(h). For example, if 45 percent of a projected 17 million vehicle fleet in 2030 model year will be electrified due to other government programs, CAFE standards would be set for the remaining 9.4 million ICE and hybrid vehicles.” 
                        <SU>847</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>847</SU>
                             Toyota, Docket No. NHTSA-2023-0022-61131, at 24.
                        </P>
                    </FTNT>
                    <P>Several stakeholders also commented about specific assumptions used in the ZEV modeling such as the number of states signed on to the program, how some compliance obligations should be assumed to be met through credits, and assumptions around PHEV credit values; those comments are addressed in Section III.C.5, above.</P>
                    <P>
                        NHTSA agrees with commenters that the agency has a duty to model a reference baseline that includes increasing zero emission vehicle sales in response to state standards, and that the agency's methodology for doing so is consistent with EPCA's language, history, and legislative intent. NHTSA continues to believe that it is appropriate for the reference baseline to reflect legal obligations other than CAFE standards that automakers will be meeting and additional non-regulatory deployment of electric vehicles during this time period so that the regulatory analysis can identify the distinct effects of the CAFE standards. Information provided by California continues to show there has been industry compliance with the ZEV standards,
                        <SU>848</SU>
                        <FTREF/>
                         which provides further confirmation that manufacturers will meet legally-binding state standards. This is also confirmed by manufacturers' stated intent to deploy electric vehicles consistent with what would be required under ACC II, regardless of whether it becomes a binding legal obligation, as discussed in more detail below.
                    </P>
                    <FTNT>
                        <P>
                            <SU>848</SU>
                             California Air Resources Board, Annual ZEV Credits Disclosure Dashboard, available at 
                            <E T="03">https://ww2.arb.ca.gov/applications/annual-zev-credits-disclosure-dashboard</E>
                             (accessed April 12, 2024).
                        </P>
                    </FTNT>
                    <P>
                        In response to comments opposing the inclusion of state ZEV programs in the reference baseline because doing so conflicts with 49 U.S.C. 32902(h), NHTSA maintains that it is perfectly possible to give meaningful effect to the 49 U.S.C. 32902(h) prohibition by not allowing the CAFE Model to rely on ZEV (or other dedicated alternative fuel) technology during the rulemaking time frame, while still acknowledging the clear reality that the state ZEV programs exist, and manufacturers are complying with them, just like the agency acknowledges that electric vehicles exist in the fleet independent of the ZEV program. Comments regarding whether including state ZEV programs in the reference baseline is consistent with 49 U.S.C. 32902(h) are discussed in more detail below in Section VI.A.5.a.(5), and in the final rule for model years 2024-2026 CAFE standards.
                        <SU>849</SU>
                        <FTREF/>
                         Regarding commenters' views that state ZEV programs are preempted, NHTSA addressed preemption in the agency's 2021 rulemaking, and further discussion is located in the NPRM and final rule for that rulemaking.
                        <SU>850</SU>
                        <FTREF/>
                         In that rulemaking, the agency expressed “significant doubts as to the validity” of preemption positions similar to those raised by commenters here.
                        <SU>851</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>849</SU>
                             87 FR 25899-900 (May 2, 2022).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>850</SU>
                             CAFE Preemption. 86 FR 25,980 (May 12, 2021); 86 FR 74,236 (Dec. 29, 2021).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>851</SU>
                             
                            <E T="03">See</E>
                             86 FR 25,980, 25,990.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA also disagrees that including state ZEV programs in the reference baseline is a way to, according to commenters, “bypass” limitations in 49 U.S.C. 32902(h). ACC I is a relevant legal requirement that manufacturers must meet,
                        <SU>852</SU>
                        <FTREF/>
                         and as mentioned above, manufacturers are not just meeting those standards, they are exceeding them.
                        <SU>853</SU>
                        <FTREF/>
                         Further, manufacturers have indicated their intent to deploy electric vehicles consistent with what would be required under ACC II, regardless of whether it becomes a binding legal obligation. Vehicle manufacturers told NHTSA, in CBI conversations regarding planned vehicle product and technology investments, that they are complying with and plan to comply in the future with ZEV programs.
                        <SU>854</SU>
                        <FTREF/>
                         These conversations were later confirmed by manufacturers' subsequent public announcements, confirming both their support for California's programs and for meeting their own stated electrification goals, which are discussed in extensive detail below.
                    </P>
                    <FTNT>
                        <P>
                            <SU>852</SU>
                             
                            <E T="03">Ohio</E>
                             v. 
                            <E T="03">E.P.A.,</E>
                             No. 22-1081 (D.C. Cir. Apr. 9, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>853</SU>
                             California Air Resources Board, Annual ZEV Credits Disclosure Dashboard, available at 
                            <E T="03">https://ww2.arb.ca.gov/applications/annual-zev-credits-disclosure-dashboard</E>
                             (accessed April 12, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>854</SU>
                             Docket ID NHTSA-2023-0022-0007, Docket Submission of Ex Parte Meetings Prior to Publication of the Corporate Average Fuel Economy Standards for Passenger Cars and Light Trucks for Model Years 2027-2032 and Fuel Efficiency Standards for Heavy-Duty Pickup Trucks and Vans for Model Years 2030-2035 Notice of Proposed Rulemaking.
                        </P>
                    </FTNT>
                    <P>
                        Kia, stating in their comments that “automakers will plan to comply with the regulations,” joins a list of OEMs that have established that they are planning technology decisions to comply with state ZEV program deployment levels: Stellantis in a recent agreement with California confirmed that they will explicitly comply with the ACC programs through 2030; 
                        <SU>855</SU>
                        <FTREF/>
                         General Motors sent a letter to California Governor Gavin Newsom both recognizing California's authority under the Clean Air Act to set vehicle emissions standards and expressing its commitment to “emissions reductions that are aligned with the California Air Resources Board's targets and . . . complying with California's regulations”,
                        <SU>856</SU>
                        <FTREF/>
                         and Ford, Volkswagen, BMW, Honda, and Volvo formed a group of five manufacturers that committed in 2020 to comply with ZEV program requirements and have since reiterated their support for California's programs in a lengthy declaration to the D.C. Circuit Court of Appeals.
                        <SU>857</SU>
                        <FTREF/>
                         Not only have all three domestic automakers expressed support for California's standards, several other automakers have followed suit in explicitly expressing support for California's programs, as shown above.
                    </P>
                    <FTNT>
                        <P>
                            <SU>855</SU>
                             California Air Resources Board, California announces partnership with Stellantis to further emissions reductions (March 19, 2024), available at 
                            <E T="03">https://ww2.arb.ca.gov/news/california-announces-partnership-stellantis-further-emissions-reductions</E>
                            .
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>856</SU>
                             Hayley Harding, GM to recognize California emissions standards, allowing state to buy its fleet vehicles, The Detroit News (Jan. 9, 2022), available at 
                            <E T="03">https://www.detroitnews.com/story/business/autos/general-motors/2022/01/09/gm-recognizes-calif-emission-standards-opening-door-fleet-sales/9153355002/</E>
                            .
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>857</SU>
                             Initial Brief for Industry Respondent-Intervenors (Document #1985804, filed February 13, 2023) in 
                            <E T="03">Ohio</E>
                             v. 
                            <E T="03">E.P.A.,</E>
                             No. 22-1081 (D.C. Cir. Apr. 9, 2024); California Air Resources Board, Zero-Emission Vehicle Program, available at 
                            <E T="03">https://ww2.arb.ca.gov/our-work/programs/zero-emission-vehicle-program/about</E>
                            .
                        </P>
                    </FTNT>
                    <P>
                        Further, automakers have publicly signaled their commitment to the EV transition at levels that well exceed the 28 percent BEV market share in MY 2031 reflected in the baseline reference case. In August 2021, major automakers including GM, Ford, Stellantis, BMW, Honda, Volkswagen, and Volvo pledged their support to achieve 40 to 50 percent sales of electric vehicles by 2030.
                        <SU>858</SU>
                        <FTREF/>
                         These announcements are consistent with previous and ongoing corporate statements. Several manufacturers have announced plans to fully transition to electric vehicles, such as General 
                        <PRTPAGE P="52706"/>
                        Motors ambition to shift its light-duty vehicles entirely to zero-emissions by 2035,
                        <SU>859</SU>
                        <FTREF/>
                         Volvo's plans to make only electric cars by 2030,
                        <SU>860</SU>
                        <FTREF/>
                         Mercedes plans to become ready to go all-electric by 2030 where possible,
                        <SU>861</SU>
                        <FTREF/>
                         and Honda's full electrification plan by 2040.
                        <SU>862</SU>
                        <FTREF/>
                         Other car makers have chosen incremental commitments to electrification that are still exceed the equivalent national EV market share reflected in the reference baseline, such as Ford's announcement that the company expects 40 percent of its global sales will be all-electric by 2030,
                        <SU>863</SU>
                        <FTREF/>
                         Volkswagen's expectation that half of its U.S. sales will be all-electric by 2030,
                        <SU>864</SU>
                        <FTREF/>
                         Subaru's global target to achieve 50 percent BEVs by 2030,
                        <SU>865</SU>
                        <FTREF/>
                         and Toyota's plans to introduce 30 BEV models by 2030.
                        <SU>866</SU>
                        <FTREF/>
                         In addition to Honda's fully-electric target in 2040, the company also expects 40 percent of North American sales to be fully electric by 2030, and 80 percent by 2035.
                        <SU>867</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>858</SU>
                             The White House, “Statements on the Biden Administration's Steps to Strengthen American Leadership on Clean Cars and Trucks,” August 5, 2021. Accessed on October 19, 2021 at 
                            <E T="03">https://www.whitehouse.gov/briefing-room/statements-releases/2021/08/05/statements-on-the-biden-administrations-steps-to-strengthen-american-leadership-on-clean-cars-and-trucks/</E>
                            .
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>859</SU>
                             General Motors, “General Motors, the Largest U.S. Automaker, Plans to be Carbon Neutral by 2040,” Press Release, January 28, 2021.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>860</SU>
                             Volvo Car Group, “Volvo Cars to be fully electric by 2030,” Press Release, March 2, 2021.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>861</SU>
                             Mercedes-Benz, “Mercedes-Benz prepares to go all-electric,” Press Release, July 22, 2021.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>862</SU>
                             Honda News Room, “Summary of Honda Global CEO Inaugural Press Conference,” April 23, 2021. Accessed June 15, 2021 at https://global.honda/newsroom/news/2021/c210423eng.html.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>863</SU>
                             Ford Motor Company, “Superior Value From EVs, Commercial Business, Connected Services is Strategic Focus of Today's `Delivering Ford+' Capital Markets Day,” Press Release, May 26, 2021.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>864</SU>
                             Volkswagen Newsroom, “Strategy update at Volkswagen: The transformation to electromobility was only the beginning,” March 5, 2021. Accessed June 15, 2021 at 
                            <E T="03">https://www.volkswagen-newsroom.com/en/stories/strategy-update-at-volkswagen-the-transformation-to-electromobility-was-only-the-beginning-6875</E>
                            .
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>865</SU>
                             Subaru Corporation, “Briefing on the New Management Policy,” August 2, 2023. Accessed on December 5, 2023 at 
                            <E T="03">https://www.subaru.co.jp/pdf/news-en/en2023_0802_1_2023-08-01-193334.pdf</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>866</SU>
                             Toyota Motor Corporation, “Video: Media Briefing on Battery EV Strategies,” Press Release, December 14, 2021. Accessed on December 14, 2021 at 
                            <E T="03">https://global.toyota/en/newsroom/corporate/36428993.html.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>867</SU>
                             Honda News Room, “Summary of Honda Global CEO Inaugural Press Conference,” April 23, 2021. Accessed June 15, 2021 at 
                            <E T="03">https://global.honda/newsroom/news/2021/c210423eng.html.</E>
                        </P>
                    </FTNT>
                    <P>
                        The transition to electric vehicles is also taking place among heavy-duty pick-up trucks and vans, with much of the initial focus on last mile delivery vans. Several models of parcel delivery vans have already entered the market including GM's BrightDrop Zevo 400 and Zevo 600; and the Rivian EDV 500 and EDV 700.
                        <E T="51">868 869</E>
                        <FTREF/>
                         Commercial fleets have announced commitments to purchase zero emission delivery trucks and vans, including FedEx,
                        <SU>870</SU>
                        <FTREF/>
                         Amazon,
                        <SU>871</SU>
                        <FTREF/>
                         and Walmart.
                        <SU>872</SU>
                        <FTREF/>
                         Amazon reached 10,000 electric delivery vans operating in over 18,000 U.S. cities.
                        <SU>873</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>868</SU>
                             
                            <E T="03">https://www.gobrightdrop.com/</E>
                            .
                        </P>
                        <P>
                            <SU>869</SU>
                             
                            <E T="03">https://rivian.com/fleet</E>
                            .
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>870</SU>
                             BrightDrop, “BrightDrop Accelerates EV Production with First 150 Electric Delivery Vans Integrated into FedEx Fleet,” Press Release, June 21, 2022.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>871</SU>
                             Amazon Corporation, “Amazon's Custom Electric Delivery Vehicles from Rivian Start Rolling Out Across the U.S.,” Press Release, July 21, 2022.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>872</SU>
                             Walmart, “Walmart To Purchase 4,500 Canoo Electric Delivery Vehicles To Be Used for Last Mile Deliveries in Support of Its Growing eCommerce Business,” Press Release, July 12, 2022.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>873</SU>
                             
                            <E T="03">https://www.axios.com/2023/10/17/amazon-rivian-electrification-10000-climate</E>
                            .
                        </P>
                    </FTNT>
                    <P>These commitments provide further confirmation that automakers plan to deploy electric vehicles at the levels indicated in the reference baseline. They also provide further evidence that NHTSA's modeled reference baseline is a reasonable—yet, as discussed further below, likely conservative—representation of manufacturers' future product offerings. Nevertheless, NHTSA developed an alternative baseline that does not include ACC I or manufacturer deployment of electric vehicles that would be consistent with ACC II—and as discussed below, NHTSA determined that its final standards are reasonable as compared against this alternative baseline.</P>
                    <P>In response to Toyota's alternative approach to considering state ZEV programs in the analysis, not only does NHTSA not believe this approach would allow the agency to set maximum feasible standards, but NHTSA believes that the agency functionally already does what Toyota is describing. In addition, by converting vehicles to BEVs to comply with the ZEV program first, and then applying technology to the rest of the remaining fleet, NHTSA is setting a standard based only on the capability of the rest of the fleet to apply non-BEV technology.</P>
                    <P>
                        Finally, in regards to including BEVs in the light-duty reference baseline, while NHTSA agrees that OMB Circular A-4 cannot trump a clear statutory requirement, NHTSA disagrees the agency's reference baseline does or attempts to do so. Nowhere does EPCA/EISA say that NHTSA should not consider the best available evidence in establishing the regulatory reference baseline for its CAFE rulemakings. As explained in Circular A-4, “the benefits and costs of a regulation are generally measured against a no-action baseline: an analytically reasonable forecast of the way the world would look absent the regulatory action being assessed, including any expected changes to current conditions over time.” 
                        <SU>874</SU>
                        <FTREF/>
                         NHTSA makes clear that its interpretation of 49 U.S.C. 32902(h) restricts the agency's analytical options when analyzing what standards are maximum feasible, while being consistent with A-4's guidance about how best to construct the reference baseline. Thus, absent a clear indication to blind itself to important facts, NHTSA continues to believe that the best way to implement its duty to establish maximum feasible CAFE standards is to establish as realistic a reference baseline as possible, including, among other factors, the most likely composition of the fleet. This concept is discussed in more detail in Section VI.A.
                    </P>
                    <FTNT>
                        <P>
                            <SU>874</SU>
                             OMB Circular A-4, “Regulatory Analysis” Nov. 9, 2003, at 11. Note that Circular A-4 was recently updated; the initial version was in effect at the time of the proposal.
                        </P>
                    </FTNT>
                    <P>
                        In addition to their comments opposing the inclusion of ACC I and ACC II in the light duty reference baseline, Valero also commented opposing NHTSA's inclusion of the ACT program in the HDPUV reference baseline, for several reasons.
                        <SU>875</SU>
                        <FTREF/>
                         Regarding Valero's statutory arguments, we direct Valero to EPA's grant of the waiver of preemption for California's ACT program.
                        <SU>876</SU>
                        <FTREF/>
                         EPA made requisite findings under the Clean Air Act that the waiver should be granted and also grappled with several issues that commenters raised about the program. NHTSA defers to EPA's judgment there. Valero also took issue with the fact that all states that have adopted California's ACT program standards have adopted them on a different timeline than California, for example Massachusetts' program beings with model year 2025 and Vermont's program begins in model year 2026. NHTSA defers to EPA on what is an appropriate interpretation of 42 U.S.C. 7507 but believes the agency has appropriately modeled a most likely future scenario as a reference baseline for future years.
                    </P>
                    <FTNT>
                        <P>
                            <SU>875</SU>
                             Valero, Docket No. NHTSA-2023-0022-58547, Attachmend D, at 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>876</SU>
                             88 FR 20688 (April 6, 2023).
                        </P>
                    </FTNT>
                    <P>
                        Separately, NHTSA can include a legal obligation in the reference baseline that “has not yet begun implementation or demonstrated feasibility,” contrary to Valero's assertions. First, regarding the program having “not yet begun implementation”: a reference baseline is an “analytically reasonable 
                        <E T="03">forecast</E>
                         of the way the world would look absent the regulatory action being assessed” (emphasis added),
                        <SU>877</SU>
                        <FTREF/>
                         and the nature of 
                        <PRTPAGE P="52707"/>
                        the Clean Air Act waiver process is that EPA grants waivers for programs that will affect 
                        <E T="03">future</E>
                         model years.
                    </P>
                    <FTNT>
                        <P>
                            <SU>877</SU>
                             OMB Circular A-4, at 11. Some commenters in support of their arguments that NHTSA cannot consider state ZEV programs in the baseline have 
                            <PRTPAGE/>
                            stated that OMB guidance cannot trump a statute. NHTSA disagrees that the agency is trying to “trump” 49 U.S.C. 32902(h) by observing guidance in OMB Circular A-4; but, regardless in the case of the HDPUV program where there is no similar command to 49 U.S.C. 32902(h), NHTSA considers OMB guidance on the analytical baseline to be instructive.
                        </P>
                    </FTNT>
                    <P>
                        Regarding the argument that the ACT program has not demonstrated feasibility, Chapter 2.5.1 of the TSD shows the ZEV sales percentage requirements for Class 2b and 3 trucks (the vehicles covered by the HDPUV standards included in this final rule) and in the near-term, model years 2024-2026, the requirements increase by just 3% per year, and then only by 5% per year in the model years after that. The HDPUV segment is also a fraction of the size of the light-duty segment, as discussed elsewhere in this preamble, but stakeholders have already identified portions of the HDPUV segment that are candidates for electrification. For example, a North American Council for Freight Efficiency (NACFE) study of electrification for vans and step vans found that “fleets are aggressively expanding their purchases of electric vans and step vans after successful pilot programs.” 
                        <SU>878</SU>
                        <FTREF/>
                         Delivery vans are especially suited for electrification because range is typically not a major factor in urban delivery/e-commerce solutions, which in particular are spurring a rapid growth in the van and step van market segment.
                        <SU>879</SU>
                        <FTREF/>
                         In other words, the market seems to be heading in a direction to meet state HDPUV ZEV programs not solely because of the requirements, but also because the segment is ready for it. Valero's characterization of state ACT programs as “the transition of a large and complex transportation system” and a “massive undertaking,” is an inaccurate dramatization of the scale of the ACT program in relation to NHTSA's current analysis.
                    </P>
                    <FTNT>
                        <P>
                            <SU>878</SU>
                             North American Council for Freight Efficiency, Run on Less—Electric, available at 
                            <E T="03">https://nacfe.org/research/run-on-less-electric/#vans-step-vans</E>
                            .
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>879</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <P>Like for the NPRM, NHTSA additionally ran the CAFE Model for the HDPUV analysis assuming the ACT program was not included in the reference baseline. In the RIA, Table 9-8 highlights the changes in technology penetration for the HDPUV No ZEV sensitivity. We see that by model year 2038, BEV penetration decreases by just 0.2% and mild hybrid penetration increases by 4.9% when compared to the reference baseline. Between 2022-2050 we also see net social benefits increase by $1.81b, gasoline consumption is reduced by 1 billion gallons, and regulatory costs per vehicle increase by $41. This happens for two reasons: BEVs are still a relatively cost-effective technology for compliance with increasing levels of standards, and all of the benefits captured by the ACT program in the reference baseline are now attributable to our HDPUV program in the alternative case. Removing the ACT program from the HDPUV reference baseline has little impact on the analysis and it alone does not lead us to change our preferred alternative.</P>
                    <P>
                        The No-Action Alternative also includes NHTSA estimates of ways that manufacturers could take advantage of recently-passed tax credits for battery-based vehicle technologies. NHTSA explicitly models portions of three provisions of the IRA when simulating the behavior of manufacturers and consumers. The first is the Advanced Manufacturing Production Tax Credit (AMPC). The AMPC also includes a credit for the production of applicable minerals. This provision of the IRA provides a $35 per kWh tax credit for manufacturers of battery cells and an additional $10 per kWh for manufacturers of battery modules (all applicable to manufacture in the United States).
                        <SU>880</SU>
                        <FTREF/>
                         These credits, with the exception of the critical minerals credit, phase out 2030 to 2032. The agency also jointly modeled the Clean vehicle credit and the Credit for qualified commercial clean vehicles (CVCs),
                        <SU>881</SU>
                        <FTREF/>
                         which provides up to $7,500 toward the purchase of clean vehicles covered by this regulation.
                        <E T="51">882 883</E>
                        <FTREF/>
                         The AMPC and CVCs provide tax credits for light-duty and HDPUV PHEVs, BEVs, and FCVs. Chapter 2.3 in the TSD discusses, in detail, how NHTSA has modeled these tax credits.
                    </P>
                    <FTNT>
                        <P>
                            <SU>880</SU>
                             26 U.S.C. 45X. If a manufacturer produces a battery module without battery cells, they are eligible to claim up to $45 per kWh for the battery module. The provision includes other provisions related to vehicles such as a credit equal to 10 percent of the manufacturing cost of electrode active materials, and another 10 percent for the manufacturing cost of critical minerals. We are not modeling these credits directly because of how we estimate battery costs and to avoid the potential to double count the tax credits if they are included into other analyses that feed into our inputs.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>881</SU>
                             26 U.S.C. 30D.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>882</SU>
                             There are vehicle price and consumer income limitations on the CVC as well, see Congressional Research Service. Tax Provisions in the Inflation Reduction Act of 2022 (H.R. 5376). Aug. 10, 2022.
                        </P>
                        <P>
                            <SU>883</SU>
                             26 U.S.C. 45W.
                        </P>
                    </FTNT>
                    <P>
                        Stakeholders commented that NHTSA both underestimated and overestimated the effect of tax credits on reference baseline EV adoption for both the light-duty and HDPUV analyses. For example, IPI commented that “[a]lthough NHTSA's baseline modeling includes many commendable elements . . . NHTSA appears to underestimate the baseline share of BEVs resulting from the IRA during the Proposed Rule's compliance period. This, in turn, likely produces an underestimate of baseline average fuel economy and a corresponding overestimate of compliance cost.” 
                        <SU>884</SU>
                        <FTREF/>
                         On the other hand, the Corn Growers Associations commented that NHTSA overestimated the CVC, and did not support its assumptions surrounding its credit estimates.
                        <SU>885</SU>
                        <FTREF/>
                         In regards to the HDPUV analysis, ACEEE commented that “[b]y excluding the Commercial Credit from its baseline analysis, NHTSA risks underestimating the additional positive impact that the IRA is projected to have on market penetration of BEVs in its no-action scenarios for passenger cars and HDPUVs.” 
                        <SU>886</SU>
                        <FTREF/>
                         Rivian similarly commented that they strongly supported NHTSA's stated intention to consult with EPA to implement the Commercial CVC in the final rule. NHTSA did not receive any comments recommending the agency not include tax credits in the final rule.
                    </P>
                    <FTNT>
                        <P>
                            <SU>884</SU>
                             The Institute for Policy Integrity at New York University School of Law, NHTSA-2023-0022-60485, at 21-22.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>885</SU>
                             Corn Growers Associations, Docket No. NHTSA-2023-0022-62242, at 13-15.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>886</SU>
                             ACEEE, Docket No. NHTSA-2023-0022-60684, at 9.
                        </P>
                    </FTNT>
                    <P>NHTSA believes that its approach to modeling available tax credits reasonably represents the ways that tax credits could be applied to vehicles in the reference baseline during the years covered by the standards. NHTSA disagrees that its assumptions were not well supported and notes that the agency included a significant and transparent discussion of the modeling assumptions the agency used in the NPRM and associated technical documents. However, for this final rule, NHTSA has refined important aspects of its tax credit modeling and presents additional supporting documentation about those assumptions in Section III.C.5, above, and in Chapter 2 of the Final TSD. In particular, for the final rule analysis in response to comments and in light of further guidance from the Department of Treasury, NHTSA modeled the § 45W tax credit jointly with § 30D. NHTSA believes that these additional updates ensure the agency's handling of tax credits does not over or underestimate their effect in the reference baseline.</P>
                    <P>
                        The No-Action Alternative for the passenger car, light truck, and HDPUV fleets also includes NHTSA's 
                        <PRTPAGE P="52708"/>
                        assumption, for purposes of compliance simulations, that manufacturers will add fuel economy- or fuel efficiency-improving technology voluntarily, if the value of future undiscounted fuel savings fully offsets the cost of the technology within 30 months. This assumption is often called the “30-month payback” assumption, and NHTSA has used it for many years and in many CAFE rulemakings.
                        <SU>887</SU>
                        <FTREF/>
                         It is used to represent consumer demand for fuel economy. It can be a source of apparent “over-compliance” in the No-Action Alternative, especially when technology is estimated to be extremely cost-effective, as occurs later in the analysis time frame when learning has significant effects on some technology costs.
                    </P>
                    <FTNT>
                        <P>
                            <SU>887</SU>
                             Even though NHTSA uses the 30-month payback assumption to assess how much technology manufacturers would add voluntarily in the absence of new standards, the benefit-cost analysis accounts for the full lifetime fuel savings that would accrue to vehicles affected by the standards.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA has determined that manufacturers do at times improve fuel economy even in the absence of new standards, for several reasons. First, overcompliance is not uncommon in the historical data, both in the absence of new standards, and with new standards—NHTSA's analysis in the 2022 TSD included CAFE compliance data showing that from 2004-2017, while not 
                        <E T="03">all</E>
                         manufacturers consistently over-complied, a number did. Of the manufacturers who did over-comply, some did so by 20 percent or more, in some fleets, over multiple model years.
                        <SU>888</SU>
                        <FTREF/>
                         Ordinary market forces can produce significant increases in fuel economy, either because of consumer demand or because of technological advances.
                    </P>
                    <FTNT>
                        <P>
                            <SU>888</SU>
                             
                            <E T="03">See</E>
                             2022 TSD, at 68.
                        </P>
                    </FTNT>
                    <P>
                        Second, manufacturers have consistently told NHTSA that they do make fuel economy improvements where the cost can be fully recovered in the first 2-3 years of ownership. The 2015 NAS report discussed this assumption explicitly, stating: “There is also empirical evidence supporting loss aversion as a possible cause of the energy paradox. Greene (2011) showed that if consumers accurately perceived the upfront cost of fuel economy improvements and the uncertainty of fuel economy estimates, the future price of fuel, and other factors affecting the present value of fuel savings, the loss-averse consumers among them would appear to act as if they had very high discount rates or required payback periods of about 3 years.” 
                        <SU>889</SU>
                        <FTREF/>
                         Furthermore, the 2020 NAS HD report states: ”The committee has heard from manufacturers and purchasers that they look for 1.5- to 2-year paybacks or, in other cases, for a payback period that is half the expected ownership period of the first owner of the vehicle.” 
                        <SU>890</SU>
                        <FTREF/>
                         Naturally, there are heterogenous preferences for vehicle attributes in the marketplace: at the same time that we are observing record sales of electrified vehicles, we are also seeing sustained demand for pickup trucks with higher payloads and towing capacity and hence lower fuel economy. This analysis, like all the CAFE analyses preceding it, uses an average value to represent these preferences for the CAFE fleet and the HDPUV fleet. The analysis balances the risks of estimating too low of a payback period, which would preclude most technologies from consideration regardless of potential cost reductions due to learning, against the risk of allowing too high of a payback period, which would allow an unrealistic cost increase from technology addition in the reference baseline fleet.
                    </P>
                    <FTNT>
                        <P>
                            <SU>889</SU>
                             NRC. 2015. Cost, Effectiveness, and Deployment of Fuel Economy Technologies for Light-Duty Vehicles. 
                            <E T="03">The National Academies Press:</E>
                             Washington, DC. Page 31. Available at: 
                            <E T="03">https://doi.org/10.17226/21744</E>
                            . (Accessed: Feb. 27, 2024) and available for review in hard copy at DOT headquarters). (hereinafter “2015 NAS report”).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>890</SU>
                             National Academies of Sciences, Engineering, and Medicine. 2020. Reducing Fuel Consumption and Greenhouse Gas Emissions of Medium- and Heavy-Duty Vehicles, Phase Two: Final Report. 
                            <E T="03">The National Academies Press:</E>
                             Washington, DC, at 296. Available at: 
                            <E T="03">https://doi.org/10.17226/25542</E>
                            . (Accessed: May 31, 2023).
                        </P>
                    </FTNT>
                    <P>Third, as in previous CAFE analyses, our fuel price projections assume sustained increases in real fuel prices over the course of the rule (and beyond). As readers are certainly aware, fuel prices have changed over time—sometimes quickly, sometimes slowly, generally upward. See further details of this in TSD Chapter 3.2.</P>
                    <P>In the 1990s, when fuel prices were historically low, manufacturers did not tend to improve their fuel economy, likely in part because there simply was very little consumer demand for improved fuel economy and CAFE standards remained flat due to appropriations riders from Congress preventing their increase. In subsequent decades, when fuel prices were higher, many of them have exceeded their standards in multiple fleets, and for multiple years. Our current fuel price projections look more like the last two decades, where prices have been more volatile, but also closer to $3/gallon on average. In recent years, when fuel prices have generally declined on average and CAFE standards have continued to increase, fewer manufacturers have exceeded their standards. However, our compliance data show that at least some manufacturers do improve their fuel economy if fuel prices are high enough, even if they are not able to respond perfectly to fluctuations precisely when they happen. This highlights the importance of fuel price assumptions both in the analysis and in the real world on the future of fuel economy improvements.</P>
                    <P>
                        Stakeholders commented that the 30-month/2.5-year payback assumption should be shorter (or nonexistent) or significantly longer and specifically mentioned the effects of that assumption and alternative assumptions on the reference baseline. Consumer Reports reiterated their opposition to NHTSA's inclusion of the 2.5-year payback assumption, citing previous comments they had submitted to past CAFE rules and discussing additional historical data and arguments.
                        <SU>891</SU>
                        <FTREF/>
                         The Joint NGOs also re-submitted comments to prior rules opposing the 30-month payback assumptions.
                        <SU>892</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>891</SU>
                             Consumer Reports, Docket No. NHTSA-2023-0022-61098, at 20-22.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>892</SU>
                             Joint NGOs, Docket No. NHTSA-2023-0022-61944, Attachment 3.
                        </P>
                    </FTNT>
                    <P>
                        On the other hand, CEA commented in opposition to the use of a 30-month payback period and stated that it should be significantly longer, and pointed to NHTSA's 60-month sensitivity case as an example of how that assumption was important enough to be included in the main analysis.
                        <SU>893</SU>
                        <FTREF/>
                         Valero also commented in opposition to the 30-month payback assumption specifically in the HDPUV analysis, calling it “unsupported” and identified a situation where “between model year 2029 and 2030, the CAFE Model projects that 168 models of Conventional, MHEV, or SHEV HDPUVs will be converted to BEVs in the No Action scenario—only 40 of those powertrain conversions have a modeled “Payback” of less than 30 months, and none have a “Payback TCO” of less than 30 months.” 
                        <SU>894</SU>
                        <FTREF/>
                         CEA similarly commented in opposition to the use of a 30-month payback period in the HDPUV analysis.
                        <SU>895</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>893</SU>
                             CEA, Docket No. NHTSA-2023-0022-61918, at 18.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>894</SU>
                             Valero, Docket No. NHTSA-2023-0022-58547, Attachment A, at 10.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>895</SU>
                             CEA, Docket No. NHTSA-2023-0022-61918, at 18.
                        </P>
                    </FTNT>
                    <P>
                        In preparation for this final rule, NHTSA updated its review of research supporting the 30-month payback assumption and continued to use that 
                        <PRTPAGE P="52709"/>
                        value for this final rule. Additional details on this research survey are discussed in Section III.E, above, and in detail in FRIA Chapter 2.1.4. NHTSA also performed a range of sensitivity cases using different payback assumptions, and those cases are discussed in detail in FRIA Chapter 9. While NHTSA modeled those cases to determine the effect of different payback assumptions on the levels of standards, NHTSA still believes that 30 months is the most appropriate value to use for the central analysis. Regarding Valero's comment about cost-effective technology application in the HDPUV analysis, NHTSA believes that Valero is missing the effect of tax credits in the effective cost calculation. When the CAFE Model determines if a technology is cost effective, it assesses the total cost of applying that technology and subtracts any available tax credits, fuel savings, and reduction in fines (if applicable for the analysis). The columns in the output file that Valero references in their comments is what the CAFE Model computes internally for only fuel savings for each vehicle and does not include tax credits or fines (if applicable). Additional details on the effective cost calculation are included in Section III.C.6 above and in the FRM CAFE Model Documentation.
                    </P>
                    <P>
                        NHTSA also received several general comments that reiterated the need for the agency to accurately consider EVs in the reference baseline, unrelated to state ZEV programs, tax credits, or consumer willingness to pay for increased fuel economy. Rivian commented that “ignoring [EVs] in determining how automakers can and should improve fuel economy in their fleets is nonsensical.” 
                        <SU>896</SU>
                        <FTREF/>
                         As discussed above, the Joint NGOs commented that “consistent with EPCA's language, history, and legislative intent, NHTSA models an accurate, real-world `no action' baseline as a starting point for the rulemaking, a task that requires a rational accounting of the real-world BEVs and PHEVs projected to exist in the absence of the CAFE standards NHTSA is considering setting.” 
                        <SU>897</SU>
                        <FTREF/>
                         However, the Joint NGOs stated that “in an abundance of caution” in light of the ongoing litigation in 
                        <E T="03">NRDC</E>
                         v. 
                        <E T="03">NHTSA</E>
                        , No. 221080 (D.C. Cir.), NHTSA should “model and evaluate the effect of alternative ways in which it could account for the real-world existence of BEVs/PHEVs in regulatory no-action alternatives,” like changing its assumptions surrounding compliance with state ZEV programs.
                    </P>
                    <FTNT>
                        <P>
                            <SU>896</SU>
                             Rivian, Docket No. NHTSA-2023-0022-59765, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>897</SU>
                             Joint NGOs, Docket No. NHTSA-2023-0022-61944, Attachment 2, at 56-57.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA also received several requests for the agency to account for manufacturer EV announcements in the reference baseline, or general comments that because manufacturer EV announcements were not included in the reference baseline, NHTSA's reference baseline underrepresented future EV penetration rates. Consumer Reports commented that “[i]n order to finalize a rule that achieves its statutory requirements to set maximum feasible standards that continue to reduce fuel consumption from gasoline-powered vehicles, NHTSA must appropriately consider the market share of electric vehicles that will exist in the fleet in the absence of the CAFE rule. Failure to consider the significant and rapidly growing sales of electric vehicles will result in a rule that serves no useful purpose, because the stringency will be too low to affect automakers' decisions to deploy fuel saving technology.” 
                        <SU>898</SU>
                        <FTREF/>
                         However, Consumer Reports also stated that they found the percentage of EVs in NHTSA's modeled reference baseline to be “extremely conservative” based on projections of future EV market share: “even some of the most cautious estimates are significantly greater than NHTSA's constrained baseline, indicating that it is an extremely conservative approach” 
                        <SU>899</SU>
                        <FTREF/>
                         Similarly, the States and Cities commented that “[b]ecause NHTSA's modeling does not account for significant zero-emission vehicle sales outside of the States adopting ACCI/II and ACT, its No-Action scenario likely significantly underestimates the zero emission vehicles in the baseline fleet. Because this underestimation may result in less stringent standards than are truly the “maximum feasible” standards, 49 U.S.C. 32902(a), NHTSA should consider modeling zero-emission vehicle adoption in States not adopting ACCI/II and ACT.” 
                        <SU>900</SU>
                        <FTREF/>
                         Tesla likewise commented that “NHTSA's baseline suggests BEV technology market penetration rates that are low,” and that NHTSA “must ensure it utilize[s public commitments from manufacturers] in its analysis of the industry and recognize shifts towards BEV technology in the marketplace is occurring for reasons outside of the CAFE standards setting process.”
                    </P>
                    <FTNT>
                        <P>
                            <SU>898</SU>
                             Consumer Reports, Docket No. NHTSA-2023-0022-61098, at 13-15.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>899</SU>
                             Consumer Reports, Docket No. NHTSA-2023-0022-61098, at 15.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>900</SU>
                             States and Cities, Docket No. NHTSA-2023-0022-61904, Attachment 2, at 41.
                        </P>
                    </FTNT>
                    <P>NHTSA agrees that having an accurate reference baseline results in a more accurate analysis. However, in practice, it can be difficult to model manufacturer deployment plans without the structure that a regulatory program provides. NHTSA believes that the agency's modeling methodology, which incorporates state ZEV requirements that are legally binding and manufacturer commitments to deploy electric vehicles that would be consistent with the targets of California's ACC II program, regardless of whether it receives a waiver of Clean Air Act preemption, is the most reasonable approach available to the agency at present. Per the nature of NHTSA's standard-setting modeling, the agency recognizes that the reference baseline will necessarily reflect fewer EVs than will likely exist in the future fleet. However, the approach used to construct the reference baseline necessarily reflects the data constraints under which NHTSA was operating regarding manufacturer plans outside of voluntary alignment with ACC II. Regarding NRDC's comment, NHTSA did model several alternative ways that manufacturers could comply with the agency's standards, including as assessed against an alternative baseline that does not include state ZEV programs or voluntary deployment consistent with ACC II. The alternative baseline and range of sensitivity cases that NHTSA modeled, and results are discussed in more detail in Chapters 3 and 9 of the FRIA, and the No ZEV alternative baseline is discussed further below.</P>
                    <P>
                        Lastly, regarding the reference baseline, the Joint NGOs commented that the methodology of holding the reference baseline constant for years prior to the start of the analysis year unrealistically restricted automakers from adopting fuel economy improving technologies they might otherwise adopt in response to increasingly stringent standards.
                        <SU>901</SU>
                        <FTREF/>
                         The Joint NGOs stated that this modeling decision had a significant effect on the reference baseline, “particularly for the standard-setting runs where additional, economically efficient electric vehicle technologies cannot be deployed in the model year 2027-2032 period.” 
                        <SU>902</SU>
                        <FTREF/>
                         The Joint NGOs also stated that NHTSA did not explain this methodology or decision in any of the agency's rulemaking documents.
                    </P>
                    <FTNT>
                        <P>
                            <SU>901</SU>
                             Joint NGOs, Docket No. NHTSA-2023-0022-61944, Attachment 2, at 8.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>902</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <P>
                        By way of additional background on this modeling approach: any fleet improvements obtained when evaluating the No-Action Alternative during model years 2022-2026 for the 
                        <PRTPAGE P="52710"/>
                        passenger car and light truck fleets, and during model years 2022-2029 for the HDPUV fleet will be carried over into the Action Alternatives for the same range of model years. Additionally, during those “reference baseline” set of years, any further fleet upgrades will not be performed under the Action Alternatives. For the Action Alternatives, technology evaluation and fleet improvements will then begin starting with the first standard-setting year, which is model year 2027 for passenger cars and light trucks, and model year 2030 for HDPUV. Doing so prevents the reference baseline years from being affected by standards defined under the Action Alternatives and ensures that the reference baseline years remain constant irrespective of the alternative being evaluated.
                    </P>
                    <P>NHTSA believes that this approach captures the impact of new regulations more accurately, as compared to the previously established standards defined under the No-Action Alternative. More specifically, this better allows the agency to capture the costs and benefits of the range of standards being considered. If NHTSA allowed manufacturers to apply technology in advance of increasing standards in later model years, the costs and benefits of those improvements would be attributable to the reference baseline and not NHTSA's action. Moreover, this approach provides an additional level of certainty that the model is not selecting BEV technology in the reference baseline before the operative standards begin to take effect. Put another way, this requirement was intended to ensure that the model does not simulate manufacturers creating new BEVs prior to the standard-setting years in anticipation of the need to comply with the CAFE standards during those standard-setting years. It is exactly the situation that the Joint NGOs describe—that the model might apply BEV technology in the reference baseline but in response to the standards—that NHTSA seeks to avoid in order to fully comply with 49 U.S.C. 32902(h). In sum, not only does this approach allow NHTSA to better capture the costs and benefits of different levels of standards under consideration, but it ensures the modeling comports with all relevant statutory constraints.</P>
                    <HD SOURCE="HD3">2. Alternative Baseline/No-Action Alternative</HD>
                    <P>In addition to the reference baseline for the passenger car and light truck fleet analysis, NHTSA considered an alternative baseline analysis. This alternative baseline analysis for the passenger car and light truck fleets was performed to provide a greater level of insight into the possibilities of a changing baseline landscape. The alternative baseline analysis is not meant to be a replacement for the reference analysis, but a secondary review of the NHTSA analysis with all of the assumptions from the reference baseline held (see Section IV.B.1 above), except for the assumption of compliance with CARB ZEV programs, and the voluntary deployment of electric vehicles consistent with ACC II. The alternative baseline does not assume manufacturers will comply with any of the California light duty ZEV programs or voluntarily deploy electric vehicles consistent with ACC II during any of the model years simulated in the analysis. Results for this alternative baseline are shown in Chapter 8.2.7 of the FRIA and discussed in more detail in Section VI.</P>
                    <HD SOURCE="HD3">3. Action Alternatives for Model Years 2027-2032 Passenger Cars and Light Trucks</HD>
                    <P>In addition to the No-Action Alternatives, NHTSA has considered five “action” alternatives for passenger cars and light trucks, each of which is more stringent than the No-Action Alternative during the rulemaking time frame. These action alternatives are specified below and demonstrate different possible approaches to balancing the statutory factors applicable for passenger cars and light trucks. Section VI discusses in more detail how the different alternatives reflect different possible balancing approaches.</P>
                    <HD SOURCE="HD3">a. Alternative PC1LT3</HD>
                    <P>
                        Alternative PC1LT3 would increase CAFE stringency by 1 percent per year, year over year, for model years 2027-2032 passenger cars, and by 3 percent per year, year over year, for model years 2027-2032 light trucks.
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>903</SU>
                             The PC, LT, and HDPUV target curve function coefficients are defined in Equation IV-1, Equation IV-2, and Equation IV-3, respectively. See Final TSD Chapter 1.2.1 for a complete discussion about the footprint and work factor curve functions and how they are calculated.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="113">
                        <GID>ER24JN24.081</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="113">
                        <PRTPAGE P="52711"/>
                        <GID>ER24JN24.082</GID>
                    </GPH>
                    <P>
                        These equations are represented graphically below:
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>904</SU>
                             The PC, LT, and HDPUV target curve function coefficients are defined in Equation IV-1, Equation IV-2, and Equation IV-3, respectively. See Final TSD Chapter 1.2.1 for a complete discussion about the footprint and work factor curve functions and how they are calculated.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="316">
                        <GID>ER24JN24.083</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="318">
                        <PRTPAGE P="52712"/>
                        <GID>ER24JN24.084</GID>
                    </GPH>
                    <P>Under this alternative, the MDPCS is as follows:</P>
                    <GPH SPAN="3" DEEP="97">
                        <GID>ER24JN24.085</GID>
                    </GPH>
                    <HD SOURCE="HD3">b. Alternative PC2LT002—Final Standards</HD>
                    <P>Alternative PC2LT002 would increase CAFE stringency by 2 percent per year, year over year for model years 2027-2032 for passenger cars, and by 0 percent per year, year over year for model years 2027-2028 light trucks and then 2 percent per year, year over year for model years 2029-2032 for light trucks.</P>
                    <GPH SPAN="3" DEEP="112">
                        <GID>ER24JN24.086</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="112">
                        <PRTPAGE P="52713"/>
                        <GID>ER24JN24.087</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="111">
                        <GID>ER24JN24.088</GID>
                    </GPH>
                    <P>These equations are represented graphically below:</P>
                    <GPH SPAN="3" DEEP="342">
                        <GID>ER24JN24.089</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="342">
                        <PRTPAGE P="52714"/>
                        <GID>ER24JN24.090</GID>
                    </GPH>
                    <FP>c. Alternative PC2LT4</FP>
                    <P>
                        Alternative PC2LT4 would increase CAFE stringency by 2 percent per year, year over year, for model years 2027-2032 for passenger cars, and by 4 percent per year, year over year, for model years 2027-2032 for light trucks.
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>905</SU>
                             The PC, LT, and HDPUV target curve function coefficients are defined in Equation IV-1, Equation IV-2, and Equation IV-3, respectively. See Final TSD Chapter 1.2.1 for a complete discussion about the footprint and work factor curve functions and how they are calculated.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="113">
                        <GID>ER24JN24.091</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="113">
                        <PRTPAGE P="52715"/>
                        <GID>ER24JN24.092</GID>
                    </GPH>
                    <P>
                        These equations are represented graphically below:
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>906</SU>
                             The PC, LT, and HDPUV target curve function coefficients are defined in Equation IV-1, Equation IV-2, and Equation IV-3, respectively. See Final TSD Chapter 1.2.1 for a complete discussion about the footprint and work factor curve functions and how they are calculated.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="318">
                        <GID>ER24JN24.093</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="318">
                        <PRTPAGE P="52716"/>
                        <GID>ER24JN24.094</GID>
                    </GPH>
                    <P>Under this alternative, the MDPCS is as follows:</P>
                    <GPH SPAN="3" DEEP="70">
                        <GID>ER24JN24.095</GID>
                    </GPH>
                    <HD SOURCE="HD3">d. Alternative PC3LT5</HD>
                    <P>Alternative PC3LT5 would increase CAFE stringency by 3 percent per year, year over year, for model years 2027-2032 for passenger cars, and by 5 percent per year, year over year, for model years 2027-2032 for light trucks.</P>
                    <GPH SPAN="3" DEEP="113">
                        <PRTPAGE P="52717"/>
                        <GID>ER24JN24.096</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="113">
                        <GID>ER24JN24.097</GID>
                    </GPH>
                    <P>
                        These
                        <FTREF/>
                         equations are represented graphically below:
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>907</SU>
                             The PC, LT, and HDPUV target curve function coefficients are defined in Equation IV-1, Equation IV-2, and Equation IV-3, respectively. See Final TSD Chapter 1.2.1 for a complete discussion about the footprint and work factor curve functions and how they are calculated.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>908</SU>
                             The PC, LT, and HDPUV target curve function coefficients are defined in Equation IV-1, Equation IV-2, and Equation IV-3, respectively. See Final TSD Chapter 1.2.1 for a complete discussion about the footprint and work factor curve functions and how they are calculated.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="318">
                        <GID>ER24JN24.098</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="318">
                        <PRTPAGE P="52718"/>
                        <GID>ER24JN24.099</GID>
                    </GPH>
                    <P>Under this alternative, the MDPCS is as follows:</P>
                    <GPH SPAN="3" DEEP="70">
                        <GID>ER24JN24.100</GID>
                    </GPH>
                    <HD SOURCE="HD3">e. Alternative PC6LT8</HD>
                    <P>Alternative PC6LT8 would increase CAFE stringency by 6 percent per year, year over year, for model years 2027-2032 for passenger cars, and by 8 percent per year, year over year, for model years 2027-2032 for light trucks.</P>
                    <GPH SPAN="3" DEEP="113">
                        <PRTPAGE P="52719"/>
                        <GID>ER24JN24.101</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="113">
                        <GID>ER24JN24.102</GID>
                    </GPH>
                    <P>
                        These equations are represented graphically below:
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>909</SU>
                             The PC, LT, and HDPUV target curve function coefficients are defined in Equation IV-1, Equation IV-2, and Equation IV-3, respectively. See Final TSD Chapter 1.2.1 for a complete discussion about the footprint and work factor curve functions and how they are calculated.
                        </P>
                        <P>
                            <SU>910</SU>
                             The PC, LT, and HDPUV target curve function coefficients are defined in Equation IV-1, Equation IV-2, and Equation IV-3, respectively. See Final TSD Chapter 1.2.1 for a complete discussion about the footprint and work factor curve functions and how they are calculated.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="318">
                        <GID>ER24JN24.103</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="318">
                        <PRTPAGE P="52720"/>
                        <GID>ER24JN24.104</GID>
                    </GPH>
                    <P>Under this alternative, the MDPCS is as follows:  </P>
                    <GPH SPAN="3" DEEP="70">
                          
                        <GID>ER24JN24.105</GID>
                    </GPH>
                      
                    <HD SOURCE="HD3">f. Other Alternatives Suggested by Commenters for Passenger Car and LT CAFE Standards</HD>
                    <P>Commenters also suggested a variety of other regulatory alternatives for NHTSA to analyze for the final rule.</P>
                    <P>
                        Rivian commented that NHTSA should increase stringency for light trucks relative to passenger cars by an even greater degree than the proposal, such as “stringency combinations in which standards would increase by 2 percent annually for passenger cars but 5 to 8 percent annually for light trucks.” 
                        <SU>911</SU>
                        <FTREF/>
                         Rivian argued that this was appropriate given “that more stringent light truck targets perform well from a cost-benefit perspective.” 
                        <SU>912</SU>
                        <FTREF/>
                         Rivian also suggested that NHTSA evaluate an alternative in which only light truck standards were increased.
                        <SU>913</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>911</SU>
                             Rivian, Docket No. NHTSA-2023-0022-28017, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>912</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>913</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <P>
                        IPI commented that NHTSA should (1) evaluate an alternative which expressly maximizes net benefits (suggesting PC2LT8, specifically), and (2) “assess a broader range of alternatives that decouple increases from light trucks from those for passenger cars and that impose non-linear increases, which could further maximize net benefits.” 
                        <SU>914</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>914</SU>
                             IPI, Docket No. NHTSA-2023-0022-60485, at 1, 6-9.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA appreciates Rivian's comment; however, we have an obligation to set maximum feasible CAFE standards separately for passenger cars and light trucks (see 49 U.S.C. 32902). We would not be in compliance with our statutory authority if we failed to increase passenger car standards despite concluding that Alternative PC2LT002 is feasible for the industry. Establishing maximum feasible standards involves balancing several factors, which means that some factors, like net benefits, may not reach their maximum level. As previously mentioned, NHTSA is statutorily required to set independent standards for passenger cars and light trucks. As such, NHTSA's preferred alternative contains passenger car and light truck standards that are already “decoupled.” Also, the stringency for the light truck fleet is non-linear where it increases by 0 percent per year, year over year for MYs 2027-2028 light trucks and then 2 percent per year, year over year for model years 2029-2031.
                        <PRTPAGE P="52721"/>
                    </P>
                    <HD SOURCE="HD3">4. Action Alternatives for Model Years 2030-2035 Heavy-Duty Pickups and Vans</HD>
                    <P>
                        In addition to the No-Action Alternative, NHTSA has considered four action alternatives for HDPUVs. Each of the Action Alternatives, described below, would establish increases in stringency over the No-Action Alternative from model year 2030 through model year 2035.
                        <SU>915</SU>
                        <FTREF/>
                         In the NPRM, NHTSA also sought comment on a scenario in which the Action Alternatives would extend only through model year 2032. Ford supported NHTSA ending its HDPUV standards in model year 2032 as more harmonized with EPA's proposed standards, and as aligning “better . . . with the Inflation Reduction Act's ZEV credits, scheduled to end by 2032.” 
                        <SU>916</SU>
                        <FTREF/>
                         Ford suggested re-evaluating the standards for model years 2033-2035 at a later time.
                        <SU>917</SU>
                        <FTREF/>
                         Wisconsin DNR, in contrast, stated that “given the different statutory authorities under which EPA and NHTSA promulgate vehicle standards, it is appropriate for NHTSA to set standards for the model year ranges it has proposed, rather than extending these standards only through 2032 (which would align with the final model year of EPA's proposed multipollutant standards).” 
                        <SU>918</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>915</SU>
                             
                            <E T="03">See</E>
                             87 FR 29242-29243 (May 5, 2023). NHTSA recognizes that the EIS accompanying this final rule examines only regulatory alternatives for HDPUVs in which standards cover model years 2030-2035.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>916</SU>
                             Ford, Docket No. NHTSA-2023-0022-60837, at 11; 
                            <E T="03">see also</E>
                             Stellantis, NHTSA-2023-0022-61107, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>917</SU>
                             
                            <E T="03">Id.; see also</E>
                             Alliance, NHTSA-2023-0022-60652, Appendix F, at 62.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>918</SU>
                             Wisconsin DNR, Docket No. NHTSA-2023-0022-21431, at 2.
                        </P>
                    </FTNT>
                    <P>
                        We believe that setting HDPUV standards through model year 2035 is appropriate based on our review of the baseline fleet and its capability, in addition to the range of technologies that are available for adoption in the rulemaking timeframe. In addition to the advanced credit multiplier that is available for manufacturers until model year 2027, the current standards do not require significant improvements from model year 2027 through model year 2029. Accordingly, our analysis for model years 2030-2035 shows the potential for high technology uptake; this can be seen in detail in RIA Chapter 8. We proposed 10 percent year over year increases and now we are finalizing 8 percent year over year increases. This means that over the six-year period where these standards are in effect, the stringency of our standards almost matches the stringency of the EPA standards in model year 2032. Our regulatory model years are different due to our statutory requirements, however, as our statutory lead time requirements prevented us from harmonizing with EPA directly on the model year 2027-2029 standards.
                        <SU>919</SU>
                        <FTREF/>
                         For a more detailed discussion on the lead time for HDPUVs, see Section VI.A.1.b. Section VI also discusses in more detail how the different alternatives reflect different possible balancing approaches for setting HDPUV standards. HDPUV action alternatives are specified below.
                    </P>
                    <FTNT>
                        <P>
                            <SU>919</SU>
                             49 U.S.C 32902(k)(3).
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">a. Alternative HDPUV4</HD>
                    <P>
                        Alternative HDPUV4 would increase HDPUV standard stringency by 4 percent per year for model years 2030-2035 for HDPUVs. NHTSA included this alternative in order to evaluate a possible balancing of statutory factors in which cost-effectiveness outweighed all other factors. The four-wheel drive coefficient is maintained at 500 (coefficient `a') and the weighting multiplier coefficient is maintained at 0.75 (coefficient `b').
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>920</SU>
                             The PC, LT, and HDPUV target curve function coefficients are defined in Equation IV-1, Equation IV-2, and Equation IV-3, respectively. See Final TSD Chapter 1.2.1 for a complete discussion about the footprint and work factor curve functions and how they are calculated.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="71">
                        <GID>ER24JN24.106</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="71">
                        <GID>ER24JN24.107</GID>
                    </GPH>
                    <P>
                        These equations are represented graphically below:
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>921</SU>
                             The PC, LT, and HDPUV target curve function coefficients are defined in Equation IV-1, Equation IV-2, and Equation IV-3, respectively. See Final TSD Chapter 1.2.1 for a complete discussion about the footprint and work factor curve functions and how they are calculated.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="267">
                        <PRTPAGE P="52722"/>
                        <GID>ER24JN24.108</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="251">
                        <GID>ER24JN24.109</GID>
                    </GPH>
                    <HD SOURCE="HD3">b. Alternative HDPUV108—Final Standards</HD>
                    <P>Alternative HDPUV108 would increase HDPUV standard stringency by 10 percent per year, year over year for model years 2030-2032, and by 8 percent per year, year over year for model years 2033-2035 for HDPUVs. The four-wheel drive coefficient is maintained at 500 (coefficient `a') and the weighting multiplier coefficient is maintained at 0.75 (coefficient `b').</P>
                    <GPH SPAN="3" DEEP="71">
                        <PRTPAGE P="52723"/>
                        <GID>ER24JN24.110</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="71">
                        <GID>ER24JN24.111</GID>
                    </GPH>
                    <P>
                        These equations are represented graphically below:
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>922</SU>
                             The PC, LT, and HDPUV target curve function coefficients are defined in Equation IV-1, Equation IV-2, and Equation IV-3, respectively. See Final TSD Chapter 1.2.1 for a complete discussion about the footprint and work factor curve functions and how they are calculated.
                        </P>
                        <P>
                            <SU>923</SU>
                             The PC, LT, and HDPUV target curve function coefficients are defined in Equation IV-1, Equation IV-2, and Equation IV-3, respectively. See Final TSD Chapter 1.2.1 for a complete discussion about the footprint and work factor curve functions and how they are calculated.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="355">
                        <GID>ER24JN24.112</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="291">
                        <PRTPAGE P="52724"/>
                        <GID>ER24JN24.113</GID>
                    </GPH>
                    <HD SOURCE="HD3">c. Alternative HDPUV10</HD>
                    <P>Alternative HDPUV10 would increase HDPUV standard stringency by 10 percent per year for model years 2030-2035 for HDPUVs. The four-wheel drive coefficient is maintained at 500 (coefficient `a') and the weighting multiplier coefficient is maintained at 0.75 (coefficient `b').</P>
                    <GPH SPAN="3" DEEP="71">
                        <GID>ER24JN24.114</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="71">
                        <GID>ER24JN24.115</GID>
                    </GPH>
                    <P>
                        These equations are represented graphically below:
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>924</SU>
                             The PC, LT, and HDPUV target curve function coefficients are defined in Equation IV-1, Equation IV-2, and Equation IV-3, respectively. See Final TSD Chapter 1.2.1 for a complete discussion about the footprint and work factor curve functions and how they are calculated.
                        </P>
                        <P>
                            <SU>925</SU>
                             The PC, LT, and HDPUV target curve function coefficients are defined in Equation IV-1, Equation IV-2, and Equation IV-3, respectively. See Final TSD Chapter 1.2.1 for a complete discussion about the footprint and work factor curve functions and how they are calculated.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="265">
                        <PRTPAGE P="52725"/>
                        <GID>ER24JN24.116</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="240">
                        <GID>ER24JN24.117</GID>
                    </GPH>
                    <HD SOURCE="HD3">d. Alternative HDPUV14</HD>
                    <P>Alternative HDPUV14 would increase HDPUV standard stringency by 14 percent per year for model years 2030-2035 for HDPUVs. The four-wheel drive coefficient is maintained at 500 (coefficient `a') and the weighting multiplier coefficient is maintained at 0.75 (coefficient `b').</P>
                    <GPH SPAN="3" DEEP="71">
                        <PRTPAGE P="52726"/>
                        <GID>ER24JN24.118</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="71">
                        <GID>ER24JN24.119</GID>
                    </GPH>
                    <P>
                        These equations are represented graphically below:
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>926</SU>
                             The PC, LT, and HDPUV target curve function coefficients are defined in Equation IV-1, Equation IV-2, and Equation IV-3, respectively. See Final TSD Chapter 1.2.1 for a complete discussion about the footprint and work factor curve functions and how they are calculated.
                        </P>
                        <P>
                            <SU>927</SU>
                             The PC, LT, and HDPUV target curve function coefficients are defined in Equation IV-1, Equation IV-2, and Equation IV-3, respectively. See Final TSD Chapter 1.2.1 for a complete discussion about the footprint and work factor curve functions and how they are calculated.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="276">
                        <GID>ER24JN24.120</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="250">
                        <PRTPAGE P="52727"/>
                        <GID>ER24JN24.121</GID>
                    </GPH>
                    <HD SOURCE="HD1">V. Effects of the Regulatory Alternatives</HD>
                    <HD SOURCE="HD2">A. Effects on Vehicle Manufacturers</HD>
                    <HD SOURCE="HD3">1. Passenger Cars and Light Trucks</HD>
                    <P>
                        Each regulatory alternative considered in this final rule, aside from the No-Action Alternative, would increase the stringency of both passenger car and light truck CAFE standards during model years 2027-2031 (with model year 2032 being an augural standard). To estimate the potential effects of each of these alternatives, NHTSA has, as with all recent rulemakings, assumed that standards would continue unchanged after the last model year to be covered by CAFE targets (in this case model year 2031 for the primary analysis and 2032 for the augural standards). NHTSA recognizes that it is possible that the size and composition of the fleet (
                        <E T="03">i.e.,</E>
                         in terms of distribution across the range of vehicle footprints) could change over time, affecting the average fuel economy requirements under both the passenger car and light truck standards, and for the overall fleet. If fleet changes ultimately differ from NHTSA's projections, average requirements would differ from NHTSA's projections.
                    </P>
                    <P>Following are the estimated required average fuel economy values for the passenger car, light truck, and total fleets for each action alternative that NHTSA considered alongside values for the No-Action Alternative. (As a reminder, all projected effects presented use the reference baseline unless otherwise stated.)</P>
                    <GPH SPAN="3" DEEP="259">
                        <PRTPAGE P="52728"/>
                        <GID>ER24JN24.122</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="135">
                        <GID>ER24JN24.123</GID>
                    </GPH>
                    <P>
                        Manufacturers do not always comply exactly with each CAFE standard in each model year. To date, some manufacturers have tended to exceed at least one requirement.
                        <SU>928</SU>
                        <FTREF/>
                         Many manufacturers in practice make use of EPCA's provisions allowing CAFE compliance credits to be applied when a fleet's CAFE level falls short of the corresponding requirement in a given model year.
                        <SU>929</SU>
                        <FTREF/>
                         Some manufacturers have paid civil penalties (
                        <E T="03">i.e.,</E>
                         fines) required under EPCA when a fleet falls short of a standard in a given model year and the manufacturer lacks compliance credits sufficient to address the compliance shortfall. As discussed in the accompanying FRIA and TSD, NHTSA simulates manufacturers' responses to each alternative given a wide range of input estimates (
                        <E T="03">e.g.,</E>
                         technology cost and efficacy, fuel prices), and, per EPCA requirements, setting aside the potential that any manufacturer would respond to CAFE standards in model years 2027-2031 by applying CAFE compliance credits or considering the fuel economy attributable to alternative fuel sources.
                        <SU>930</SU>
                        <FTREF/>
                         Many of these inputs are subject to uncertainty, and, in any event, as in all CAFE rulemakings, NHTSA's analysis simply illustrates one set of ways manufacturers could potentially respond to each regulatory alternative. The tables below show the estimated achieved fuel economy produced by the CAFE Model for each regulatory alternative.
                    </P>
                    <FTNT>
                        <P>
                            <SU>928</SU>
                             Overcompliance can be the result of multiple factors including projected “inheritance” of technologies (
                            <E T="03">e.g.,</E>
                             changes to engines shared across multiple vehicle model/configurations) applied in earlier model years, future technology cost reductions (
                            <E T="03">e.g.,</E>
                             decreased techology costs due to learning), and changes in fuel prices that affect technology cost effectiveness. As in all past rulemakings over the last decade, NHTSA assumes that beyond fuel economy improvements necessitated by CAFE standards, EPA-GHG standards, and ZEV programs, manufacturers may also improve fuel economy via technologies that would pay for themselves within the first 30 months of vehicle operation.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>929</SU>
                             For additional detail on the creation and use of compliance credits, see Chapters 1.1 and 2.2.2.3 of the accompanying TSD.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>930</SU>
                             In the case of battery-electric vehicles, this means BEVs will not be built in response to the standards. For plug-in hybrid vehicles, this means only the gasoline-powered operation (
                            <E T="03">i.e.,</E>
                             non-electric fuel economy, or charge sustaining mode operation only) is considered when selecting technology to meet the standards.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="259">
                        <PRTPAGE P="52729"/>
                        <GID>ER24JN24.124</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="135">
                        <GID>ER24JN24.125</GID>
                    </GPH>
                    <P>
                        While these increases in estimated fuel economy levels are partially attributable to changes in the composition of the fleet as simulated by the CAFE Model (
                        <E T="03">i.e.,</E>
                         the relative shares of passenger cars and light trucks), they result almost entirely from the projected application of fuel-saving technology. Manufacturers' actual responses will almost assuredly differ from NHTSA's simulations, and therefore the achieved compliance levels will differ from these tables.
                    </P>
                    <P>
                        The SHEV share of the light-duty fleet initially (
                        <E T="03">i.e.,</E>
                         in model year 2022) is relatively low, but increases to approximately 23 to 27 percent by the beginning of the final rule's regulatory period (MY2027). Across action alternatives, SHEV penetration rates increase as alternatives become more stringent, in both the passenger car and light truck fleets. SHEVs are estimated to make up a larger portion of light truck fleet than passenger car fleet across model years 2027-2031. While their market shares do not increase to the levels of SHEVs, PHEVs make up between 7 to 8 percent of the estimated light truck fleet across the alternatives by the end of the regulatory period. In the passenger car fleet, PHEV penetration stays under 2 percent for all alternatives and all model years. Variation in penetration rates across alternatives generally results from how many vehicles or models require additional technology to become compliant, 
                        <E T="03">e.g.</E>
                         one technology pathway is the most cost-effective pathway if a manufacturer is just shy of their fuel economy target, but becomes ineffective if there's a larger gap which may necessitate pursuing broader changes in powertrain across the manufacturers' fleet. For example, Honda is projected to redesign several of its models from MHEV to PHEV in 2027. This accounts for the slightly increased PHEV 
                    </P>
                    <PRTPAGE P="52730"/>
                    <FP>
                        penetration rate in PC2LT002.
                        <SU>931</SU>
                        <FTREF/>
                         For more detail on the technology application by regulatory fleet, see FRIA Chapter 8.2.2.1.
                    </FP>
                    <FTNT>
                        <P>
                            <SU>931</SU>
                             In this particular case, the higher stringencies of PC1LT3, PC2LT4, PC3LT5 and PC6LT8 lead to greater penetration of SHEV in Honda's fleet. At this greater level of tech penetration and tech investment in SHEV, the CAFE model projects that it becomes more cost effective for Honda to convert several of its CrV and TLX models to SHEV rather than convert additional models to PHEV, which is present only in the PC2LT002 altnernative during Honda's standard setting years, as making certain model lines within their fleet PHEVs are extremely constly. Specifically for Honda in PC2LT002, Honda is overcomplying with the CAFE standard, and the CAFE model applies PHEV tech in order to comply with GHG standards. At higher levels of stringency, SHEV tech is applied since it is a more cost-effective method of achieving fuel efficiency than PHEV.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="286">
                        <GID>ER24JN24.126</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="162">
                        <GID>ER24JN24.127</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="287">
                        <PRTPAGE P="52731"/>
                        <GID>ER24JN24.128</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="163">
                        <GID>ER24JN24.129</GID>
                    </GPH>
                    <P>
                        Due to the statutory constraints imposed on the analysis by EPCA that exclude consideration of AFVs, BEVs are not a compliance option through model year 2031. Similarly, PHEVs can be introduced by the CAFE Model, but only their charge-sustaining fuel economy value is considered during standard setting years (as opposed to their charge-depleting fuel economy value, which is used in all other years). As seen in Table V-9 and Table V-10, BEV penetration increases across model years in the No-Action Alternative. During the standard setting years, BEVs are only added to account for manufacturers' expected response to state ZEV programs and additional electric vehicles that manufacturers have committed to deploy consistent with ACC II, regardless of whether it becomes legally binding. In model years 
                        <E T="03">outside</E>
                         of the standard setting restrictions, BEVs may be added if they are cost-effective to produce for reasons other than the CAFE standards The action alternatives show nearly the same BEV penetration rates as the No-Action Alternative during the standard setting years, although in some cases there is a slight deviation despite no new BEV models entering the fleet, due to rounding in some model years where fewer vehicles are being sold in response to the standards and altering fleet shares.
                    </P>
                    <GPH SPAN="3" DEEP="287">
                        <PRTPAGE P="52732"/>
                        <GID>ER24JN24.130</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="163">
                        <GID>ER24JN24.131</GID>
                    </GPH>
                    <P>The FRIA provides a longer summary of NHTSA's estimates of manufacturers' potential application of fuel-saving technologies (including other types of technologies, such as advanced transmissions, aerodynamic improvements, and reduced vehicle mass) in response to each regulatory alternative. Appendices I and II of the accompanying FRIA provide more detailed and comprehensive results, and the underlying CAFE Model output files provide all the information used to construct these estimates, including the specific combination of technologies estimated to be applied to every vehicle model/configuration in each of model years 2022-2050.</P>
                    <P>
                        NHTSA's analysis shows manufacturers' regulatory costs for compliance with the CAFE standards, combined with existing EPA GHG standards, state ZEV programs, and voluntary deployment of electric vehicles consistent with ACC II 
                        <E T="51">932 933</E>
                        <FTREF/>
                         unsurprisingly increasing more under the more stringent alternatives as more fuel-saving technologies would be required. As summarized in Table V-11, NHTSA estimates manufacturers' 
                        <E T="03">cumulative</E>
                         regulatory costs across model years 2027-2031 could total $148b under the No-Action Alternative, and an additional $18b, $21.8b, $33b, $41.4b, and $55.5b under alternatives PC2LT002, PC1LT3, PC2LT4, PC3LT5, and PC6LT8, respectively, when accounting for fuel-saving technologies added under the simulation for each regulatory alternative (including AC improvements and other off-cycle technologies), and also accounting for CAFE civil penalties that NHTSA estimates some manufacturers could elect to pay rather than achieving full compliance with the CAFE targets in 
                        <PRTPAGE P="52733"/>
                        some model years in some fleets.
                        <SU>934</SU>
                        <FTREF/>
                         The table below shows how these costs are estimated to vary among manufacturers, accounting for differences in the quantities of vehicles produced for sale in the U.S. Differences in technology application and compliance pathways play a significant role in determining variation across aggregate manufacturer costs, and technology costs for each model year are defined on an incremental basis, with costs equal to the relevant technology applied minus the costs of the initial technology state in a reference fleet.
                        <SU>935</SU>
                        <FTREF/>
                         Appendices I and II of the accompanying FRIA present results separately for each manufacturer's passenger car and light truck fleets in each model year under each regulatory alternative, and the underlying CAFE Model output files also show results specific to manufacturers' domestic and imported car fleets.
                    </P>
                    <FTNT>
                        <P>
                            <SU>932</SU>
                             EPA's Multi-Pollutant Emissions Standards for Model Years 2027 and Later Light-Duty and Medium-Duty Vehicles were not modeled for this final rule.
                        </P>
                        <P>
                            <SU>933</SU>
                             NHTSA does not model state GHG programs outside of the ZEV programs. See Chapter 2.2.2.6 of the accompanying TSD for details about how NHTSA models anticipated manufacturer compliance with California's ZEV program.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>934</SU>
                             Refer to Chapter 8.2.2 of the FRIA for more details on civil penalty payments by regulatory alternative.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>935</SU>
                             For more detail regarding the calculation of technology costs, see the CAFE Model Documentation.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="374">
                        <GID>ER24JN24.132</GID>
                    </GPH>
                    <P>As discussed in the TSD, these estimates reflect technology cost inputs that, in turn, reflect a “markup” factor that includes manufacturers' profits. In other words, if costs to manufacturers are reflected in vehicle price increases, NHTSA estimates that the average costs to new vehicle purchasers could increase through model year 2031 as summarized in Table V-12 and Table V-13. Table V-14 shows how these costs could vary among manufacturers, suggesting that price differences between manufacturers could increase as the stringency of standards increases. See Chapter 8.2.2 of the FRIA for more details of the effects on vehicle manufacturers, including compliance and regulatory costs.</P>
                    <GPH SPAN="3" DEEP="259">
                        <PRTPAGE P="52734"/>
                        <GID>ER24JN24.133</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="135">
                        <GID>ER24JN24.134</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="385">
                        <PRTPAGE P="52735"/>
                        <GID>ER24JN24.135</GID>
                    </GPH>
                    <P>Fuel savings and regulatory costs act as competing forces on new vehicle sales. All else being equal, as fuel savings increase, the CAFE Model projects higher new vehicle sales, but as regulatory costs increase, the CAFE Model projects lower new vehicle sales. Both fuel savings and regulatory costs increase with stringency. NHTSA observed that on net that regulatory costs were increasing faster than the first 30 months of fuel savings in the CAFE Model projections and as such, sales decreased in higher stringency alternatives. The magnitude of these fuel savings and vehicle price increases depends on manufacturer compliance decisions, especially technology application. In the event that manufacturers select technologies with lower prices and/or higher fuel economy improvements, vehicle sales effects could differ. TSD Chapter 4.2.1.2 discusses NHTSA's approach to estimating new vehicle sales, including NHTSA's estimate that new vehicle sales could recover from 2020's aberrantly low levels. Figure V-1 shows the estimated annual light-duty industry sales by regulatory alternative. For all scenarios, sales stay constant relative to the No-Action scenario through model year 2026, after which the model begins applying technology in response to the action alternatives. Excluding the most stringent case, light-duty vehicle sales differ from the No-Action Alternative by approximately 1 percent or less through model year 2050, and PC6LT8 sales differ from the No-Action Alternative by less than 2.5 percent through model year 2050.</P>
                    <GPH SPAN="3" DEEP="280">
                        <PRTPAGE P="52736"/>
                        <GID>ER24JN24.136</GID>
                    </GPH>
                    <P>These slight reductions in new vehicle sales tend to reduce projected automobile industry labor projections by small margins. NHTSA estimates that the cost increases could reflect an underlying increase in employment to produce additional fuel-saving technology, such that automobile industry labor could remain relatively similar under each of the five regulatory alternatives.</P>
                    <GPH SPAN="3" DEEP="308">
                        <GID>ER24JN24.137</GID>
                    </GPH>
                    <PRTPAGE P="52737"/>
                    <P>The accompanying TSD Chapter 6.2.5 discusses NHTSA's approach to estimating automobile industry employment, and the accompanying FRIA Chapter 8.2 (and its Appendices I and II) and CAFE Model output files provide more detailed results of NHTSA's light-duty analysis.</P>
                    <P>
                        We also include in the analysis a No ZEV alternative baseline, wherein some sales volumes 
                        <E T="03">do not</E>
                         in MYs 2023 and beyond turn into ZEVs in accordance with OEM commitments to deploy additional electric vehicles consistent with ACC II, regardless of whether it becomes legally binding. The No ZEV alternative baseline still includes BEVs and PHEVs, but they are those that were already observed in the MY 2022 analysis fleet, as well as any made by the model outside of standard setting years for LD BEVs (or in all years, in the case of PHEVs and HDPUV BEVs). Across the entire light-duty fleet, the technology penetration rates differ mainly from 2027 onwards. In the reference baseline, BEVs make up approximately 28 percent of the total light-duty fleet by model year 2031; they make up only 19 percent of the total light-duty fleet by 2031 in the No ZEV alternative baseline.
                    </P>
                    <P>
                        PHEVs have virtually the same tech penetration in the reference baseline as in the no ZEV alternative baseline, as the CAFE Model does not 
                        <E T="03">build</E>
                         PHEVs for ZEV program compliance (only counts PHEVs built for other reasons towards ZEV program compliance) or deploy them based on OEM commitments to deploy electric vehicles consistent with ACC II. PHEVs increase only from 2 percent in the reference case to 3 percent in the No ZEV alternative baseline by model year 2031. Strong hybrids have a slightly higher tech penetration rate under the reference baseline than in the No ZEV case in model years between 2027 and 2031 at 27 percent compared to 23 percent in the reference baseline in model year 2031.
                    </P>
                    <HD SOURCE="HD2">2. Heavy-Duty Pickups and Vans</HD>
                    <P>Each of the regulatory alternatives considered represents an increase in HDPUV fuel efficiency standards for model years 2030-2035 relative to the existing standards set in 2016, with increases in efficiency each year through model year 2035. Unlike the light-duty CAFE program, NHTSA may consider AFVs when setting maximum feasible average standards for HDPUVs. Additionally, for purposes of calculating average fuel efficiency for HDPUVs, NHTSA considers EVs, fuel cell vehicles, and the proportion of electric operation of EVs and PHEVs that is derived from electricity that is generated from sources that are not onboard the vehicle to have a fuel efficiency value of 0 gallons/mile.</P>
                    <P>
                        NHTSA recognizes that it is possible that the size and composition of the fleet (
                        <E T="03">i.e.,</E>
                         in terms of vehicle attributes that impact calculation of standards for averaging sets) could change over time, which would affect the currently-estimated average fuel efficiency requirements. If fleet changes ultimately differ from NHTSA's projections, average requirements could, therefore, also differ from NHTSA's projections. The table below includes the estimated required average fuel efficiency values for the HDPUV fleet in each of the regulatory alternatives considered in this final rule.
                    </P>
                    <GPH SPAN="3" DEEP="123">
                        <GID>ER24JN24.138</GID>
                    </GPH>
                    <P>
                        As with the light-duty program, manufacturers do not always comply exactly with each fuel efficiency standard in each model year. Manufacturers may bank credits from overcompliance in one year that may be used to cover shortfalls in up to five future model years. Manufacturers may also carry forward credit deficits for up to three model years. If a manufacturer is still unable to address the shortfall, NHTSA may assess civil penalties. As discussed in the accompanying FRIA and TSD, NHTSA simulates manufacturers' responses to each alternative given a wide range of input estimates (
                        <E T="03">e.g.,</E>
                         technology cost and effectiveness, fuel prices, electrification technologies). For this final rule, NHTSA estimates that manufacturers' responses to standards defined in each alternative could lead average fuel efficiency levels to improve through model year 2035, as shown in the following tables.
                    </P>
                    <GPH SPAN="3" DEEP="123">
                        <PRTPAGE P="52738"/>
                        <GID>ER24JN24.139</GID>
                    </GPH>
                    <P>
                        Table V-16 displays the projected achieved FE levels for the HDPUV fleet through model year 2035. Estimates of achieved levels are very similar between the No-Action Alternative and the least stringent action alternative, with even the most stringent action alternative differing by less than 0.8 gallons/100 miles from the No-Action Alternative. The narrow band of estimated average achieved levels in Table V-16 is primarily due to several factors. Relative to the LD fleet, the HDPUV fleet (i) represents a smaller number of vehicles, (ii) includes fewer manufacturers, and (iii) is composed of a smaller number of manufacturer product lines. Technology choices for an individual manufacturer or individual product line can therefore have a large effect on fleet-wide average fuel efficiency. Second, Table V-17 shows that in the No-Action Alternative a substantial portion of the fleet converts to an electrified powertrain (
                        <E T="03">e.g.,</E>
                         SHEV, PHEV, BEV) between model year 2022 and model year 2030. This reduces the availability of, and need for,
                        <SU>936</SU>
                        <FTREF/>
                         additional fuel efficiency improvement to meet more stringent standards.
                    </P>
                    <FTNT>
                        <P>
                            <SU>936</SU>
                             The need for further improvements in response to more stringent HDPUV standards is further reduced by the fact that NHTSA regulations currently grant BEVs (and the electric-only operation of PHEVs) an HDPUV compliance value of 0 gallons/100 miles.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="406">
                        <PRTPAGE P="52739"/>
                        <GID>ER24JN24.140</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="70">
                        <GID>ER24JN24.141</GID>
                    </GPH>
                    <P>
                        In
                        <FTREF/>
                         line with the technology application trends above, regulatory costs do not differ by large amounts between the No-Action Alternative and the action alternatives. The largest differences in regulatory costs occur in the HDPUV14 alternative and are also concentrated in a few manufacturers (
                        <E T="03">e.g.,</E>
                         Ford, GM), where the compliance modeling projects increases in PHEV and advanced engine technologies. For example, GM is projected to increase its turbo parallel engine technology penetration by 2038, which is modeled as a lower cost than the superseded advanced diesel engine technology in the reference baseline, contributing to the negative cost in the No-Action Alternative. See RIA Chapter 8.3.2 for more detail on the manufacturer regulatory cost by action alternative.
                    </P>
                    <FTNT>
                        <P>
                            <SU>937</SU>
                             Specifically, this includes technologies with the following codes in the CAFE Model: TURBO0, TURBOE, TURBOD, TURBO1, TURBO2, ADEACD, ADEACS, HCR, HRCE, HCRD, VCR, VTG, VTGE, TURBOAD, ADSL, DSLI.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="152">
                        <PRTPAGE P="52740"/>
                        <GID>ER24JN24.142</GID>
                    </GPH>
                    <P>
                        On a per-vehicle basis, costs by 2033 increase progressively with stringency. Average per-vehicle costs are estimated to decrease slightly for alternatives HDPUV108 and HPUV10 relative to the No-Action Alternative for model year 2030-2032. Cost reductions of technology applied in these years, combined with shifts altering the combination of technologies to comply with different stringencies, result in negative regulatory costs relative to the No-Action Alternative. Specifically, differences in the quantity and type of technology applications in the compliance pathways contribute to the cost variation across regulatory alternatives.
                        <SU>938</SU>
                        <FTREF/>
                         Overall, the two least stringent alternatives represent less than a 12 percent difference in average per-vehicle cost compared to the No-Action Alternative. FRIA Chapter 8.3.2.1 provides more information about the technology penetration changes and the subsequent costs.
                    </P>
                    <FTNT>
                        <P>
                            <SU>938</SU>
                             Manufacturers overcomplying with the least stringent standard can lead the CAFE model to applying additional cost-effective technology adjustments which may increase the average regulatory cost. As the stringency increases, the CAFE model follows the cost-effective compliance path which may be limited in terms of manufacturer refresh/redesign schedules. In the HDPUV4 scenario, Ford is modeled to transition more towards BEV rather than strong hybrids, which results in an increased average cost over the reference scenario. In the HDPUV108 and HDPUV10 scenarios, a redesign in 2030 is projected to lead to more lower level engine technology and fewer overall tech changes compared to HDPUV4, which contribute to the negative average cost for several years but a larger jump in costs in later years.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="126">
                        <GID>ER24JN24.143</GID>
                    </GPH>
                    <P>The sales and labor markets are estimated to have relatively little variation in impacts across the No-Action Alternative and action alternatives. The increase in sales in the No-Action Alternative carries over to each of the action alternatives as well. The vehicle-level cost increases noted above in Table V-19 produce very small declines in overall sales. With the exception of HDPUV14, the change in sales across alternatives stays within about a 0.21 percent change relative to the No-Action Alternative, and HDPUV14 stays within a 0.6 percent change relative to the No-Action Alternative.</P>
                    <GPH SPAN="3" DEEP="271">
                        <PRTPAGE P="52741"/>
                        <GID>ER24JN24.144</GID>
                    </GPH>
                    <P>These minimal sales declines and limited additional technology application produce small decreases in labor utilization, as the sales effect ultimately outweighs job gains due to development and application of advanced technology. In aggregate, the alternatives represent less than half of a percentage point deviation from the No-Action Alternative.</P>
                    <GPH SPAN="3" DEEP="292">
                        <GID>ER24JN24.145</GID>
                    </GPH>
                    <P>
                        The accompanying TSD Chapter 6.2.5 discusses NHTSA's approach to estimating automobile industry employment, and the accompanying FRIA Chapter 8.3.2.3 (and its Appendix III) and CAFE Model output files 
                        <PRTPAGE P="52742"/>
                        provide more detailed results of NHTSA's HDPUV analysis.
                    </P>
                    <HD SOURCE="HD2">B. Effects on Society</HD>
                    <P>NHTSA accounts for the effects of the standards on society using a benefit-cost framework. The categories considered include private costs borne by manufacturers and passed on to consumers, social costs, which include Government costs and externalities pertaining to emissions, congestion, noise, energy security, and safety, and all the benefits resulting from related categories in the form of savings, however they may occur across the presented alternatives. In this accounting framework, the CAFE Model records costs and benefits for vehicles in the fleet throughout the lifetime of a particular model year and also allows for the accounting of costs and benefits by calendar years. Examining program effects through this lens illustrates the temporal differences in major cost and benefit components and allows us to examine costs and benefits for only those vehicles that are directly regulated by the standards. In the HDPUV FE analysis, where the standard would continue until otherwise amended, we report only the costs and benefits across calendar years.</P>
                    <HD SOURCE="HD3">1. Passenger Cars and Light Trucks</HD>
                    <P>We split effects on society into private costs, social costs, private benefits, and external benefits. Table V-21 and Table V-22 describe the costs and benefits of increasing CAFE standards in each alternative, as well as the party to which they accrue. Manufacturers are directly regulated under the program and incur additional production costs when they apply technology to their vehicle offerings in order to improve their fuel economy. We assume that those costs are fully passed through to new car and truck buyers in the form of higher prices. We also assume that any civil penalties paid by manufacturers for failing to comply with their CAFE standards are passed through to new car and truck buyers and are included in the sales price. However, those civil penalties are paid to the U.S. Treasury, where they currently fund the general business of government. As such, they are a transfer from new vehicle buyers to all U.S. citizens, who then benefit from the additional Federal revenue. While they are calculated in the analysis, and do influence consumer decisions in the marketplace, they do not directly contribute to the calculation of net benefits (and are omitted from the tables below).</P>
                    <P>While incremental maintenance and repair costs and benefits would accrue to buyers of new cars and trucks affected by more stringent CAFE standards, we do not carry these impacts in the analysis. They are difficult to estimate but represent real costs (and potential benefits in the case of AFVs that require less frequent maintenance events). They may be included in future analyses as data become available to evaluate lifetime maintenance impacts. This analysis assumes that drivers of new vehicles internalize 90 percent of the risk associated with increased exposure to crashes when they engage in additional travel (as a consequence of the rebound effect).</P>
                    <P>Private benefits are dominated by the value of fuel savings, which accrue to new car and truck buyers at retail fuel prices (inclusive of Federal and state taxes). In addition to saving money on fuel purchases, new vehicle buyers also benefit from the increased mobility that results from a lower cost of driving their vehicle (higher fuel economy reduces the per-mile cost of travel) and fewer refueling events. The additional travel occurs as drivers take advantage of lower operating costs to increase mobility, and this generates benefits to those drivers—equivalent to the cost of operating their vehicles to travel those miles, the consumer surplus, and the offsetting benefit that represents 90 percent of the additional safety risk from travel.</P>
                    <P>
                        In addition to private benefits and costs—those borne by manufacturers, buyers, and owners of cars and light trucks—there are other benefits and costs from increasing CAFE standards that are borne more broadly throughout the economy or society, which NHTSA refers to as social costs.
                        <SU>939</SU>
                        <FTREF/>
                         The additional driving that occurs as new vehicle buyers take advantage of lower per-mile fuel costs is a benefit to those drivers, but the congestion (and road noise) created by the additional travel also imposes a small additional social cost to all road users. We also include transfers from one party to another other than those directly incurred by manufacturers or new vehicle buyers with social costs, the largest of which is the loss in fuel tax revenue that occurs as a result of falling fuel consumption.
                        <SU>940</SU>
                        <FTREF/>
                         Buyers of new cars and light trucks produced in model years subject to increasing CAFE standards save on fuel purchases that include Federal, state, and sometimes local taxes, so revenues from these taxes decline; because that revenue funds maintenance of roads and bridges as well as other government activities, the loss in fuel tax revenue represents a social cost, but is offset by the benefits gained by drivers who spend less at the pump.
                        <SU>941</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>939</SU>
                             Some of these external benefits and social costs result from changes in economic and environmental externalities from supplying or consuming fuel, while others do not involve changes in such externalities but are similar in that they are borne by parties other than those whose actions impose them.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>940</SU>
                             Changes in tax revenues are a transfer and not an economic externality as traditionally defined, but we group these with social costs instead of private costs since that loss in revenue affects society as a whole as opposed to impacting only consumers or manufacturers.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>941</SU>
                             It may subsequently be replaced by another source of revenue, but that is beyond the scope of this final rule to examine.
                        </P>
                    </FTNT>
                    <P>Among the purely external benefits created when CAFE standards are increased, the largest is the reduction in damages resulting from GHG emissions. Table V-20 shows the different social cost results that correspond to each GHG discount rate. The associated benefits related to reduced health damages from criteria pollutants and the benefit of improved energy security are both significantly smaller than the associated change in GHG damages across alternatives. As the tables also illustrate, the majority of costs are private costs that accrue to buyers of new cars and trucks, but the plurality of benefits stem from external welfare changes that affect society more generally. These external benefits are driven mainly by the benefits from reducing GHGs.</P>
                    <P>The tables show that the social and SC-GHG discount rates have a significant impact on the estimated benefits in terms of magnitudes. Net social benefits are positive for all alternatives at both the 3 percent and 7 percent social discount rates but have higher magnitudes under the lower SC-GHG discount rates. Net benefits are higher when assessed at a 3 percent social discount rate since the largest benefit—fuel savings—accrues over a prolonged period, while the largest cost—technology costs—accrue predominantly in earlier years. Totals in the following table may not sum perfectly due to rounding.</P>
                    <BILCOD>BILLING CODE 4910-59-P</BILCOD>
                    <GPH SPAN="3" DEEP="590">
                        <PRTPAGE P="52743"/>
                        <GID>ER24JN24.146</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="153">
                        <PRTPAGE P="52744"/>
                        <GID>ER24JN24.147</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="519">
                        <PRTPAGE P="52745"/>
                        <GID>ER24JN24.148</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="240">
                        <PRTPAGE P="52746"/>
                        <GID>ER24JN24.149</GID>
                    </GPH>
                    <P>Our analysis also includes a No ZEV alternative baseline for light-duty, and the CAFE Model outputs results for all scenarios relative to that baseline as well. Net benefits in the preferred alternative increase when viewing the analysis from the perspective of the No ZEV alternative baseline. Using the model year perspective, the SC-GHG DR of 2% and a social discount rate of 3%, net benefits in the preferred alternative of the No ZEV alternative baseline are 44.9 billion, compared to the preferred alternative's net benefits relative to the reference baseline (35.2 billion).</P>
                    <HD SOURCE="HD3">2. Heavy-Duty Pickups and Vans</HD>
                    <P>Our categorizations of benefits and costs in the HDPUV space mirrors the approach taken above for light-duty passenger trucks and vans. Table V-22 describes the costs and benefits of increasing standards in each alternative, as well as the party to which they accrue. Manufacturers are directly regulated under the program and incur additional production costs when they apply technology to their vehicle offerings in order to improve their fuel efficiency. We assume that those costs are fully passed through to new HDPUV buyers, in the form of higher prices.</P>
                    <P>One key difference between the light-duty and HDPUV analysis is how the agency approaches VMT. As explained in more detail in III.E.3 and TSD Chapter 4.3, the agency does not constrain non-rebound VMT. As a result, decreasing sales in the HDPUV fleet will lower the amount of total VMT, while the rebound effect will cause those vehicles that are improved and sold, to be driven more. On net, the CAFE Model shows that the amount of VMT forgone from lower sales slightly outweighs the amount of VMT gained through rebound driving, and as a result some of the externalities from driving, such as safety costs and congestion, appear as a cost reduction relative to the No-Action Alternative.</P>
                    <P>The choice of GHG discount rate also affects the resulting benefits and costs. As the tables show, net social benefits are positive for all alternatives, and are greatest when the SC-GHG discount rate of 1.5 percent is used. Totals in the following table may not sum perfectly due to rounding.</P>
                    <GPH SPAN="3" DEEP="628">
                        <PRTPAGE P="52747"/>
                        <GID>ER24JN24.150</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="592">
                        <PRTPAGE P="52748"/>
                        <GID>ER24JN24.151</GID>
                    </GPH>
                    <BILCOD>BILLING CODE 4910-59-C</BILCOD>
                    <HD SOURCE="HD2">C. Physical and Environmental Effects</HD>
                    <HD SOURCE="HD3">1. Passenger Cars and Light Trucks</HD>
                    <P>
                        NHTSA estimates various physical and environmental effects associated with the standards. These include quantities of fuel and electricity consumed, GHGs and criteria pollutants reduced, and health and safety impacts. Table V-23 shows the cumulative impacts grouped by decade, including the on-road fleet sizes, VMT, fuel consumption, and CO
                        <E T="52">2</E>
                         emissions, across alternatives. The size of the on-road fleet increases in later decades regardless of alternative, but the greatest on-road fleet size projection is seen in the reference baseline, with fleet sizes declining as the alternatives become increasingly more stringent. This is 
                        <PRTPAGE P="52749"/>
                        attributable to the reduction in sales caused by increased regulatory costs, which overtime decreases the existing vehicle stock, and therefore the size of the overall fleet.
                    </P>
                    <P>
                        VMT increases occur in the two later decades, with the highest miles occurring from 2041-2050. Fuel consumption (measured in gallons or gasoline gallon equivalents) declines across both decades and alternatives as the alternatives become more stringent, as do GHG emissions.
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>942</SU>
                             These rows report total vehicle units observed during the period. For example, 2,404 million units are modeled in the on-road fleet for calendar years 2022-2030. On average, this represents approximately 267 million vehicles in the on-road fleet for each calendar year in this calendar year cohort.
                        </P>
                        <P>
                            <SU>943</SU>
                             These row report total miles traeled during the period. For example, 27,853 billion miles traveled in calendar years 2022-2030. On average, this represents approximately 3.05 trillion annual miles traveled in this calendar year cohort.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="266">
                        <GID>ER24JN24.152</GID>
                    </GPH>
                    <P>
                        From a calendar year perspective, NHTSA's analysis estimates total annual consumption of fuel by the entire on-road fleet from calendar year 2022 through calendar year 2050. On this basis, gasoline and electricity consumption by the U.S. light-duty fleet evolves as shown in Figure IV-5 and Figure IV-6, each of which shows projections for the No-Action Alternative (No-Action Alternative, 
                        <E T="03">i.e.,</E>
                         the reference baseline), Alternative PC2LT002, Alternative PC1LT3, Alternative PC2LT4, Alternative PC3LT5, and Alternative PC6LT8. Gasoline consumption decreases over time, with the largest decreases occurring in more stringent alternatives. Electricity consumption increases over time, with the same pattern of Alternative PC6LT8 experiencing the highest magnitude of change.
                    </P>
                    <GPH SPAN="3" DEEP="290">
                        <PRTPAGE P="52750"/>
                        <GID>ER24JN24.153</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="319">
                        <GID>ER24JN24.154</GID>
                    </GPH>
                    <P>
                        NHTSA estimates the GHGs attributable to the light-duty on-road fleet, from both vehicles and upstream energy sector processes (
                        <E T="03">e.g.,</E>
                         petroleum refining, fuel transportation and distribution, electricity generation). Figure IV-7, Figure IV-8, and Figure IV-9 present NHTSA's estimate of how emissions from these three GHGs across 
                        <PRTPAGE P="52751"/>
                        all fuel types could evolve over the years. Note that these graphs include emissions from both downstream (powertrain and BTW) and upstream processes. All three GHG emissions follow similar trends of decline in the years between 2022-2050. Note that CO
                        <E T="52">2</E>
                         emissions are expressed in units of million metric tons (mmt) while emissions from other pollutants are expressed in metric tons.
                    </P>
                    <GPH SPAN="3" DEEP="304">
                        <GID>ER24JN24.155</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="304">
                        <PRTPAGE P="52752"/>
                        <GID>ER24JN24.156</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="306">
                        <GID>ER24JN24.157</GID>
                    </GPH>
                    <P>
                        The figures presented here are not the only estimates NHTSA calculates regarding projected GHG emissions in future years. The accompanying EIS uses an “unconstrained” analysis as opposed to the “standard setting” analysis presented in this final rule. For more information regarding projected GHG emissions, as well as model-based 
                        <PRTPAGE P="52753"/>
                        estimates of corresponding impacts on several measures of global climate change, see the EIS.
                    </P>
                    <P>
                        NHTSA also estimates criteria pollutant emissions resulting from downstream (powertrain and BTW) and upstream processes attributable to the light-duty on-road fleet. Since the NPRM, NHTSA has adopted the NREL 2022 grid mix forecast which projects significant reductions in criteria emission rates from upstream electricity production. This results in further emission reductions across alternatives as EVs in the reference baseline induce marginally less emissions relative to the NPRM. This decrease in criteria pollutant emissions in turn leads to a decrease in adverse health outcomes described in later sections. Under each regulatory alternative, NHTSA projects a dramatic decline in annual emissions of NO
                        <E T="52">X</E>
                        , and PM
                        <E T="52">2.5</E>
                         attributable to the light-duty on-road fleet between 2022 and 2050. As exemplified in Figure V-10, NOx emissions in any given year could be very nearly the same under each regulatory alternative.
                    </P>
                    <P>
                        On the other hand, as discussed in the FRIA Chapter 8.2 and Chapter 4 of the EIS accompanying this document, NHTSA projects that annual SO
                        <E T="52">2</E>
                         emissions attributable to the LD on-road fleet could increase by 2050, after significant fluctuation, in all of the alternatives, including the reference baseline, due to greater use of electricity for PHEVs and BEVs (See Figure IV-6). Differences between the action alternatives are modest.
                    </P>
                    <GPH SPAN="3" DEEP="300">
                        <GID>ER24JN24.158</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="300">
                        <PRTPAGE P="52754"/>
                        <GID>ER24JN24.159</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="303">
                        <GID>ER24JN24.160</GID>
                    </GPH>
                    <P>
                        Health impacts quantified by the CAFE Model include various instances of hospital visits due to respiratory problems, minor restricted activity days, non-fatal heart attacks, acute bronchitis, premature mortality, and other effects of criteria pollutant emissions on health. Table V-24 shows the split in select health impacts relative to the No-Action 
                        <PRTPAGE P="52755"/>
                        Alternative, across all action alternatives. The magnitude of the differences relates directly to the changes in tons of criteria pollutants emitted. Magnitudes differ across health impact types because of variation in the reference baseline totals; for example, the total Minor Restricted Activity Days are much higher than the Respiratory Hospital Admissions. See Chapter 5.4 of the TSD for information regarding how the CAFE Model calculates these health impacts.
                    </P>
                    <GPH SPAN="3" DEEP="479">
                        <GID>ER24JN24.161</GID>
                    </GPH>
                    <P>Lastly, NHTSA also quantifies safety impacts in its analysis. These include estimated counts of fatalities, non-fatal injuries, and property damage crashes occurring over the lifetimes of the LD on-road vehicles considered in the analysis. The following table shows the changes in these counts projected in action alternatives relative to the reference baseline.</P>
                    <GPH SPAN="3" DEEP="394">
                        <PRTPAGE P="52756"/>
                        <GID>ER24JN24.162</GID>
                    </GPH>
                    <P>Generally, increasing fuel economy stringency leads to more adverse safety outcomes from increased rebound VMT (motorists choosing to drive more as driving becomes cheaper), and the reduction in scrappage causing older vehicles with less safety features to remain in the fleet longer. The impacts of mass reduction are nonlinear and depend on the specific fleet receiving those reductions, with mass reduction to PCs generally causing an increase in adverse safety outcomes and mass reductions for LTs generally causing a decrease in adverse safety outcomes; this explains the difference in the impacts of mass reduction for Alternative PC6LT8, as this alternative sees the largest transition from LTs to PCs and has PCs receiving the most mass reductions. NHTSA notes that none of these safety outcomes due to mass reduction can be statistically distinguished from zero. Chapter 7.1.5 of the FRIA accompanying this document contains an in-depth discussion on the effects of the various alternatives on these safety measures, and Chapter 7 of the TSD contains information regarding the construction of the safety estimates.</P>
                    <P>
                        We also analyze physical and environmental effects relative to the No ZEV alternative baseline. In the model year perspective (model years through 2031), in the preferred alternative (PC2LT002) relative to the No ZEV alternative baseline, CO
                        <E T="52">2</E>
                         emission reductions are 1,207 MMT, compared to the reduction in CO
                        <E T="52">2</E>
                         emissions in the preferred alternative relative to the reference baseline (659 MMT).
                    </P>
                    <HD SOURCE="HD3">2. Heavy-Duty Pickups and Vans</HD>
                    <P>
                        NHTSA estimates the same physical and environmental effects for HDPUVs as it does for LDVs, including: quantities of fuel and electricity consumption; tons of GHG emissions and criteria pollutants reduced; and health and safety impacts. Table V-26 shows the cumulative impacts grouped by decade, including the on-road fleet sizes, VMT, fuel consumption, and CO
                        <E T="52">2</E>
                         emissions, across alternatives. The size of the on-road fleet increases in later decades regardless of the alternative, but the greatest on-road fleet size projection is seen in the reference baseline. Most differences between the alternatives are not visible in the Table V-26 due to rounding.
                    </P>
                    <P>
                        VMT increases occur in the later two decades, with the highest numbers occurring from 2041-2050. Across alternatives, the VMT increases remain around approximately the same magnitude. Fuel consumption (measured in gallons or gasoline gallon equivalents) declines across decades, as do GHG emissions. Differences between the alternatives are minor but fuel consumption and GHG emissions also decrease as alternatives become more stringent. As discussed in the previous section, since the agency does not constrain VMT for HDPUVs, alternatives 
                        <PRTPAGE P="52757"/>
                        with fewer vehicles see a corresponding decrease in VMT.
                        <E T="51">944 945</E>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>944</SU>
                             These rows report total vehicle units observed during the period. For example, 152 million units are modeled in the on-road fleet for calendar years 2022-2030. On average, this represents approximately 17 million vehicles in the on-road fleet for each calendar year in this calendar year cohort.
                        </P>
                        <P>
                            <SU>945</SU>
                             These rows report total miles traveled during the period. For example, 1.992 trillion miles traveled in calendar years 2022-2030. On average, this represents approximately 221 billion annual miles traveled in this calendar year cohort.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="317">
                        <GID>ER24JN24.163</GID>
                    </GPH>
                    <P>Figure V-13 and Figure V-14 show the estimates of gasoline and electricity consumption of the on-road HDPUV fleet for all fuel types over time on a calendar year basis, from 2022-2050. The four action alternatives, HDPUV4, HDPUV108, HDPUV10, and HDPUV14, are compared to the reference baseline changes over time.</P>
                    <P>Gasoline consumption decreases over time, with the largest decreases occurring in more stringent alternatives. Electricity consumption increases over time, with the same pattern of Alternative HDPUV14 experiencing the highest magnitude of change. In both charts, the differences in magnitudes across alternatives do not vary drastically.</P>
                    <GPH SPAN="3" DEEP="325">
                        <PRTPAGE P="52758"/>
                        <GID>ER24JN24.164</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="325">
                        <GID>ER24JN24.165</GID>
                    </GPH>
                    <PRTPAGE P="52759"/>
                    <P>
                        NHTSA estimates the GHGs attributable to the HDPUV on-road fleet, from both downstream and upstream energy sector processes (
                        <E T="03">e.g.,</E>
                         petroleum refining, fuel transportation and distribution, electricity generation). These estimates mirror those discussed in the light-duty section above. Figure IV15, Figure IV16, and Figure IV17 present NHTSA's estimate of how emissions from these three GHGs could evolve over the years (CY 2022-2050). Emissions from all three GHG types tracked follow similar trends of decline in the years between 2022-2050. Note that these graphs include emissions from both vehicle and upstream processes and scales vary by figure (CO
                        <E T="52">2</E>
                         emissions are expressed in units of million metric tons (mmt) while emissions from other pollutants are expressed in metric tons). NHTSA's calculation of N
                        <E T="52">2</E>
                        O emissions has changed since the NPRM resulting in increased emission rates for diesel vehicles, which comprise a significant portion of the HDPUV fleet.
                    </P>
                    <GPH SPAN="3" DEEP="300">
                        <GID>ER24JN24.166</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="295">
                        <PRTPAGE P="52760"/>
                        <GID>ER24JN24.167</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="297">
                        <GID>ER24JN24.168</GID>
                    </GPH>
                    <P>For more information regarding projected GHG emissions, as well as model-based estimates of corresponding impacts on several measures of global climate change, see the EIS.</P>
                    <P>
                        NHTSA also estimates criteria pollutant emissions resulting from vehicle and upstream processes attributable to the HDPUV on-road fleet. Under each regulatory alternative, NHTSA projects a significant decline in annual emissions of NO
                        <E T="52">X</E>
                        , and PM
                        <E T="52">2.5</E>
                         attributable to the HDPUV on-road fleet between 2022 and 2050. As exemplified in Figure IV-18, the magnitude of 
                        <PRTPAGE P="52761"/>
                        emissions in any given year could be very similar under each regulatory alternative.
                    </P>
                    <P>
                        On the other hand, as discussed in the FRIA Chapter 8.3 and the EIS, NHTSA projects that annual SO
                        <E T="52">2</E>
                         emissions attributable to the HDPUV on-road fleet could increase modestly under the action alternatives, because, as discussed above, NHTSA projects that each of the action alternatives could lead to greater use of electricity (for PHEVs and BEVs) in later calendar years.
                    </P>
                    <GPH SPAN="3" DEEP="297">
                        <GID>ER24JN24.169</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="299">
                        <PRTPAGE P="52762"/>
                        <GID>ER24JN24.170</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="299">
                        <GID>ER24JN24.171</GID>
                    </GPH>
                    <P>
                        Health impacts quantified by the CAFE Model include various instances of hospital visits due to respiratory problems, minor restricted activity days, non-fatal heart attacks, acute bronchitis, premature mortality, and other effects of criteria pollutant emissions on health. Table V-27 shows select health impacts relative to the baseline, across all action alternatives. The magnitude of the differences relates directly to the changes in tons of criteria pollutants 
                        <PRTPAGE P="52763"/>
                        emitted. The magnitudes differ across health impact types because of variation in the totals; for example, the total Minor Restricted Activity Days are much higher than the Respiratory Hospital Admissions. See Chapter 5.4 of the TSD for information regarding how the CAFE Model calculates these health impacts.
                    </P>
                    <GPH SPAN="3" DEEP="237">
                        <GID>ER24JN24.172</GID>
                    </GPH>
                    <P>Lastly, NHTSA also quantifies safety impacts in its analysis. These include estimated counts of fatalities, non-fatal injuries, and property damage crashes occurring over the lifetimes of the HD on-road vehicles considered in the analysis. The following table shows projections of these counts in action alternatives relative to the baseline. As noted earlier, the safety impacts for HDPUV are a result of changes in aggregate VMT.</P>
                    <GPH SPAN="3" DEEP="303">
                        <GID>ER24JN24.173</GID>
                    </GPH>
                    <PRTPAGE P="52764"/>
                    <P>Chapter 7.1.5 of the FRIA accompanying this document contains an in-depth discussion on the effects of the various alternatives on these safety measures, and TSD Chapter 7 contains information regarding the construction of the safety estimates.</P>
                    <HD SOURCE="HD2">D. Sensitivity Analysis, Including Alternative Baseline</HD>
                    <P>
                        The analysis conducted to support this rulemaking consists of data, estimates, and assumptions, all applied within an analytical framework, the CAFE Model. Just as with all past CAFE and HDPUV rulemakings, NHTSA recognizes that many analytical inputs are uncertain, and some inputs are very uncertain. Of those uncertain inputs, some are likely to exert considerable influence over specific types of estimated impacts, and some are likely to do so for the bulk of the analysis. Yet making assumptions in the face of that uncertainty is necessary when analyzing possible future events (
                        <E T="03">e.g.,</E>
                         consumer and industry responses to fuel economy/efficiency regulation). In other cases, we made assumptions in how we modeled the effects of other existing regulations that affected the costs and benefits of the action alternatives (
                        <E T="03">e.g.,</E>
                         state ZEV programs were included in the No-Action Alternative). To better understand the effect that these assumptions have on the analytical findings, we conducted additional model runs with alternative assumptions. These additional runs were specified in an effort to explore a range of potential inputs and the sensitivity of estimated impacts to changes in these model inputs. Sensitivity cases and the alternative baseline in this analysis span assumptions related to technology applicability and cost, economic conditions, consumer preferences, externality values, and safety assumptions, among others.
                        <SU>946</SU>
                        <FTREF/>
                         A sensitivity analysis can identify two critical pieces of information: 
                        <E T="03">how big of an influence</E>
                         does each parameter exert on the analysis, and 
                        <E T="03">how sensitive are the model results</E>
                         to that assumption?
                    </P>
                    <FTNT>
                        <P>
                            <SU>946</SU>
                             In contrast to an uncertainty analysis, where many assumptions are varied simultaneously, the sensitivity analyses included here vary a single assumption and provide information about the influence of each individual factor, rather than suggesting that an alternative assumption would have justified a different Preferred Alternative.
                        </P>
                    </FTNT>
                    <P>
                        That said, influence is different from likelihood. NHTSA does not mean to suggest that any one of the sensitivity cases presented here is inherently more likely than the collection of assumptions that represent the reference baseline in the figures and tables that follow. Nor is this sensitivity analysis intended to suggest that only one of the many assumptions made is likely to prove off-base with the passage of time or new observations. It is more likely that, when assumptions are eventually contradicted by future observation (
                        <E T="03">e.g.,</E>
                         deviations in observed and predicted fuel prices are nearly a given), there will be 
                        <E T="03">collections</E>
                         of assumptions, rather than individual parameters, that simultaneously require updating. For this reason, we do not interpret the sensitivity analysis as necessarily providing justification for alternative regulatory scenarios to be preferred. Rather, the analysis simply provides an indication of which assumptions are most critical, and the extent to which future deviations from central analysis assumptions could affect costs and benefits of the rule. For a full discussion of how this information relates to NHTSA's determination of which regulatory alternatives are maximum feasible, please see Section VI.D].
                    </P>
                    <P>
                        Table V-29 lists and briefly describes the cases and alternative baseline that we examined in the sensitivity analysis. Note that some cases only apply to the LD fleet (
                        <E T="03">e.g.,</E>
                         scenarios altering assumptions about fleet share modeling) and others only affect the HDPUV analysis (
                        <E T="03">e.g.,</E>
                         initial PHEV availability).
                    </P>
                    <BILCOD>BILLING CODE 4910-59-P</BILCOD>
                    <GPH SPAN="3" DEEP="628">
                        <PRTPAGE P="52765"/>
                        <GID>ER24JN24.174</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="622">
                        <PRTPAGE P="52766"/>
                        <GID>ER24JN24.175</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="640">
                        <PRTPAGE P="52767"/>
                        <GID>ER24JN24.176</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="247">
                        <PRTPAGE P="52768"/>
                        <GID>ER24JN24.177</GID>
                    </GPH>
                    <BILCOD>BILLING CODE 4910-59-C</BILCOD>
                    <P>
                        Chapters 3 and 9 of the accompanying FRIA summarize results for the alternative baseline and sensitivity cases, and detailed model inputs and outputs for curious readers are available on NHTSA's website.
                        <SU>947</SU>
                        <FTREF/>
                         For purposes of this preamble, the figures in Section V.D.1 illustrate the relative change of the sensitivity effect of selected inputs on the costs and benefits estimated for this rule for LDVs, while the figures in Section V.D.2 present the same data for the HDPUV analysis. Each collection of figures groups sensitivity cases by the category of input assumption (
                        <E T="03">e.g.,</E>
                         macroeconomic assumptions, technology assumptions, and so on).
                    </P>
                    <FTNT>
                        <P>
                            <SU>947</SU>
                             NHTSA. 2023. Corporate Average Fuel Economy. Available at: 
                            <E T="03">https://www.nhtsa.gov/laws-regulations/corporate-average-fuel-economy</E>
                            . (Accessed: Feb. 23, 2024).
                        </P>
                    </FTNT>
                    <P>While the figures in this section do not show precise values, they give us a sense of which inputs are ones for which a different assumption would have a much different effect on analytical findings, and which ones would not have much effect. For example, assuming a different oil price trajectory would have a relatively large effect, as would doubling, or eliminating the assumed “payback period.” Sensitivity analyses also allow us to examine the impact of specific changes from the proposal on our findings. For example, in the final rule analysis, NHTSA used estimates of the social costs of greenhouse gases produced by the EPA, whereas these inputs were taken from the IWG in the proposal. This has a significant impact on net benefits, though they would remain strongly positive regardless of which set of estimates was used. The relative magnitude of these effects also varies by fleet. Making alternative assumptions about the future costs of battery technology has a larger effect on the HDPUV results. Adjusting assumptions related to the tax credits included in the IRA has a significant impact on results for both LDVs and HDPUVs. On the other hand, assumptions about which there has been significant disagreement in the past, like the rebound effect or the sales-scrappage response to changes in vehicle price, appear to cause only relatively small changes in net benefits across the range of analyzed input values. Chapter 9 of the FRIA provides an extended discussion of these findings, and presents net benefits estimated under each of the cases included in the sensitivity analysis.</P>
                    <P>The results presented in the earlier subsections of Section V and discussed in Section VI reflect NHTSA's best judgments regarding many different factors, and the sensitivity analysis discussed here is simply to illustrate the obvious, that differences in assumptions can lead to differences in analytical outcomes, some of which can be large and some of which may be smaller than expected. Policymaking in the face of future uncertainty is inherently complex. Section VI explains how NHTSA balances the statutory factors in light of the analytical findings, the uncertainty that we know exists, and our nation's policy goals, to set CAFE standards for model years 2027-2031, and HDPUV fuel efficiency standards for model year 2030 and beyond that NHTSA concludes are maximum feasible.</P>
                    <HD SOURCE="HD3">1. Passenger Cars and Light Trucks</HD>
                    <P>Overall, NHTSA finds that for light duty vehicles, the preferred alternative PC2LT002 produces positive societal net benefits for each sensitivity and alternative baseline at both 3 and 7 percent discount rates. Societal net benefits are highest in the “No payback period” case ($33 billion) and lowest in the “Standard-setting conditions for MY 2023-2050” case ($7.7 billion) at a 3 percent social discount rate and 2 percent SC-GHG discount rate.</P>
                    <GPH SPAN="3" DEEP="294">
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                    <GPH SPAN="3" DEEP="366">
                        <PRTPAGE P="52770"/>
                        <GID>ER24JN24.179</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="420">
                        <PRTPAGE P="52771"/>
                        <GID>ER24JN24.180</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="294">
                        <PRTPAGE P="52772"/>
                        <GID>ER24JN24.181</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="366">
                        <PRTPAGE P="52773"/>
                        <GID>ER24JN24.182</GID>
                    </GPH>
                      
                    <GPH SPAN="3" DEEP="294">
                          
                        <PRTPAGE P="52774"/>
                        <GID>ER24JN24.183</GID>
                    </GPH>
                      
                    <HD SOURCE="HD3">2. Heavy-Duty Pickups and Vans</HD>
                    <P>In our HDPUV analysis the preferred alternative HDPUV108 produces positive net benefits for all but a handful of cases. In these cases, the alternative assumptions lead to greater technology adoption in the No-Action Alternative and lead to net benefits that are just below 0.</P>
                    <GPH SPAN="3" DEEP="348">
                        <PRTPAGE P="52775"/>
                        <GID>ER24JN24.184</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="366">
                        <PRTPAGE P="52776"/>
                        <GID>ER24JN24.185</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="420">
                        <PRTPAGE P="52777"/>
                        <GID>ER24JN24.186</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="294">
                        <PRTPAGE P="52778"/>
                        <GID>ER24JN24.187</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="222">
                        <GID>ER24JN24.188</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="294">
                        <PRTPAGE P="52779"/>
                        <GID>ER24JN24.222</GID>
                    </GPH>
                    <HD SOURCE="HD1">VI. Basis for NHTSA's Conclusion That the Standards Are Maximum Feasible</HD>
                    <P>NHTSA's purpose in setting CAFE standards is to conserve energy, as directed by EPCA/EISA. Energy conservation provides many benefits to the American public, including better protection for consumers against changes in fuel prices, significant fuel savings and reduced impacts from harmful pollution. NHTSA continues to believe that fuel economy standards can function as an important insurance policy against oil price volatility, particularly to protect consumers even as the U.S. has improved its energy independence over time. Although NHTSA proposed PC2LT4 as the preferred alternative for CAFE standards for model years 2027-2031, NHTSA is finalizing PC2LT002 for those model years. Based on comments received and a closer look at the model results under the statutorily-constrained analysis, NHTSA now concludes that “shortfalls” and civil penalties must be managed in order to conserve manufacturer capital and resources for making the technological transition that NHTSA is prohibited from considering directly.</P>
                    <P>Similarly, for HDPUV, while NHTSA proposed HDPUV10 for model years 2030-2035, NHTSA is finalizing HDPUV108 for those model years. Based on comments received and a closer look at the model results—and specifically, as in the NPRM, the sensitivity analyses, as well as the apparent effects on certain manufacturers—NHTSA recognizes that uncertainty, particularly in the later model years of the rulemaking, means that a slower rate of increase is maximum feasible for those years. These conclusions, for both passenger cars and light trucks and for HDPUVs, will be discussed in more detail below.</P>
                    <HD SOURCE="HD2">A. EPCA, as Amended by EISA</HD>
                    <P>
                        EPCA, as amended by EISA, contains provisions establishing how NHTSA must set CAFE standards and fuel efficiency standards for HDPUVs. DOT (by delegation, NHTSA) 
                        <SU>948</SU>
                        <FTREF/>
                         must establish separate CAFE standards for passenger cars and light trucks for each model year,
                        <E T="51">949 950</E>
                        <FTREF/>
                         and each standard must be the maximum feasible that the Secretary (again, by delegation, NHTSA) determines manufacturers can achieve in that model year.
                        <SU>951</SU>
                        <FTREF/>
                         In determining the maximum feasible levels of CAFE standards, EPCA requires that NHTSA consider four statutory factors: technological feasibility, economic practicability, the effect of other motor vehicle standards of the Government on fuel economy, and the need of the United States to conserve energy.
                        <SU>952</SU>
                        <FTREF/>
                         NHTSA must also set separate standards for HDPUVs, and while those standards must also “achieve the maximum feasible improvement,” they must be “appropriate, cost-effective, and technologically feasible” 
                        <SU>953</SU>
                        <FTREF/>
                        —factors slightly different from those required to be considered for passenger car and light truck standards. NHTSA has broad discretion to balance the statutory factors in developing fuel consumption standards to achieve the maximum feasible improvement. In addition, NHTSA has the authority to consider (and typically does consider) other relevant factors, such as the effect of CAFE standards on motor vehicle safety.
                    </P>
                    <FTNT>
                        <P>
                            <SU>948</SU>
                             EPCA and EISA direct the Secretary of Transportation to develop, implement, and enforce fuel economy standards (
                            <E T="03">see</E>
                             49 U.S.C. 32901 
                            <E T="03">et seq.</E>
                            ), which authority the Secretary has delegated to NHTSA at 49 FR 1.95(a).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>949</SU>
                             49 U.S.C. 32902(b)(1) (2007).
                        </P>
                        <P>
                            <SU>950</SU>
                             49 U.S.C. 32902(a) (2007).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>951</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>952</SU>
                             49 U.S.C. 32902(f).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>953</SU>
                             49 U.S.C. 32902(k)(2).
                        </P>
                    </FTNT>
                    <P>
                        The ultimate determination of what standards can be considered maximum feasible involves a weighing and balancing of factors, and the balance may shift depending on the information NHTSA has available about the expected circumstances in the model years covered by the rulemaking. NHTSA's decision must also be guided by the overarching purpose of EPCA, energy conservation, while balancing these factors.
                        <SU>954</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>954</SU>
                             
                            <E T="03">Center for Biological Diversity</E>
                             v. 
                            <E T="03">NHTSA,</E>
                             538 F.3d 1172, 1197 (9th Cir. 2008) (“Whatever method it uses, NHTSA cannot set fuel economy standards 
                            <PRTPAGE/>
                            that are contrary to Congress's purpose in enacting the EPCA—energy conservation.”). While this decision applied only to standards for passenger cars and light trucks, NHTSA interprets the admonition as broadly applicable to its actions under section 32902.
                        </P>
                    </FTNT>
                    <PRTPAGE P="52780"/>
                    <P>EPCA/EISA also contain several other requirements, as follows.</P>
                    <HD SOURCE="HD3">1. Lead Time</HD>
                    <HD SOURCE="HD3">a. Passenger Cars and Light Trucks</HD>
                    <P>
                        EPCA requires that NHTSA prescribe new CAFE standards at least 18 months before the beginning of each model year.
                        <SU>955</SU>
                        <FTREF/>
                         Thus, if the first year for which NHTSA is establishing new CAFE standards is model year 2027, NHTSA interprets this provision as requiring us to issue a final rule covering model year 2027 standards no later than April 2025. No specific comments were received regarding the 18-month lead time requirement for CAFE standards, although ZETA and Hyundai commented that NHTSA should wait to finalize the CAFE standards until after DOE finalized the PEF revision, out of concern that failing to do so would “increase administrative burden for both” agencies,
                        <SU>956</SU>
                        <FTREF/>
                         and that NHTSA's final rule would not otherwise “accurately reflect the final PEF.” 
                        <SU>957</SU>
                        <FTREF/>
                         Because NHTSA coordinated with DOE as both agencies worked to finalize their respective rules, this final rule reflects DOE's final PEF. Given that the Deputy Administrator of NHTSA signed this final rule in June 2024, the statutory lead time requirement is met.
                    </P>
                    <FTNT>
                        <P>
                            <SU>955</SU>
                             49 U.S.C. 32902(a) (2007).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>956</SU>
                             ZETA, Docket No. NHTSA-2023-0022-60508, at 28.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>957</SU>
                             Hyundai, Docket No. NHTSA-2023-0022-51701, at 6.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">b. Heavy-Duty Pickups and Vans</HD>
                    <P>
                        EISA requires that standards for commercial medium- and HD on-highway vehicles and work trucks (of which HDPUVs are part) provide not less than four full model years of regulatory lead time.
                        <SU>958</SU>
                        <FTREF/>
                         Thus, if the first year for which NHTSA is establishing new fuel efficiency standards for HDPUVs is model year 2030, NHTSA interprets this provision as requiring us to issue a final rule covering model year 2030 standards no later than October 2025.
                        <SU>959</SU>
                        <FTREF/>
                         Stellantis commented that it agreed with the proposal, that in order to provide four full model years of regulatory lead time, the earliest model year for which NHTSA could establish new standards was model year 2030.
                        <SU>960</SU>
                        <FTREF/>
                         NHTSA agrees and is establishing new standards for HDPUVs beginning in model year 2030. This means that the applicable model years of NHTSA's final rule do not align perfectly with EPA's recent final rule establishing multipollutant (including GHG) standards for the same vehicles, but this is a direct consequence of the statutory lead time requirement in EISA. The Alliance and GM also agreed in their comments that model year 2030 was an appropriate start year for new HDPUV standards.
                        <SU>961</SU>
                        <FTREF/>
                         GM stated that that timeframe “would provide manufacturers sufficient lead time to adjust product plans to standards.” 
                        <SU>962</SU>
                        <FTREF/>
                         Given that the Deputy Administrator of NHTSA signed this final rule in June, 2024, this lead time requirement is met.
                    </P>
                    <FTNT>
                        <P>
                            <SU>958</SU>
                             49 U.S.C. 32902(k)(3)(A) (2007).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>959</SU>
                             As with passenger cars and light trucks, NHTSA interprets the model year for HDPUVs as beginning with October of the calendar year prior. Therefore, HDPUV model year 2029 would begin in October 2028; therefore, four full model years prior to October 2028 would be October 2024.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>960</SU>
                             Stellantis, Docket No. NHTSA-2023-0022-61107, at 12.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>961</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-60652, Attachment 3, at 52; GM, Docket No. NHTSA-2023-0022-60686, at 7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>962</SU>
                             GM, Docket No. NHTSA-2023-0022-60686, at 7.
                        </P>
                    </FTNT>
                    <P>
                        EISA contains a related requirement for HDPUVs that the standards provide not only four full model years of regulatory lead time, but also three full model years of regulatory stability.
                        <SU>963</SU>
                        <FTREF/>
                         As discussed in the Phase 2 final rule, Congress has not spoken directly to the meaning of the words “regulatory stability.” NHTSA interprets the “regulatory stability” requirement as ensuring that manufacturers will not be subject to new standards in repeated rulemakings too rapidly, given that Congress did not include a minimum duration period for the MD/HD standards.
                        <SU>964</SU>
                        <FTREF/>
                         NHTSA further interprets the statutory meaning as reasonably encompassing standards which provide for increasing stringency during the rulemaking time frame to be the maximum feasible. In this statutory context, NHTSA thus interprets the phrase “regulatory stability” in section 32902(k)(3)(B) as requiring that the standards remain in effect for three years before they may be increased by amendment. It does not prohibit standards that contain predetermined stringency increases.
                    </P>
                    <FTNT>
                        <P>
                            <SU>963</SU>
                             49 U.S.C. 32902(k)(3)(B) (2007).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>964</SU>
                             In contrast, as discussed below, passenger car and standards must remain in place for “at least 1, but not more than 5, model years.” 49 U.S.C. 32902(b)(3)(B).
                        </P>
                    </FTNT>
                    <P>
                        CEA commented that this interpretation was inconsistent with the law. It stated that a standard could not be “stable” if it “continually ratchets up each year,” and argued that HDPUV redesign cycles are longer than light truck redesign cycles and that “manufacturers would therefore have difficulty meeting standards that ratchet up every year.” 
                        <SU>965</SU>
                        <FTREF/>
                         In response, NHTSA continues to believe that “stable” can reasonably be interpreted as “known in advance” and “remaining in effect for three years,” in part because the dictionary provides definitions for “stable” that include “firmly established; fixed; steadfast; enduring.” 
                        <SU>966</SU>
                        <FTREF/>
                         While some definitions of “stable” mention “not changing or fluctuating; unvarying,” 
                        <SU>967</SU>
                        <FTREF/>
                         NHTSA believes that standards that are known in advance and established in three-year tranches can reasonably fit these definitions—the standards will not change or vary from what is established here, except by rulemaking as necessary (and as permissible given lead time requirements). EISA does not suggest that NHTSA interpret “unvarying” as exclusively suggesting that “standards may only increase once every three years and then must be held at that level,” and could also be reasonably read to suggest that “standards should not change from established levels, once established.” NHTSA is accordingly establishing new HDPUV standards in two tranches: standards that increase 10 percent per year for model years 2030-2031-2032, and standards that increase at 8 percent per year for model years 2033-2034-2035.
                    </P>
                    <FTNT>
                        <P>
                            <SU>965</SU>
                             CEA, Docket No. NHTSA-2023-0022-61918, at 31.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>966</SU>
                             
                            <E T="03">https://www.merriam-webster.com/dictionary/stable</E>
                             (last accessed Apr. 15, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>967</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <P>
                        NHTSA also believes, based on comments, that redesign cycles should not be a problem for the HDPUV standards. NHTSA notes the comment from GM, mentioned above, that NHTSA beginning new standards in model year 2030 will provide sufficient lead time for manufacturers to adjust their product plans as needed, even while GM also noted that redesign cycles were longer for HDPUVs than for LTs.
                        <SU>968</SU>
                        <FTREF/>
                         GM further stated that the lead time provided “lowers the likelihood of product disruptions in the market.” 
                        <SU>969</SU>
                        <FTREF/>
                         NHTSA agrees that HDPUV redesign cycles are longer than light truck redesign cycles and reflects this in our analysis, which shows the final standards (and indeed, all of the alternatives) as being achievable for the entirety of the HDPUV fleet, with no shortfalls under any regulatory alternative:
                    </P>
                    <FTNT>
                        <P>
                            <SU>968</SU>
                             GM, Docket No. NHTSA-2023-0022-60686, at 7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>969</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="307">
                        <PRTPAGE P="52781"/>
                        <GID>ER24JN24.189</GID>
                    </GPH>
                    <P>This approach is consistent with our understanding of regulatory stability. Manufacturers appear likely to have little to zero difficulty in meeting the final standards. Setting HDPUV standards that did not increase for three years instead would make little functional difference to compliance, given the availability of credit banking.</P>
                    <HD SOURCE="HD3">2. Separate Standards for Passenger Cars, Light Trucks, and Heavy-Duty Pickups and Vans, and Minimum Standards for Domestic Passenger Cars</HD>
                    <P>
                        EPCA requires NHTSA to set separate standards for passenger cars and light trucks for each model year.
                        <SU>970</SU>
                        <FTREF/>
                         Based on the plain language of the statute, NHTSA has long interpreted this requirement as preventing NHTSA from setting a single combined CAFE standard for cars and trucks together. Congress originally required separate CAFE standards for cars and trucks to reflect the different fuel economy capabilities of those different types of vehicles, and over the history of the CAFE program, has never revised this requirement. Even as many cars and trucks have come to resemble each other more closely over time—many crossover and sport-utility models, for example, come in versions today that may be subject to either the car standards or the truck standards depending on their characteristics—it is still accurate to say that vehicles with truck-like characteristics such as 4-wheel drive, cargo-carrying capability, etc., currently consume more fuel per mile than vehicles without these components. While there have been instances in recent rulemakings where NHTSA raised passenger car and light truck standard stringency at the same numerical rate year over year, NHTSA also has precedent for setting passenger car and light truck standards that increase at different numerical rates year over year, as in the 2012 final rule. This underscores that NHTSA's obligation is to set maximum feasible standards separately for each fleet, based on our assessment of each fleet's circumstances as seen through the lens of the four statutory factors that NHTSA must consider. Regarding the applicability of the CAFE standards, individual citizens commenting via Climate Hawks Civic Action asked whether U.S. Postal Service vehicles,
                        <SU>971</SU>
                        <FTREF/>
                         airplanes,
                        <SU>972</SU>
                        <FTREF/>
                         and non-road engines (such as for lawn equipment) 
                        <SU>973</SU>
                        <FTREF/>
                         could also be subject to CAFE standards. Postal Service vehicles are generally HDPUVs, and thus subject to those standards rather than to CAFE standards. Airplanes and non-road engines are not automobiles under 49 U.S.C. 32901, so they cannot be subject to CAFE standards. An individual citizen with Climate Hawks Civic Action also requested that NHTSA 
                        <E T="03">not</E>
                         set separate standards for light trucks, on the basis that doing so would be detrimental to energy conservation.
                        <SU>974</SU>
                        <FTREF/>
                         As explained above, NHTSA interprets 49 U.S.C. 32902 as requiring NHTSA to set separate standards for passenger cars and light trucks. Again, NHTSA does not believe that it has statutory authority to set a single standard for both passenger cars and light trucks.
                    </P>
                    <FTNT>
                        <P>
                            <SU>970</SU>
                             49 U.S.C. 32902(b)(1) (2007).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>971</SU>
                             Climate Hawks, Docket No. NHTSA-2023-0022-61094, at 182.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>972</SU>
                             
                            <E T="03">Id.</E>
                             at 2244.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>973</SU>
                             
                            <E T="03">Id.</E>
                             at 2520.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>974</SU>
                             
                            <E T="03">Id.</E>
                             at 2579.
                        </P>
                    </FTNT>
                    <P>
                        EPCA, as amended by EISA, also requires another separate standard to be set for domestically manufactured passenger cars.
                        <SU>975</SU>
                        <FTREF/>
                         Unlike the generally applicable standards for passenger cars and light trucks described above, the compliance obligation of the minimum 
                        <PRTPAGE P="52782"/>
                        domestic passenger car standard (MDPCS) is identical for all manufacturers. The statute clearly states that any manufacturer's domestically manufactured passenger car fleet must meet the greater of either 27.5 mpg on average, or “92 percent of the average fuel economy projected by the Secretary for the combined domestic and non-domestic passenger automobile fleets manufactured for sale in the United States by all manufacturers in the model year, which projection shall be published in the 
                        <E T="04">Federal Register</E>
                         when the standard for that model year is promulgated in accordance with [49 U.S.C. 32902(b)].” 
                        <SU>976</SU>
                        <FTREF/>
                         Since that statutory requirement was established, the “92 percent” has always been greater than 27.5 mpg, and foreseeably will continue to be so in the future. As in the 2020 and 2022 final rules, NHTSA continues to recognize industry concerns that actual total passenger car fleet standards have differed significantly from past projections, perhaps more so when NHTSA has projected significantly into the future. In the 2020 final rule, the compliance data showed that standards projected in the 2012 final rule were consistently more stringent than the actual standards as calculated at the end of the model year, by an average of 1.9 percent. NHTSA has stated that this difference indicates that in rulemakings conducted in 2009 through 2012, NHTSA's and EPA's projections of passenger car vehicle footprints and production volumes, in retrospect, underestimated the production of larger passenger cars over the model years 2011 to 2018 period.
                        <SU>977</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>975</SU>
                             In the CAFE program, “domestically manufactured” is defined by Congress in 49 U.S.C. 32904(b). The definition roughly provides that a passenger car is “domestically manufactured” as long as at least 75 percent of the cost to the manufacturer is attributable to value added in thie United States, Canada, or Mexico, unless the assembly of the vehicle is completed in Canada or Mexico 
                            <E T="03">and</E>
                             the vehicle is imported into the United States more than 30 days after the end of the model year.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>976</SU>
                             49 U.S.C. 32902(b)(4) (2007).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>977</SU>
                             
                            <E T="03">See</E>
                             85 FR 25127 (Apr. 30, 2020).
                        </P>
                    </FTNT>
                    <P>
                        Unlike the passenger car standards and light truck standards which are vehicle-attribute-based and automatically adjust with changes in consumer demand, the MDPCS are not attribute-based, and therefore do not adjust with changes in consumer demand and production. They are, instead, fixed standards that are established at the time of the rulemaking. As a result, by assuming a smaller-footprint fleet, on average, than what ended up being produced, the model year 2011-2018 MDPCS ended up being more stringent and placing a greater burden on manufacturers of domestic passenger cars than was projected and expected at the time of the rulemakings that established those standards. In the 2020 final rule, therefore, NHTSA agreed with industry concerns over the impact of changes in consumer demand (as compared to what was assumed in 2012 about future consumer demand for greater fuel economy) on manufacturers' ability to comply with the MDPCS and in particular, manufacturers that produce larger passenger cars domestically. Some of the largest civil penalties for noncompliance in the history of the CAFE program have been paid for noncompliance with the MDPCS.
                        <SU>978</SU>
                        <FTREF/>
                         NHTSA also expressed concern at that time that consumer demand may shift even more in the direction of larger passenger cars if fuel prices continue to remain low. Sustained low oil prices can be expected to have real effects on consumer demand for additional fuel economy, and if that occurs, consumers may foreseeably be even more interested in 2WD crossovers and passenger-car-fleet SUVs (and less interested in smaller passenger cars) than they are at present.
                    </P>
                    <FTNT>
                        <P>
                            <SU>978</SU>
                             
                            <E T="03">See</E>
                             the Civil Penalties Report visualization tool at 
                            <E T="03">https://www.nhtsa.gov/corporate-average-fuel-economy/cafe-public-information-center</E>
                             for more specific information about civil penalties previously paid.
                        </P>
                    </FTNT>
                    <P>Therefore, in the 2020 final rule, to help avoid similar outcomes in the 2021 to 2026 time frame to what had happened with the MDPCS over the preceding model years, NHTSA determined that it was reasonable and appropriate to consider the recent projection errors as part of estimating the total passenger car fleet fuel economy for model years 2021-2026. NHTSA therefore projected the total passenger car fleet fuel economy using the central analysis value in each model year, and applied an offset based on the historical 1.9 percent difference identified for model years 2011-2018.</P>
                    <P>For the 2022 final rule, NHTSA retained the 1.9 percent offset, concluding that it is difficult to predict passenger car footprint trends in advance, which means that, as various stakeholders have consistently noted, the MDPCS may turn out quite different from 92 percent of the ultimate average passenger car standard once a model year is complete. NHTSA also expressed concern, as suggested by the United Automobile, Aerospace, and Agricultural Implement Workers of America (UAW), that automakers struggling to meet the unadjusted MDPCS may choose to import their passenger cars rather than producing them domestically.</P>
                    <P>In the NPRM, NHTSA proposed to continue employing the 1.9 percent offset for model years 2027-2032, stating that NHTSA continued to believe that the reasons presented previously for the offset still apply, and that therefore the offset is appropriate, reasonable, and consistent with Congress' intent.</P>
                    <P>
                        The Alliance, Ford, Nissan, and Kia commented that retaining the MDPCS offset was appropriate.
                        <SU>979</SU>
                        <FTREF/>
                         Kia, for example, stated that it helped manufacturers avoid civil penalty payments, but expressed concern that the stringency of the proposed passenger car standards was so high that “even strong hybrids may not achieve the proposed MDPCS in the outer years.” 
                        <SU>980</SU>
                        <FTREF/>
                         Despite the offset, Kia suggested that this overall passenger car stringency could “complicate” Kia's continued ability to produce passenger cars in the United States.
                        <SU>981</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>979</SU>
                             The Alliance, NHTSA-2023-0022-60652, Attachment 2, at 10; Ford, NHTSA-2023-0022-60837, at 10; Nissan, NHTSA-2023-0022-60696, at 9; Kia, NHTSA-2023-0022-58542-A1, at 5.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>980</SU>
                             Kia, Docket No. NHTSA-2023-0022-58542-A1, at 5.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>981</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <P>
                        The States and Cities commented that while the offset to the MDPCS was not “inherently unreasonable,” they disagreed with NHTSA's interpretation of 32902(b)(4). Specifically, they argued that “the average fuel economy 
                        <E T="03">projected</E>
                         by the Secretary for the combined domestic and non-domestic passenger car fleets . . .” should be interpreted to refer to the estimated 
                        <E T="03">achieved</E>
                         value rather than (as NHTSA has long interpreted it) to the estimated 
                        <E T="03">required</E>
                         value.
                        <SU>982</SU>
                        <FTREF/>
                         The States and Cities commented that this reading was closer to the plain language of the statute, and asked NHTSA to clarify in the final rule that the offset was a “
                        <E T="03">proxy</E>
                         for the required projected average, [rather than] an interpretation away from the plain statutory text.” 
                        <SU>983</SU>
                        <FTREF/>
                         The States and Cities further requested that the offset, if any, be calculated as “the difference between the previous model years' central analysis value and average fuel economies 
                        <E T="03">achieved,</E>
                         rather than the difference between the projected and actual fleet-average standard.” 
                        <SU>984</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>982</SU>
                             States and Cities, Docket No. NHTSA-2023-0022-61904, Attachment 2, at 41.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>983</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>984</SU>
                             
                            <E T="03">Id.</E>
                             at 41-42.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA has interpreted “projected” as referring to estimated 
                        <E T="03">required</E>
                         levels rather than estimated 
                        <E T="03">achieved</E>
                         levels since at least 2010. In the final rule establishing CAFE standards for model years 2012-2016, NHTSA noted that the Alliance had requested in its comments that the MDPCS be based on estimated achieved values.
                        <SU>985</SU>
                        <FTREF/>
                         NHTSA responded that because Congress referred in the second clause of 32904(b)(4)(B) to the 
                        <E T="03">standard</E>
                         promulgated for that model year, therefore NHTSA interpreted the 
                        <PRTPAGE P="52783"/>
                        “projection” as needing to be based on the estimated required value (
                        <E T="03">i.e.,</E>
                         the projection of the standard).
                        <SU>986</SU>
                        <FTREF/>
                         The estimated achieved value represents manufacturers' assumed performance against the standard, not the standard itself. NHTSA believes that this logic continues to hold, and thus continues to determine the MDPCS based on the estimated required mpg levels projected for the model years covered by the rulemaking, and to determine the offset based on the estimated required levels rather than on the estimated achieved levels.
                    </P>
                    <FTNT>
                        <P>
                            <SU>985</SU>
                             
                            <E T="03">See</E>
                             75 FR 25324, 25614 (May 7, 2010).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>986</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <P>That said, NHTSA agrees that the offset is in some ways a proxy for 92 percent of the projected standard, insofar as the future is inherently uncertain and many different factors may combine to result in actual final passenger car mpg values that differ from those estimated as part of this final rule. Vehicle manufacturers may face even more uncertainty in the time frame of this rulemaking than they have faced since the MDPCS offset was first implemented. While NHTSA believes that the overall passenger car standards are maximum feasible based on the discussion in Section VI.D below, in response to Kia's comment that passenger car standard stringency may cause Kia to move its car production offshore, NHTSA continues to believe that the MDPCS offset helps to mitigate that uncertainty and perhaps to ease the major transition through which the industry is passing.</P>
                    <P>
                        For HDPUVs, Congress gave DOT (by delegation, NHTSA) broad discretion to “prescribe separate standards for different classes of vehicles” under 49 U.S.C. 32902(k). HDPUVs are defined by regulation as “pickup trucks and vans with a gross vehicle weight rating between 8,501 pounds and 14,000 pounds (Class 2b through 3 vehicles) manufactured as complete vehicles by a single or final stage manufacturer or manufactured as incomplete vehicles as designated by a manufacturer.” 
                        <SU>987</SU>
                        <FTREF/>
                         NHTSA also allows HD vehicles above 14,000 pounds GVWR to be optionally certified as HDPUVs and comply with HDPUV standards “if properly included in a test group with similar vehicles at or below 14,000 pounds GVWR,” and “The work factor for these vehicles may not be greater than the largest work factor that applies for vehicles in the test group that are at or below 14,000 pounds GVWR.”
                        <SU>988</SU>
                        <FTREF/>
                         Incomplete HD vehicles at or below 14,000 pounds GVWR may also be optionally certified as HDPUVs and comply with the HDPUV standards.
                        <SU>989</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>987</SU>
                             49 CFR 523.7(a).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>988</SU>
                             49 CFR 523.7(b).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>989</SU>
                             49 CFR 523.7(c).
                        </P>
                    </FTNT>
                    <P>
                        GM commented that it was appropriate for NHTSA to set HDPUV standards and passenger car/light truck CAFE standards in the same rulemaking, because electrifying certain light trucks could increase their weight to the point where they become HDPUVs, and “Conducting these rulemakings together is an important first step to considering this possibility when setting standards.” 
                        <SU>990</SU>
                        <FTREF/>
                         In response, NHTSA does track the classification of vehicles in order to ensure that its consideration of potential future CAFE and HDPUV stringencies is appropriately informed, and NHTSA did reassign vehicles from the light truck fleet to the HDPUV fleet (and vice versa) in response to stakeholder feedback to the NPRM. RVIA commented that the NPRM neither considered nor specifically mentioned motorhomes weighing less than 14,000 pounds GVWR, and expressed concern that the new standards would apply to these vehicles and “require [them] to be electrified.” 
                        <SU>991</SU>
                        <FTREF/>
                         In response, the Phase 2 MD/HD final rule explains that these vehicles are properly classified under EISA's definitions as Class 2b-8 vocational vehicles and not as HDPUVs.
                        <SU>992</SU>
                        <FTREF/>
                         NHTSA is not setting new standards for vocational vehicles as part of this action. Moreover, as discussed elsewhere in this document, the HDPUV standards are performance-based standards and not electric-vehicle mandates.
                        <SU>993</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>990</SU>
                             GM, Docket No. NHTSA-2023-0022-60686, at 7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>991</SU>
                             RVIA, Docket No. NHTSA-2023-0022-51462, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>992</SU>
                             
                            <E T="03">See</E>
                             81 FR 73478, at 73522 (Oct. 25, 2016).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>993</SU>
                             RVIA also commented that motor homes are often used for extended periods in areas without access to electricity (a practice known as “boondocking”), and that therefore requiring motor homes to be BEVs was infeasible. RVIA, NHTSA-2023-0022-51462, at 2. Again, the vehicles described by RVIA are not subject to the HDPUV standards, and the HDPUV standards themselves are performance-based and not electric-vehicle mandates.
                        </P>
                    </FTNT>
                    <P>
                        AFPM commented that NHTSA “failed to address any of the unique statutory factors for HDPUVs,” pointing to 49 U.S.C. 32902(k)(1) and suggesting that NHTSA had not followed that section in developing its proposal.
                        <SU>994</SU>
                        <FTREF/>
                         NHTSA agrees that it did not follow 32902(k)(1) in developing its proposal, because NHTSA executed the requirements of that section as part of the Phase 1 MD/HD fuel efficiency rulemaking, completed in 2011. NHTSA's website contains a link to the independent study that NHTSA performed, as directed by 32902(k)(1), following the publication of the NAS report.
                        <SU>995</SU>
                        <FTREF/>
                         Because that statutory requirement has been executed, NHTSA did not undertake it again as part of this rulemaking.
                    </P>
                    <FTNT>
                        <P>
                            <SU>994</SU>
                             AFPM, Docket No. NHTSA-2023-0022-61911, Attachment 2, at 84.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>995</SU>
                             NHTSA. 2010. Factors and Considerations for Establishing a Fuel Efficiency Regulatory Program for Commercial Medium- and Heavy-Duty Vehicles. October 2010. Available at: 
                            <E T="03">https://www.nhtsa.gov/sites/nhtsa.gov/files/2022-02/NHTSA_Study_Trucks.pdf</E>
                             (last accessed Mar. 1, 2024).
                        </P>
                    </FTNT>
                    <P>
                        NHTSA is establishing separate standards for “spark ignition” (SI, or gasoline-fueled) and “compression ignition” (CI, or diesel-fueled) HDPUVs, consistent with the existing Phase 2 standards. Each class of vehicles has its own work-factor based target curve; alternative fueled vehicles (such as BEVs) are subject to the standard for CI vehicles and HEVs and PHEVs are subject to the standard for SI vehicles. We understand that EPA has recently finalized a single curve for all HDPUVs regardless of fuel type. ACEEE commented that NHTSA should follow suit and raise the stringency of the gasoline standards to match that of the diesel standards, arguing that it would improve consistency with EPA's program and be consistent with NHTSA's acknowledgement of the emergence of van electrification.
                        <SU>996</SU>
                        <FTREF/>
                         NHTSA is not taking this approach, for several reasons. First, EPA is modifying the model year 2027 standards set in the 2016 “Phase 2” rulemaking, and NHTSA cannot follow suit due to statutory lead time requirements. Second, EPA's single curve standard developed in GHG gas units (g CO
                        <E T="52">2</E>
                        /mile) will still result in two separate curves when converted to the units used by NHTSA to set standards for fuel efficiency (gal/100 miles). This is a result of the differing amount of CO
                        <E T="52">2</E>
                         released by each fuel type represented by each standard curve. Gasoline releases about 8,887g of CO
                        <E T="52">2</E>
                         per gallon burned and diesel fuel releases about 10,180g of CO
                        <E T="52">2</E>
                         per gallon burned.
                        <SU>997</SU>
                        <FTREF/>
                         As an example, a model year 2030 HDPUV with a WF of 4500 would be required to produce less than 346 gCO2/mile according to the current EPA single curve standards; due to the difference in carbon content for fuels this translates to either a required gasoline consumption of less than 3.89 gal/100miles or a required diesel consumption of less than 3.4 gal/
                        <PRTPAGE P="52784"/>
                        100miles. Considering difference in carbon content between gasoline and diesel, NHTSA chose to continue to use two separate curves based on combustion (and fuel) type because the agency believes it results in a closer harmonization between the NHTSA and EPA's standards when compared in fuel efficiency space. By retaining separate CI and SI curves NHTSA's standards will not only align closer with EPA's standards, but also better balance to the agency's statutory factors for HDPUVs: cost-effectiveness and technological feasibility.
                    </P>
                    <FTNT>
                        <P>
                            <SU>996</SU>
                             ACEEE, Docket No. NHTSA-2023-0022-60684, at 8.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>997</SU>
                             See Greenhouse Gases Equivalencies Calculator—Calculations and References, 
                            <E T="03">https://www.epa.gov/energy/greenhouse-gases-equivalencies-calculator-calculations-and-references</E>
                            , last accessed 04/18/2024.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">3. Attribute-Based and Defined by a Mathematical Function</HD>
                    <P>
                        For passenger cars and light trucks, EISA requires NHTSA to set CAFE standards that are “based on 1 or more attributes related to fuel economy and express[ed]. in the form of a mathematical function.” 
                        <SU>998</SU>
                        <FTREF/>
                         Historically, NHTSA has based standards on vehicle footprint, and will continue to do so for model years 2027-2031. As in previous rulemakings, NHTSA defines the standards in the form of a constrained linear function that generally sets higher (more stringent) targets for smaller-footprint vehicles and lower (less stringent) targets for larger-footprint vehicles. Comments received on these aspects of the final rule are summarized and addressed in Section III.B of this preamble.
                    </P>
                    <FTNT>
                        <P>
                            <SU>998</SU>
                             49 U.S.C. 32902(b)(3)(A) (2007).
                        </P>
                    </FTNT>
                    <P>
                        For HDPUVs, NHTSA also sets attribute-based standards defined by a mathematical function. HDPUV standards have historically been set in units of gallons per 100 miles, rather than in mpg, and the attribute for HDPUVs has historically been “work factor,” which is a function of a vehicle's payload capacity and towing capacity.
                        <SU>999</SU>
                        <FTREF/>
                         Valero argued that setting HDPUV standards in units of gallons per 100 miles was inconsistent with the statutory text, and referred to 49 U.S.C. 32902(b)(1), which states that “average fuel economy standards” shall be prescribed for, among other things, “work trucks and commercial medium- and heavy-duty on-highway vehicles in accordance with subsection (k).” Valero argued that therefore the HDPUV standards are “fuel economy standards” and subject to the 32902(h) prohibitions.
                        <SU>1000</SU>
                        <FTREF/>
                         In response, NHTSA has long interpreted “fuel economy standards” in the context of 49 U.S.C. 32902(k) as referring not specifically to mpg, as in the passenger car/light truck context, but instead more broadly to account as accurately as possible for MD/HD fuel efficiency. In the Phase 1 MD/HD rulemaking, NHTSA considered setting standards for HDPUVs (and other MD/HD vehicles) in mpg, but concluded that that would not be an appropriate metric given the work that MD/HD vehicles are manufactured to do.
                        <SU>1001</SU>
                        <FTREF/>
                         NHTSA has thus set fuel efficiency standards for HDPUVs in this manner since 2011, and further notes that 32902(h) applies by its terms to subsections (c), (f), and (g), but not (b) or (k).
                    </P>
                    <FTNT>
                        <P>
                            <SU>999</SU>
                             
                            <E T="03">See</E>
                             49 CFR 535.5(a)(2).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1000</SU>
                             Valero, Docket No. NHTSA-2023-0022-58547, at 12.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1001</SU>
                             
                            <E T="03">See</E>
                             76 FR 57106, 57112, fn. 19 (Sep. 15, 2011).
                        </P>
                    </FTNT>
                    <P>While NHTSA does not interpret EISA as requiring NHTSA to set attribute-based standards defined by a mathematical function for HDPUVs, given that 49 U.S.C. 32902(b)(3)(A) refers specifically to fuel economy standards for passenger and non-passenger automobiles, NHTSA has still previously concluded that following that approach for HDPUVs is reasonable and appropriate, as long as the work performed by HDPUVs is accounted for. NHTSA therefore continues to set work-factor based gallons-per-100-miles standards for HDPUVs for model years 2030-2035.</P>
                    <HD SOURCE="HD3">4. Number of Model Years for Which Standards May Be Set at a Time</HD>
                    <P>
                        For passenger cars and light trucks, EISA also states that NHTSA shall “issue regulations under this title prescribing average fuel economy standards for at least 1, but not more than 5, model years.” 
                        <SU>1002</SU>
                        <FTREF/>
                         For this final rule, NHTSA is establishing new CAFE standards for passenger cars and light trucks for model years 2027-2031, and to facilitate longer-term product planning by industry and in the interest of harmonization with EPA, NHTSA is also presenting augural standards for model year 2032 as representative of what levels of stringency NHTSA currently believes could be appropriate in that model year, based on the information before us today. Hyundai commented that it supported the inclusion of the augural standards for model year 2032 to the extent that they were coordinated with EPA's final GHG standards for model year 2032, and were “representative of the actual starting point for the standards commencing in model year 2032.” 
                        <SU>1003</SU>
                        <FTREF/>
                         The Alliance, in contrast, argued that presenting augural standards was “unnecessary and generally inconsistent with Congressional intent,” and that therefore NHTSA should defer any further mention of model year 2032 standards until a future rulemaking.
                        <SU>1004</SU>
                        <FTREF/>
                         In response, NHTSA has coordinated with EPA to the extent possible given our statutory restrictions and we continue to emphasize that the augural standards are informational only. As explained in the NPRM, a future rulemaking consistent with all applicable law will be necessary for NHTSA to establish final CAFE standards for model year 2032 passenger cars and light trucks. While the NPRM provided information about the impacts of the standards throughout the documents without distinguishing between the standards and the augural standards in the interest of brevity, the final rule and associated documents divorced the results for the augural model year 2032 standards (including the net benefits) to be abundantly clear that they are neither final nor included as part of the agency's decision on the model year 2027-2031 standards.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1002</SU>
                             49 U.S.C. 32902(b)(3)(B) (2007).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1003</SU>
                             Hyundai, Docket No. NHTSA-2023-0022-51701, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1004</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-60652, at 10.
                        </P>
                    </FTNT>
                    <P>
                        The five-year statutory limit on average fuel economy standards that applies to passenger cars and light trucks does not apply to the HD pickup and van standards. NHTSA has previously stated that “it is reasonable to assume that if Congress intended for the [MD/HD] regulatory program to be limited by the timeline prescribed in [49 U.S.C. 32902(b)(3)(B)], it would have either mentioned [MD/HD] vehicles in that subsection or included the same timeline in [49 U.S.C. 32902(k)].” 
                        <E T="51">1005 1006</E>
                        <FTREF/>
                         Additionally, “in order for [49 U.S.C. 32902(b)(3)(B) to be interpreted to apply to [49 U.S.C. 32902(k)], the agency would need to give less than full weight to the . . . phrase in [49 U.S.C. 32902(b)(1)(C)] directing the Secretary to prescribe standards for `work trucks and commercial MD or HD on-highway vehicles in accordance with Subsection (k).' Instead, this direction would need to be read to mean `in accordance with Subsection (k) and the remainder of Subsection (b).' NHTSA believes this interpretation would be inappropriate. 
                        <PRTPAGE P="52785"/>
                        Interpreting `in accordance with Subsection (k)' to mean something indistinct from `in accordance of this Subsection' goes against the canon that statutes should not be interpreted in a way that `render[s] language superfluous.' 
                        <E T="03">Dobrova</E>
                         v. 
                        <E T="03">Holder,</E>
                         607 F.3d 297, 302 (2d Cir. 2010), quoting 
                        <E T="03">Mendez</E>
                         v. 
                        <E T="03">Holder,</E>
                         566 F.3d 316, 321-22 (2d Cir. 2009).” 
                        <SU>1007</SU>
                        <FTREF/>
                         As a result, the standards previously set remain in effect indefinitely at the levels required in the last model year, until amended by a future rulemaking action.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1005</SU>
                             “[W]here Congress includes particular language in one section of a statute but omits it in another section of the same Act, it is generally presumed that Congress acts intentionally and purposely in the disparate inclusion or exclusion.” 
                            <E T="03">Russello</E>
                             v. 
                            <E T="03">United States,</E>
                             464 U.S. 16, 23 (1983), quoting 
                            <E T="03">U.S.</E>
                             v. 
                            <E T="03">Wong Kim Bo,</E>
                             472 F.2d 720, 722 (5th Cir. 1972). 
                            <E T="03">See also Mayo</E>
                             v. 
                            <E T="03">Questech, Inc.,</E>
                             727 F.Supp. 1007, 1014 (E.D. Va. 1989) (conspicuous absence of provision from section where inclusion would be most logical signals Congress did not intend for it to be implied).
                        </P>
                        <P>
                            <SU>1006</SU>
                             76 FR 57106, 57131 (Sep. 15, 2011).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1007</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">5. Maximum Feasible Standards</HD>
                    <P>As discussed above, EPCA requires NHTSA to consider four factors in determining what levels of CAFE standards (for passenger cars and light trucks) would be maximum feasible—technological feasibility, economic practicability, the effect of other motor vehicle standards of the Government on fuel economy, and the need of the United States to conserve energy. For determining what levels of fuel efficiency standards (for HDPUVs) would be maximum feasible, EISA requires NHTSA to consider three factors—whether a given fuel efficiency standard would be appropriate, cost-effective, and technologically feasible. NHTSA presents in the sections below its understanding of the meanings of all those factors in their respective decision-making contexts.</P>
                    <HD SOURCE="HD3">a. Passenger Cars and Light Trucks</HD>
                    <HD SOURCE="HD3">(1) Technological Feasibility</HD>
                    <P>
                        “Technological feasibility” refers to whether a particular method of improving fuel economy is available for deployment in commercial application in the model year for which a standard is being established. Thus, NHTSA is not limited in determining the level of new standards to technology that is already being applied commercially at the time of the rulemaking. For this final rule, NHTSA has considered a wide range of technologies that improve fuel economy, while considering the need to account for which technologies have already been applied to which vehicle mode/configuration, as well as the need to estimate, realistically, the cost and fuel economy impacts of each technology as applied to different vehicle models/configurations. MEMA commented that it “appreciated NHTSA's openness to using different constellations of powertrains (BEV, PHEV, mild hybrid, ICE, FCEV, etc.) to comply with the standards.” 
                        <SU>1008</SU>
                        <FTREF/>
                         NHTSA thanks MEMA, and continues to believe that the range of technologies considered, as well as how the technologies are defined for purposes of the analysis, is reasonable, based on our technical expertise, our independent research, and our interactions with stakeholders. NHTSA has not, however, attempted to account for every technology that might conceivably be applied to improve fuel economy, nor does NHTSA believe it is necessary to do so, given that many technologies address fuel economy in similar ways.
                        <SU>1009</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1008</SU>
                             MEMA, Docket No. NHTSA-2023-0022-59204-A1, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1009</SU>
                             For example, NHTSA has not considered high-speed flywheels as potential energy storage devices for hybrid vehicles; while such flywheels have been demonstrated in the laboratory and even tested in concept vehicles, commercially available hybrid vehicles currently known to NHTSA use chemical batteries as energy storage devices, and the agency has considered a range of hybrid vehicle technologies that do so.
                        </P>
                    </FTNT>
                    <P>
                        Several commenters focused on the technological feasibility of electrifying vehicle fleets. Jaguar commented that “At present, there are increasingly limited opportunities with regards to technologies that will meet the incredibly challenging standards set. Soon, it will only be possible to meet these targets with increased BEV sales.” 
                        <SU>1010</SU>
                        <FTREF/>
                         Volkswagen commented that there may not be enough American-sourced batteries to meet both Inflation Reduction Act requirements and the proposed standards, that those limitations would prevent industry from manufacturing more than a certain number of BEVs per year, and that therefore the proposed standards were beyond technologically feasible and civil penalty payment would be unavoidable.
                        <SU>1011</SU>
                        <FTREF/>
                         AVE expressed concern about whether supply chains would be fully developed to support compliance.
                        <SU>1012</SU>
                        <FTREF/>
                         CFDC et al., a group of corn-based ethanol producers' organizations, argued that “shockingly high numbers” of electric vehicles would be required by the proposed standards, and that therefore the proposed standards were infeasible and unlawful because they could not be met without electric vehicles.
                        <SU>1013</SU>
                        <FTREF/>
                         The commenter further argued that “the proposal systematically neglects the fact that there are simply not enough minerals, particularly lithium, available to sustain global electric vehicle growth,” and that “this is an insuperable obstacle [that makes] NHTSA's proposal not technologically feasible.” 
                        <SU>1014</SU>
                        <FTREF/>
                         RFA et al., another group of corn-based ethanol producers' organizations, commented that NHTSA had not adequately considered the technological feasibility of the regulatory reference baseline (
                        <E T="03">i.e.,</E>
                         the amount of electrification assumed in response to State ZEV programs and assumed market demand), and that NHTSA's analysis of technological feasibility now needed to include consideration of critical mineral availability and BEV charging infrastructure.
                        <SU>1015</SU>
                        <FTREF/>
                         The Alliance commented that when it ran the CAFE model with BEVs removed from the analysis entirely and with no option for paying civil penalties, many fleets appeared unable to meet the proposed standards, which meant that the proposed standards were not technologically feasible.
                        <SU>1016</SU>
                        <FTREF/>
                         AFPM offered similar comments.
                        <SU>1017</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1010</SU>
                             Jaguar, Docket No. NHTSA-2023-0022-57296, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1011</SU>
                             Volkswagen, Docket No. NHTSA-2023-0022-58702, at 5.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1012</SU>
                             AVE, Docket No. NHTSA-2023-0022-60213, at 3-4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1013</SU>
                             CFDC 
                            <E T="03">et al.,</E>
                             Docket No. NHTSA-2023-0022-62242, at 10.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1014</SU>
                             
                            <E T="03">Id.</E>
                             at 16.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1015</SU>
                             RFA 
                            <E T="03">et al.</E>
                             2, Docket No. NHTSA-2023-0022-57625, at 16-18.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1016</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-60652, Appendix B, at 8-9.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1017</SU>
                             AFPM, Docket No. NHTSA-2023-0022-61911, Attachment 2, at 37.
                        </P>
                    </FTNT>
                    <P>
                        In response, NHTSA clarifies, again, that CAFE standards are performance-based standards, not technology mandates, and that NHTSA cannot set standards that 
                        <E T="03">require</E>
                         BEVs because NHTSA is statutorily prohibited from considering BEV fuel economy in determining maximum feasible CAFE standards. Commenters objecting to electrification shown in NHTSA's analysis are looking at what is assumed in the 
                        <E T="03">reference baseline</E>
                         levels, not what is required to meet NHTSA's final standards being promulgated in this rulemaking. As Table VI1 shows, the technology penetration rates for the various alternatives do not result in further penetration of BEVs in response to the action alternatives, although they do illustrate a potential compliance path for industry that would rely on somewhat higher numbers of SHEVs.
                    </P>
                    <BILCOD>BILLING CODE 4910-59-P</BILCOD>
                    <GPH SPAN="3" DEEP="504">
                        <PRTPAGE P="52786"/>
                        <GID>ER24JN24.190</GID>
                    </GPH>
                    <BILCOD>BILLING CODE 4910-59-C</BILCOD>
                    <P>
                        As to whether
                        <FTREF/>
                         NHTSA is required to prove that the reference baseline as well as the CAFE standards are technologically feasible—a point also inherent in the Alliance comments, because the BEVs that the Alliance removed from its analysis were nearly all in the reference baseline—NHTSA disagrees that this is the agency's obligation under EPCA/EISA. Section IV above discusses the various considerations that inform the reference baselines. NHTSA has determined it is reasonable to assume that certain technologies will appear in the reference baseline, regardless of any action by NHTSA, in response to cost-effectiveness/market demand (as would occur if battery prices fall as currently assumed in our analysis, for example). Similarly, if certain technologies appear in the reference baseline because manufacturers have said they would plan to meet State regulations, then either the manufacturers have concluded that doing so is feasible (else they would not plan to do so), and/or the State(s) involved have made and are responsible for any determinations about feasibility. Nothing in EPCA/EISA compels NHTSA to be responsible for proving the feasibility of things which are beyond our authority, like State regulations or development of charging infrastructure or permitting of critical minerals production sites, and which involve consideration of technologies which NHTSA itself is prohibited from 
                        <PRTPAGE P="52787"/>
                        considering. Just as it is not NHTSA's authority or responsibility to determine whether State programs 
                        <E T="03">are</E>
                         feasible, so it is not NHTSA's responsibility to determine whether State programs 
                        <E T="03">are not</E>
                         feasible. State programs are developed under State legal authority, and their feasibility is a matter for the State(s) and vehicle manufacturers (and other interested parties) to discuss. Nonetheless, NHTSA continues to believe that it is reasonably foreseeable that manufacturers will at least plan to meet legally binding State regulations, and thus to reflect that intent in our regulatory reference baseline so that we may best reflect the world as it would look in the absence of further regulatory action by NHTSA.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1018</SU>
                             The values in the table report fleet-wide technology penetration rates in the No-Action Alternative and differences from this baseline in the action alternatives.
                        </P>
                        <P>
                            <SU>1019</SU>
                             Advanced Gasoline Engines includes SGDI, DEAC, and TURBO0.
                        </P>
                        <P>
                            <SU>1020</SU>
                             Minor technology penetration differences exist due to rounding and changes in fleet size and regulaory class composition. Changes less than 0.1% were rounded to zero for this table.
                        </P>
                    </FTNT>
                    <P>
                        Reviewing Table VI-1 above, our analysis of the final rule illustrates a technology path in which manufacturers might modestly increase strong hybrid-based technologies beyond reference baseline levels. CTLCV commented that the technology exists to meet the standards, but that the auto industry “must be required to provide the most efficient versions of gas-powered vehicles possible and not stand in the way of our transition to zero-emission vehicles.” 
                        <SU>1021</SU>
                        <FTREF/>
                         The Joint NGOs commented that NHTSA's proposed standards were below maximum feasible levels because they do not represent future possible improvements that manufacturers could conceivably make to ICE vehicles.
                        <SU>1022</SU>
                        <FTREF/>
                         The Joint NGOs cited the 2022 EPA Trends Report as indicating that various manufacturers had “underutilized” technologies “such as turbocharged engines, continuously variable transmission and cylinder deactivation.” 
                        <SU>1023</SU>
                        <FTREF/>
                         The Joint NGOs next cited an ICCT study suggesting that further “continual” improvements to cylinder deactivation, high compression Atkinson cycle engines, light weighting, and mild hybridization” could increase the fuel economy benefits of those technologies.
                        <SU>1024</SU>
                        <FTREF/>
                         The Joint NGOs then suggested that manufacturers could change the mix of vehicles they produced in a given model year so that only the “cleanest powertrain” was sold for each vehicle model.
                        <SU>1025</SU>
                        <FTREF/>
                         The Joint NGOs later stated that NHTSA's analysis was based on “what manufacturers `will,' `would,' or are `likely to' do—rather than what manufacturers `can' or `could' do.” The Joint NGOs argued that “many of these assumptions about what `would' happen are also based on a review of historical practice, rather than a forward-looking assessment of possibility.” 
                        <SU>1026</SU>
                        <FTREF/>
                         The States and Cities also argued that all of the alternatives in the proposal were technologically feasible because they could be met with varying amounts of mass reduction and strong hybrids, technologies that certainly exist and are available for deployment.
                        <SU>1027</SU>
                        <FTREF/>
                         This commenter further argued that mass reduction was highly effective and that NHTSA should use its authority to encourage more mass reduction.
                        <SU>1028</SU>
                        <FTREF/>
                         Nissan, in contrast, expressed concern that the proposal would “divert significant resources towards further technological development of ICE vehicles, rather than allowing manufacturers to focus on fleet electrification goals.” 
                        <SU>1029</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1021</SU>
                             CTLCV, Docket No. NHTSA-2023-0022-29018, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1022</SU>
                             Joint NGOs, Docket No. NHTSA-2023-0022-61944, NGO Comment Appendix, at 6.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1023</SU>
                             
                            <E T="03">Id.</E>
                             at 6-7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1024</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1025</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1026</SU>
                             
                            <E T="03">Id.</E>
                             at 51-52.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1027</SU>
                             States and Cities, Docket No. NHTSA-2023-0022-61904, Attachment 2, at 28.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1028</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1029</SU>
                             Nissan, Docket No. NHTSA-2023-0022-60696, at 3.
                        </P>
                    </FTNT>
                    <P>
                        In response, while NHTSA sets performance-based standards rather than specifying which technologies should be used, NHTSA is mindful that industry is in the early to mid-stages of a major technological transition. 
                        <E T="03">NHTSA</E>
                         may not consider the fuel economy of BEVs when setting standards, but industry has made it extremely clear that it is committed to the transition to electric vehicles. The contrast between the comments from NRDC and the States and Cities, calling on NHTSA to somehow specifically require ongoing ICE vehicle improvements, and from Nissan, arguing that NHTSA must 
                        <E T="03">not</E>
                         require further ICE vehicle improvements, highlights this issue. NHTSA agrees that the technological feasibility factor allows NHTSA to set standards that force the development and application of new fuel-efficient technologies but notes this factor does not require NHTSA to do so.
                        <SU>1030</SU>
                        <FTREF/>
                         In the 2012 final rule, NHTSA stated that “[i]t is important to remember that technological feasibility must also be balanced with the other of the four statutory factors. Thus, while `technology feasibility' can drive standards higher by assuming the use of technologies that are not yet commercial, `maximum feasible' is also defined in terms of economic practicability, for example, which might caution the agency against basing standards (even fairly distant standards) entirely on such technologies.” 
                        <SU>1031</SU>
                        <FTREF/>
                         NHTSA further stated that “as the `maximum feasible' balancing may vary depending on the circumstances at hand for the model year in which the standards are set, the extent to which technological feasibility is simply met or plays a more dynamic role may also shift.” 
                        <SU>1032</SU>
                        <FTREF/>
                         With performance-based standards, NHTSA cannot mandate the mix of technologies that manufacturers will use to achieve compliance, so it is not within NHTSA's power to specifically require any particular type of ICE vehicle improvements, as NRDC and the States and Cities suggest and as Nissan fears. In determining maximum feasible CAFE standards, however, NHTSA can do its best to balance the concerns raised by all parties, as they fall under the various statutory factors committed to NHTSA's discretion. Whether these concerns are properly understood as ones of “technological feasibility” is increasingly murky as the technology transition (that NHTSA cannot consider directly) proceeds. NHTSA has also grappled with whether the “available for deployment in commercial application” language of our historical interpretation of technological feasibility is appropriately read as “available for deployment in the world” or “available for deployment given the restrictions of 32902(h).” The Heritage Foundation commented that “There is no doubt that EPCA is referring to” ICE vehicles in describing technological feasibility, because EPCA defines “fuel” as referring to gasoline or diesel fuels and electricity as an “alternative fuel,” and NHTSA is prohibited from considering alternative fueled vehicles in determining maximum feasible CAFE standards.
                        <SU>1033</SU>
                        <FTREF/>
                         Hyundai argued that the proposed PC2LT4 standards were not technologically feasible, because (1) the regulatory reference baseline included BEVs, and (2) DOE's changes to the PEF value and NHTSA's proposal to reduce available AC/OC flexibilities made any standards harder to meet.
                        <SU>1034</SU>
                        <FTREF/>
                         NHTSA agrees that it cannot consider BEV fuel economy in determining maximum feasible standards, but NHTSA reiterates that the technological transition that NHTSA is prohibited from considering in setting standards complicates the historical approach to the statutory factors. It may well be that in light of this transition, a better interpretation is 
                        <PRTPAGE P="52788"/>
                        for technological feasibility to be specifically limited to the technologies that NHTSA is permitted to consider.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1030</SU>
                             
                            <E T="03">See</E>
                             77 FR 63015 (Oct. 12, 2012).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1031</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1032</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1033</SU>
                             Heritage Foundation, Docket No. NHTSA-2023-0022-61952, at 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1034</SU>
                             Hyundai, Docket No. NHTSA-2023-0022-51701, at 5-6.
                        </P>
                    </FTNT>
                    <P>Nevertheless, in the overall balancing of factors for determining maximum feasible, the above interpretive question may not matter, because it is clear that the very high cost of the most stringent alternatives likely puts them out of range of economic practicability, especially if manufacturers appear in NHTSA's analysis to be broadly resorting to payment of civil penalties rather than complying through technology application. Although some companies historically have chosen to pay civil penalties as a more cost-effective option than compliance, which NHTSA has not seen as an indication of infeasibility previously, the levels of widespread penalty payment rather than compliance projected in this analysis is novel. Further, penalty payment could detract from fuel economy during these particular model years, where manufacturers are devoting significant resources to a broader transition to electrification. Effectively, given the statutory constraints under which NHTSA must operate, and constraining technology deployment to what is feasible under expected redesign cycles, NHTSA does not see a technology path to reach the higher fuel economy levels that would be required by the more stringent alternatives, in the time frame of the rulemaking. Moreover, even if technological feasibility were not a barrier, that does not mean that requiring that technology to be added would be economically practicable under these specific circumstances.</P>
                    <P>
                        IPI commented that NHTSA's inclusion in the NPRM of tables showing technology penetration rates under the “standard setting” analysis belied NHTSA's suggestion in the NPRM that there did not appear to be a technology path to reach the higher fuel economy levels that would be required by the more stringent alternatives.
                        <SU>1035</SU>
                        <FTREF/>
                         IPI suggested that either NHTSA must believe the more stringent alternatives to be impossible to meet in the rulemaking time frame, or that NHTSA was “collapsing” the technological feasibility factor into the economic practicability factor by considering cost under the heading of technological feasibility.
                        <SU>1036</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1035</SU>
                             IPI, Docket No. NHTSA-2023-0022-60485, at 9.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1036</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <P>In response, within the context of the constrained analysis which NHTSA must consider by statute, NHTSA does find that there is no technology path for the majority of manufacturers to meet the most stringent CAFE alternatives, considering expected redesign cycles, without shortfalling and resorting to penalties. Even setting aside that some manufacturers have historically chosen to pay penalties rather than applying technology as an economic decision, NHTSA's final rule (constrained) analysis illustrates that a number of manufacturers do not have enough opportunities to redesign enough vehicles during the rulemaking time frame in order to achieve the levels estimated to be required by the more stringent alternatives.</P>
                    <P>
                        Figure VI-2 through Figure VI-4 present several manufacturer-fleet combinations that clearly illustrate these limits in NHTSA's statutorily constrained analysis. The figures present fleet powertrain distribution along with vehicle redesign cycles.
                        <SU>1037</SU>
                        <FTREF/>
                         Each bar in the figure represents total manufacturer-fleet sales in a given model year, and bars are shaded to indicate the composition of sales by powertrain. Any portion of the bar with overlayed hashed lines denotes the portion of the manufacturer's fleet that is not eligible for redesign (
                        <E T="03">i.e.,</E>
                         cannot change powertrain) in that model year, often due to recent redesigns and the need to adhere to the redesign cycle to avoid imposing costs for which NHTSA does not currently account.
                        <SU>1038</SU>
                        <FTREF/>
                         The left and right panels of the figure present results for the least and most stringent action alternatives, respectively, for comparison.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1037</SU>
                             Manufacturers also apply non-powertrain technology to improve vehicle fuel economy, and likely do so in these examples, but these plots are limited to powertrain conversion and eligibility to simplify the illustration. Note also that any increase in BEV share in model year 2027 and beyond is the result of ZEV compliance, as BEV conversion is constrained during standard-setting years.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1038</SU>
                             See TSD Chapter 2.6 for more information on refresh and redesign assumptions.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="307">
                        <PRTPAGE P="52789"/>
                        <GID>ER24JN24.191</GID>
                    </GPH>
                    <P>
                        Figure VI-2 displays these results for Ford's light truck fleet. Under PC2LT002 (left panel), Ford's fleet complies with the standards in all model years, as shown in the row “Achieved FE relative to standard,” which has all results either positive or zero (meaning that the fleet exactly complies with Ford's estimated applicable standard). This occurs because the model converts a large part of the Ford light trucks eligible for redesign to SHEVs in model year 2027, represented by the large, un-hashed dark gray segment in the center of the model year 2027 bar. It continues to convert eligible MHEVs to SHEVs in model year 2028 and model year 2029. Under PC6LT8 (right panel), Ford converts all eligible vehicles to SHEVs in model years 2027, 2028, and 2029. Even with this technology application, Ford's achieved fuel economy levels do not meet the alternative's estimated standards (note the negative values in the row “Achieved FE relative to standard,”) and Ford is therefore assumed to pay civil penalties for model years 2028 and beyond. Under all alternatives, Ford has no light trucks eligible for redesign in model year 2030, and the only vehicles whose redesign schedule makes them eligible in model year 2031 are BEVs, which represent the end of the powertrain pathway and have no other technology that may be applied.
                        <SU>1039</SU>
                        <FTREF/>
                         According to the statutorily-constrained analysis that NHTSA considers for determining maximum feasible standards, Ford simply cannot comply with the PC6LT8 light truck standards beginning in model year 2028, because it has redesigned all the light trucks that it can (consistent with its redesign schedule) and is out of technology moves.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1039</SU>
                             At the time of the analysis, FCV technology is projected to make up a non-substantive percentatge of the fleet, and FCV is therefore not shown in the graphics, 
                            <E T="03">See</E>
                             technology penetration rates in FRIA Databook Appendices.
                        </P>
                    </FTNT>
                    <P>Other manufacturers encounter similar constraints at higher stringency levels and across fleets. As shown in Figure VI-3, the model converts nearly all eligible portions of GM's light truck fleet to PHEVs, but GM still encounters compliance constraints. These constraints are marginal under PC2LT002, but under PC6LT8, GM is unable to comply beginning in model year 2027, with shortfalls exceeding 3 MPG.</P>
                    <GPH SPAN="3" DEEP="307">
                        <PRTPAGE P="52790"/>
                        <GID>ER24JN24.192</GID>
                    </GPH>
                    <P>Figure VI-4 and Figure VI-5 show Toyota's import and domestic passenger car fleet, respectively. Under PC2LT002, Toyota's import passenger car fleet exceeds the applicable standard for all years, but in contrast Toyota's domestic passenger car fleet falls slightly short during model years 2027-2029. As in the other examples, this occurs due to the lack of powertrains eligible for redesign during those years. This phenomenon is even more pronounced and affects both Toyota's import and domestic passenger car fleets, under PC6LT8. Both of Toyota's passenger car fleets develop shortfalls but only the domestic fleet is able to eliminate the shortfall in the rulemaking time frame when redesigns are available in model year 2030.</P>
                    <GPH SPAN="3" DEEP="307">
                        <PRTPAGE P="52791"/>
                        <GID>ER24JN24.193</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="307">
                        <GID>ER24JN24.194</GID>
                    </GPH>
                    <PRTPAGE P="52792"/>
                    <P>
                        Figure VI-6 shows Honda's domestic passenger car fleet CAFE performance.
                        <SU>1040</SU>
                        <FTREF/>
                         Under PC2LT002, the passenger car fleet complies with the standard across all years, achieving a 0.1 mpg overcompliance in model year 2027 and slowly increasing to a 2.2 mpg overcompliance by the end of the standard setting years. Under PC6LT8, Honda is unable to meet the standard for model year 2027 but reaches compliance by model year 2028 and maintains it through the standard-setting years. However, it is worth noting that the fleet drops from a 6.6 mpg overcompliance in model year 2029 to zero overcompliance in model year 2031, after converting over 75 percent of their fleet to advanced powertrain technologies, and Honda is the only non-BEV manufacturer to achieve consistent compliance under the highest stringency.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1040</SU>
                             Only Honda's Domestic Car fleet is shown here; Honda's import car fleet makes up approxametly 1 percent of their U.S. sales volume.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="307">
                        <GID>ER24JN24.195</GID>
                    </GPH>
                    <PRTPAGE P="52793"/>
                    <P>NHTSA conducted similar analysis for every manufacturer-fleet combination and found similar patterns and constraints on compliance. Results for manufacturers that make up the top 80 percent of fleet sales in model year 2031 are included in Table VI-2 and Table VI-3.</P>
                    <P>In the light truck fleet, nearly all vehicles are either ineligible for redesign or reach the end of their powertrain compliance pathways under PC6LT8, with the majority of manufacturers not achieving compliance, some falling short by as much as 18.7 mpg. Under PC2LT002, most manufacturers achieve the standard and overcomply somewhat, with only two manufacturers showing any shortfalls. And in all cases shown, representing 80 percent of all light truck sales volume, shortfalls are 1.8 mpg or less under PC2LT002.</P>
                    <BILCOD>BILLING CODE 4910-59-P</BILCOD>
                    <GPH SPAN="3" DEEP="519">
                        <GID>ER24JN24.196</GID>
                    </GPH>
                    <P>
                        All manufacturers shown, representing 80 percent of all passenger car sales volume, generally comply with fleet fuel economy levels in the passenger car fleet for the preferred alternative. Some manufacturers do show one or two years of shortfalls in the rulemaking time frame, resulting from redesign rate constraints, indicated by a lack of share eligibility. At high stringency levels, such as PC6LT8, the rate of stringency increase coupled with 
                        <PRTPAGE P="52794"/>
                        limited share eligibility makes compliance for the majority of the fleet untenable in NHTSA's statutorily constrained analysis.
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1041</SU>
                             The passenger car fleet contains both domestic and imported car fleets. Shortfalls can occur in one fleet while the overall passenger car fleet remains in compliance. This could result in estimiated civil penalties with a positive compliance positon, as in the case of Nissan in model year 2028.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="602">
                        <GID>ER24JN24.197</GID>
                    </GPH>
                    <PRTPAGE P="52795"/>
                    <P>
                        The compliance illustrations in the figures and tables above demonstrate the challenge that higher stringencies pose, especially within the constrained modeling framework required by statute. Historically, in the constrained analysis, the higher levels of electrification that could be considered under the statute (SHEV and PHEV in charge sustaining mode) in addition to advanced engine modifications (turbocharging and HCR) easily provided the effectiveness levels needed to raise the manufacturers' fleet fuel economy when applied at the rates governed by refresh and redesign schedules.
                        <SU>1042</SU>
                        <FTREF/>
                         In past analyses, the cost of converting the vehicles to the new technologies was the limiting factor. However, the remaining percentages of fleets that can be modified consistent with redesign and refresh cycles, coupled with the limits of total fuel efficiency improvement possible (considering only statutorily-allowed technologies), now limits what is achievable by the manufacturers in the time frame of the rule. Regardless of the technology cost, or application of penalties, higher levels of fuel economy improvement are simply not achieved under the higher stringency alternatives, often because manufacturers have no opportunity to make the improvement and the statutorily-available technologies will not get them to where they would need to be.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1042</SU>
                             
                            <E T="03">See, e.g.,</E>
                             87 FR 25710 (May 2, 2022).
                        </P>
                    </FTNT>
                    <P>For purposes of model years 2027-2031, NHTSA concludes that sufficient technology and timely opportunities to apply that technology exist to meet the final standards. Moreover, as Table VI-1 above shows, NHTSA's analysis demonstrates a technology path to meet the standards that does not involve application of BEVs, FCEVs, or other prohibited technologies. NHTSA therefore believes that the final standards are technologically feasible.</P>
                    <P>As discussed above, NHTSA also conducted a “No ZEV alternative baseline” analysis. Technology penetration rates and manufacturer compliance status results are somewhat different under that analysis, as might be foreseeable.</P>
                    <GPH SPAN="3" DEEP="531">
                        <PRTPAGE P="52796"/>
                        <GID>ER24JN24.198</GID>
                    </GPH>
                    <P>
                         
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1043</SU>
                             The values in the table report fleet-wide technology penetration rates in the No-Action Alternative and differences from this baseline in the action alternatives.
                        </P>
                        <P>
                            <SU>1044</SU>
                             Advanced Gasoline Engines includes SGDI, DEAC, and TURBO0.
                        </P>
                        <P>
                            <SU>1045</SU>
                             Minor technology penetration differences exist due to rounding and changes in fleet size and regulaory class composition. Changes less than 0.1% were rounded to zero for this table.
                        </P>
                    </FTNT>
                    <PRTPAGE P="52797"/>
                    <P>Comparing to the reference case baseline analysis results in Table VI-1, under the No ZEV alternative baseline analysis, BEV rates in the baseline go down in every model year (and remain at 0 percent for all action alternatives due to statutory constraints implemented in the model); SHEV rates increase by several percentage points; PHEV rates go up by about 1 percent; and advanced gasoline engine rates remain roughly the same in the baseline but drop several percentage points in the action alternatives. These trends hold across action alternatives.</P>
                    <GPH SPAN="3" DEEP="566">
                        <GID>ER24JN24.199</GID>
                    </GPH>
                    <P>
                        In terms of manufacturers' ability to comply with different regulatory alternatives given existing redesign schedules, results for the light truck fleet under the No ZEV alternative baseline did not vary significantly from the results presented in Table VI-2 for the reference case baseline analysis. Manufacturer light truck shortfalls 
                        <PRTPAGE P="52798"/>
                        under PC6LT8 were still nearly universal, with maximum shortfalls reaching more than 19 mpg, higher than the shortfalls under the reference case baseline. Ford, GM, and Nissan light truck penalties are almost identical under both baselines. Under the No ZEV alternative baseline analysis, Toyota still pays no light truck penalties under PC2LT002, and generally lower penalties under PC6LT8. Stellantis pays slightly higher penalties under PC2LT002, and generally lower penalties under PC6LT8. Honda and Subaru still pay no penalties under PC2LT002 and pay somewhat higher penalties under PC6LT8.
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1046</SU>
                             The passenger car fleet contains both domestic and imported car fleets. Shortfalls can occur in one fleet while the overall passenger car fleet remains in compliance. This could result in estimiated civil penalties with a positive compliance positon, as in the case of Nissan in model year 2027.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="458">
                        <GID>ER24JN24.200</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="204">
                        <PRTPAGE P="52799"/>
                        <GID>ER24JN24.201</GID>
                    </GPH>
                    <BILCOD>BILLING CODE 4910-59-C</BILCOD>
                    <P>For passenger car shortfalls, the use of the No ZEV alternative baseline does not change much for Hyundai, Kia, VWA, Tesla, or GM (which in GM's case, illustrates that most of GM's compliance difficulty is in its light truck fleet), when comparing the results of the above table with Table VI-3. Toyota and Honda see higher passenger car penalties under the No ZEV alternative baseline for both PC2LT002 and PC6LT8, with fewer opportunities for redesigns. Nissan sees higher penalties under the No ZEV alternative baseline even though redesign opportunities are nearly identical.</P>
                    <P>Based on these results, which are generally quite similar to those under the reference case baseline, NHTSA finds that using the No ZEV alternative baseline would not change our conclusions regarding the technological feasibility of the various action alternatives.</P>
                    <HD SOURCE="HD3">(2) Economic Practicability</HD>
                    <P>
                        “Economic practicability” has consistently referred to whether a standard is one “within the financial capability of the industry, but not so stringent as to” lead to “adverse economic consequences, such as a significant loss of jobs or unreasonable elimination of consumer choice.” 
                        <SU>1047</SU>
                        <FTREF/>
                         In evaluating economic practicability, NHTSA considers the uncertainty surrounding future market conditions and consumer demand for fuel economy alongside consumer demand for other vehicle attributes. There is not necessarily a bright-line test for whether a regulatory alternative is economically practicable, but there are several metrics that we discuss below that we find can be useful for making this assessment. In determining whether standards may or may not be economically practicable, NHTSA considers: 
                        <SU>1048</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1047</SU>
                             67 FR 77015, 77021 (Dec. 16, 2002).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1048</SU>
                             The Institute for Energy Research argued that NHTSA had “deliberate[ly]” failed to propose “any alternative that . . . meet[s] the threshold for economic practicability,” and that NHTSA was “thus asserting that economic practicability is a factor that can be disregarded at the agency's whim.” Institute for Energy Research, NHTSA-2023-0022-63063, Attachment 1, at 2. In response, NHTSA grappled extensively with the economic practicability of the regulatory alternatives, 
                            <E T="03">see, e.g.,</E>
                             88 FR at 56328-56350 (Aug. 17, 2023), and concluded that (for purposes of the proposal) the PC2LT4 alternative was economically practicable but the more stringent alternatives likely were not. NHTSA does not understand how the commenter reached its conclusion that NHTSA disregarded economic practicability.
                        </P>
                    </FTNT>
                    <P>• Application rate of technologies—whether it appears that a regulatory alternative would impose undue burden on manufacturers in either or both the near and long term in terms of how much and which technologies might be required. This metric connects to other metrics, as well.</P>
                    <P>
                        The States and Cities commented that the differences in technology penetration rates between the proposed standards and Alternative PC3LT5 were “minimal,” arguing that “Where differences do exist, such as in the degree of strong hybrids and mass reduction improvements applied, [they] represent a modest additional burden for manufacturers that is lower than or similar to the technology application rates for passenger cars estimated for past rulemakings.” 
                        <SU>1049</SU>
                        <FTREF/>
                         That commenter stated further that “While the differences in degree of strong hybrid and mass reduction improvements estimated for light trucks in the current versus previous rulemaking is more moderate, . . . it does not make the standards economically impracticable.” 
                        <SU>1050</SU>
                        <FTREF/>
                         CEI commented that “The EV sales projections informing. . .NHTSA's regulatory proposal[ is] based in significant part on California's EPCA-preempted ZEV program.” 
                        <SU>1051</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1049</SU>
                             States and Cities, Docket No. NHTSA-2023-0022-61904, Attachment 2, at 31.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1050</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1051</SU>
                             CEI, Docket No. NHTSA-2023-0022-61121, Attachment 1, at 8.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA explored technology penetration rates above in the context of technological feasibility; for economic practicability, the question becomes less about “does the technology exist and could it be applied” and more about “if manufacturers were to apply it at the rates NHTSA's analysis suggests, what would the economic consequences be?” The States and Cities argue that the additional burden of applying additional ICE/vehicle-based technology would be “modest” and “not economically impracticable,” while CEI argues that NHTSA's analysis relies unduly and inappropriately on EVs. In response, NHTSA notes again that our analysis does not allow BEVs to be added in response to potential new CAFE standards, although it does recognize the existence of BEVs added during standard-setting years for non-CAFE reasons.
                        <SU>1052</SU>
                        <FTREF/>
                         In their comments, the automotive industry dwells heavily on the difficulty of building BEVs for reasons other than the proposed standards, and suggests that having to make any fuel economy improvements to their ICEVs in response to the CAFE program would be economically impracticable and ruinous to their other technological efforts. NHTSA has considered these comments carefully. 
                        <PRTPAGE P="52800"/>
                        NHTSA may be prohibited from considering the fuel economy of BEVs in determining maximum feasible CAFE standards, but NHTSA does not believe that it is prohibited from considering 
                        <E T="03">the industry resources needed to build BEVs,</E>
                         and industry is adamant that the resource load that it faces as part of this technological transition is unprecedented. As such, it appears that the economic-practicability tolerance of technological investment other than what manufacturers already intended to invest must be lower than NHTSA assumed in the NPRM. NHTSA recognizes, as discussed above in the technological feasibility section, that refresh and redesign schedules included in the analysis (in response to manufacturer comments to NHTSA rulemakings over the last decade or more) limit opportunities in the analysis for manufacturers to apply new technologies in response to potential future standards.
                        <SU>1053</SU>
                        <FTREF/>
                         While this is a limitation, it is consistent with and a proxy for actual manufacturing practice. The product design cycle assumptions are based in manufacturer comments regarding how they manage the cost to design new models, retool factories, coordinate spare parts production, and train workers to build vehicles that accommodate new technologies. The product design cycle also allows products to exist in the market long enough to recoup (at least some of) these costs. Changing these assumptions, or assuming shorter product design cycles, would likely increase the resources required by industry and increase costs significantly in a way that NHTSA's analysis currently does not capture. Increasing costs significantly would distract industry's focus on the unprecedented technology transition, which industry has made clear it cannot afford to do. NHTSA therefore recognizes the refresh and redesign cycles as a very real limitation on economic practicability in the time frame of the final standards.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1052</SU>
                             
                            <E T="03">See</E>
                             Section IV above for more discussion on this topic.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1053</SU>
                             See TSD Chapter 2.6 for discussions on Product Design Cycle.
                        </P>
                    </FTNT>
                    <P>• Other technology-related considerations—related to the application rate of technologies, whether it appears that the burden on several or more manufacturers might cause them to respond to the standards in ways that compromise, for example, vehicle safety, or other aspects of performance that may be important to consumer acceptance of new products.</P>
                    <P>
                        The Alliance commented that “Manufacturers have a limited pool of human and capital resources to invest in new vehicles and powertrains,” and argued that it would not be “economically practicable to invest the resources necessary to achieve both the non-EV improvements envisioned and the increase in EV market share envisioned.” 
                        <SU>1054</SU>
                        <FTREF/>
                         Kia provided similar comments. Mitsubishi similarly expressed concern that the proposal would cause OEMs to spend resources on ICE technology “that would otherwise be better used to accelerate the launch of new electric vehicle platforms.” 
                        <SU>1055</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1054</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-60652, Attachment 2, at 8.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1055</SU>
                             Mitsubishi, Docket No. NHTSA-2023-0022-61637, at 2.
                        </P>
                    </FTNT>
                    <P>
                        As with the comments about technology penetration rates, while NHTSA does not consider the technological transition itself in determining maximum feasible standards, NHTSA does acknowledge the resources needed to make that transition and agrees that manufacturers have a limited pool of human and capital resources. That said, manufacturers' comments suggest that they believe that NHTSA is demanding specific types of technological investments to comply with CAFE standards. NHTSA reiterates that the CAFE standards are performance-based standards and NHTSA does not require any specific technologies to be employed to meet the standards. Moreover, NHTSA notes numerous recent manufacturer announcements of new HEV and PHEV models.
                        <SU>1056</SU>
                        <FTREF/>
                         The central (statutorily-constrained) analysis for the final rule happens to reflect these recent technological developments, particularly in the early (pre-rulemaking time frame) years of the analysis. For model year 2026, the analysis shows a fleetwide sales-weighted average of combined SHEV and PHEV technology penetration of 7 percent for passenger cars and 24 percent for light trucks. This occurs in parallel with an estimated fleetwide sales-weighted average BEV technology penetration of 31 percent for passenger cars and 14 percent for light trucks. The analysis reflects the possibility that initial BEV offerings might fall in the passenger car market, as well as the rise of hybrid powertrain designs (perhaps as a transitional technology) early in the larger technology transition. We note that no significant additional advanced engine technology is introduced to the fleet in the analysis, across the alternatives. As stringency increases, the analysis mostly applies higher volumes of strong hybrid technologies. NHTSA thus concludes that given the announcements discussed above, the central analysis does in fact represent a reasonable path to compliance for industry (even if it is not the only technology path that industry might choose) that allows for a high level of resource focus by not requiring significant investments in technology beyond what they may already plan to apply.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1056</SU>
                             
                            <E T="03">See, e.g.,</E>
                             “GM to release plug-in hybrid electric vehicles, backtracking on product plans,” cnbc.com, Jan. 30, 2024, 
                            <E T="03">at https://www.cnbc.com/2024/01/30/gm-to-release-plug-in-hybrid-vehicles-backtracking-on-product-plans.html</E>
                            ; “As Ford loses billions on EVs, the company embraces hybrids,” 
                            <E T="03">cnbc.com,</E>
                             Jul. 28, 2023, 
                            <E T="03">at https://www.cnbc.com/2023/07/28/ford-embraces-hybrids-as-it-loses-billions-on-evs.html</E>
                            ; “Here's why plug-in hybrids are gaining momentum,” Automotive News, Mar. 7, 2024, 
                            <E T="03">at https://www.autonews.com/mobility-report/phevs-can-help-introduce-evs-reduce-emissions;</E>
                             “Genesis will reportedly launch its first hybrid models in 2025,” autoblog.com, Feb. 20, 2024, 
                            <E T="03">at https://www.autoblog.com/2024/02/20/genesis-will-reportedly-launch-its-first-hybrid-models-in-2025/?guccounter=1&amp;guce_referrer=aHR0cHM6Ly93d3cuZ29vZ2xlLmNvbS8&amp;guce_referrer_sig=AQAAAEX5xWHtRIyg5otwKBUziml8MrkD5He-xxjOQdFZCnodUbvrtwUljfJ9IHSovY9JtYQjTUDDcjV4Zz1ZWrMu7VE9D037IhYTi_wfNPEI6aXzC-bbvrRVi2hkM3sqsGQBqFPgAVh_MK6WDqt1rNA25b14UovtiNgzQr6wpwp2iORi</E>
                            .
                        </P>
                    </FTNT>
                    <P>
                        • Cost of
                        <FTREF/>
                         meeting the standards—even if the technology exists and it appears that manufacturers can apply it consistent with their product cadence, if meeting the standards is estimated to raise per-vehicle cost more than we believe consumers are likely to accept, which could negatively impact sales and employment in the automotive sector, the standards may not be economically practicable. While consumer acceptance of additional new vehicle cost associated with more stringent CAFE standards is uncertain, NHTSA still finds this metric useful for evaluating economic practicability.
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1057</SU>
                             IPI, Docket No. NHTSA-2023-0022-60485, at 12.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1058</SU>
                             Rivian, Docket No. NHTSA-2023-0022-59765, at 3.
                        </P>
                    </FTNT>
                    <P>
                        IPI commented that NHTSA's compliance costs were very likely overstated due to the statutory constraints, and that “While NHTSA reasonably omits these features from its consideration due to its statutory constraints and should maintain that approach, it is particularly odd for NHTSA to prioritize compliance costs unduly as a basis to reject the most net-beneficial alternative when it knows that those costs are overestimates.” 
                        <SU>1057</SU>
                         Rivian also commented that NHTSA's statutory constraints inflate the apparent cost of compliance, and suggested that NHTSA look at the feasibility of potential standards instead of at their cost.
                        <SU>1058</SU>
                         An individual citizen commented that it appeared NHTSA had proposed lower standards than would otherwise be feasible out of 
                        <PRTPAGE P="52801"/>
                        concern about costs, and stated that NHTSA should reconsider “in light of recent news of the exorbitant personal annual CEO compensations for the Big Three automobile manufacturers, $75 million, combined,” suggesting that perhaps all costs associated with technology application did not need to be passed fully on to consumers.
                        <SU>1059</SU>
                        <FTREF/>
                         The States and Cities stated that the per-vehicle costs associated with the proposed standards and Alternative PC3LT5 “are both reasonable and lower than past estimates of average price change.” 
                        <SU>1060</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1059</SU>
                             Roselie Bright, Docket No. NHTSA-2022-0075-0030-0004.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1060</SU>
                             States and Cities, Docket No. NHTSA-2022-0075-0033, Attachment 2, at 30.
                        </P>
                    </FTNT>
                    <P>
                        In contrast, Landmark stated that “NHTSA admits” that the projected costs due to meeting potential future standards would be passed forward to consumers as price increases, and that “The Proposed Rule would punish consumers of passenger cars.” 
                        <SU>1061</SU>
                        <FTREF/>
                         MOFB commented that increased vehicle prices would “apply disproportionate burden on [its] members.” 
                        <SU>1062</SU>
                        <FTREF/>
                         Jaguar commented that the proposed revisions to the PEF resulted in increased compliance costs and “a weaker business case,” which “could push automakers to limit BEVs to more profitable markets.” 
                        <SU>1063</SU>
                        <FTREF/>
                         Jaguar also expressed concerns about volatility for critical minerals pricing that could further affect per-vehicle costs.
                        <SU>1064</SU>
                        <FTREF/>
                         AAPC commented that NHTSA's analysis showed that the projected per-vehicle cost was “over three times greater” for the Detroit 3 automakers than for the rest of the industry, and that this “directly results from DOE's proposed reduction of the PEF for EVs and NHTSA's proposal to require drastically faster fuel economy improvements from trucks as compared to cars.” 
                        <SU>1065</SU>
                        <FTREF/>
                         AAPC argued that DOE and NHTSA were deliberately pursuing policies contrary to Administration goals, and that doing so would “benefit[ ] foreign auto manufacturers” and “unfairly harm[ ] the [Detroit 3] and its workforce.” 
                        <SU>1066</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1061</SU>
                             Landmark, Docket No. NHTSA-2023-0022-48725, Attachment 1, at 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1062</SU>
                             MOFB, Docket No. NHTSA-2023-0022-61601, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1063</SU>
                             Jaguar, Docket No. NHTSA-2023-0022-57296, Attachment 1, at 6.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1064</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1065</SU>
                             AAPC, Docket No. NHTSA-2023-0022-60610, at 5.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1066</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <P>
                        Several commenters stated that the proposed standards would require an unduly expensive transition to BEVs. KCGA argued that “EVs actively lose companies money and require subsidization to remain competitive,” and that “Scaling would be one of the biggest challenges. . . .” 
                        <SU>1067</SU>
                        <FTREF/>
                         The American Consumer Institute stated that among the “obstacles to a sudden and immediate electrification of the fleet,” “The price differential between an EV and an ICE vehicle still exceeds $10,000, which poses a staggering disparity in upfront costs alone.” 
                        <SU>1068</SU>
                        <FTREF/>
                         AHUA echoed these concerns, stating that “the price of an EV was more than double the price of a subcompact car,” and that “This represents a real financial challenge for middle class families that need a basic vehicle to get to work, health care, the grocery store, and other fundamental destinations, and for local business travel, such as meetings and sales calls, particularly for small businesses.” 
                        <SU>1069</SU>
                        <FTREF/>
                         SEMA argued that “the only way for OEMs to comply with the proposed standards is to rapidly increase sales of electric vehicles and sell fewer ICE vehicles,” and that “The alternative is . . . to pay massive fines. . . .” 
                        <SU>1070</SU>
                        <FTREF/>
                         SEMA also stated that electric vehicles were much more expensive than ICE vehicles, and that consumers would also be required to spend extra money on home vehicle chargers.
                        <SU>1071</SU>
                        <FTREF/>
                         AFPM commented that NHTSA was “ignor[ing]” cross-subsidization of vehicles by manufacturers, and that “NHTSA must account for these real-world costs and communicate to the public that these cross-subsidies must be paid for by a shrinking number of ICEV buyers and, therefore, must significantly increase the average price of EVs.” 
                        <SU>1072</SU>
                        <FTREF/>
                         Heritage Foundation offered similar comments about cross-subsidization and also expressed concern about battery costs and lack of charging infrastructure.
                        <SU>1073</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1067</SU>
                             KCGA, Docket No. NHTSA-2023-0022-59007, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1068</SU>
                             American Consumer Institute, Docket No. NHTSA-2023-0022-50765, Attachment 1, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1069</SU>
                             AHUA, Docket No. NHTSA-2023-0022-58180, at 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1070</SU>
                             SEMA, Docket No. NHTSA-2023-0022-57386, Attachment 1, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1071</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1072</SU>
                             AFPM, Docket No. NHTSA-2023-0022-61911, Attachment 2, at 67.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1073</SU>
                             Heritage Foundation, Docket No. NHTSA-2023-0022-61952, at 6, 7.
                        </P>
                    </FTNT>
                    <P>In response, NHTSA agrees that the statutory constraints lead to different analytical results (including per-vehicle costs) than if the statutory constraints were not included in the analysis, but the agency is bound to consider the facts as they appear within the context of that constrained analysis. Also within that context, NHTSA agrees with commenters who point out that some companies appear to struggle more than others to meet the different regulatory alternatives. After considering the comments, NHTSA understands better that manufacturers' tolerance for technology investments other than those they have already chosen to make is much lower than NHTSA previously understood. The updated per-vehicle costs for each fleet, each manufacturer, and the boundary cases for considered regulatory alternatives are as follows:</P>
                    <GPH SPAN="3" DEEP="477">
                        <PRTPAGE P="52802"/>
                        <GID>ER24JN24.202</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="477">
                        <PRTPAGE P="52803"/>
                        <GID>ER24JN24.203</GID>
                    </GPH>
                    <P>Even though per-vehicle costs are quite low in some instances compared to what NHTSA has considered economically practicable in the past, they are still fairly high for others, and quite high for some individual manufacturers, like Kia and Mazda. Moreover, companies have made it clear that they cannot afford to make any further technology investments (which would result in higher per-vehicle costs) if they are to successfully undertake the technological transition that NHTSA cannot consider directly, due to constraints on research and production budgets. The idea that CEO compensation could be repurposed to research and production is innovative but not within NHTSA's control, so NHTSA cannot assume that companies would choose that approach.</P>
                    <P>As discussed above, NHTSA also conducted a “No ZEV alternative baseline” analysis. Estimated average price change (regulatory cost) under the No ZEV alternative baseline, as compared to the reference case baseline, varies by manufacturer.</P>
                    <GPH SPAN="3" DEEP="477">
                        <PRTPAGE P="52804"/>
                        <GID>ER24JN24.204</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="477">
                        <PRTPAGE P="52805"/>
                        <GID>ER24JN24.205</GID>
                    </GPH>
                    <P>As under the reference baseline analysis, even though per-vehicle costs are quite low in some instances under the No ZEV alternative baseline compared to what NHTSA has considered economically practicable in the past, they are still fairly high for others, and quite high for some individual manufacturers, like Kia and Mazda. Costs under the No ZEV alternative baseline analysis are somewhat higher than under the reference baseline analysis, particularly for passenger cars, but not by enough to change the agency's conclusions about the general direction of per-vehicle cost increases. As explained above, companies have made it clear that they cannot afford to make any further technology investments (which would result in higher per-vehicle costs) if they are to successfully undertake the technological transition that NHTSA cannot consider directly, due to constraints on research and production budgets. Additional costs would exacerbate that situation.</P>
                    <P>
                        With regard to the comments discussing perceived BEV costs, NHTSA reiterates that CAFE standards are performance-based standards and not technology mandates, and companies are free to choose their own compliance path with their own preferred technological approach. The comments suggesting that NHTSA ignores cross-subsidization may not have sufficiently considered the NPRM discussion on manufacturer pricing strategies.
                        <SU>1074</SU>
                        <FTREF/>
                         NHTSA stated, and reiterates elsewhere in this final rule, that while the agency recognizes that some manufacturers may defray their regulatory costs through more complex pricing strategies or by accepting lower profits, NHTSA lacks sufficient insight into these practices to confidently model alternative approaches. Manufacturers tend to be unwilling to discuss these practices publicly or even privately with much specificity. Without better information, NHTSA believes it is more prudent to 
                        <PRTPAGE P="52806"/>
                        continue to assume that manufacturers raise the prices of models whose fuel economy they elect to improve sufficiently to recover their increased costs for doing so, and then pass those costs forward to buyers as price increases. Any stakeholders who might wish to provide more information on cross-subsidization that could improve the realism of NHTSA's future analyses are invited to do so.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1074</SU>
                             88 FR at 56249 (Aug. 17, 2023).
                        </P>
                    </FTNT>
                    <P>A number of commenters discussed the estimated civil penalties for non-compliance shown in the analysis for the NPRM. Civil penalties are a component of per-vehicle cost increases because NHTSA assumes that they (like technology costs) are passed forward to new vehicle buyers.</P>
                    <P>
                        Jaguar commented that all of the regulatory alternatives were beyond maximum feasible for Jaguar, because NHTSA's analysis showed Jaguar paying civil penalties under all regulatory alternatives.
                        <SU>1075</SU>
                        <FTREF/>
                         The Alliance and Kia argued more broadly that automaker non-compliance at the level of the proposed standards “exceeds reason” and “will increase costs to the American consumer with absolutely no environmental or fuel savings benefits.” 
                        <SU>1076</SU>
                        <FTREF/>
                         AAPC made a similar point.
                        <SU>1077</SU>
                        <FTREF/>
                         Kia stated further that “Kia and the industry as a whole cannot afford to pay billions in civil penalties for CAFE non-compliance while also investing billions of dollars in the EV transition and EPA GHG regulation compliance.” 
                        <SU>1078</SU>
                        <FTREF/>
                         MEMA stated that “money spent on noncompliance fines is money not spent on technology investment or workforce training,” and argued that these “lost funds and unrealized improvements” should be factored into the analysis. Toyota commented that the amount of civil penalties projected showed “that the technology being relied upon is insufficient to achieve the proposed standards.” 
                        <SU>1079</SU>
                        <FTREF/>
                         BMW stated that NHTSA had forecast penalties for BMW over the rulemaking time frame of roughly $4.7 billion, and that the standards were therefore not economically practicable because “By its own admission, NHTSA has proposed a rule which is prohibitive to doing business in the U.S. market for BMW.”
                        <SU>1080</SU>
                        <FTREF/>
                         Ford similarly commented that while NHTSA had acknowledged in the NPRM that Ford had never paid civil penalties under the CAFE program, NHTSA's analysis demonstrated that Ford would “likely pay $1 billion in civil penalties if NHTSA's proposal were finalized,” making the proposed standards infeasible.
                        <SU>1081</SU>
                        <FTREF/>
                         Stellantis offered similar comments, and also stated that “The PEF adjustment combined with the proposed NHTSA rule forces fines with insufficient time to adjust plans.” 
                        <SU>1082</SU>
                        <FTREF/>
                         The Alliance further stated that when it ran the CAFE model with civil penalties turned off, many fleets were unable to meet the standards, which made the proposed standards arbitrary and capricious.
                        <SU>1083</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1075</SU>
                             Jaguar, Docket No. NHTSA-2023-0022-57296, Attachment 1, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1076</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-27803, Attachment 1, at 1; The Alliance, Docket No. NHTSA-2023-0022-60652, Appendix B, at 14-19; Kia, Docket No. NHTSA-2023-0022-58542-A1, at 6.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1077</SU>
                             AAPC, Docket No. NHTSA-2023-0022-60610, at 6.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1078</SU>
                             Kia, at 6. Ford offered similar comments: Ford, Docket No. NHTSA-2023-0022-60837, at 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1079</SU>
                             Toyota, Docket No. NHTSA-2023-0022-61131, at 2, 12, 16.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1080</SU>
                             BMW, Docket No. NHTSA-2023-0022-58614, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1081</SU>
                             Ford, Docket No. NHTSA-2023-0022-60837, at 3, 6.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1082</SU>
                             Stellantis, Docket No. NHTSA-2023-0022-61107, at 8-9.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1083</SU>
                             Alliance, Docket No. NHTSA-2023-0022-60652, Appendix B, at 21-23.
                        </P>
                    </FTNT>
                    <P>
                        Valero commented that “It is inappropriate and unlawful for NHTSA to set standards that are so stringent that manufacturers cannot comply without the use of civil penalties,” and stated that such standards would not be economically practicable.
                        <SU>1084</SU>
                        <FTREF/>
                         POET commented that the proposal “dictates that manufacturers must pay significant fines to continue in business,” and argued that a rule that “increase[d] manufacturer fines by multiple billions of dollars” was neither technologically feasible nor economically practicable.
                        <SU>1085</SU>
                        <FTREF/>
                         Heritage Foundation offered similar comments,
                        <SU>1086</SU>
                        <FTREF/>
                         as did U.S. Chamber of Commerce, who suggested that standards that drove up vehicle prices (through manufacturers passing civil penalties forward to consumers as price increases) without improving efficiency must be beyond economically practicable.
                        <SU>1087</SU>
                        <FTREF/>
                         Landmark also offered similar comments, stating that “The government is seeking to force companies toward greater production of EVs by heavily penalizing them for failing to comply with completely unreasonable standards.”
                        <SU>1088</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1084</SU>
                             Valero, Docket No. NHTSA-2023-0022-58547, Attachment A, at 7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1085</SU>
                             POET, Docket No. NHTSA-2023-0022-61561, Attachment 1, at 16.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1086</SU>
                             Heritage Foundation, Docket No. NHTSA-2023-0022-61952, at 5.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1087</SU>
                             U.S. Chamber of Commerce, Docket No. NHTSA-2023-0022-61069, Attachment 1, at 3-4. NADA offered similar comments, Docket No. NHTSA-2023-0022-58200, at 5.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1088</SU>
                             Landmark, Docket No. NHTSA-2023-0022-48725, Attachment 1, at 4.
                        </P>
                    </FTNT>
                    <P>
                        The Alliance argued further that analysis showing significant potential payment of civil penalties necessarily demonstrated that standards were economically impracticable, because NHTSA has consistently recognized that automakers are always free to pay penalties if they cannot meet the standards, meaning that “in the light-duty context, the civil penalties effectively set an upper limit on economic practicability.” 
                        <SU>1089</SU>
                        <FTREF/>
                         The Alliance stated that NHTSA was incorrect to suggest in the NPRM that “moderating [its] standards in response to [civil penalty estimates] would . . . risk `keying standards to the least capable manufacturer,'” because “these are precisely the type of `industry-wide considerations' that NHTSA has concluded [Congress intended NHTSA to consider].” 
                        <SU>1090</SU>
                        <FTREF/>
                         The Alliance concluded that economic practicability “might include standards that require a few laggards to pay penalties, but that concept cannot reasonably encompass a scenario in which the cost of compliance for a majority of the market in a given class will exceed the cost of penalties.” 
                        <SU>1091</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1089</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-60652, Appendix B, at 14.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1090</SU>
                             
                            <E T="03">Id.</E>
                             at 15.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1091</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <P>
                        The Joint NGOs, in contrast, commented that manufacturers have the ability to use credit carry-forward and carry-back, and “Nothing in EPCA contemplates that NHTSA will doubly account for automakers' multi-year product plans by tempering the stringency of the standard in any particular model year,” implying that shortfalls in any given year need not indicate economic impracticability.
                        <SU>1092</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1092</SU>
                             Joint NGOs, Docket No. NHTSA-2023-0022-61944, NGO Comment Appendix, at 5.
                        </P>
                    </FTNT>
                    <P>NHTSA has considered these comments carefully. The Joint NGOs are correct that manufacturers may carry credits forward and back, but 49 U.S.C. 32902(h) does not allow NHTSA to consider the availability of credits in determining maximum feasible CAFE standards. NHTSA is bound by the statutory constraints, and the constrained analysis for the NPRM did show several manufacturers paying civil penalties rather than achieving compliance. With the final rule updates, estimated civil penalties for the Preferred Alternative appear as follows.</P>
                    <GPH SPAN="3" DEEP="385">
                        <PRTPAGE P="52807"/>
                        <GID>ER24JN24.206</GID>
                    </GPH>
                    <P>
                         
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1093</SU>
                             For comparison, the combined profits for Stellantis, GM and Ford were approximately $143 billion over the last 5 years, averaging $28.6 billion per year. See: https://www.epi.org/blog/uaw-automakers-negotiations/.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="385">
                        <PRTPAGE P="52808"/>
                        <GID>ER24JN24.207</GID>
                    </GPH>
                    <P>
                        For comparison, civil penalties estimated in the NPRM analysis for the then-Preferred Alternative (PC2LT4) totaled $10.6 billion for the entire industry summed over the 5 years of the rulemaking time frame.
                        <SU>1094</SU>
                        <FTREF/>
                         Total civil penalties for the final rule under the reference baseline are estimated at an order of magnitude less, just over $1 billion for the 5-year period. For further comparison, civil penalties estimated for the 2022 final rule Preferred Alternative (Alternative 2.5) totaled $5.3 billion over 3 years for the entire industry, or approximately $1.8 billion per year, which is equivalent to the total 5-year estimate of civil penalties for the preferred alternative in this final rule.
                        <SU>1095</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1094</SU>
                             See NHTSA, Preliminary Regulatory Impact Analysis, Corporate Average Fuel Economy Standards for Passenger Cars and Light Trucks for Model Years 2027 and Beyond and Fuel Efficiency Standards for Heavy-Duty Pickup Trucks and Vans for Model Years 2030 and Beyond, July 2023. 
                            <E T="03">Available at https://www.nhtsa.gov/sites/nhtsa.gov/files/2023-08/NHTSA-2127-AM55-PRIA-tag.pdf</E>
                             (last accessed May 29, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1095</SU>
                             See 87 FR 25710 (May 2, 2022).
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="385">
                        <PRTPAGE P="52809"/>
                        <GID>ER24JN24.208</GID>
                    </GPH>
                    <P>
                         
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1096</SU>
                             For comparison, the combined profits for Stellantis, GM, and Ford were approximately $143 billion over the last 5 years, averaging $28.6 billion per year. See: 
                            <E T="03">https://www.epi.org/blog/uaw-automakers-negotiations/.</E>
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="385">
                        <PRTPAGE P="52810"/>
                        <GID>ER24JN24.209</GID>
                    </GPH>
                    <P>Comparing the estimated civil penalties under the reference case and No ZEV alternative baseline analyses, NHTSA finds that civil penalties are somewhat higher—roughly $1.6 billion for both passenger cars and light trucks under the No ZEV alternative baseline analysis, compared to roughly $770 million for passenger cars and roughly $1 billion for light trucks under the reference case baseline analysis. Even the total under the No ZEV alternative baseline analysis is still considerably lower than the penalties estimated for the NPRM preferred alternative, or for the 2022 final rule. NHTSA therefore concludes that the use of the No ZEV alternative baseline rather than the reference case baseline does not result in costs that alter the agency's determination that the rule is economically feasible.</P>
                    <P>NHTSA has long interpreted economic practicability as meaning that standards should be “within the financial capability of the industry, but not so stringent as to lead to adverse economic consequences.” Civil penalty payment has not historically been specifically highlighted as an “adverse economic consequence,” due to NHTSA's assumption that manufacturers recoup those payments by increasing new vehicle prices. NHTSA continues to believe that it is reasonable to assume that manufacturers will recoup civil penalty payments, and that changes in per-vehicle costs can drive sales effects. If per-vehicle costs and sales effects appear practicable, then shortfalls by themselves would not seem to weigh any more heavily on economic practicability.</P>
                    <P>
                        However, NHTSA is persuaded by the comments that civil penalties are money not spent on investments that could help manufacturers comply with higher standards in the future. NHTSA also agrees that civil penalties do not improve either fuel savings or emissions reductions, and thus do not directly serve EPCA's overarching purpose. As such, while NHTSA does not believe that economic practicability mandates that 
                        <E T="03">zero</E>
                         penalties be modeled to occur in response to potential future standards, NHTSA does believe, given the circumstances of this rule and the technological transition that NHTSA may not consider directly, that economic practicability can reasonably include the idea that high percentages of the cost of compliance should not be attributed to shortfall penalties across a wide group of manufacturers, either, because penalties are not compliance. Table VI-11 and Table VI-12 show the number of manufacturers who have shortfalls in each fleet with a regulatory cost break down for each alternative.
                        <SU>1097</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1097</SU>
                             Values in these tables may not sum perfectly due to rounding.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="224">
                        <PRTPAGE P="52811"/>
                        <GID>ER24JN24.210</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="187">
                        <GID>ER24JN24.211</GID>
                    </GPH>
                    <P>As Table VI-12 shows, civil penalties as a percentage of regulatory costs rise rapidly for light trucks as alternatives increase in stringency, jumping from only 9 percent for PC2LT002 to 29 percent for PC1LT3, and rising to 59 percent for PC6LT8—that is to say, civil penalties actually outweigh technology costs for the light truck fleet under PC6LT8. The number of manufacturers facing shortfalls (and thus civil penalties, for purposes of the analysis due to the statutory prohibition against considering the availability of credits) similarly rises as alternatives increase in stringency, from only 2 out of 19 manufacturers under PC2LT002, to 8 out of 19 (nearly half) for PC1LT3, to 14 out of 19 for PC6LT8.</P>
                    <P>Table VI-11 shows that results are for the passenger car fleet. The number of manufacturers facing shortfalls (particularly in their imported car fleets) and the percentage of regulatory costs represented by civil penalties rapidly increase for the highest stringency scenarios considered, PC3LT5 and PC6LT8, such that at the highest stringency 43 percent of the regulatory cost is attributed to penalties and approximately three quarters of the 19 manufacturers are facing shortfalls. The three less stringent alternatives show only one manufacturer facing shortfalls for each of alternatives PC2LT002, PC1LT3, and PC2LT4. However, civil penalties represent higher percentages of regulatory costs under PC1LT3 and PC2LT4 than under PC2LT002. Optimizing the use of resources for technology improvement over penalties suggests PC2LT002 as the best option of the three for the passenger car fleet.</P>
                    <P>Considering this ratio as an element of economic practicability for purposes of this rulemaking, then, NHTSA believes that PC2LT002 represents the least harmful alternative considered. With nearly half of light truck manufacturers facing shortfalls under PC1LT3, and nearly 30 percent of regulatory costs being attributable to civil penalties, given the concerns raised by manufacturers regarding their ability to finance the ongoing technological transition if they must divert funds to paying CAFE penalties, NHTSA believes that PC1LT3 may be beyond economically practicable in this particular rulemaking time frame.</P>
                    <P>NHTSA also considered civil penalties as a percentage of regulatory costs under the No ZEV alternative baseline, as follows:</P>
                    <GPH SPAN="3" DEEP="251">
                        <PRTPAGE P="52812"/>
                        <GID>ER24JN24.212</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="215">
                        <GID>ER24JN24.213</GID>
                    </GPH>
                    <P>Similar to the reference baseline, the No ZEV alternative baseline demonstrates increased civil penalties and more fleet shortfalls with higher stringency alternatives. For example, Table VI-14 shows similar rapid increases percentage of regulatory costs for light trucks as alternative increase in stringency, jumping from 10 percent for PC2LT002 to 26 percent for PC1LT3 and rising to 62 percent for PC6LT8. Like the reference baseline, the number of manufacturers facing shortfalls similarly rises as alternatives increase in stringency. Another example, Table VI-13 shows the trends in results for the No ZEV alternative baseline. The number of manufacturers facing shortfalls and the percentage of regulatory costs represented by civil penalties rapidly increase for the highest stringency scenarios considered, PC3LT5 and PC6LT8, such that at the highest stringency 49 percent of the regulatory cost is attributed to penalties and approximately three quarters of the 19 manufacturers are facing shortfalls.</P>
                    <P>• Sales and employment responses—as discussed above, sales and employment responses have historically been key to NHTSA's understanding of economic practicability.</P>
                    <P>
                        The Alliance stated that “The projected $3,000 average price increase over today's vehicles is likely to decrease sales and increase the average age of vehicles on our roads.” 
                        <SU>1098</SU>
                        <FTREF/>
                         The America First Policy Institute also referred to NHTSA's estimated costs and stated that “Raising the upfront costs of vehicles is regressive policy; it increasingly places vehicle purchases out of financial reach for the American people and disadvantages lower-income consumers. The estimated potential savings on vehicle operation are thus irrelevant for those who would be unable to purchase a vehicle in the first 
                        <PRTPAGE P="52813"/>
                        place.” 
                        <SU>1099</SU>
                        <FTREF/>
                         Mitsubishi commented that rising costs attributable to the proposed standards would drive “price-sensitive car buyers . . . to the used car market [and] older, less fuel-efficient vehicles, exactly the opposite of the intention of the CAFE program.” 
                        <SU>1100</SU>
                        <FTREF/>
                         Mitsubishi further stated that “the resulting increased demand for used cars would also raise used car prices, leaving a growing segment of the U.S. population—mostly low-to-moderate income families—unable to purchase a vehicle at all.” 
                        <SU>1101</SU>
                        <FTREF/>
                         AFPM argued that “As ZEV prices rise, their sales and ICEV fleet turnover will slow, reducing fuel efficiency benefits and creating a significant drag on the economy.” 
                        <SU>1102</SU>
                        <FTREF/>
                         U.S. Chamber of Commerce offered similar comments.
                        <SU>1103</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1098</SU>
                             The Alliance, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1099</SU>
                             America First Policy Institute, Docket No. NHTSA-2023-0022-61447, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1100</SU>
                             Mitsubishi, Docket No. NHTSA-2023-0022-61637, at 10.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1101</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1102</SU>
                             AFPM, Docket No. NHTSA-2023-0022-61911, Attachment 2, at 67.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1103</SU>
                             U.S. Chamber of Commerce, Docket No. NHTSA-2023-0022-61069, at 3.
                        </P>
                    </FTNT>
                    <P>
                        The Heritage Foundation commented that the proposed standards would cause there to be fewer new vehicle choices and that those options would be more expensive, and that therefore new vehicle sales would drop, which “will challenge the profitability of the auto industry and lead to a loss of jobs for tens of thousands of America's autoworkers, as well as a loss of jobs” amongst suppliers, and entail “soaring unemployment among both consumers and workers in the auto- and related industries.” 
                        <SU>1104</SU>
                        <FTREF/>
                         SEMA commented that “A large-scale transition to EVs over a truncated timeline will significantly disrupt automotive supply chains and potentially eliminate many jobs in vehicle manufacturing, parts production, and repair shops,” including negative effects on many small businesses.
                        <SU>1105</SU>
                        <FTREF/>
                         In contrast, Ceres commented that their 2021 report “found that the strongest of NHTSA's previously proposed alternatives would make U.S. automakers more globally competitive and increase auto industry jobs.” 
                        <SU>1106</SU>
                        <FTREF/>
                         Ceres concluded that “Failing to adopt the strongest fuel economy standards would undermine the U.S.' efforts to create a globally competitive domestic vehicle supply chain and put [their] members' business strategies at risk.” 
                        <SU>1107</SU>
                        <FTREF/>
                         The Conservation Voters of South Carolina cited the same Ceres report to argue that “Strong fuel economy standards mean more U.S. manufacturing opportunities that can provide new, well-paying, family-sustaining union manufacturing jobs.” 
                        <SU>1108</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1104</SU>
                             Heritage Foundation, Docket No. NHTSA-2023-0022-61952, at 7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1105</SU>
                             SEMA, Docket No. NHTSA-2023-0022-57386, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1106</SU>
                             Ceres BICEP, Docket No. NHTSA-2023-0022-28667, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1107</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1108</SU>
                             Conservation Voters of South Carolina, Docket No. NHTSA-2023-0022-27799, at 1.
                        </P>
                    </FTNT>
                    <P>
                        While NHTSA agrees generally that changes in per-vehicle costs can affect vehicle sales and thus employment, the analysis for this final rule found that the effects were much smaller than the commenters above suggest could occur. Section 8.2.2.3 of the RIA discusses NHTSA's findings that, with the exception of PC6LT8, sales effects in the action alternatives differ from the No-Action alternative by no more than 1 percent in any given model year, with most below this value.
                        <SU>1109</SU>
                        <FTREF/>
                         Relatedly, Table 8-1 in Section 8.2.2.3 of the RIA shows that maximum employment effects in any year is fewer than 7,000 full time equivalent jobs added (against a backdrop of over 900,000 full time equivalent jobs industry-wide). Overall labor utilization follows the general trend of the No-Action alternative but increases very slightly over the reference baseline in all but the most stringent action alternative cases, which indicates to NHTSA that technological innovation (industry's need to build more advanced technologies in response to the standards) ultimately outweighs sales effects in the rulemaking time frame. Under the No ZEV alternative baseline, sales and labor market effects are slightly larger than in the reference baseline. This is in line with expectations, as alternative baseline costs are slightly larger than costs in the reference baseline. With the exception of PC6LT8, where sales reductions are approximately 3 percent, sales changes for all other action alternatives relative to the No-Action alternative remain below 1.5 percent. Labor market increases do not exceed 8,000 full-time equivalent jobs added over No-Action levels.
                        <SU>1110</SU>
                        <FTREF/>
                         Given that annual sales and employment effects represent differences of well under 2 percent for each year for every regulatory alternative, contrary to the commenters' concerns, NHTSA does not find sales or employment effects to be dispositive for economic practicability in this rulemaking.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1109</SU>
                             NHTSA models total light duty sales differences from the regulatory baseline based on the percentage difference in the average price paid by consumers, net of any tax credits. NHTSA adjusts sales using a constant price elasticity of -0.4. NHTSA's methodology is explained in more detail in TSD Chapter 4.1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1110</SU>
                             For additional detail, see FRIA 8.2.7.
                        </P>
                    </FTNT>
                    <P>
                        • Uncertainty and consumer acceptance of technologies—these are considerations not accounted for expressly in our modeling analysis,
                        <SU>1111</SU>
                        <FTREF/>
                         but important to an assessment of economic practicability given the timeframe of this rulemaking. Consumer acceptance can involve consideration of anticipated consumer response not just to increased vehicle cost and consumer valuation of fuel economy, but also the way manufacturers may change vehicle models and vehicle sales mix in response to CAFE standards.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1111</SU>
                             
                            <E T="03">See, e.g., Center for Auto Safety</E>
                             v. 
                            <E T="03">NHTSA</E>
                             (CAS), 793 F.2d 1322 (D.C. Cir. 1986) (Administrator's consideration of market demand as component of economic practicability found to be reasonable).
                        </P>
                    </FTNT>
                    <P>
                        Many commenters stated that the proposed rule would restrict consumer choice by forcing consumers to purchase electric vehicles, because there would be no ICE vehicles available.
                        <SU>1112</SU>
                        <FTREF/>
                         Mitsubishi expressed concern that the proposal would require OEMs to “prematurely phase-out some of the most affordable/cleaner ICE and hybrid vehicles and replace them with more expensive battery electric vehicles, thereby limiting consumer choice for fuel efficient and affordable vehicles.” 
                        <SU>1113</SU>
                        <FTREF/>
                         Heritage Foundation argued that the ICEs that could meet the standards would be “anemic” and “woefully lacking in power, durability, and performance and will thus offer far less utility for America's families,” causing a “generational loss in consumer welfare.” 
                        <SU>1114</SU>
                        <FTREF/>
                         Additional commenters argued that these required BEVs would not meet consumers' diverse needs,
                        <SU>1115</SU>
                        <FTREF/>
                         and that consumers did not want them.
                        <SU>1116</SU>
                        <FTREF/>
                         The American 
                        <PRTPAGE P="52814"/>
                        Consumer Institute, for example, stated that “Car companies losing money on their EV divisions is a testament to their unpopularity among the public. Several automakers are losing tens of thousands of dollars for every unit sold. One of the `Big Three' automobile manufacturers is poised to lose billions on its electric vehicles division this year.” 
                        <SU>1117</SU>
                        <FTREF/>
                         CEI argued that higher vehicle prices would force “millions” of households to “rely on transit” and “experience significant losses of personal liberty, time, convenience, economic opportunity, health, safety, and, yes, fun.” 
                        <SU>1118</SU>
                        <FTREF/>
                         NADA cited data from multiple surveys suggesting that consumers would not consider buying EVs or were very unlikely to buy one.
                        <SU>1119</SU>
                        <FTREF/>
                         Other commenters stated that more lead time was needed to make more BEVs and for more consumers to accept them.
                        <SU>1120</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1112</SU>
                             American Consumer Institute, Docket No. NHTSA-2023-0022-50765, at 2; WPE, Docket No. NHTSA-2023-0022-52616, at 1; National Association of Manufacturers, Docket No. NHTSA-2023-0022-59203-A1, at 1; Heritage Foundation, Docket No. NHTSA-2023-0022-61952, Attachment 1, at 3; SEMA, Docket No. NHTSA-2023-0022-57386, at 2; POET, Docket No. NHTSA-2023-0022-61561, at 13; AHUA, Docket No. NHTSA-2023-0022-58180, at 3; MCGA, Docket No. NHTSA-2023-0022-58413, at 2; CEI, Docket No. NHTSA-2023-0022-61121, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1113</SU>
                             Mitsubishi, Docket No. NHTSA-2023-0022-61637, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1114</SU>
                             Heritage Foundation, Docket No. NHTSA-2023-0022-61952, at 6.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1115</SU>
                             American Consumer Institute, at 2; Heritage Foundation, at 7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1116</SU>
                             KCGA, at 3; American Consumer Institute, Docket No. NHTSA-2023-0022-50765, Attachment 1, at 1, 7-8; CFDC 
                            <E T="03">et al.,</E>
                             Docket No. NHTSA-2023-0022-62242, at 16; AFPM, Docket No. NHTSA-2023-0022-61911, Attachment 2, at 52 (citing range anxiety and infrastructure limitations); CEI, Docket No. NHTSA-2023-0022-61121, at 9 (citing “high purchase price,” price “volatility,” range anxiety, 
                            <PRTPAGE/>
                            refueling times, “reduced cold-weather performance,” and “less reliability during blackouts”).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1117</SU>
                             American Consumer Institute, at 7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1118</SU>
                             CEI, Docket No. NHTSA-2023-0022-61121, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1119</SU>
                             NADA, Docket No. NHTSA-2023-0022-58200, at 7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1120</SU>
                             National Association of Manufacturers, at 1.
                        </P>
                    </FTNT>
                    <P>
                        In contrast, the States and Cities commented that the proposed standards promoted greater consumer choice, “as consumers will have a greater array of vehicles with higher fuel economy, including plug-in and mild hybrids, some of which offer advantages over internal combustion engine vehicles, such as faster vehicle acceleration, more torque, and lower maintenance costs.” 
                        <SU>1121</SU>
                        <FTREF/>
                         Lucid commented that research from Consumer Reports showed that fuel economy was important to many American consumers and that “Stringent fuel economy standards are aligned with the interests of American consumers.” 
                        <SU>1122</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1121</SU>
                             States and Cities, Docket No. NHTSA-2023-0022-61904, Attachment 2, at 30-31.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1122</SU>
                             Lucid, Docket No. NHTSA-2023-0022-50594, Attachment 1, at 5.
                        </P>
                    </FTNT>
                    <P>NHTSA disagrees that the proposed standards would have forced new vehicle buyers to purchase BEVs, and thus comments expressing concern about alleged lack of consumer interest in BEVs are not relevant here. CAFE standards do not and cannot require electrification. BEVs included in the reference baseline are simply those that are anticipated to exist in the world for reasons other than CAFE compliance, including but not limited to estimated consumer demand for BEVs as costs decrease over time in response to market forces. NHTSA's analysis of the effects of potential new CAFE standards is bound by the statutory constraints.</P>
                    <P>
                        That said, NHTSA agrees with comments suggesting that improved fuel economy is beneficial to consumers, and that having an array of vehicle choices with higher fuel economy is also beneficial. While NHTSA has no authority to compel manufacturers to improve fuel economy in every single vehicle that they offer, higher average fleet fuel economy standards improve the likelihood that more vehicle models' fuel economy will improve over time. NHTSA does not believe that it is a given that improving fuel economy comes at the expense of improving other vehicle attributes appreciated by consumers, and NHTSA's analysis expressly holds vehicle performance constant when simulating the application of fuel-efficient technologies.
                        <SU>1123</SU>
                        <FTREF/>
                         The assumption of performance neutrality is built into the technology costs incurred in the analysis, and thus ensures the costs to maintain performance are represented when feasibility is considered. While this does not address every single vehicle attribute listed by commenters, NHTSA believes that it helps to ensure the economic practicability of the standards that NHTSA chooses.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1123</SU>
                             Performance neutrality is further discussed in the Final TSD Chapter 2.3.4 and in the CAFE Analysis Autonomie Documentation.
                        </P>
                    </FTNT>
                    <P>
                        <E T="03">That</E>
                         said, NHTSA is also aware, as cited above, that a number of manufacturers are beginning to introduce new SHEV and PHEV models, purportedly in response to consumer demand for them.
                        <SU>1124</SU>
                        <FTREF/>
                         NHTSA still maintains that our analysis demonstrates only 
                        <E T="03">one</E>
                         technological path toward compliance with potential future CAFE standards, and that there are many paths toward compliance, but it may be a relevant data point that the technological path we show includes a reliance on SHEV technology in the light truck sector, particularly pickups, similar to some product plans recently announced or already being implemented.
                        <SU>1125</SU>
                        <FTREF/>
                         The auto industry has a strong interest in offering vehicles that consumers will buy. Introducing new models with these technologies suggests that the industry believes that consumer demand for these technologies is robust enough to support a greater supply. The future remains uncertain, but it is possible that NHTSA's constrained analysis may not completely fail to reflect consumer preferences for vehicle technologies, if recent and planned manufacturer behavior is indicative.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1124</SU>
                             Reuters. 2024. U.S. automakers race to build more hybrids as EV sales slow. Mar. 15, 2024. Available at: 
                            <E T="03">https://www.reuters.com/business/autos-transportation/us-automakers-race-build-more-hybrids-ev-sales-slow-2024-03-15/</E>
                            .
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1125</SU>
                             Rosevear, J. CNBC. 2023. As Ford loses billions on EVs, the company embraces hybrids. Jul. 28, 2023. Available at: 
                            <E T="03">https://www.cnbc.com/2023/07/28/ford-embraces-hybrids-as-it-loses-billions-on-evs.html</E>
                            ; Sutton, M. Car and Driver. 2024. 2024 Toyota Tacoma Hybrid Is a Spicier Taco. Apr.23, 2024. Available at: 
                            <E T="03">https://www.caranddriver.com/reviews/a60555316/2024-toyota-tacoma-hybrid-drive/</E>
                            .
                        </P>
                    </FTNT>
                    <P>
                        Over time, NHTSA has tried different methods to account for economic practicability. NHTSA previously abandoned the “least capable manufacturer” approach to ensuring economic practicability, of setting standards at or near the level of the manufacturer whose fleet mix was, on average, the largest and heaviest, generally having the highest capacity (for passengers and/or cargo) and capability (in terms of ability to perform their intended function(s)) so as not to limit the availability of those types of vehicles to consumers.
                        <SU>1126</SU>
                        <FTREF/>
                         Economic practicability has typically focused on the capability of the industry and seeks to avoid adverse consequences such as (inter alia) a significant loss of jobs or unreasonable elimination of consumer choice. If the overarching purpose of EPCA is energy conservation, NHTSA generally believes that it is reasonable to expect that maximum feasible standards may be harder for some automakers than for others, and that they need not be keyed to the capabilities of the least capable manufacturer. NHTSA concluded in past rulemakings that keying standards to the least capable manufacturer may disincentivize innovation by rewarding laggard performance, and it could very foreseeably result in less energy conservation than an approach that looked at the abilities of the industry as a whole.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1126</SU>
                             NHTSA has not used the “least capable manufacturer” approach since prior to the model year 2005-2007 rulemaking (68 FR 16868, Apr. 7, 2003) under the non-attribute-based (fixed) CAFE standards.
                        </P>
                    </FTNT>
                    <PRTPAGE P="52815"/>
                    <P>
                        IPI commented that NHTSA's emphasis on costs, that as NHTSA notes are “likely overstate[d],” resembles the rejected “least capable manufacturer approach.” IPI stated that “This rejection is reasonable,” as NHTSA had explained in the NPRM, and that therefore “costs should not be a decisive barrier to adopting more stringent standards.” 
                        <SU>1127</SU>
                        <FTREF/>
                         NHTSA agrees that for purposes of the final rule, estimated per-vehicle costs are not a decisive barrier to adopting more stringent standards, because costs for a number of alternatives are well within limits which NHTSA has previously considered economically practicable. However, estimated civil penalties, as a subcomponent of manufacturer costs, do remain meaningful in light of the technological transition that NHTSA does not consider directly, insofar as manufacturers state that they divert resources from that transition, even though NHTSA assumes that manufacturers eventually recoup those costs by passing them forward to consumers. NHTSA thus concludes that, for purposes of this final rule, the threshold of economic practicability may be much lower in terms of estimated shortfalls than NHTSA tentatively concluded could be practicable in the NPRM.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1127</SU>
                             IPI, NHTSA-2023-0022-60485, at 10.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA recognizes that this approach to economic practicability may appear to be focusing on the least capable manufacturers, but as industry and other commenters noted, civil penalties do not reduce fuel use or emissions, and thus do not serve the overarching purpose of EPCA. They merely consume resources that could otherwise be better spent elsewhere. NHTSA has also sought to account for economic practicability by applying marginal benefit-cost analysis since the first rulemakings establishing attribute-based standards, considering both overall societal impacts and overall consumer impacts. Whether the standards maximize net benefits has thus been a relevant, albeit not dispositive, factor in the past for NHTSA's consideration of economic practicability. E.O. 12866 states that agencies should “select, in choosing among alternative regulatory approaches, those approaches that maximize net benefits . . .” As the E.O. further recognizes, agencies, including NHTSA, must acknowledge that the modeling of net benefits does not capture all considerations relevant to economic practicability, and moreover that the uncertainty of input assumptions makes perfect foresight impossible. As in past rulemakings, NHTSA has considered our estimates of net societal impacts, net consumer impacts, and other related elements in the consideration of economic practicability. We emphasize, however, that it is well within our discretion to deviate from the level at which modeled net benefits appear to be maximized if we conclude that the level would not represent the maximum feasible level for future CAFE standards, given all relevant and statutorily-directed considerations, as well as unquantifiable benefits.
                        <SU>1128</SU>
                        <FTREF/>
                         Economic practicability is complex, and like the other factors must be considered in the context of the overall balancing and EPCA's overarching purpose of energy conservation.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1128</SU>
                             Even E.O. 12866 acknowledges that “Nothing in this order shall be construed as displacing the agencies' authorities or responsibilities, as authorized by law.” E.O. 12866, Sec. 9.
                        </P>
                    </FTNT>
                    <P>
                        The Renewable Fuels Association 
                        <E T="03">et al.</E>
                         commented that the passenger car standards for both the PC1LT3 and PC2LT4 alternatives were beyond economically practicable, because NHTSA's analysis showed that they resulted in net costs for both society and for consumers.
                        <SU>1129</SU>
                        <FTREF/>
                         The commenters stated that NHTSA had explained in the NPRM that it had the authority to deviate from the point at which net benefits were maximized if other statutory considerations made it appropriate to do so, but the commenters asserted that the fuel savings associated with those alternatives were “not high” and did not outweigh the costs.
                        <SU>1130</SU>
                        <FTREF/>
                         Institute for Energy Research and Mitsubishi offered similar comments.
                        <SU>1131</SU>
                        <FTREF/>
                         POET argued that because even NHTSA acknowledged that there was substantial uncertainty in its analysis, therefore NHTSA should “only adopt standards that clearly have a net positive benefit under all its main discount rate scenarios,” using “conservative assumptions” “to avoid a rule that puts automakers into severe non-compliance.” 
                        <SU>1132</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1129</SU>
                             Renewable Fuels Association 
                            <E T="03">et al.,</E>
                             Docket No. NHTSA-2023-0022-1652, at 14-15; RFA 
                            <E T="03">et al.</E>
                             1, Docket No. NHTSA-2023-0022-57720, at 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1130</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1131</SU>
                             Institute for Energy Research, Docket No. NHTSA-2023-0022-63063, at 2; Mitsubishi, Docket No. NHTSA-2023-0022-61637, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1132</SU>
                             POET, Docket No. NHTSA-2023-0022-61561, at 13.
                        </P>
                    </FTNT>
                    <P>
                        In contrast, IPI argued that the net benefits of all alternatives were likely understated due to (1) “conservative” assumptions about the SC-GHG and discount rates, and (2) the analysis ending at calendar year 2050 rather than extending further, “given that more stringent standards' net benefits rise quickly in later years.” 
                        <SU>1133</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1133</SU>
                             IPI, Docket No. NHTSA-2023-0022-60485, at 11.
                        </P>
                    </FTNT>
                    <P>
                        In response, NHTSA notes that the benefit-cost landscape of the final rule is somewhat different from the NPRM analysis. While NHTSA maintains that economic practicability does not mandate that the agency choose only the alternative(s) that maximize net benefits, NHTSA agrees that passenger car and light truck standards should be independently justifiable. NHTSA also agrees that alternatives for which costs outweigh benefits should be scrutinized closely, even while NHTSA recognizes that certain benefits, especially related to climate effects, remain uncaptured by our analysis. Regarding the timeframe of the analysis, NHTSA emphasizes the fact that model-year accounting for benefits and costs focuses on effects over the lifetime of the light duty vehicles affected by the rulemaking. The fleet of remaining vehicles declines over time, and the analysis extends beyond calendar year 2050. For example, a model year 2031 vehicle accrues benefits and costs through calendar year 2070, though only approximately 2 percent of these vehicles remain in the fleet.
                        <SU>1134</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1134</SU>
                             See RIA 8.2.4 for an illustration of model-year accounting of benefits and costs, reported by calendar year.
                        </P>
                    </FTNT>
                    <P>To examine the benefit-cost landscape and results more closely, Table VI-15 reports social benefits and costs for passenger cars and light trucks separately, along with the total net benefits for the two fleets combined. Though the preferred alternative does not maximize net benefits across the two fleets, it is the only alternative in which net benefits are positive for both passenger cars and light trucks.</P>
                    <PRTPAGE P="52816"/>
                    <FP>
                        This holds at both the 3 percent social discount rate and a more conservative 7 percent discount rate, as shown in Table VI-16.
                        <FTREF/>
                    </FP>
                    <FTNT>
                        <P>
                            <SU>1135</SU>
                             Values may not add exactly due to rounding.
                        </P>
                        <P>
                            <SU>1136</SU>
                             Includes safety costs, congestion and noise costs, and loss in fuel tax revenue.
                        </P>
                        <P>
                            <SU>1137</SU>
                             Includes benefits from rebound VMT and less frequent refueling.
                        </P>
                    </FTNT>
                    <BILCOD>BILLING CODE 4910-59-P</BILCOD>
                    <GPH SPAN="3" DEEP="520">
                        <GID>ER24JN24.214</GID>
                    </GPH>
                    <BILCOD>BILLING CODE 4910-59-C</BILCOD>
                    <GPH SPAN="3" DEEP="198">
                        <PRTPAGE P="52817"/>
                        <GID>ER24JN24.215</GID>
                    </GPH>
                    <P>
                        Net benefits for PC2LT002 remain positive due in part to differences in fleet and travel behavior projected by the CAFE Model. That is, when stringencies increase at a faster rate for light trucks, as in alternatives PC1LT3 through PC6LT8, passenger cars see significantly more use and are kept in service longer. The resulting increase in costs (
                        <E T="03">e.g.,</E>
                         additional fuel use from more driving) offsets some portion of benefits (
                        <E T="03">e.g.,</E>
                         reduced fuel use from higher fuel economy). The rate of improved benefits for passenger cars is also limited by the technology feasibility issues discussed in the section above. The PC2LT002 stringency manages to strike a favorable balance of this effect.
                    </P>
                    <P>
                        To examine this effect in more detail, observe the levels of incremental private benefits and non-technology costs for alternatives PC1LT3 through PC6LT8 relative to PC2LT002 in Table VI-15. The majority of this difference is an artifact of the interaction between passenger car and light truck fleets in instances where car and truck stringencies increase at different rates. For instance, where light truck stringency increases faster than passenger car stringency (
                        <E T="03">e.g.,</E>
                         PC2LT4), light truck vehicle costs increase more than passenger car costs. This reduces light truck sales, and hence total light truck non-rebound VMT.
                        <SU>1138</SU>
                        <FTREF/>
                         The sales effect, coupled with the model's aggregate non-rebound VMT constraint, increases passenger car VMT. This change in mileage affects a number of benefit-cost categories. Some of the categories for which mileage is a central input include congestion and noise costs, safety costs, fuel savings benefits, and emissions reductions. With increased passenger car mileage, congestion and noise costs and safety costs all increase relative to the No-Action alternative. Some fuel savings benefits for the passenger car fleet are offset by increased travel relative to the No-Action alternative; even if industry-wide fuel economy levels rise, increased vehicle use can suppress fuel savings benefits as overall fuel savings is the product of the two metrics. Emissions reductions for the passenger car fleet are offset in a similar manner. In the case of PC2LT002, costs, sales, and VMT do not see the same VMT shift as the other action alternatives. For passenger cars, this produces lower non-technology costs and avoids suppressing some portion of projected fuel cost savings and emissions reductions. The higher costs and partially-offset benefits of PC1LT3 through PC6LT8 combine to produce negative net social benefits for the passenger car fleet in these alternatives. Conversely, the absence of VMT shifts between fleets in the case of PC2LT002 allow net social benefits to remain positive.
                        <SU>1139</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1138</SU>
                             The CAFE Model's non-rebound VMT constraint operates on a fleet-wide basis and does not hold VMT fixed within regulatory class.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1139</SU>
                             For all of the reasons discussed in the TSD and FRIA, NHTSA believes that the CAFE model's treatment of passenger car and light truck VMT and fleet share behavior are reasonable representations of market behavior, and that the benefit-cost values that result are a plausible result of the modeled compliance pathways. NHTSA also ran a sensitivity case with the fleet share adjustment disabled, which showed that PC2LT002 remains the alternative with the highest net benefits for passenger cars. 
                            <E T="03">See</E>
                             Chapter 9 of the FRIA for full results.
                        </P>
                    </FTNT>
                    <P>Consumer benefits and costs produce a slightly different picture. For the passenger car fleet, per-vehicle fuel savings exceed regulatory cost in both PC2LT002 (by $191 in model year 2031) and PC1LT3 (by $132 in model year 2031). For the light truck fleet, this difference remains positive for PC2LT002, PC1LT3, and PC2LT4.</P>
                    <GPH SPAN="3" DEEP="380">
                        <PRTPAGE P="52818"/>
                        <GID>ER24JN24.216</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="380">
                        <PRTPAGE P="52819"/>
                        <GID>ER24JN24.217</GID>
                    </GPH>
                    <PRTPAGE P="52820"/>
                    <P>From these tables, it is clear that consumers who purchase passenger cars stand to save the most from the PC2LT002 standards, according to the statutorily-constrained analysis, and that the more stringent alternatives would result in net consumer costs, as identified by some commenters. For light truck purchasers, PC1LT3 represents slightly higher net fuel savings, but PC2LT002 is only about $50 less per vehicle.</P>
                    <P>
                        Under the No ZEV alternative baseline analysis, results are fairly similar, as shown:
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1140</SU>
                             Values may not add exactly due to rounding.
                        </P>
                        <P>
                            <SU>1141</SU>
                             Includes safety costs, congestion and noise costs, and loss in fuel tax revenue.
                        </P>
                        <P>
                            <SU>1142</SU>
                             Includes benefits from rebound VMT and less frequent refueling.
                        </P>
                    </FTNT>
                    <BILCOD>BILLING CODE 4910-59-P</BILCOD>
                    <GPH SPAN="3" DEEP="420">
                        <GID>ER24JN24.218</GID>
                    </GPH>
                    <BILCOD>BILLING CODE 4910-59-C</BILCOD>
                    <GPH SPAN="3" DEEP="183">
                        <PRTPAGE P="52821"/>
                        <GID>ER24JN24.219</GID>
                    </GPH>
                    <P>For light trucks, net benefits under the No ZEV alternative baseline analysis peak at PC1LT3, while for passenger cars, net benefits operate generally the same way under the No ZEV alternative baseline analysis as under the reference baseline analysis, where net benefits are only positive for PC2LT002, and remain positive due in part to differences in fleet and travel behavior projected by the CAFE Model, as discussed above.</P>
                    <P>Consumer benefits and costs produce a slightly different picture. For the passenger car fleet, per-vehicle fuel savings exceed regulatory cost in both PC2LT002 (by $375 in model year 2031) and PC1LT3 (by $191 in model year 2031). For the light truck fleet, this difference remains positive for PC2LT002, and PC1LT3. In these regulatory alternatives under the No ZEV alternative baseline, regulatory costs increase slightly over those in the reference baseline but this is outweighed by an increase in fuel savings.</P>
                    <GPH SPAN="3" DEEP="307">
                        <GID>ER24JN24.220</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="307">
                        <PRTPAGE P="52822"/>
                        <GID>ER24JN24.221</GID>
                    </GPH>
                    <P>From these tables, under the No ZEV alternative baseline analysis as under the reference baseline analysis, it is clear that consumers who purchase passenger cars stand to save the most from the PC2LT002 standards, according to the statutorily-constrained analysis, and that the more stringent alternatives would result in net consumer costs, as identified by some commenters. For light truck purchasers, PC2LT002 also saves consumers the most under the No ZEV alternative baseline analysis. Given the passenger car results and the closeness of the light truck results, NHTSA concludes that PC2LT002 would be most directly beneficial for consumers according to the constrained analysis.</P>
                    <HD SOURCE="HD3">(3) The Effect of Other Motor Vehicle Standards of the Government on Fuel Economy</HD>
                    <P>
                        “The effect of other motor vehicle standards of the Government on fuel economy” involves analysis of the effects of compliance with emission, safety, noise, or damageability standards on fuel economy capability, and thus on the industry's ability to meet a given level of CAFE standards. In many past CAFE rulemakings, NHTSA has said that it considers the adverse effects of other motor vehicle standards on fuel economy. It said so because, from the CAFE program's earliest years until recently, compliance with these other types of standards has had a negative effect on fuel economy.
                        <SU>1143</SU>
                        <FTREF/>
                         For example, safety standards that have the effect of increasing vehicle weight thereby lower fuel economy capability (because a heavier vehicle must work harder to travel the same distance, and in working harder, consumes more energy), thus decreasing the level of average fuel economy that NHTSA can determine to be feasible. NHTSA notes that nothing about the Federal Motor Vehicle Safety Standards (FMVSS) would be altered or inhibited by this CAFE/HDPUV standards rule. NHTSA has also accounted for Federal Tier 3 and California LEV III criteria pollutant standards within its estimates of technology effectiveness in prior rules and in this final rule.
                        <SU>1144</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1143</SU>
                             43 FR 63184, 63188 (Dec. 15, 1977). 
                            <E T="03">See also</E>
                             42 FR 33534, 33537 (Jun. 30, 1977).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1144</SU>
                             For most ICE vehicles on the road today, the majority of vehicle-based NO
                            <E T="52">X</E>
                            , NMOG, and CO emissions occur during “cold-start,” before the three-way catalyst has reached higher exhaust temperatures (
                            <E T="03">e.g.,</E>
                             approximately 300°C), at which point it is able to convert (through oxidation and reduction reactions) those emissions into less harmful derivatives. By limiting the amount of those emissions, vehicle-level smog standards require the catalyst to be brought to temperature rapidly, so modern vehicles employ cold-start strategies that intentionally release fuel energy into the engine exhaust to heat the catalyst to the right temperature as quickly as possible. The additional fuel that must be used to heat the catalyst is typically referred to as a “cold-start penalty,” meaning that the vehicle's fuel economy (over a test cycle) is reduced because the fuel consumed to heat the catalyst did not go toward the goal of moving the vehicle forward. The Autonomie work employed to develop technology effectiveness estimates for this final rule accounts for cold-start penalties, as discussed in the Chapter “Cold-start Penalty” of the “CAFE Analysis Autonomie Documentation”.
                        </P>
                    </FTNT>
                    <P>
                        In other cases, the effect of other motor vehicle standards of the Government on fuel economy may be neutral, or positive. Since the Obama Administration, NHTSA has considered the GHG standards set by EPA as “other motor vehicle standards of the Government.” NHTSA received many comments about considering EPA's GHG standards. BMW commented that “coordination between NHTSA and EPA during the rulemaking process is critical” and stated further that in light of differences in governing statutes, NHTSA and EPA “have historically recognized and accounted for these differences in the standard setting process.” 
                        <SU>1145</SU>
                        <FTREF/>
                         Jaguar stated that “while there has always been a degree of misalignment between NHTSA CAFE and EPA GHG regulations due to differences in their treatment of BEVs,” NHTSA had gone to great lengths in the model years 2024-2026 CAFE rule to minimize those differences, and needed 
                        <PRTPAGE P="52823"/>
                        to make a similar proof for the current final rule.
                        <SU>1146</SU>
                        <FTREF/>
                         Jaguar further argued that “If NHTSA cannot consider that BEVs are required to meet their proposed CAFE standards, NHTSA should consider that significant levels of electrification are needed to meet the EPA targets.” 
                        <SU>1147</SU>
                        <FTREF/>
                         The Alliance also argued that NHTSA's proposed standards were “serious[ly] misalign[ed]” with EPA's proposed standards, given, among other things, DOE's proposal to revise the PEF value.
                        <SU>1148</SU>
                        <FTREF/>
                         The Alliance further stated that EPA's proposed standards were “neither reasonable nor achievable” and needed to be less stringent, and that NHTSA's CAFE standards “should also be modified commensurately.” 
                        <SU>1149</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1145</SU>
                             BMW, Docket No. NHTSA-2023-0022-58614, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1146</SU>
                             Jaguar, Docket No. NHTSA-2023-0022-57296, at 5.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1147</SU>
                             
                            <E T="03">Id.</E>
                             at 6.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1148</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-60652, Attachment 2, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1149</SU>
                             
                            <E T="03">Id.</E>
                             at 4. National Association of Manufacturers offered similar comments, Docket No. NHTSA-2023-0022-59203-A1, at 2; Kia offered similar comments, Docket No. NHTSA-2023-0022-58542-A1, at 5-6; NADA offered similar comments, Docket No. NHTSA-2023-0033-58200, at 12.
                        </P>
                    </FTNT>
                    <P>
                        Subaru stated that “regulatory alignment” between NHTSA, EPA, DOE (with the PEF value revision) and CARB was crucial, because “Regulations that impose differing requirements for the same vehicle add costs, without consumer benefit, and divert resources that could otherwise be used toward meeting the Administration's electrification goals.” 
                        <SU>1150</SU>
                        <FTREF/>
                         Subaru added that “If any automaker can comply with one set of standards, they should not be in jeopardy of paying penalties toward another agency's efficiency program,” and suggested that the DOE PEF value revision made that more likely under NHTSA's proposal.
                        <SU>1151</SU>
                        <FTREF/>
                         GM commented that not only should manufacturers be able to comply with both standards without paying penalties in CAFE space, but that they should also be able to comply “without . . . restricting product, or purchasing credits,” and that NHTSA, EPA, and CARB needed “to base their analyses of industry compliance . . . on the same level of EV deployment and ICE criteria pollutant and efficiency improvement.” 
                        <SU>1152</SU>
                        <FTREF/>
                         Nissan stated that the combination of EPA, NHTSA, DOE, and CARB regulations “create a complicated and unachievable landscape for the automotive industry in the proposed timeframe.” 
                        <SU>1153</SU>
                        <FTREF/>
                         AHUA made a similar point and added that it complicates the landscape for related industries (like electricity generation/infrastructure and mining/minerals processing) as well, concluding that “It makes it harder to make favorable assumptions on how quickly changes can be made in the market for EV chargers and in other markets that must perform well to facilitate marketplace acceptance of EVs and otherwise increase fuel economy as proposed in these efforts.” 
                        <SU>1154</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1150</SU>
                             Subaru, Docket No. NHTSA-2023-0022-58655, at 2. Ford offered similar comments, Docket No. NHTSA-2023-0022-60837, at 1; Jaguar offered similar comments, Docket No. NHTSA-2023-0022-57296, at 5; MECA offered similar comments, Docket No. NHTSA-2023-0022-63053, at 4; NADA offered similar comments, Docket No. NHTSA-2023-0022-58200, at 12; GM offered similar comments, Docket No. NHTSA-2023-0022-60686, at 4; Mitsubishi offered similar comments, Docket No. NHTSA-2023-0022-61637, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1151</SU>
                             
                            <E T="03">Id.;</E>
                             Kia offered similar comments, Docket No. NHTSA-2023-0022-58542-A1, at 2-3; Jaguar offered similar comments, Docket No. NHTSA-2023-0022-57296, at 6; Ford offered similar comments, Docket No. NHTSA-2023-0022-60837, at 3; Mitsubishi offered similar comments, Docket No. NHTSA-2023-0022-61637, at 2; Stellantis offered similar comments, Docket No. NHTSA-2023-0022-61107, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1152</SU>
                             GM, Docket No. NHTSA-2023-0022-60686, at 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1153</SU>
                             Nissan, Docket No. NHTSA-2023-0022-60696, at 1. BMW offered similar comments, Docket No. NHTSA-2023-0022-58614, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1154</SU>
                             AHUA, Docket No. NHTSA-2023-0022-58180, at 6.
                        </P>
                    </FTNT>
                    <P>
                        Volkswagen commented that EPA's rule was “the leading rule” and that NHTSA's proposal “fails to align” and needed to “harmonize[ ] to the finalized EPA GHG regulation,” 
                        <SU>1155</SU>
                        <FTREF/>
                         or if not, that NHTSA accept compliance with EPA's standard in lieu of compliance with NHTSA's standard.
                        <SU>1156</SU>
                        <FTREF/>
                         POET similarly commented that NHTSA should finalize standards “no more stringent than what correlates to fuel economy equivalence under a corrected EPA light-duty vehicle GHG rule.” 
                        <SU>1157</SU>
                        <FTREF/>
                         ANHE commented that NHTSA's standards were not strong enough and needed to be aligned with EPA's proposal to ensure benefits to lung health due to less-polluting vehicles.
                        <SU>1158</SU>
                        <FTREF/>
                         The Colorado State Agencies also commented that NHTSA's standards needed to be aligned with EPA's to “avoid any backsliding” as well as “a scenario in which OEMs are forced to divert investment away from transportation electrification.” 
                        <SU>1159</SU>
                        <FTREF/>
                         Wisconsin DNR requested that NHTSA coordinate with EPA on additional standards for ozone and PM
                        <E T="52">2.5</E>
                        .
                        <SU>1160</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1155</SU>
                             Jaguar made similar comments, at 6; AHUA also offered similar comments, Docket No. NHTSA-2023-0022-58180, at 3; Toyota offered similar comments, Docket No. NHTSA-2023-0022-61131, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1156</SU>
                             Volkswagen, Docket No. NHTSA-2023-0022-58702, at 1, 3. U.S. Chamber of Commerce offered similar comments, Docket No. NHTSA-2023-0022-61069, at 2; Hyundai offered similar comments, Docket No. NHTSA-2023-0022-51701, at 2-3; NADA offered similar comments, Docket No. NHTSA-2023-0022-58200, at 12. Volkswagen also requested, if NHTSA took a “deemed to comply” approach, that NHTSA allow compliance “reporting requirements [to] be streamlined.” Volkswagen, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1157</SU>
                             POET, Docket No. NHTSA-2023-0022-61561, at 10.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1158</SU>
                             ANHE, Docket No. NHTSA-2023-0022-27781, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1159</SU>
                             Colorado State Agencies, Docket No. NHTSA-2023-0022-41652, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1160</SU>
                             Wisconsin DNR, Docket No. NHTSA-2023-0022-21431, at 2. NHTSA has no authority under EPCA/EISA or any other statute to issue standards for criteria pollutants, so this comment will not be addressed further.
                        </P>
                    </FTNT>
                    <P>
                        MEMA commented that NHTSA should abandon a separate rulemaking and “jointly collaborate with EPA in writing one final rule,” and that “Joint regulatory action will also allow EPA to fill in the gaps in NHTSA's congressional authority regarding EVs.” 
                        <SU>1161</SU>
                        <FTREF/>
                         Consumer Reports also encouraged NHTSA to “work with EPA to ensure consistency between the levels of stringency in each specific model year.” 
                        <SU>1162</SU>
                        <FTREF/>
                         MECA commented that NHTSA and EPA had long issued joint rules, and given that the agencies had issued separate proposals, NHTSA needed to “spend additional effort to document in the final rule how the regulations are aligned and where they are not aligned.” 
                        <SU>1163</SU>
                        <FTREF/>
                         Specifically, MECA requested that “NHTSA analyze the impact of separate regulations, particularly on compliance flexibility and the potential for . . . fuel economy penalties to be used as a compliance mechanism,” and “clearly articulate” the effect of the revised DOE PEF value on CAFE compliance.
                        <SU>1164</SU>
                        <FTREF/>
                         GM similarly argued that NHTSA's analysis needed to “include how the modeled NHTSA-, EPA-, and CARB-regulated fleets comply with all regulations with a consistent level of EVs and ICE improvement,” both “on an industry-wide basis” and “for each manufacturer individually.” 
                        <SU>1165</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1161</SU>
                             MEMA, Docket No. NHTSA-2023-0022-59204-A1, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1162</SU>
                             Consumer Reports, Docket No. NHTSA-2023-0022-61098, at 17.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1163</SU>
                             MECA, Docket No. NHTSA-2023-0022-63053, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1164</SU>
                             
                            <E T="03">Id.</E>
                             at 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1165</SU>
                             GM, Docket No. NHTSA-2023-0022-60686, at 4.
                        </P>
                    </FTNT>
                    <P>
                        CEI agreed that NHTSA and EPA conducting separate rulemakings was problematic, stating that it “undermined key premises” of 
                        <E T="03">Massachusetts</E>
                         v. 
                        <E T="03">EPA</E>
                         because the agencies now seek to “ban ICE vehicles” rather than to issue “CAFE and GHG standards of approximately equal
                        <FTREF/>
                         stringency.” 
                        <SU>1166</SU>
                          
                        <PRTPAGE P="52824"/>
                        CEI argued that EPA and NHTSA's standards were inconsistent in two ways: first, that EPA's standards were more stringent overall, and second, that NHTSA's standards were more stringent for ICE vehicles.
                        <SU>1167</SU>
                        <FTREF/>
                         As a result, CEI stated, manufacturers who could comply with EPA's standards but not with NHTSA's would be compelled “to withdraw from the ICE vehicle market . . . in order to simplify and reduce overall compliance burdens.” 
                        <SU>1168</SU>
                        <FTREF/>
                         CEI further stated that NHTSA had not shown in the NPRM what CO
                        <E T="52">2</E>
                         targets would correspond to the proposed CAFE standards, unlike in the model years 2024-2026 final rule, and argued that it was “backwards” for NHTSA to suggest that its proposed standards “complement and align with EPA's” because “The EPA's standards increasingly clash and misalign with NHTSA's.” 
                        <SU>1169</SU>
                        <FTREF/>
                         The Heritage Foundation argued that NHTSA's efforts to “force the auto industry to convert to the production of electric vehicles in violation of [its] statutory authorities” was “part of a unified strategy of the Biden administration, as set forth in executive orders,” combining NHTSA, EPA, and CARB efforts.
                        <SU>1170</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1166</SU>
                             CEI, Docket No. NHTSA-2023-0022-61121, at 2. West Virginia Attorney General's Office offered similar comments, Docket No. NHTSA-2023-0022-63056, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1167</SU>
                             CEI, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1168</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1169</SU>
                             
                            <E T="03">Id.</E>
                             at 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1170</SU>
                             Heritage Foundation, Docket No. NHTSA-2023-0022-61952, at 2.
                        </P>
                    </FTNT>
                    <P>
                        In response, NHTSA notes that many of these comments and arguments are generally similar to those offered to the model years 2024-2026 proposal, and that the response provided by NHTSA in the model years 2024-2026 final rule largely continues to apply. NHTSA has carefully considered EPA's standards, by including the baseline (
                        <E T="03">i.e.,</E>
                         through model year 2026) CO
                        <E T="52">2</E>
                         standards in our analytical reference baseline for the main analysis.
                    </P>
                    <P>
                        In the 2012 final rule, NHTSA stated that “[t]o the extent the GHG standards result in increases in fuel economy, they would do so almost exclusively as a result of inducing manufacturers to install the same types of technologies used by manufacturers in complying with the CAFE standards.” 
                        <SU>1171</SU>
                        <FTREF/>
                         NHTSA concluded in 2012 that “no further action was needed” because “the agency had already considered EPA's [action] and the harmonization benefits of the National Program in developing its own [action].” 
                        <SU>1172</SU>
                        <FTREF/>
                         In the 2020 final rule, NHTSA reinforced that conclusion by explaining that a textual analysis of the statutory language made it clear that EPA's GHG standards are literally “other motor vehicle standards of the Government” because they are standards set by a Federal agency that apply to motor vehicles. NHTSA and EPA are obligated by Congress to exercise their own independent judgment in fulfilling their statutory missions, even though both agencies' regulations affect both fuel economy and CO
                        <E T="52">2</E>
                         emissions. There are differences between the two agencies' programs that make NHTSA's CAFE standards and EPA's GHG standards not perfectly one-to-one (even besides the fact that EPA regulates other GHGs besides CO
                        <E T="52">2</E>
                        , EPA's CO
                        <E T="52">2</E>
                         standards also differ from NHTSA's in a variety of ways, often because NHTSA is bound by statute to a certain aspect of CAFE regulation). NHTSA creates standards that meet our statutory obligations, including through considering EPA's standards as other motor vehicle standards of the Government.
                        <SU>1173</SU>
                        <FTREF/>
                         Specifically, NHTSA has considered EPA's standards through model year 2026 for this final rule by including the baseline GHG standards in our analytical reference baseline for the main analysis. Because the EPA and NHTSA programs were developed in coordination, and stringency decisions were made in coordination, NHTSA has not incorporated EPA's CO
                        <E T="52">2</E>
                         standards for model years 2027-2032 as part of the analytical reference baseline for this final rule's main analysis. The fact that EPA finalized its rule before NHTSA is an artifact of circumstance only. NHTSA recognizes, however, that the CAFE standards thus sit alongside EPA's light-duty vehicle multipollutant emission standards that were issued in March. NHTSA also notes that any electric vehicles deployed to comply with EPA's standards will count towards real-world compliance with these fuel economy standards. In this final rule, NHTSA's goal has been to establish regulations that achieve energy conservation per its statutory mandate and consistent with its statutory constraints, and that work in harmony with EPA's regulations addressing air pollution. NHTSA believes that these statutory mandates can be met while ensuring that manufacturers have the flexibility they need to achieve cost-effective compliance.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1171</SU>
                             77 FR 62624, 62669 (Oct. 15, 2012).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1172</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1173</SU>
                             
                            <E T="03">Massachusetts</E>
                             v. 
                            <E T="03">EPA,</E>
                             549 U.S. 497, 532 (2007) (“[T]here is no reason to think that the two agencies cannot both administer their obligations and yet avoid inconsistency.”).
                        </P>
                    </FTNT>
                    <P>
                        NHTSA is aware that when multiple agencies regulate concurrently in the same general space, different regulations may be binding for different regulated entities at different times. Many commenters requested that NHTSA set standards low enough so that, among the CAFE, CO
                        <E T="52">2</E>
                        , and California regulations, the CAFE standards were never the binding regulation. NHTSA explained in the model years 2024-2026 final rule that NHTSA and EPA had explained in the 2012 final rule that depending on each manufacturer's chosen compliance path, there could be situations in which the relative difficulty of each agency's standards varied. To quote the 2012 final rule again,
                    </P>
                    <EXTRACT>
                        <P>
                            Several manufacturers commented on this point and suggested that this meant that the standards were not aligned, because NHTSA's standards might be more stringent in some years than EPA's. This reflects a misunderstanding of the agencies' purpose. The agencies have sought to craft harmonized standards such that manufacturers may build a single fleet of vehicles to meet both agencies' requirements. That is the case with these final standards. 
                            <E T="03">Manufacturers will have to plan their compliance strategies considering both the NHTSA standards and the EPA standards and assure that they are in compliance with both, but they can still build a single fleet of vehicles to accomplish that goal.</E>
                            ” 
                            <SU>1174</SU>
                            <FTREF/>
                             (emphasis added)
                        </P>
                        <FTNT>
                            <P>
                                <SU>1174</SU>
                                 77 FR at 63054-55 (Oct. 15, 2012).
                            </P>
                        </FTNT>
                    </EXTRACT>
                    <P>As explained in the model years 2024-2026 final rule, even in 2012, the agencies anticipated the possibility of this situation and explained that regardless of which agency's standards are binding given a manufacturer's chosen compliance path, manufacturers will still have to choose a path that complies with both standards—and in doing so, will still be able to build a single fleet of vehicles, even if they must be slightly more strategic in how they do so. This remains the case with this final rule.</P>
                    <P>In requesting that NHTSA set CAFE standards that account precisely for each difference between the programs and ensure that CAFE standards are never more stringent than EPA's, never require any payment of civil penalties for any manufacturer, etc., commenters appear to be asking NHTSA again to define “maximum feasible” as “the fuel economy level at which no manufacturer need ever apply any additional technology or spend any additional dollar beyond what EPA's standards, with their greater flexibilities, would require.” NHTSA believes that this takes “consideration” of “the effect of other motor vehicle standards of the Government” farther than Congress intended for it to go.</P>
                    <P>
                        NHTSA has considered EPA's standards in determining the maximum feasible CAFE standards for model years 2027-2031, as discussed above. In 
                        <PRTPAGE P="52825"/>
                        response to comments, NHTSA conducted a side study in which we analyzed simultaneous compliance with EPA's recently finalized CO
                        <E T="52">2</E>
                         standards and the regulatory alternatives considered here.
                        <SU>1175</SU>
                        <FTREF/>
                         This analysis confirms that if industry reaches compliance with EPA's standards, then compliance with NHTSA final standards is feasible. NHTSA has coordinated its standards with EPA's where doing so was consistent with NHTSA's separate statutory direction. NHTSA disagrees that harmonization can only ever be achieved at the very cheapest level, or that this would be consistent with NHTSA's statutory mandate.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1175</SU>
                             Side Study Memo to Docket.
                        </P>
                    </FTNT>
                    <P>
                        Industry commenters discussed at length their concerns with managing simultaneous compliance with NHTSA's standards while also making the technological transition that NHTSA cannot consider, just as they did in their comments to the model years 2024-2026 proposal. NHTSA recognizes that the difference in the current rulemaking is that the transition that NHTSA cannot consider directly is likely closer, and the urgency of needing all available resources and capital for that transition—resources and capital investments that NHTSA 
                        <E T="03">can</E>
                         consider, because they are dollars and not miles per gallon—is greater at the current time. Given that, NHTSA has accounted for the significant investments needed by manufacturers to meet EPA's standards, and has reduced CAFE stringency from the proposal accordingly, as will be discussed more in Section VI.D below. As the final standards show, it is possible for NHTSA to account for EPA's program without the agencies needing to conduct a single joint rulemaking, and without NHTSA being obliged to prove, as some commenters requested, that exactly the same technology for every single vehicle for every single manufacturer will result in compliance with all applicable standards. Manufacturers are sophisticated enterprises well-accustomed to managing compliance with multiple regulatory regimes, particularly in this space. The reduced stringency of the final standards should address their concerns.
                    </P>
                    <P>
                        With regard to the comments requesting that NHTSA accept compliance with EPA standards in lieu of compliance with CAFE standards, NHTSA does not believe that this would be consistent with the intent of “the effect of other motor vehicle standards of the Government on fuel economy” provision. Congress would not have set that provision as one factor among four for NHTSA to consider if it intended for it to control absolutely—instead, NHTSA and courts have long held that all factors must be considered together. Moreover, Congress delegated to DOT (and DOT delegated to NHTSA) decision-making authority for the CAFE standards program. The Supreme Court said in 
                        <E T="03">Massachusetts</E>
                         v. 
                        <E T="03">EPA</E>
                         that because “DOT sets mileage standards in no way licenses EPA to shirk its environmental responsibilities. EPA has been charged with protecting the public's `health' and `welfare,' 42 U.S.C. 7521(a)(1), a statutory obligation wholly independent of DOT's mandate to promote energy efficiency. See Energy Policy and Conservation Act, § 2(5), 89 Stat. 874, 42 U.S.C. 6201(5). The two obligations may overlap, but there is no reason to think the two agencies cannot both administer their obligations and yet avoid inconsistency.” The converse must necessarily be true—the fact that EPA sets GHG standards in no way licenses NHTSA to shirk its energy conservation responsibilities. Unless and until Congress changes EPCA/EISA, NHTSA is bound to continue exercising its own independent judgment and setting CAFE standards and to do so consistent with statutory directives. Part of setting CAFE standards is considering EPA's GHG standards and other motor vehicle standards of the Government and how those affect manufacturers' ability to comply with potential future CAFE standards, but that is only one inquiry among several in determining what levels of CAFE standards would be maximum feasible.
                    </P>
                    <P>
                        Additionally, nothing in EPCA or EISA suggests that compliance with GHG standards would be an acceptable basis for CAFE compliance. The calculation provisions in 49 U.S.C. 32904 are explicit. The compliance provisions in 49 U.S.C. 32912 state that automakers must comply with applicable 
                        <E T="03">fuel economy standards,</E>
                         and failure to do so is a failure to comply. Emissions standards are not fuel economy standards. NHTSA does not agree that a “deemed to comply” option is consistent with statute, nor that it is necessary for coordination with and consideration of those other standards.
                    </P>
                    <P>With regard to the comments suggesting that NHTSA, EPA, California, and the rest of the Federal government are somehow colluding to force a transition from ICE to BEV technology, NHTSA reiterates that 49 U.S.C. 32902(h) bars NHTSA from setting standards that require alternative fuel vehicle technology.</P>
                    <P>
                        With regard to state standards, as for the NPRM analysis, NHTSA considered and accounted for the impacts of anticipated manufacturer compliance with California's ACC I and ACT programs (and their adoption, where relevant, by the Section 177 states), incorporating them into the reference baseline No-Action Alternative as other regulatory requirements foreseeably applicable to automakers during the rulemaking time frame. NHTSA continues not to model other state-level emission standards, as discussed in the 2022 final rule.
                        <SU>1176</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1176</SU>
                             
                            <E T="03">See</E>
                             87 FR at 25982 (May 2, 2022).
                        </P>
                    </FTNT>
                    <P>
                        API commented that NHTSA was prohibited from considering the California ACC and ACT programs in setting standards, because “The term `the Government' clearly is a reference to the federal government and cannot reasonably be construed as including state or local governments”; because even if it was reasonable to construe the term as including state and local governments, NHTSA “is still barred from considering BEVs,” because any EPA grant of a CAA waiver does not federalize those standards, and because those standards are preempted by EPCA.
                        <SU>1177</SU>
                        <FTREF/>
                         API stated that “NHTSA's refusal to engage on these issues here is facially arbitrary and capricious.” 
                        <SU>1178</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1177</SU>
                             API, Docket No. NHTSA-2023-0022-60234, Attachment 1, at 6-7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1178</SU>
                             
                            <E T="03">Id.</E>
                             at 7.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA continues to disagree that it is necessary for NHTSA to determine definitively whether these regulatory requirements are or are not other motor vehicle standards of the Government (in effect, whether they became “federalized” when EPA granted the CAA preemption waiver for ACC I and ACT), because whether they are or not, it is still appropriate to include these requirements in the regulatory reference baseline because the automakers have repeatedly stated their intent to comply with those requirements during the rulemaking time frame. For the same reason, NHTSA included additional electric vehicles in the reference baseline—which would be consistent with ACC II, which has not been granted a waiver—because the automakers have similarly stated their intention to deploy electric vehicles at the modeled level independent of whether ACC II is granted a waiver and independent of the existence of NHTSA's standards. If manufacturers are operating as though they plan to comply with ACC I and ACT and deploy additional electric vehicles beyond that level, then that assumption is therefore relevant to understanding the state of the world absent any further regulatory action by NHTSA. With regard to whether the 
                        <PRTPAGE P="52826"/>
                        California standards are preempted under EPCA, NHTSA is not a court and thus does not have authority to make such determinations with the force of law, no matter how much commenters may wish us to do so. Further, as discussed above and below, NHTSA addressed uncertainty about the level of penetration of electric vehicles into the reference baseline fleet by developing an alternative baseline, No ZEV, and assessing the final standards against that baseline.
                    </P>
                    <P>
                        Some commenters also argued that NHTSA should consider the CAFE standards in the context of other Federal rules and programs. Absolute Energy commented that “CAFE is not the only tool” for addressing “fuel efficiency, energy security, and decarbonization,” and NHTSA should consider the role of CAFE given the existence of the Renewable Fuel Standard (RFS) and various tax credits and grant programs that encourage renewable fuels production.
                        <SU>1179</SU>
                        <FTREF/>
                         West Virginia Attorney General's office stated that by “considering EVs as the chief compliance option” for CAFE standards, “NHTSA's analysis is at odds with promoting renewable fuels,” and suggested that this created a conflict of laws.
                        <SU>1180</SU>
                        <FTREF/>
                         POET offered similar comments and added that “NHTSA should expand incentives for biofuels under the CAFE program to further promote energy security.” 
                        <SU>1181</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1179</SU>
                             Absolute Energy, Docket No. NHTSA-2023-0022-50902, at 2. CAE offered similar comments, Docket No. NHTSA-2023-0022-61599, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1180</SU>
                             West Virginia Attorney General's Office, Docket No. NHTSA-2023-0022-63056, at 5-6.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1181</SU>
                             POET, Docket No. NHTSA-2023-0022-61651, at 9.
                        </P>
                    </FTNT>
                    <P>In response, NHTSA agrees that CAFE is not the only tool for addressing fuel efficiency, energy security, and decarbonization. However, since CAFE compliance is measured on EPA's test cycle with a defined test fuel, and since NHTSA does not have authority to require in-use compliance, programs like the RFS and other programs that encourage biofuels production cannot factor into NHTSA's consideration. The test cycle (and the off-cycle program, which does not include alternative fuels) is NHTSA's entire world for purposes of the CAFE program. To the extent that some commenters believe there is a conflict between the RFS and the CAFE program, it has existed for decades and Congress has had multiple opportunities to address it, but has not done so. This may be evidence that the programs do not conflict but instead aim to solve similar problems with different approaches.</P>
                    <HD SOURCE="HD3">(4) The Need of the U.S. To Conserve Energy</HD>
                    <P>
                        NHTSA has consistently interpreted “the need of the United States to conserve energy” to mean “the consumer cost, national balance of payments, environmental, and foreign policy implications of our need for large quantities of petroleum, especially imported petroleum.” 
                        <SU>1182</SU>
                        <FTREF/>
                         The following sections discuss each of these elements, relevant comments, and NHTSA's responses, in more detail.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1182</SU>
                             
                            <E T="03">See, e.g.,</E>
                             42 FR 63184, 63188 (Dec. 15, 1977); 77 FR 62624, 62669 (Oct. 15, 2012).
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">(a) Consumer Costs and Fuel Prices</HD>
                    <P>Fuel for vehicles costs money for vehicle owners and operators, so all else equal, consumers benefit from vehicles that need less fuel to perform the same amount of work. Future fuel prices are a critical input into the economic analysis of potential CAFE standards because they determine the value of fuel savings both to new vehicle buyers and to society; the amount of fuel economy that the new vehicle market is likely to demand in the absence of regulatory action; and they inform NHTSA about the “consumer cost . . . of our need for large quantities of petroleum.” For this final rule, NHTSA relied on fuel price projections from the EIA AEO for 2023, updating them from the AEO 2022 version used for the proposal. Federal Government agencies generally use EIA's price projections in their assessment of future energy-related policies.</P>
                    <P>Raising fuel economy standards can reduce consumer costs on fuel—this has long been a major focus of the CAFE program and was one of the driving considerations for Congress in establishing the CAFE program originally. Over time, as average VMT has increased and more and more Americans have come to live farther and farther from their workplaces and activities, fuel costs have become even more important. Even when gasoline prices, for example, are relatively low, they can still add up quickly for consumers whose daily commute measures in hours, like many Americans in economically disadvantaged and historically underserved communities. When vehicles can go farther on a gallon of gasoline, consumers save money, and for lower-income consumers the savings may represent a larger percentage of their income and overall expenditures than for more-advantaged consumers. Of course, when fuel prices spike, lower-income consumers suffer disproportionately. Thus, clearly, the need of the United States to conserve energy is well-served by helping consumers save money at the gas pump.</P>
                    <P>NHTSA and the DOT are committed to improving equity in transportation. Helping economically disadvantaged and historically underserved Americans save money on fuel and get where they need to go is an important piece of this puzzle, and it also improves energy conservation, thus implementing Congress' intent in EPCA. All of the action alternatives considered in this final rule improve fuel economy over time as compared to the reference baseline standards, with the most stringent alternatives saving consumers the most on fuel costs.</P>
                    <P>
                        The States and Cities agreed that increasing fuel economy will save consumers money and also further EPCA's energy conservation goals.
                        <SU>1183</SU>
                        <FTREF/>
                         NESCAUM agreed that consumers would save more money under the strictest alternatives, stating that saving money on fuel was particularly important for consumers with long commutes, such as those in rural areas and economically disadvantaged and historically underserved communities.
                        <SU>1184</SU>
                        <FTREF/>
                         NESCAUM emphasized that lower income consumers benefit most from reductions in fuel costs and are most vulnerable to fuel cost price spikes.
                        <SU>1185</SU>
                        <FTREF/>
                         IPL and Chispa LCV offered similar comments.
                        <SU>1186</SU>
                        <FTREF/>
                         NHTSA appreciates these comments.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1183</SU>
                             States and Cities, Docket No. NHTSA-2022-0075-0033-0035, at 25-26.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1184</SU>
                             NESCAUM, Docket No. NHTSA-2023-0022-57714, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1185</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1186</SU>
                             IPL, Docket No. NHTSA-2023-0022-49058, at 1-2; Chispa LCV, Docket No. NHTSA-2023-0022-28014, at 1.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA also notes that, in many previous CAFE rulemakings, discussions of fuel prices have always been intended to reflect the price of motor gasoline. However, a growing set of vehicle offerings that rely in part, or entirely, on electricity suggests that gasoline prices are no longer the only fuel prices relevant to evaluations of the effects of different possible CAFE standards. In the analysis supporting this final rule, NHTSA considers the energy consumption from the entire on-road fleet, which already contains a number of plug-in hybrid and fully electric vehicles that are part of the fleet independent of CAFE standards.
                        <FTREF/>
                        <SU>1187</SU>
                          
                        <PRTPAGE P="52827"/>
                        While the current and projected national average electricity price is and is expected to remain significantly higher than that of gasoline, on an energy equivalent basis ($/MMBtu),
                        <SU>1188</SU>
                        <FTREF/>
                         electric motors convert energy into propulsion much more efficiently than ICEs. This means that, even though the energy-equivalent prices of electricity are higher, electric vehicles still produce fuel savings for their owners. As the reliance on electricity grows in the LD fleet, NHTSA will continue to monitor the trends in electricity prices and their implications, if any, for CAFE standards.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1187</SU>
                             Higher CAFE standards encourage manufacturers to improve fuel economy; at the same time, manufacturers will foreseeably seek to continue to maximize profit, and to the extent that plug-in hybrids and fully-electric vehicles are cost-effective to build and desired by the market, manufacturers may well build more of these 
                            <PRTPAGE/>
                            vehicles, even though NHTSA does not expressly consider them as a compliance option when we are determining maximum feasible CAFE stringency. Due to forces other than CAFE standards, however, we do expect continued growth in electrification technologies (and we reflect those forces in the analytical baseline).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1188</SU>
                             See AEO. 2023. Table 3: Energy Prices by Sector and Source. Available at: 
                            <E T="03">https://www.eia.gov/outlooks/aeo/data/browser/#/?id=3-AEO2023&amp;cases=ref2023&amp;sourcekey=0</E>
                            . (Accessed: Mar. 22, 2024).
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">(b) National Balance of Payments</HD>
                    <P>
                        NHTSA has consistently included consideration of the “national balance of payments” as part of the need of the U.S. to conserve energy because of concerns that importing large amounts of oil created a significant wealth transfer to oil-exporting countries and left the U.S. economically vulnerable.
                        <SU>1189</SU>
                        <FTREF/>
                         According to EIA, the net U.S. petroleum trade value deficit peaked in 2008, but it has fallen over the past decade as volumes of U.S. petroleum exports increased to record-high levels and imports decreased.
                        <SU>1190</SU>
                        <FTREF/>
                         The 2020 net U.S. petroleum trade value deficit was $3 billion, the smallest on record, partially because of less consumption amid COVID mitigation efforts.
                        <SU>1191</SU>
                        <FTREF/>
                         In 2020 and 2021, annual total petroleum net imports were actually negative, the first years since at least 1949. For petroleum that was imported in 2023, 52 percent came from Canada, 11 percent came from Mexico, 5 percent came from Saudi Arabia, 4 percent came from Iraq and 3 percent came from Brazil.
                        <SU>1192</SU>
                        <FTREF/>
                         The States and Cities agreed that finalizing the proposal would improve the U.S. balance of payments and protect consumers from global price shocks, and added that “NHTSA could strengthen its analysis by acknowledging that the U.S. consumed more petroleum than it produced in 2022, and that the U.S. remained a net crude oil importer in 2022, importing about 6.28 million barrels per day of crude oil and exporting about 3.58 million barrels per day.” 
                        <SU>1193</SU>
                        <FTREF/>
                         NHTSA appreciates the comment.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1189</SU>
                             For the earliest discussion of this topic, 
                            <E T="03">see</E>
                             42 FR 63184, 63192 (Dec. 15, 1977).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1190</SU>
                             EIA. 2021. Today in Energy: U.S. Energy Trade Lowers the Overall 2020 U.S. Trade Deficit for the First Time on Record. Last revised: Sept. 22, 2021. Available at 
                            <E T="03">https://www.eia.gov/todayinenergy/detail.php?id=49656#</E>
                            . (Accessed: Feb. 27, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1191</SU>
                             EIA. 2022. Oil and Petroleum Products Explained, Oil Imports and Exports. Last revised: Nov. 2, 2022. Available at: 
                            <E T="03">https://www.eia.gov/energyexplained/oil-and-petroleum-products/imports-and-exports.php</E>
                            . (Accessed Feb. 27, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1192</SU>
                             EIA. Frequently Asked Questions (FAQs): How much petroleum does the United States import and export? Last revised: March 29, 2024. Available at: 
                            <E T="03">https://www.eia.gov/tools/faqs/faq.php?id=727&amp;t=6</E>
                            . (Accessed April 16, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1193</SU>
                             States and Cities, Docket No. NHTSA-2022-0075-0033-0011, at 26.
                        </P>
                    </FTNT>
                    <P>
                        While transportation demand is expected to continue to increase as the economy recovers from the pandemic, it is foreseeable that the trend of trade in consumer goods and services continuing to dominate the national balance of payments, as compared to petroleum, will continue during the rulemaking time frame.
                        <SU>1194</SU>
                        <FTREF/>
                         Regardless, the U.S. does continue to rely on oil imports. Moreover, because the oil market is global in nature, the U.S. is still subject to price volatility, as recent global events have demonstrated.
                        <SU>1195</SU>
                        <FTREF/>
                         NHTSA recognizes that reducing the vulnerability of the U.S. to possible oil price shocks remains important. This final rule aims to improve fleet-wide fuel efficiency and to help reduce the amount of petroleum consumed in the U.S., and therefore aims to improve this part of the U.S. balance of payments as well as to protect consumers from global price shocks.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1194</SU>
                             EIA, Oil and Petroleum Products Explained, Oil Imports and Exports.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1195</SU>
                             
                            <E T="03">See, e.g.,</E>
                             FRED (St. Louis Federal Reserve) Blog, “The Ukraine War's effects on US commodity prices,” Oct. 26, 2023, 
                            <E T="03">available at</E>
                              
                            <E T="03">https://fredblog.stlouisfed.org/2023/10/the-ukraine-wars-effects-on-us-commodity-prices/</E>
                             (last accessed May 23. 2024).
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">(c) Environmental Implications</HD>
                    <P>
                        Higher fleet fuel economy reduces U.S. emissions of CO
                        <E T="52">2</E>
                         as well as various other pollutants by reducing the amount of oil that is produced and refined for the U.S. vehicle fleet but can also potentially increase emissions by reducing the cost of driving, which can result in increased vehicle miles traveled (
                        <E T="03">i.e.,</E>
                         the rebound effect). Thus, the net effect of more stringent CAFE standards on emissions of each pollutant depends on the relative magnitudes of its reduced emissions in fuel refining and distribution and any increases in emissions from increased vehicle use. Fuel savings from CAFE standards also result in lower emissions of CO
                        <E T="52">2</E>
                        , the main GHG emitted as a result of refining, distribution, and use of transportation fuels.
                    </P>
                    <P>
                        NHTSA has considered environmental issues, both within the context of EPCA and the context of NEPA, in making decisions about the setting of standards since the earliest days of the CAFE program. As courts of appeal have noted in three decisions stretching over the last 20 years,
                        <SU>1196</SU>
                        <FTREF/>
                         NHTSA defined “the need of the United States to conserve energy” in the late 1970s as including, among other things, environmental implications. In 1988, NHTSA included climate change considerations in its CAFE notices and prepared its first environmental assessment addressing that subject.
                        <SU>1197</SU>
                        <FTREF/>
                         It cited concerns about climate change as one of the reasons for limiting the extent of its reduction of the CAFE standard for model year 1989 passenger cars.
                        <SU>1198</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1196</SU>
                             
                            <E T="03">CAS,</E>
                             793 F.2d 1322, 1325 n. 12 (D.C. Cir. 1986); 
                            <E T="03">Public Citizen,</E>
                             848 F. 2d 256, 262-63 n. 27 (D.C. Cir. 1988) (noting that “NHTSA itself has interpreted the factors it must consider in setting CAFE standards as including environmental effects”); CBD, 538 F.3d 1172 (9th Cir. 2007).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1197</SU>
                             53 FR 33080, 33096 (Aug. 29, 1988).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1198</SU>
                             63 FR 39275, 39302 (Oct. 6, 1988).
                        </P>
                    </FTNT>
                    <P>
                        NHTSA also considers EJ issues as part of the environmental considerations under the need of the United States to conserve energy, as described in the Final Environmental Impact Statement for this rulemaking.” 
                        <SU>1199</SU>
                        <FTREF/>
                         The affected environment for EJ is nationwide, with a focus on areas that could contain communities with EJ concerns who are most exposed to the environmental and health effects of oil production, distribution, and consumption, or the impacts of climate change. This includes areas where oil production and refining occur, areas near roadways, coastal flood-prone areas, and urban areas that are subject to the heat island effect.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1199</SU>
                             DOT. 2021. Actions to Address Environmental Justice in Minority Populations and Low-Income Populations. Order 5610.2(c).
                        </P>
                    </FTNT>
                    <P>
                        Numerous studies have found that some environmental hazards are more prevalent in areas where minority and low-income populations represent a higher proportion of the population compared with the general population. In terms of effects due to criteria pollutants and air toxics emissions, the body of scientific literature points to disproportionate representation of minority and low-income populations in proximity to a range of industrial, manufacturing, and hazardous waste facilities that are stationary sources of air pollution, although results of individual studies may vary. While the 
                        <PRTPAGE P="52828"/>
                        scientific literature specific to oil refineries is limited, disproportionate exposure of minority and low-income populations to air pollution from oil refineries is suggested by other broader studies of racial and socioeconomic disparities in proximity to industrial facilities generally. Studies have also consistently demonstrated a disproportionate prevalence of minority and low-income populations living near mobile sources of pollutants (such as roadways) and therefore are exposed to higher concentrations of criteria air pollutants in multiple locations across the United States. Lower-positioned socioeconomic groups are also generally more exposed to air pollution, and thus generally more vulnerable to effects of exposure.
                    </P>
                    <P>In terms of exposure to climate change risks, the literature suggests that across all climate risks, low-income communities, some communities of color, and those facing discrimination are disproportionately affected by climate events. Communities overburdened by poor environmental quality experience increased climate risk due to a combination of sensitivity and exposure. Urban populations experiencing inequities and health issues have greater susceptibility to climate change, including substantial temperature increases. Some communities of color facing cumulative exposure to multiple pollutants also live in areas prone to climate risk. Indigenous peoples in the United States face increased health disparities that cause increased sensitivity to extreme heat and air pollution.</P>
                    <P>Available information indicates that climate impacts disproportionately affect communities with environmental justice concerns in part because of socioeconomic circumstances, including location of lower-income housing, histories of discrimination, and inequity can be contributing factors. Furthermore, high temperatures can exacerbate poor air quality, further compounding the risk to overburdened communities. Finally, health-related sensitivities in low-income and minority populations increase risk of damaging impacts from poor air quality under climate change, underscoring the potential benefits of improving air quality to communities overburdened by poor environmental quality. Chapter 7 of the EIS discusses EJ issues in more detail.</P>
                    <P>In the EIS, Chapters 3 through 5 discuss the connections between oil production, distribution, and consumption, and their health and environmental impacts. Electricity production and distribution also have health and environmental impacts, discussed in those chapters as well.</P>
                    <P>
                        All of the action alternatives in this final rule reduce carbon dioxide emissions and, thus, the effects of climate change, over time as compared to the reference baseline. Under the No ZEV alternative baseline analysis as compared to the reference baseline analysis, CO
                        <E T="52">2</E>
                         emissions (and thus climate change effects) are reduced by similar magnitudes under the different action alternatives, because while the No ZEV alternative baseline starts at a higher CO
                        <E T="52">2</E>
                         level than the reference baseline, the action alternatives under the No ZEV alternative baseline analysis reduce CO
                        <E T="52">2</E>
                         by more than the action alternatives under the reference baseline analysis. Criteria pollutant and air toxic emissions are also all reduced over time compared to both the reference baseline analysis and the No ZEV alternative baseline analysis, with marginal changes occurring in early years and becoming more pronounced in later years as more new vehicles subject to the standards enter the fleet and the electricity grid shifts fuel sources. FRIA Chapter 8 discusses modeled standard-setting air quality and climate effects in more detail, while Chapters 4 and 5 of the EIS discuss the unrestricted modeling results in more detail.
                    </P>
                    <P>As discussed above, while our analysis suggests that the majority of LDVs will continue to be powered by ICEs in the near- to mid-term under all regulatory alternatives, greater electrification in the mid- to longer-term is foreseeable. While NHTSA is prohibited from considering the fuel economy of EVs in determining maximum feasible CAFE standards, EVs (which appear both in NHTSA's reference baseline and which may be produced in model years following the period of regulation as an indirect effect of more stringent standards, or in response to other non-NHTSA standards, or in response to tax incentives and other government incentives, or in response to market demand) produce few to zero combustion-based emissions. As a result, electrification contributes meaningfully to the decarbonization of the transportation sector, in addition to having additional environmental, health, and economic development benefits, although these benefits may not yet be equally distributed across society. They also present new environmental (and social) questions, like the consequences of upstream electricity production, minerals extraction for battery components, and ability to charge an EV. The upstream environmental effects of extraction and refining for petroleum are well-recognized; minerals extraction and refining can also have significant environmental impacts. NHTSA's EIS discusses these and other effects (such as production and end-of-life issues) in more detail in Chapters 3 and 6, and NHTSA will continue to monitor these issues going forward insofar as CAFE standards may end up causing increased electrification levels even if NHTSA does not consider electrification in setting those standards, because NHTSA does not control what technologies manufacturers use to meet those standards, and because NHTSA is required to consider the environmental effects of its standards under NEPA.</P>
                    <P>NHTSA carefully considered the environmental effects of this rulemaking, both quantitative and qualitative, as discussed in the EIS and in Sections VI.C and VI.D of this preamble.</P>
                    <P>
                        Comments on climate effects associated with the proposal varied. The States and Cities commented that consideration of the environmental effects of the regulatory alternatives as set forth in the Draft EIS supported more stringent standards, because reducing GHG emissions is necessary to stave off the worst effects of climate change, and because more stringent standards will also help to reduce criteria pollutant emissions.
                        <SU>1200</SU>
                        <FTREF/>
                         That commenter also argued that NHTSA had likely understated the climate benefits of stricter standards by using a SC-GHG value that “does not fully capture the harms from climate change . . . particularly in terms of unquantified climate damages (such as damages caused by more frequent and intense wildfires and loss of cultural and historical resources, neither of which are accounted for in the SC-GHG) and its utilization of overly high discount rates.” 
                        <SU>1201</SU>
                        <FTREF/>
                         An individual citizen commented that NHTSA should finalize the strictest possible standards even though they do not contribute greatly to overall emissions because “all emissions count.” 
                        <SU>1202</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1200</SU>
                             States and Cities, Docket No. NHTSA-2022-0075-0033-0012, at 8, 26-28.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1201</SU>
                             
                            <E T="03">Id.</E>
                             at 33.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1202</SU>
                             Roselie Bright, Docket No. NHTSA-2022-0075-0030-0007, at 1.
                        </P>
                    </FTNT>
                    <P>
                        In contrast, CEI commented that “climate change is not a crisis, and the global warming mitigation achieved by the proposed CAFE standards would be orders of magnitude smaller than scientists can detect or identify.” 
                        <SU>1203</SU>
                        <FTREF/>
                         CEA argued that NHTSA should not be considering climate effects in 
                        <PRTPAGE P="52829"/>
                        determining maximum feasible standards, because to do so contradicted 
                        <E T="03">Massachusetts</E>
                         v. 
                        <E T="03">EPA,</E>
                         which states that EPA's and NHTSA's obligations are “wholly independent” from one another.
                        <SU>1204</SU>
                        <FTREF/>
                         The commenter further argued that “Case law holding NHTSA may consider climate change is therefore in serious conflict with Supreme Court precedent.” 
                        <SU>1205</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1203</SU>
                             CEI, Docket No. NHTSA-2023-0022-61121, at 2, 10.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1204</SU>
                             CEA, Docket No. NHTSA-2023-0022-61918, at 28.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1205</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <P>NHTSA agrees that stricter standards should, in theory, reduce emissions further, although NHTSA recognizes the possibility of situations under which intended emission reductions might not be fully achieved. For example, on the supply side of the market, if standards were too strict, companies might choose to pay civil penalties instead of complying with the standards. On the demand side of the market, vehicle prices associated with standards that are too strict could potentially lead some consumers to forego new vehicle purchases, perhaps choosing less fuel efficient alternatives and thus dampening the intended emissions reductions. Climate effects of potential new CAFE standards may appear small in absolute terms, as suggested by CEI, but they are quantifiable, as shown in the FRIA, and they do contribute meaningfully to mitigating the worst effects of climate change, as part of a suite of actions taken by the U.S. and the international community. With regard to the comments from CEA, NHTSA reiterates that the overarching purpose of the CAFE standards is energy conservation. Improving fuel economy generally reduces carbon dioxide emissions, because basic principles of chemistry explain that consuming less carbon-based fuel to do the same amount of work results in less carbon dioxide being released per amount of work (in this case, a vehicle traveling a mile). Thus, reducing climate-related emissions is an effect of improving fuel economy, even if it is not the overarching purpose of improving fuel economy. Another effect of improving fuel economy is that consumers can travel the same distance for less money spent on fuel. If NHTSA took the comment literally, NHTSA would be compelled to consider only gallons of fuel use avoided, rather than the dollars that would otherwise be spent on those gallons. NHTSA disagrees that it would be appropriate to circumscribe its effects analysis to such a degree. It should also be clear at this point that EPA and NHTSA are each capable of executing their statutory obligations independently.</P>
                    <P>
                        On environmental justice, SELC and NESCAUM commented that exposure to smog disproportionately affects communities with environmental justice concerns, and that stricter CAFE standards would reduce these effects.
                        <SU>1206</SU>
                        <FTREF/>
                         Lucid commented that finalizing PC6LT8 would not only reduce on-road emissions but also significantly reduce emissions associated with petroleum extraction and distribution.
                        <SU>1207</SU>
                        <FTREF/>
                         Climate Hawks commented that all vehicles should have exhaust pipes on the left side, so that pedestrians on sidewalks did not have to breathe in emissions.
                        <SU>1208</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1206</SU>
                             SELC, Docket No. NHTSA-2023-0022-60224, at 5, 6; NESCAUM, Docket No. NHTSA-2023-0022-57714, at 3. MPCA agency offered similar comments, Docket No. NHTSA-2023-0022-60666, at 2; IPL offered similar comments, Docket No. NHTSA-2023-0022-49058, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1207</SU>
                             Lucid, Docket No. -2023-0022-50594, at 6.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1208</SU>
                             Climate Hawks, Docket No. NHTSA-2023-0022-61094, at 854.
                        </P>
                    </FTNT>
                    <P>NHTSA agrees that environmental justice concerns are significant and that stricter CAFE standards reduce effects on communities with environmental justice concerns in many ways. NHTSA does not have authority to regulate the location of exhaust pipes on a vehicle, and so is unable to respond further to Climate Hawks on the point raised in the comment.</P>
                    <HD SOURCE="HD3">(d) Foreign Policy Implications</HD>
                    <P>U.S. consumption and imports of petroleum products impose costs on the domestic economy that are not reflected in the market price for crude petroleum or in the prices paid by consumers for petroleum products such as gasoline. These costs include (1) higher prices for petroleum products resulting from the effect of U.S. oil demand on world oil prices; (2) the risk of disruptions to the U.S. economy, and the effects of those disruptions on consumers, caused by sudden increases in the global price of oil and its resulting impact of fuel prices faced by U.S. consumers; (3) expenses for maintaining the Strategic Petroleum Reserve (SPR) to provide a response option should a disruption in commercial oil supplies threaten the U.S. economy, to allow the U.S. to meet part of its International Energy Agency obligation to maintain emergency oil stocks, and to provide a national defense fuel reserve; and (4) the threat of significant economic disruption, and the underlying effect on U.S. foreign policy, if an oil-exporting country threatens the United States and uses, as part of its threat, its power to upend the U.S. economy. Reducing U.S. consumption of crude oil or refined petroleum products (by reducing motor fuel use) can reduce these external costs.</P>
                    <P>In addition, a 2006 report by the Council on Foreign Relations identified six foreign policy costs that it said arose from U.S. consumption of imported oil: (1) The adverse effect that significant disruptions in oil supply will have for political and economic conditions in the U.S. and other importing countries; (2) the fears that the current international system is unable to secure oil supplies when oil is seemingly scarce and oil prices are high; (3) political realignment from dependence on imported oil that limits U.S. alliances and partnerships; (4) the flexibility that oil revenues give oil-exporting countries to adopt policies that are contrary to U.S. interests and values; (5) an undermining of sound governance by the revenues from oil and gas exports in oil-exporting countries; and (6) an increased U.S. military presence in the Middle East that results from the strategic interest associated with oil consumption.</P>
                    <P>
                        CAFE standards over the last few decades have conserved significant quantities of oil, and the petroleum intensity of the U.S. fleet has decreased significantly. Continuing to improve energy conservation and reduce U.S. oil consumption by raising CAFE standards further has the potential to continue to help with all of these considerations. Even if the energy security picture has changed since the 1970s, due in no small part to the achievements of the CAFE program itself in increasing fleetwide fuel economy, energy security in the petroleum consumption context remains extremely important. Congress' original concern with energy security was the impact of supply shocks on American consumers in the event that the U.S.'s foreign policy objectives lead to conflicts with oil-producing nations or that global events more generally lead to fuel disruptions. Moreover, oil is produced, refined, and sold in a global marketplace, so events that impact it anywhere, impact it everywhere. The world is dealing with these effects currently. Oil prices have fluctuated dramatically in recent years and reached over $100/barrel in 2022. A motor vehicle fleet with greater fuel economy is better able to absorb increased fuel costs, particularly in the short-term, without those costs leading to a broader economic crisis, as had occurred in the 1973 and 1979 oil crises. Ensuring that the U.S. fleet is positioned to take advantage of cost-effective technology innovations will allow the U.S. to continue to base its international activities on foreign policy objectives 
                        <PRTPAGE P="52830"/>
                        that are not limited, at least not completely, by petroleum issues. Further, when U.S. oil consumption is linked to the globalized and tightly interconnected oil market, as it is now, the only means of reducing the exposure of U.S. consumers to global oil shocks is to reduce their oil consumption and the overall oil intensity of the U.S. economy. Thus, the reduction in oil consumption driven by fuel economy standards creates an energy security benefit.
                    </P>
                    <P>
                        This benefit is the original purpose behind the CAFE standards. Oil prices are inherently volatile, in part because geopolitical risk affects prices. International conflicts, sanctions, civil conflicts targeting oil production infrastructure, pandemic-related economic upheaval, cartels, all of these have had dramatic and sudden effects on oil prices in recent years. For all of these reasons, energy security remains quite relevant for NHTSA in determining maximum feasible CAFE standards.
                        <SU>1209</SU>
                        <FTREF/>
                         There are extremely important energy security benefits associated with raising CAFE stringency that are not discussed in the TSD Chapter 6.2.4, and which are difficult to quantify, but have weighed importantly for NHTSA in developing the standards in this final rule.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1209</SU>
                             TSD Chapter 6.2.4 also discusses emerging energy security considerations associated with vehicle electrification, but NHTSA only considers these effects for decision-making purposes within the framework of the statutory restrictions applicable to NHTSA's determination of maximum feasible CAFE standards.
                        </P>
                    </FTNT>
                    <P>
                        The States and Cities agreed with NHTSA that energy security in the petroleum consumption context remains extremely important, and encouraged NHTSA to choose a more stringent alternative than the proposed standards, citing potential benefits in terms of reducing military spending and reducing revenue to regimes potentially hostile to U.S. interests.
                        <SU>1210</SU>
                        <FTREF/>
                         In contrast, America First Policy Institute commented that improving energy security and reducing costs for consumers can be more expeditiously done using other policies.
                        <SU>1211</SU>
                        <FTREF/>
                         While NHTSA agrees that more stringent standards must directionally improve foreign policy benefits, it has long been difficult to quantify these effects precisely due to numerous confounding factors. NHTSA thus considers these effects from a mostly qualitative perspective. In response to whether other policies might more “expeditiously” improve energy security and reduce consumer costs, even if that were true, Congress requires NHTSA to continue setting standards, and when setting standards, to set maximum feasible standards.
                        <SU>1212</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1210</SU>
                             States and Cities, Docket No. NHTSA-2022-0075-0033-0012, at 27.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1211</SU>
                             America First Policy Institute, Docket No. NHTSA-2023-0022-61447, at 7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1212</SU>
                             49 U.S.C. 32902.
                        </P>
                    </FTNT>
                    <P>
                        Heritage Foundation stated that U.S. oil and gas reserves are plentiful and that a “proper consideration of the `need of the U.S. to conserve energy' should result in standards becoming less stringent.” 
                        <SU>1213</SU>
                        <FTREF/>
                         This could be true if oil were not a global commodity. Oil produced in the U.S. is not necessarily consumed in the U.S., and its price is tied to global oil prices (and their fluctuations due to world events). CAFE standards are intended to insulate against external risks 
                        <E T="03">given</E>
                         the U.S. participation in global markets, and thus, strong CAFE standards continue to be helpful in this regard.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1213</SU>
                             Heritage Foundation, Docket No. NHTSA-2023-0022-61952, at 10.
                        </P>
                    </FTNT>
                    <P>
                        A number of commenters expressed concern that “essentially mandating electric vehicles” would create non-petroleum-related energy security issues, associated with production of critical minerals for BEVs in parts of the world that are neither consistently reliable nor friendly to U.S. interests.
                        <SU>1214</SU>
                        <FTREF/>
                         Related comments argued that the U.S. could not itself produce sufficient critical minerals to supply the volumes of BEVs that would be needed to meet the standards.
                        <SU>1215</SU>
                        <FTREF/>
                         Other related comments argued that the U.S. 
                        <E T="03">could</E>
                         produce sufficient petroleum, but could 
                        <E T="03">not</E>
                         produce sufficient critical minerals, and that requiring vehicles to be BEVs amounted to creating an energy security issue where there would otherwise be none.
                        <SU>1216</SU>
                        <FTREF/>
                         Various commenters said that NHTSA's commitment to “monitoring” these issues was insufficient, and that NHTSA was required to analyze these energy security risks from electrification (including, among other things, critical minerals and electric grid capacity and cybersecurity) expressly.
                        <SU>1217</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1214</SU>
                             Valero, Docket No. NHTSA-2023-0022-58547, Appendix A, at 7; Absolute Energy, Docket No. NHTSA-2023-0022-50902, at 2; Heritage Foundation, Docket No. NHTSA-2023-0022-61952, at 9; NATSO 
                            <E T="03">et al.,</E>
                             Docket No. NHTSA-2023-0022-61070, at 12; West Virginia Attorney General's Office, Docket No. NHTSA-2023-0022-63056, at 12-15; ACE, Docket No. NHTSA-2023-0022-60683, at 2-3; American Consumer Institute, Docket No. NHTSA-2023-0022-50765, at 6, 7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1215</SU>
                             KCGA, Docket No. NHTSA-2023-0022-59007, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1216</SU>
                             Institute for Energy Research, Docket No. NHTSA-2023-0022-63063, at 3, 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1217</SU>
                             MME, Docket No. NHTSA-2023-0022-50861, at 2; WPE, Docket No. NHTSA-2023-0022-52616, at 2; MCGA, Docket No. NHTSA-2023-0022-60208, at 3-10; RFA 
                            <E T="03">et al.</E>
                             2, Docket No. NHTSA-2023-0022-41652, at 3-10 (arguing that it would be arbitrary and capricious for NHTSA not to issue a supplemental NPRM expressly analyzing and accounting for energy security risks associated with critical minerals); HCP, Docket No. NHTSA-2023-0022-59280, at 2; SIRE, Docket No. NHTSA-2023-0022-57940, at 2; Missouri Corn Growers Association, Docket No. NHTSA-2023-0022-58413, at 2; CAE, Docket No. NHTSA-2023-0022-61599, at 2; AFPM, Docket No. NHTSA-2023-0022-61911, Attachment 2, at 21; Heritage Foundation, Docket No. NHTSA-2023-0022-61952, at 10.
                        </P>
                    </FTNT>
                    <P>
                        In the model years 2024-2026 final rule, NHTSA responded to similar comments by explaining that NHTSA is prohibited from considering the fuel economy of electric vehicles in determining maximum feasible standards, and that the agency did not believe that the question was truly ripe, given expected concentrations of electrified vehicles in the-then rulemaking time frame. For the current rulemaking, due to the proliferation of electrified vehicles in the reference baseline, it is harder to say that the question is not ripe, and if NHTSA considers the resources necessary for the technological transition (without considering the fuel economy of BEVs or the full fuel economy of PHEVs) in evaluating economic practicability, then it is logical also to be informed about energy security effects of these vehicles (without considering their fuel economy) in evaluating the need of the U.S. to conserve energy. That said, there is a difference between being informed about something, and taking responsibility for it. As long as NHTSA is statutorily prohibited from considering the fuel economy of BEVs and the full fuel economy of PHEVs, NHTSA continues to disagree that it is 
                        <E T="03">required</E>
                         to account in its determination for energy security effects that CAFE regulations are prohibited from causing. This discussion is part of NHTSA's ongoing commitment to monitoring these issues. Commenters may wish for NHTSA to take responsibility for which the agency does not have authority, but NHTSA continues to believe that remaining informed is the best and most reasonable course of action in this area.
                    </P>
                    <P>
                        As discussed in Chapter 6.2.4 of the TSD, as the number of electric vehicles on the road continues to increase, NHTSA agrees that the issue of energy security is likely to expand to encompass the United States' ability to supply the material necessary to build these vehicles and the additional electricity necessary to power their use. Nearly all electricity in the United States is generated through the conversion of domestic energy sources and thus its supply does not raise security concerns, although commenters did express some concern with grid resilience and cybersecurity. NHTSA is 
                        <PRTPAGE P="52831"/>
                        aware that under the Bipartisan Infrastructure Law, DOE will administer more than $62 billion for investments in energy infrastructure, including $14 billion in financial assistance to States, Tribes, utilities, and other entities who provide products and services for enhancing the reliability, resilience, and energy efficiency of the electric grid.
                        <SU>1218</SU>
                        <FTREF/>
                         Dozens of projects are already underway across the country.
                        <SU>1219</SU>
                        <FTREF/>
                         This work is ongoing and NHTSA has no reason at present to conclude that it is not being addressed, as commenters suggest. With regard to cybersecurity, if commenters mean to suggest that BEVs are at greater risk of hacking than ICEVs, NHTSA disagrees that this is the case. NHTSA's efforts on cybersecurity cover all light vehicles, as all new light vehicles are increasingly computerized.
                        <SU>1220</SU>
                        <FTREF/>
                         Additionally, the Joint Office of Energy and Transportation published cybersecurity procurement language to address risks when building out charging infrastructure.
                        <SU>1221</SU>
                        <FTREF/>
                         If commenters mean to suggest that there are cybersecurity risks associated with electric grid attacks, those would exist no matter how many BEVs or other electrified vehicles there were. DOE is also actively involved in this issue,
                        <SU>1222</SU>
                        <FTREF/>
                         and as before, NHTSA has no reason to think either that this is not being addressed, as commenters suggest, or that because work is ongoing, it is an inherent barrier to NHTSA's assumptions.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1218</SU>
                             
                            <E T="03">https://netl.doe.gov/bilhub/grid-resilience</E>
                             (last accessed Mar. 28, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1219</SU>
                             
                            <E T="03">https://www.energy.gov/gdo/grid-resilience-and-innovation-partnerships-grip-program-projects</E>
                             (last accessed Mar. 28, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1220</SU>
                             
                            <E T="03">https://www.nhtsa.gov/research/vehicle-cybersecurity</E>
                             (last accessed Mar. 28, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1221</SU>
                             
                            <E T="03">See</E>
                              
                            <E T="03">https://driveelectric.gov/news/joint-office-offers-new-cybersecurity-resource</E>
                             (last accessed May 23, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1222</SU>
                             
                            <E T="03">https://www.energy.gov/sites/default/files/2021/01/f82/OTT-Spotlight-on-Cybersecurity-final-01-21.pdf</E>
                             (last accessed Mar. 28, 2024).
                        </P>
                    </FTNT>
                    <P>
                        Besides requiring electricity generation and distribution, electric vehicles also require batteries to store and deliver that electricity. Currently, the most commonly used vehicle battery chemistries include materials that are relatively scarce or expensive, and are sourced largely from overseas sites, and/or (like any mined minerals) can pose environmental challenges during extraction and conversion to usable material, which can create security issues if environmental challenges result in political destabilization. NHTSA does not include costs or benefits related to securing sourcing of battery materials in its analysis for this final rule, just as NHTSA has not previously or here included costs or benefits associated with the energy security considerations associated with internal combustion vehicle supply chains. However, we are aware that uncertainties exist. Although robust efforts are already underway to build a secure supply chain for critical minerals that includes domestic sources as well as friendly countries, the U.S. is currently at a disadvantage with respect to domestic sources of materials (raw and processed). To combat these challenges, President Biden issued an E.O. on “America's Supply Chains,” aiming to strengthen the resilience of America's supply chains, including those for automotive batteries.
                        <SU>1223</SU>
                        <FTREF/>
                         Reports covering six sectors were developed by seven agencies within one year of issuance of the E.O. and outlined specific actions for the Federal government and Congress to take.
                        <SU>1224</SU>
                        <FTREF/>
                         The Biden-Harris administration also awarded $2.8 billion from the Bipartisan Infrastructure Law to support projects that develop supplies of battery-grade lithium, graphite, and nickel and invest in other battery related mineral production.
                        <SU>1225</SU>
                        <FTREF/>
                         Overall, the BIL appropriates $7.9 billion for the purpose of battery manufacturing, recycling, and critical minerals.
                        <SU>1226</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1223</SU>
                             White House. 2021. Executive Order on America's Supply Chains. Available at: 
                            <E T="03">https://www.whitehouse.gov/briefing-room/presidential-actions/2021/02/24/executive-order-on-americas-supply-chains/</E>
                             (last accessed May 31, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1224</SU>
                             White House. 2022. Executive Order on America's Supply Chains: A Year of Actions and Progress. National Security Affairs. Washington, DC. Available at: 
                            <E T="03">https://www.whitehouse.gov/wp-content/uploads/2022/02/Capstone-Report-Biden.pdf</E>
                             (last accessed Mar. 28, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1225</SU>
                             
                            <E T="03">See</E>
                              
                            <E T="03">https://netl.doe.gov/node/12160</E>
                             (last accessed Mar. 28, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1226</SU>
                             Congressional Research Service. Energy and Minerals Provisions in the Infrastructure Investment and Jobs Act (Pub. L. 117-58). CRS Report R47034. Congressional Research Service. 
                            <E T="03">Available at</E>
                              
                            <E T="03">https://crsreports.conress.gov/product/pdf/R/R47034</E>
                            . (last accessed Feb. 14, 2024).
                        </P>
                    </FTNT>
                    <P>
                        The Inflation Reduction Act calls for half of the Clean Vehicle Credit to be contingent on at least 40 percent of the value of the critical minerals in the battery having been extracted or processed in the United States or a country with a U.S. free-trade agreement, or recycled in North America. Starting in 2025, an EV cannot qualify for the clean vehicle credit if the vehicle's battery contains critical minerals that were extracted, processed, or recycled by a “foreign entity of concern.”
                        <SU>1227</SU>
                        <FTREF/>
                         The Inflation Reduction Act also included an Advanced Manufacturing Production tax credit that provides taxpayers who produce certain eligible components, such as electrodes and battery arrays for BEVs, and critical minerals tax credits on a per-unit basis.
                        <SU>1228</SU>
                        <FTREF/>
                         These measures are intended to spur the development of more secure supply chains for critical minerals used in battery production. Additionally, since 2021, over $100 billion of investments have been announced for new or expanded U.S. facilities for recycling and upcycling, materials separation and processing, and battery component manufacturing.
                        <SU>1229</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1227</SU>
                             Public Law 117-169, Section 13401.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1228</SU>
                             
                            <E T="03">Id.,</E>
                             Section 13502.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1229</SU>
                             
                            <E T="03">See</E>
                             U.S. Department of Energy, 2023. Battery Supply Chain Investments. 
                            <E T="03">Available at</E>
                              
                            <E T="03">https://www.energy.gov/investments-american-made-energy</E>
                             (last accessed Feb. 14, 2024).
                        </P>
                    </FTNT>
                    <P>
                        The IRA also removed the $25 billion cap on the total amount of Advanced Technology Vehicle Manufacturing direct loans.
                        <SU>1230</SU>
                        <FTREF/>
                         These loans may be used to expand domestic production of advanced technology vehicles and their components. Finally, it established the Domestic Manufacturing Conversion Grant Program, a $2 billion cost-shared grant program to aid businesses in manufacturing for hybrid, plug-in hybrid electric, plug-in electric drive, and hydrogen fuel cell electric vehicles.
                        <SU>1231</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1230</SU>
                             
                            <E T="03">See</E>
                              
                            <E T="03">https://www.energy.gov/lpo/inflation-reduction-act-2022</E>
                             (last accessed Mar. 28, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1231</SU>
                             
                            <E T="03">See</E>
                              
                            <E T="03">https://www.energy.gov/mesc/domestic-manufacturing-conversion-grants</E>
                             (last accessed Mar. 28, 2024).
                        </P>
                    </FTNT>
                    <P>
                        With regard to making permitting for critical minerals extraction more efficient and effective, the Biden-Harris administration has also targeted permitting reform as a legislative priority.
                        <SU>1232</SU>
                        <FTREF/>
                         This includes reforming mining laws to accelerate the development of domestic supplies of critical minerals. These priorities also include improving community engagement through identifying community engagement officers for permitting processes, establishing community engagement funds to expand the capacity of local governments, Tribes, or community groups to engage on Federal actions, create national maps of Federal actions being analyzed with an Environmental Impact Statement, and transferring funds to Tribal Nations to enhance engagement in National Historic Preservation Act consultations. In March 2023, the administration also released implementation guidance for permitting provisions in the BIL. This 
                        <PRTPAGE P="52832"/>
                        guidance directs agencies to, among other things: engage in early and meaningful outreach and communication with Tribal Nations, States, Territories, and Local Communities; improve responsiveness, technical assistance, and support; adequately resource agencies and use the environmental review process to improve environmental and community outcomes.
                        <SU>1233</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1232</SU>
                             
                            <E T="03">See</E>
                             The White House, 2023, Fact Sheet: Biden-Harris Administration Outlines Priorities for Building America's Infrastructure Faster, Safer and Cleaner. 
                            <E T="03">Available at</E>
                              
                            <E T="03">https://www.whitehouse.gov/briefing-room/statements-releases/2023/05/10/fact-sheet-biden-harris-administration-outlines-priorities-for-building-americas-energy-infrastructure-faster-safer-and-cleaner/</E>
                             (last accessed Mar. 28, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1233</SU>
                             
                            <E T="03">See</E>
                             OMB, FPISC, and CEQ, 2023, Memorandum M-23-14: Implementation Guidance for the Biden-Harris Permitting Action Plan. Available at: 
                            <E T="03">https://www.whitehouse.gov/wp-content/uploads/2023/03/M-23-14-Permitting-Action-Plan-Implementation-Guidance_OMB_FPISC_CEQ.pdf</E>
                             (last accessed Mar. 28, 2024).
                        </P>
                    </FTNT>
                    <P>Based on all of the above, NHTSA finds that the energy security benefits of more stringent CAFE standards outweigh any potential energy security drawbacks that (1) are not the result of the CAFE standards and (2) are being actively addressed by numerous government and private sector efforts.</P>
                    <P>When considering both the reference baseline and the No ZEV alternative baseline analyses, NHTSA finds that fuel savings, national balance of payments, environmental implications, and energy security effects are all similar with reference to estimated outcomes of the different action alternatives. When alternatives are compared to either baseline, more stringent CAFE standards would generally result in more energy conserved and thus better meet the need of the United States to conserve energy.</P>
                    <HD SOURCE="HD3">(5) Factors That NHTSA Is Prohibited From Considering</HD>
                    <P>
                        EPCA also provides that in determining the level at which it should set CAFE standards for a particular model year, NHTSA may not consider the ability of manufacturers to take advantage of several EPCA provisions that facilitate compliance with CAFE standards and thereby reduce the costs of compliance.
                        <SU>1234</SU>
                        <FTREF/>
                         NHTSA cannot consider the trading, transferring, or availability of compliance credits that manufacturers earn by exceeding the CAFE standards and then use to achieve compliance in years in which their measured average fuel economy falls below the standards. NHTSA also must consider dual fueled automobiles to be operated only on gasoline or diesel fuel, and it cannot consider the possibility that manufacturers would create new dedicated alternative fueled automobiles—including battery-electric vehicles—to comply with the CAFE standards in any model year for which standards are being set. EPCA encourages the production of AFVs by specifying that their fuel economy is to be determined using a special calculation procedure; this calculation results in a more-generous fuel economy assignment for alternative-fueled vehicles compared to what they would achieve under a strict energy efficiency conversion calculation. Of course, manufacturers are free to use dedicated and dual-fueled AFVs and credits in achieving compliance with CAFE standards.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1234</SU>
                             49 U.S.C. 32902(h).
                        </P>
                    </FTNT>
                    <P>
                        The effect of the prohibitions against considering these statutory flexibilities (like the compliance boosts for dedicated and dual-fueled alternative vehicles, and the use and availability of overcompliance credits) in setting the CAFE standards is that NHTSA cannot set standards that assume the use of these flexibilities in response to those standards—in effect, that NHTSA cannot set standards as stringent as NHTSA would if NHTSA 
                        <E T="03">could</E>
                         account for the availability of those flexibilities. For example, NHTSA cannot set standards based on an analysis that modeled technology pathway that includes additional BEV penetration specifically in response to more stringent CAFE standards.
                    </P>
                    <P>In contrast, for the non-statutory fuel economy improvement value program that NHTSA developed by regulation, as explained in the proposal, NHTSA has long believed that these fuel economy adjustments are not subject to the 49 U.S.C. 32902(h) prohibition. The statute is very clear as to which flexibilities are not to be considered in determining maximum feasible CAFE standards. When NHTSA has introduced additional compliance mechanisms such as AC efficiency and “off-cycle” technology fuel improvement values, NHTSA has considered those technologies as available in the analysis. Thus, the analysis for this final rule includes assumptions about manufacturers' use of those technologies, as detailed in Chapter 2 of the accompanying TSD.</P>
                    <P>
                        In developing the proposal, NHTSA explained that it was aware that some stakeholders had previously requested that we interpret 32902(h) to erase completely all knowledge of BEVs' existence from the analysis, not only restricting their application during the standard-setting years, but restricting their application entirely, for any reason, and deleting them from the existing fleet that NHTSA uses to create an analytical reference baseline. PHEVs would correspondingly be counted simply as strong hybrids, considered only in “charge-sustaining” mode. In the NPRM, NHTSA continued to restrict the application of BEVs (and other dedicated alternative fueled vehicles) during standard-setting years (except as is necessary to model compliance with state ZEV programs), and to count PHEVs only in charge-sustaining mode during that time frame, which for this final rule is model years 2027-2032. NHTSA's proposal analysis also mandated the same compliance solution (based on compliance with the reference baseline standards) for all regulatory alternatives for the model years 2022-2026 period. This was intended to ensure that the model does not simulate manufacturers creating new BEVs prior to the standard-setting years in anticipation of the need to comply with the CAFE standards during those standard-setting years. Additionally, because the model is restricted (for purposes of the standard-setting analysis) from applying BEVs during model years 2027-2032 (again, except as is necessary to model compliance with state ZEV programs), it literally cannot apply BEVs in those model years in an effort to reach compliance in subsequent model years. NHTSA did not take the additional step of removing BEVs from the reference baseline fleet, and continued to assume that manufacturers would meet their California ZEV obligations and deployment commitments whether or not NHTSA sets new CAFE standards. Those manufacturer efforts were reflected in the reference baseline fleet. Thus, in the NPRM, NHTSA interpreted the 32902(h) prohibition as preventing NHTSA from setting CAFE standards that effectively require 
                        <E T="03">additional</E>
                         application of dedicated alternative fueled vehicles in response to those standards, not as preventing NHTSA from being aware of the existence of dedicated alternative fueled vehicles that are already being produced for other reasons besides CAFE standards. Modeling the application of BEV technology in model years outside the standard-setting years allowed NHTSA to account for BEVs that manufacturers may produce for reasons other than the CAFE standards, without accounting for those BEVs that would be produced 
                        <E T="03">because of</E>
                         the CAFE standards. This is consistent with Congress' intent, made evident in the statute, that NHTSA does not consider the potential for manufacturers to comply with CAFE standards by producing additional dedicated alternative fuel automobiles. We further explained that OMB Circular A-4 directs agencies to conduct cost-benefit analyses against a reference baseline that represents the world in the absence of further regulatory action, and that an 
                        <PRTPAGE P="52833"/>
                        artificial reference baseline that pretends that dedicated alternative fueled vehicles do not exist would not be consistent with that directive. We concluded that we could not fulfill our statutory mandate to set maximum feasible CAFE standards without understanding these real-world reference baseline effects.
                    </P>
                    <P>In the NPRM, NHTSA also tested the possible effects of this interpretation on NHTSA's analysis by conducting several sensitivity cases: one which applied the EPCA standard setting year restrictions from model years 2027-2035, one which applied the EPCA standard setting year restrictions from model years 2027-2050, and one which applied the EPCA standard setting year restrictions for all model years covered by the analysis. NHTSA concluded that none of the results of these sensitivity analyses were significant enough to change our position on what regulatory alternative was maximum feasible.</P>
                    <P>
                        Before discussing the comments, we note, as we did in the NPRM, that NHTSA is aware of challenges to its approach in 
                        <E T="03">Natural Resources Defense Council</E>
                         v. 
                        <E T="03">NHTSA,</E>
                         No. 22-1080 (D.C. Cir.), but as of this final rule, no decision has yet been issued in this case.
                    </P>
                    <P>NHTSA received comments from numerous stakeholders on this issue.</P>
                    <P>A number of commenters opposed the agency's approach in the proposal. These commenters included:</P>
                    <P>
                        • Representatives of the auto industry, including the Alliance,
                        <SU>1235</SU>
                        <FTREF/>
                         as well as several individual manufacturers: BMW,
                        <SU>1236</SU>
                        <FTREF/>
                         Toyota,
                        <SU>1237</SU>
                        <FTREF/>
                         Volkswagen,
                        <SU>1238</SU>
                        <FTREF/>
                         Kia,
                        <SU>1239</SU>
                        <FTREF/>
                         and Stellantis; 
                        <SU>1240</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1235</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-60652, Attachment 2, at 6; Attachment 3, at 2-7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1236</SU>
                             BMW, Docket No. NHTSA-2023-0022-58614, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1237</SU>
                             Toyota, Docket No. NHTSA-2023-0022-61131, at 11.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1238</SU>
                             Volkswagen, Docket No. NHTSA-2023-0022-58702, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1239</SU>
                             Kia, Docket No. NHTSA-2023-0022-58542, at 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1240</SU>
                             Stellantis, Docket No. NHTSA-2023-0022-61107, at 9.
                        </P>
                    </FTNT>
                    <P>
                        • NADA; 
                        <SU>1241</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1241</SU>
                             NADA, Docket No. NHTSA-2023-0022-58200, at 9.
                        </P>
                    </FTNT>
                    <P>
                        • The Motorcycle Riders Foundation; 
                        <SU>1242</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1242</SU>
                             Motorcycle Riders Foundation, Docket No. NHTSA-2023-0022-63054, at 1-2.
                        </P>
                    </FTNT>
                    <P>
                        • Representatives of the oil industry, including Valero,
                        <SU>1243</SU>
                        <FTREF/>
                         API,
                        <SU>1244</SU>
                        <FTREF/>
                         and the AFPM; 
                        <SU>1245</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1243</SU>
                             Valero, Docket No. NHTSA-2023-0022-58547, at 4, 11.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1244</SU>
                             API, Docket No. NHTSA-2023-0022-60234, at 5-8.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1245</SU>
                             AFPM, Docket No. NHTSA-2023-0022-61911, at 27-30.
                        </P>
                    </FTNT>
                    <P>
                        • Entities involved in the renewable fuels and ethanol industry, including a joint comment from RFA, NCGA, NFU, NACS, NATSO, and SIGMA (RFA 
                        <E T="03">et al.</E>
                         1), 
                        <SU>1246</SU>
                        <FTREF/>
                         a separate, more detailed joint comment from RFA, NCGA, and NFU (RFA 
                        <E T="03">et al.</E>
                         2).
                        <SU>1247</SU>
                        <FTREF/>
                         ACE),
                        <SU>1248</SU>
                        <FTREF/>
                         KCGA,
                        <SU>1249</SU>
                        <FTREF/>
                         SIRE,
                        <SU>1250</SU>
                        <FTREF/>
                         NCB,
                        <SU>1251</SU>
                        <FTREF/>
                         CAE,
                        <SU>1252</SU>
                        <FTREF/>
                         MME,
                        <SU>1253</SU>
                        <FTREF/>
                         WPE,
                        <SU>1254</SU>
                        <FTREF/>
                         Growth Energy,
                        <SU>1255</SU>
                        <FTREF/>
                         and HCP; 
                        <SU>1256</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1246</SU>
                             RFA 
                            <E T="03">et al.</E>
                             1, Docket No. NHTSA-2023-0022-57720, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1247</SU>
                             RFA 
                            <E T="03">et al</E>
                             2, Docket No. NHTSA-2023-0022-41652, at 11-14.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1248</SU>
                             ACE, Docket No. NHTSA-2023-0022-60683, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1249</SU>
                             KCGA, Docket No. NHTSA-2023-0022-59007, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1250</SU>
                             SIRE, Docket No. NHTSA-2023-0022-57940, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1251</SU>
                             NCB, Docket No. NHTSA-2023-0022-53876, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1252</SU>
                             CAE, Docket No. NHTSA-2023-0022-61599, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1253</SU>
                             MME, Docket No. NHTSA-2023-0022-50861, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1254</SU>
                             WPE, Docket No. NHTSA-2023-0022-52616, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1255</SU>
                             Growth Energy, Docket No. NHTSA-2023-0022-61555, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1256</SU>
                             HCP, Docket No. NHTSA-2023-0022-59280, at 1.
                        </P>
                    </FTNT>
                    <P>
                        • Various other energy industry commenters, including Absolute Energy 
                        <SU>1257</SU>
                        <FTREF/>
                         and the Institute for Energy Research; 
                        <SU>1258</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1257</SU>
                             Absolute Energy, Docket No. NHTSA-2023-0022-50902, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1258</SU>
                             IER, Docket No. NHTSA-2023-0022-63063, at 1-2.
                        </P>
                    </FTNT>
                    <P>
                        • The National Association of Manufacturers; 
                        <SU>1259</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1259</SU>
                             NAM, Docket No. NHTSA-2023-0022-59203, at 2-3 (NHTSA-2023-0022-59289 is a duplicate comment).
                        </P>
                    </FTNT>
                    <P>
                        • A joint comment led by NACS; 
                        <SU>1260</SU>
                        <FTREF/>
                         and
                    </P>
                    <FTNT>
                        <P>
                            <SU>1260</SU>
                             NACS, Docket No. NHTSA-2023-0022-61070, at 11.
                        </P>
                    </FTNT>
                    <P>
                        • Non-governmental organizations, including the America First Policy Institute,
                        <SU>1261</SU>
                        <FTREF/>
                         CEI,
                        <SU>1262</SU>
                        <FTREF/>
                         and the Heritage Foundation.
                        <SU>1263</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1261</SU>
                             America First Policy Institute, Docket No. NHTSA-2023-0022-61447, at 6.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1262</SU>
                             CEI, Docket No. NHTSA-2023-0022-61121, at 2, 7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1263</SU>
                             Heritage Foundation, Docket No. NHTSA-2023-0022-61952, at 4.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA also received comments that were generally supportive of its proposed approach from MEMA,
                        <SU>1264</SU>
                        <FTREF/>
                         Lucid,
                        <SU>1265</SU>
                        <FTREF/>
                         a joint comment from several NGOs,
                        <SU>1266</SU>
                        <FTREF/>
                         and IPI.
                        <SU>1267</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1264</SU>
                             MEMA, Docket No. NHTSA-2023-0022-59204, at 9-10.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1265</SU>
                             Lucid, Docket No. NHTSA-2023-0022-50594.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1266</SU>
                             Joint NGOs, Docket No. NHTSA-2023-0022-61944, Appendix 2, at 56.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1267</SU>
                             IPI, Docket No. NHTSA-2023-0022-60485, at 29-31.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA also received two comments from different coalitions of States, one led by West Virginia that opposed the agency's approach,
                        <SU>1268</SU>
                        <FTREF/>
                         while the other, led by California and also supported by several local governments, supported the agency's approach.
                        <SU>1269</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1268</SU>
                             West Virginia Attorney General's Office, Docket No. NHTSA-2023-0022-63056, at 1-8.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1269</SU>
                             States and Cities, Docket No. NHTSA-2023-0022-61904, Attachment 2, at 39-40.
                        </P>
                    </FTNT>
                    <P>
                        Generally, the views expressed by commenters were consistent with views and arguments made in the prior CAFE rule and during the ongoing litigation. Further, commenters who opposed our approach to implementing this provision opposed it in its entirety. That is, commenters either uniformly opposed any consideration of electrification (
                        <E T="03">e.g.,</E>
                         whether that be due to market-driven factors or state programs, or whether in the reference baseline or beyond the standard-setting years), or, made most clearly in the case of the States and Cities comment, supported all aspects of our proposed approach. Similarly, commenters who opposed the agency's approach to considering BEVs under 32902(h)(1) also opposed how the agency had considered PHEVs under (h)(2) and credits under (h)(3). This is not surprising, as all of these particular questions stem from the more general question of how NHTSA may “consider” these vehicles and flexibilities. Thus, in the below discussion, we typically discuss the comments and our response broadly as applying to all uses of BEVs in either the reference baseline or outside the standard-setting years.
                    </P>
                    <P>The agency continues to find arguments that it should not consider real-world increases in BEVs and PHEVs that occur due to factors other than the CAFE requirements, both in constructing the reference baseline and outside the standard-setting years, to be unpersuasive. As discussed in the proposal and in the prior rulemaking, to do so would unnecessarily divorce the CAFE standards from how the world would most likely exist in the absence of our program.</P>
                    <P>
                        Commenters opposing the agency's inclusion of BEVs as part of the reference baseline fleet relied on three primary categories of argument—two of which are purely legal, while the third 
                        <PRTPAGE P="52834"/>
                        concerns the effect of NHTSA's approach on whether the proposed standards are achievable.
                        <SU>1270</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1270</SU>
                             Technical comments concerning the construction of the baseline are discussed in Section IV above; this discussion is limited to the legal questions concerning the application of this section.
                        </P>
                    </FTNT>
                    <P>
                        First, commenters opposing NHTSA's proposed approach argued that the language of EPCA prohibited NHTSA's approach to the inclusion of BEVs in the reference baseline. The level of detail provided in their comment on this issue varied across commenters, with the coalition of State commenters led by West Virginia providing the most extensive arguments.
                        <SU>1271</SU>
                        <FTREF/>
                         Regardless of detail, all comments revolved around the central question of what it means for NHTSA to “consider” electrification in this context. West Virginia and commenters expressing similar views argue that the prohibition here is broad and thus the presence of BEVs should, as the Alliance put it, be excluded “for any purpose whatsoever,” 
                        <SU>1272</SU>
                        <FTREF/>
                         or as West Virginia put it, “not in the reference baseline, not in technology options, and not in compliance paths.” 
                        <SU>1273</SU>
                        <FTREF/>
                         According to many of these commenters, NHTSA's interpretation conflicts with the “plain meaning” of the text and instead relies on, as RFA 
                        <E T="03">et al.</E>
                         2 argued, NHTSA to “add words to the Act” that are not present.
                        <SU>1274</SU>
                        <FTREF/>
                         West Virginia also argued that the proposed approach would frustrate both the intent of EPCA to provide incentives for dual-fueled vehicles rather than mandate them, and the Renewable Fuel Standards program, which exists to incentivize biofuels.
                        <SU>1275</SU>
                        <FTREF/>
                         Other commenters expressed similar concerns that NHTSA's approach prioritized EVs at the expense of other vehicle technologies or compliance paths.
                        <SU>1276</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1271</SU>
                             West Virginia Attorney General's office, Docket No. NHTSA-2023-0022-60356, at 1-8.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1272</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-60652, Attachment 3, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1273</SU>
                             West Virginia Attorney General's office, Docket No. NHTSA-2023-0022-60356, at 6.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1274</SU>
                             RFA 
                            <E T="03">et al.</E>
                             2, Docket No. Docket No. NHTSA-2023-0022-41652, at 11-12.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1275</SU>
                             West Virginia Attorney General's office, Docket No. NHTSA-2023-0022-60356, at 6-7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1276</SU>
                             
                            <E T="03">See, e.g.,</E>
                             CAE, Docket No. NHTSA-2023-0022-61599, at 2; MME, Docket No. NHTSA-2023-0022-50861, at 1; WPE, Docket No. NHTSA-2023-0022-52616, at 2.
                        </P>
                    </FTNT>
                    <P>NHTSA remains unpersuaded by these arguments. The statute makes clear that NHTSA “may not consider the fuel economy” of BEVs (among others) when “carrying out subsections (c), (f), and (g) of this section.” Which is to say, for purposes of this rulemaking, the prohibition applies only when NHTSA is making decisions about whether the CAFE standards are maximum feasible under 32902(c). NHTSA is not reading any additional words into the statutory text, but instead is reading the entire relevant provision, rather than a single word in isolation without the necessary context. In making the maximum feasible determination in this rule, as in all previous rules, NHTSA is clear that it does not consider that BEVs could be used to meet new CAFE standards. Instead, NHTSA models a cost-effective pathway to compliance with potential new CAFE standards that includes no new BEVs in response to the standards, and that counts PHEVs in charge-sustaining mode only, avoiding consideration of their electric-only-operation fuel economy. Consequently, NHTSA is in no way pushing manufacturers toward electrification—just the opposite, as without this provision, NHTSA would almost certainly include pathways involving increased electrification, which would provide the agency with more flexibility in determining what standards could be maximum feasible. Without the restriction on considering electrification, these standards would be significantly more stringent and achieve significantly greater fuel economy benefits. Commenters asserting favorable treatment of BEVs appear to be arguing with other policies of Federal and State governments, such as the IRA credits and the California ZEV program, and with manufacturer plans to deploy electric vehicles independent of any legal requirements. These are other policies and business plans that exist separate from CAFE. NHTSA chooses to acknowledge that these policies and commitments (and other factors) exist when developing the regulatory reference baseline and considering years after the standard-setting time frame, rather than ignoring them, but when it comes to determining maximum feasible standards NHTSA does not consider these technologies.</P>
                    <P>
                        Commenters opposing NHTSA's interpretation argue that the prohibition should be expanded beyond this determination. They assert that Congress intended NHTSA to ignore BEVs entirely, even when, as is the case here, there is clear evidence that significant BEVs are 
                        <E T="03">already</E>
                         in the fleet and their numbers are anticipated to grow significantly during the rulemaking time frame independent of the CAFE standards. As NHTSA explained in the NPRM, doing so would require NHTSA to ignore what is occurring with the fleet separate from the CAFE program. NHTSA would thus be attempting to determine maximum feasible CAFE standards on the foundation of a fleet that it knows is divorced from reality. The agency does not believe that this was Congress' intent or that it is a proper construction of the statute. Instead, as the statute clearly states, Congress only required that NHTSA could not issue standards that are presumed on the use of additional BEVs and other alternative fueled vehicles.
                    </P>
                    <P>
                        Nowhere does EPCA/EISA say that NHTSA should not consider the best available evidence in establishing the regulatory reference baseline for its CAFE rulemakings. As explained in Circular A-4, “The benefits and costs of a regulation are generally measured against a no-action baseline: an analytically reasonable forecast of the way the world would look absent the regulatory action being assessed, including any expected changes to current conditions over time.” 
                        <SU>1277</SU>
                        <FTREF/>
                         The Alliance commented that “an OMB Circular does not trump a clear statutory requirement.” 
                        <SU>1278</SU>
                        <FTREF/>
                         This is, of course, correct and NHTSA does not intend to imply anything else. Instead, NHTSA makes clear that its interpretation of this provision restricts the agency's analytical options when analyzing what standards are maximum feasible, while being consistent with A-4's guidance about how best to construct the reference baseline. Thus, absent a clear indication to blind itself to important facts, NHTSA continues to believe that the best way to implement its duty to establish maximum feasible CAFE standards is to establish as realistic a reference baseline as possible, including, among other factors, the most likely composition of the fleet.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1277</SU>
                             OMB Circular A-4, “Regulatory Analysis” Nov. 9, 2003, at 11. Note that Circular A-4 was recently updated; the initial version was in effect at the time of the proposal.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1278</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-60652, Attachment 3, at 2.
                        </P>
                    </FTNT>
                    <P>
                        Second, several commenters argued that including BEVs in the reference baseline would run afoul of the “major questions doctrine.” West Virginia made this argument most comprehensively, stating that “this proposal is about transforming the American auto markets to lead with EVs. It aims to morph a longstanding scheme to regulate internal combustion engine vehicles into one that erases them from the market.” 
                        <SU>1279</SU>
                        <FTREF/>
                         These arguments misunderstand the major questions doctrine. NHTSA has clear authority to establish CAFE 
                        <PRTPAGE P="52835"/>
                        standards, and thus simply establishing new ones that are more stringent than prior ones cannot be considered to be a “major question.” Moreover, commenters imply a motive to this rulemaking that appears nowhere in the rule, which is simply about establishing CAFE standards that include marginal increases to the prior standards. And finally, 32902(h) is the literal provision that prohibits any attempt by NHTSA to actually require electrification. The very provision that these commenters believe somehow raises major questions is the provision that prevents NHTSA from actually taking that action.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1279</SU>
                             West Virginia Attorney General's office, Docket No. NHTSA-2023-0022-63056, at 6-8; 
                            <E T="03">see also</E>
                             Valero, Docket No. NHTSA-2023-0022-58547, at 4. Several other commenters (
                            <E T="03">e.g.,</E>
                             NACS and CEI) argued that the rule more broadly raised major questions; those comments are addressed in Section VI.B.
                        </P>
                    </FTNT>
                    <P>
                        Third, several other commenters, including the Alliance,
                        <SU>1280</SU>
                        <FTREF/>
                         Stellantis,
                        <SU>1281</SU>
                        <FTREF/>
                         NACS,
                        <SU>1282</SU>
                        <FTREF/>
                         and AFPM,
                        <SU>1283</SU>
                        <FTREF/>
                         argued that the proposed standards were technologically achievable only if BEVs were considered in the reference baseline and, based on their view that NHTSA is prohibited from taking this action in the reference baseline, the standards were not in fact maximum feasible. Other commenters were not so explicit in making this argument, but their general theme, that NHTSA's approach to the reference baseline led to standards that were beyond maximum feasible, is consistent with many otherwise purely legalistic objections. Finally, the environmental NGOs recommended that the agency conduct sensitivity analyses examining this issue.
                        <SU>1284</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1280</SU>
                             Alliance, Docket No. NHTSA-2023-0022-60652, Attachment 3, at 5-9.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1281</SU>
                             Stellantis, Docket No. NHTSA-2023-0022-61107, at 9.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1282</SU>
                             NACS, Docket No. NHTSA-2023-0022-61070, at 11.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1283</SU>
                             AFPM, Docket No. NHTSA-2023-0022-61911, at 30.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1284</SU>
                             Joint NGO comments, Docket No. NHTSA-2023-0022-61944, Appendix 2, at 56.
                        </P>
                    </FTNT>
                    <P>At the outset, NHTSA stresses that it disagrees with the basic premise here, and as discussed above, the agency believes that it is permitted to include electrification in the reference baseline and in the years following the rulemaking time frame. Leaving that aside, it is also important to note that, in response to comments from the auto industry and others, the final CAFE standards for light trucks have changed significantly since the proposal. Thus, any concerns about the practicability of achieving the proposed standards are clearly reduced in this final rule.</P>
                    <P>That said, NHTSA also modeled a No ZEV alternative baseline. The No ZEV case removed not only the electric vehicles that would be deployed to comply with ACC I, but also those that would be deployed consistent with manufacturer commitments to deploy additional electric vehicles regardless of legal requirements, consistent with the levels under ACC II. NHTSA also modeled three cases that extend the EPCA standard setting year constraints (no application of BEVs and no credit use) beyond years considered in the reference baseline.</P>
                    <P>When the standards are assessed relative to the no ZEV alternative baseline, the industry as a whole overcomplies with the final standards in every year covered by the standards. The passenger car fleet overcomplies handily, and the light truck fleet overcomplies in model years 2027-2030, until model year 2031 when the fleet exactly meets the standard. Individual manufacturers' compliance results are also much less dramatically affected than comments would lead one to believe; while some manufacturers comply with the 4 percent per year light truck stringency increases from the proposal without ZEV in the reference baseline, a majority of manufacturers comply in most or all years under the final light truck standards. In general, the manufacturers that have to work harder to comply with CAFE standards without ZEV in the reference baseline are the same manufacturers that have to work harder to comply with CAFE standards with no ZEV in the reference baseline. For example, General Motors sees higher technology costs and civil penalties to comply with the CAFE standards over the five years covered by the standards; however, this is expected as they are starting from a lower reference baseline compliance position. General Motors seems to be the only outlier, and for the rest of the industry technology costs are low and civil penalty payments are nonexistent in many cases.</P>
                    <P>
                        Net benefits of CAFE standards increase in the no ZEV case, which is expected as benefits related to increased fuel economy attributable to state ZEV programs and automaker-driven deployment of electric vehicles in the reference baseline are now attributable to the CAFE program. This includes additional decreases in fuel use, CO
                        <E T="52">2</E>
                         emissions, and criteria emissions deaths from the application of fuel economy-improving technology in response to CAFE standards. In addition, consumer fuel savings attributable to state ZEV programs and non-regulatory manufacturer ZEV deployment in the reference baseline are now attributable to the CAFE program: in 2031, the final standards show fuel savings of over $1,000 for consumers buying model year 2031 vehicles.
                    </P>
                    <P>Similar trends hold true for the EPCA standard setting year constraints cases. Examining the most restrictive scenario, which does not allow BEV adoption in response to CAFE standards in any year when the CAFE Model adds technology to vehicles (2023-2050, as 2022 is the reference baseline fleet year), the industry, as a whole, still overcomplies in every year from model year 2027-2031, in both the passenger car and light truck fleets. Some manufacturers again have to work harder in individual model years or compliance categories, but the majority comply or overcomply in both compliance categories of vehicles. Again, General Motors is the only manufacturer that sees notable increases in their technology costs over the reference baseline, however their civil penalty payments are low, at under $500 million total over the five-year period covered by the new standards. Net benefits attributable to CAFE standards do decrease from the central analysis under the EPCA constraints case—but they remain significantly positive. However, as discussed in more detail below, net benefits are just one of many factors considered when NHTSA sets fuel economy standards.</P>
                    <P>
                        This alternative baseline and these sensitivity cases offer two conclusions. First, contrary to the Alliance's and other commenter's concerns, the difference between including BEVs in the base case for non-CAFE reasons and excluding them are not great—thus, NHTSA would make the same determination of what standards are maximum feasible under any of the analyzed scenarios.
                        <SU>1285</SU>
                        <FTREF/>
                         And second, this lack of dispositive difference in the alternative baseline and sensitivity cases shows that the interpretive concerns raised by commenters, even if correct, would not lead to a different decision by NHTSA on the question of what is maximum feasible. This reaffirms NHTSA's point all along: understanding the reference baseline is a crucial part of determining the costs and benefits of various regulatory alternatives, but the real decision making is informed by the analysis NHTSA conducts when “carrying out” its duty to determine the appropriate standards.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1285</SU>
                             See RIA Chapter 9 for sensitivity run results.
                        </P>
                    </FTNT>
                    <P>The results of the sensitivity cases not discussed here are discussed in detail in Chapter 9 of the FRIA. Chapter 9 also reports other metrics not reported here like categories of technology adoption and physical impacts such as changes in fuel use and greenhouse gas emissions.</P>
                    <P>
                        On a somewhat similar point, America First Policy Institute argued that language from NHTSA acknowledging that real-world compliance may differ from modeled 
                        <PRTPAGE P="52836"/>
                        compliance in the standard-setting runs indicated that the standards would be met by additional electrification.
                        <SU>1286</SU>
                        <FTREF/>
                         This concern misunderstands NHTSA's point. As always, NHTSA's modeling is intended to show one potential path toward compliance that is based on the statutory constraints and NHTSA's assumptions about costs, effectiveness, and other manufacturer and consumer behaviors. Actual compliance will always be different, both due to the fact that compliance options do not include the statutory limitations discussed here, and also simply because NHTSA cannot perfectly predict the future. NHTSA's point is just to acknowledge this reality, not to make any implications about how it believes compliance should occur. West Virginia made a similar point, arguing that “everything in the CAFE model assumes the fastest possible adoption of electrification.” 
                        <SU>1287</SU>
                        <FTREF/>
                         This, too, misunderstands NHTSA's modeling, which applies a technologically-neutral approach consistent with the statutory limitations in the standard-setting years.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1286</SU>
                             America First Policy Institute, Docket No. NHTSA-2023-0022-61447, at 6.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1287</SU>
                             West Virginia Attorney General's office, Docket No. NHTSA-2023-0022-63056, at 4.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">(6) Other Considerations in Determining Maximum Feasible CAFE Standards</HD>
                    <P>
                        NHTSA has historically considered the potential for adverse safety effects in setting CAFE standards. This practice has been upheld in case law.
                        <SU>1288</SU>
                        <FTREF/>
                         Heritage Foundation commented that “the proposed rule will cause an increase in traffic deaths and serious injuries on America's highways,” both because automakers will make vehicles smaller and lighter in response to the standards, and because consumers will retain older vehicles for longer rather than buying newer, more expensive vehicles.
                        <SU>1289</SU>
                        <FTREF/>
                         Heritage Foundation further argued that NHTSA inappropriately “downplayed and minimized the loss of lives and serious injuries its standards will cause by attributing many of these . . . to EPA's parallel rules and to the EV mandates issued by CARB—in other words, by assuming them away and not counting them for purposes of the current rulemaking.” 
                        <SU>1290</SU>
                        <FTREF/>
                         For this final rule, as explained in Chapter 8.2.4.6 of the accompanying FRIA, across nearly all alternatives (with the exception of PC6LT8), mass changes relative to the reference baseline result in small reductions in overall fatalities, injuries, and property damage, due to changes in the model's fleet share accounting such that the relatively beneficial effect of mass reduction on light trucks results in safety benefits. Rebound and scrappage effects increase fatalities as policy alternatives become more stringent, but these effects are relatively minor and NHTSA discusses its consideration of these effects in Section VI.D below. These safety outcomes for mass reduction, rebound, and scrappage are also present in the No ZEV alternative baseline analysis. With regard to NHTSA's analytical decision not to include safety effects associated with activities occurring in the reference baseline, this is because NHTSA does not include reference baseline effects in its incremental analysis of the effects of regulatory alternatives, because to do so would obscure the effects of 
                        <E T="03">NHTSA's action,</E>
                         which is what NHTSA is supposed to consider. If NHTSA were to include baseline safety effects, NHTSA should then also include baseline CO
                        <E T="52">2</E>
                         reductions, which would be demonstrably absurd because NHTSA's actions did not cause those—they belong to the reference baseline because their cause is something other than CAFE standards. NHTSA disagrees that it would be appropriate for NHTSA's rule to account for reference baseline safety effects.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1288</SU>
                             As courts have recognized, “NHTSA has always examined the safety consequences of the CAFE standards in its overall consideration of relevant factors since its earliest rulemaking under the CAFE program.” 
                            <E T="03">Competitive Enterprise Institute</E>
                             v. 
                            <E T="03">NHTSA,</E>
                             901 F.2d 107, 120 n. 11 (D.C. Cir. 1990) (“CEI-I”) (citing 42 FR 33534, 33551 (Jun. 30, 1977)). Courts have consistently upheld NHTSA's implementation of EPCA in this manner. 
                            <E T="03">See, e.g., Competitive Enterprise Institute</E>
                             v. 
                            <E T="03">NHTSA,</E>
                             956 F.2d 321, 322 (D.C. Cir. 1992) (“CEI-II”) (in determining the maximum feasible standard, “NHTSA has always taken passenger safety into account”) (citing CEI-I, 901 F.2d at 120 n. 11); 
                            <E T="03">Competitive Enterprise Institute</E>
                             v. 
                            <E T="03">NHTSA,</E>
                             45 F.3d 481, 482-83 (D.C. Cir. 1995) (“CEI-III”) (same); 
                            <E T="03">Center for Biological Diversity</E>
                             v. 
                            <E T="03">NHTSA,</E>
                             538 F.3d 1172, 1203-04 (9th Cir. 2008) (upholding NHTSA's analysis of vehicle safety issues associated with weight in connection with the model years 2008-2011 CAFE rulemaking).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1289</SU>
                             Heritage Foundation, Docket No. NHTSA-2023-0022-61952, at 8.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1290</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">b. Heavy-Duty Pickups and Vans</HD>
                    <P>
                        Statutory authority for the fuel consumption standards established in this document for HDPUVs is found in Section 103 of EISA, codified at 49 U.S.C. 32902(k). That section authorizes a fuel efficiency improvement program, designed to achieve the maximum feasible improvement, to be created for (among other things) HDPUVs. Congress directed that the standards, test methods, measurement metrics, and compliance and enforcement protocols for HDPUVs be “appropriate, cost-effective, and technologically feasible,” while achieving the “maximum feasible improvement” in fuel efficiency. These three factors are similar to and yet somewhat different from the four factors that NHTSA considers for passenger car and light truck standards, but they still modify “feasible” in “maximum feasible” in the context of the HDPUV final rule beyond a plain meaning of “capable of being done.”
                        <SU>1291</SU>
                        <FTREF/>
                         Importantly, NHTSA interprets them as giving NHTSA similarly broad authority to weigh potentially conflicting priorities to determine maximum feasible standards.
                        <SU>1292</SU>
                        <FTREF/>
                         Thus, as with passenger car and light truck standards, NHTSA believes that it is firmly within our discretion to weigh and balance the HDPUV factors in a way that is technology-forcing, as evidenced by this final rule, but not in a way that requires the application of technology that will not be available in the lead time provided by this final rule, or that is not cost-effective.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1291</SU>
                             
                            <E T="03">See Center for Biological Diversity</E>
                             v. 
                            <E T="03">NHTSA,</E>
                             538 F. 3d 1172, 1194 (9th Cir. 2008).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1292</SU>
                             Where Congress has not directly spoken to a potential issue related to such a balancing, NHTSA's interpretation must be a “reasonable accommodation of conflicting policies . . . committed to the agency's care by the statute.” 
                            <E T="03">Id.</E>
                             at 1195.
                        </P>
                    </FTNT>
                    <P>While NHTSA has sought in the past to set HDPUV standards that are maximum feasible by balancing the considerations of whether standards are appropriate, cost-effective, and technologically feasible, NHTSA has not sought to interpret those factors more specifically. In the interest of helping NHTSA ground the elements of its analysis in the words of the statute, without intending to restrict NHTSA's consideration of any important factors, NHTSA is interpreting the 32902(k)(2) factors as follows.</P>
                    <HD SOURCE="HD3">(1) Appropriate</HD>
                    <P>
                        Given that the overarching purpose of EPCA is energy conservation, the amount of energy conserved by standards should inform whether standards are appropriate. When considering energy conservation, NHTSA may consider things like average estimated fuel savings to consumers, average estimated total fuel savings, and benefits to our nation's energy security, among other things. Environmental benefits are another facet of energy conservation, and NHTSA may consider carbon dioxide emissions avoided, criteria pollutant and air toxics emissions avoided, and so forth. Given NHTSA's additional mission as a safety agency, NHTSA may also consider the possible safety effects of different potential standards in determining whether those standards are 
                        <PRTPAGE P="52837"/>
                        appropriate. Effects on the industry that do not relate directly to “cost-effectiveness” may be encompassed here, such as estimated effects on sales and employment, and effects 
                        <E T="03">in</E>
                         the industry that appear to be happening for reasons other than NHTSA's regulations may also be encompassed. NHTSA interprets “appropriate” broadly, as not prohibiting consideration of any relevant elements that are not already considered under one of the other factors.
                    </P>
                    <P>
                        AFPM commented that “appropriate” should also encompass “the significant costs to commercial fleet operators associated with purchasing, using and maintaining HDPUV ZEVs,” suggesting that maintenance costs would be higher, and that refueling HDPUV ZEVs would “require significant time to accommodate charging needs, which results in costly vehicle down-time and increased labor expenses.” 
                        <SU>1293</SU>
                        <FTREF/>
                         NHTSA disagrees that this is likely for HDPUV BEVs. While HD BEVs could require longer recharging times due to the need for much larger battery packs to accommodate heavy-duty use cycles, HDPUV BEVs are much closer to their light truck BEV counterparts given the sizes of their battery packs, and therefore NHTSA would expect similar charging needs for HDPUVs. Sections II.B and III.D of this preamble discuss these issues in more detail.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1293</SU>
                             AFPM, Docket No. -2023-0022-61911, at 86.
                        </P>
                    </FTNT>
                    <P>
                        AFPM also commented that “appropriate” should encompass energy security considerations related specifically to electric vehicles.
                        <SU>1294</SU>
                        <FTREF/>
                         As discussed in the proposal, NHTSA agrees that energy security considerations may be part of whether HDPUV standards are “appropriate,” and NHTSA also agrees with AFPM that energy security considerations related to electric vehicles are relevant to this inquiry, given that NHTSA is allowed to consider electrification fully in determining maximum feasible HDPUV standards.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1294</SU>
                             AFPM, Docket No. NHTSA-2023-0022-61911, at 21.
                        </P>
                    </FTNT>
                    <P>However, NHTSA disagrees with AFPM that energy security issues specific to BEVs should necessarily change our decision for this final rule. As discussed above in Section VI.A.5.a.(4)(d) for passenger cars and light trucks, the energy security considerations associated with the supply chains for internal combustion engine vehicles and for BEVs are being actively addressed through a variety of public and private measures. AFPM's comments identified potential problems but did not acknowledge the many efforts currently underway to address them. Based on all of the above, NHTSA finds that the energy security benefits of more stringent HDPUV standards outweigh any potential energy security drawbacks that are being actively addressed by numerous government and private sector efforts.</P>
                    <HD SOURCE="HD3">(2) Cost-Effective</HD>
                    <P>Congress' use of the term “cost-effective” in 32902(k) appears to have a more specific aim than the broader term “economic practicability” in 32902(f). In past rulemakings covering HDPUVs, NHTSA has considered the ratio of estimated technology (or regulatory) costs to the estimated value of GHG emissions avoided, and also to estimated fuel savings. In setting passenger car and light truck standards, NHTSA often looks at consumer costs and benefits, like the estimated additional upfront cost of the vehicle (as above, assuming that the cost of additional technology required to meet standards gets passed forward to consumers) and the estimated fuel savings. Another way to consider cost-effectiveness could be total industry-wide estimated compliance costs compared to estimated societal benefits. Other similar comparisons of costs and benefits may also be relevant. NHTSA interprets “cost-effective” as encompassing these kinds of comparisons.</P>
                    <P>NHTSA received no specific comments regarding this interpretation of “cost-effective,” and thus finalizes the interpretation as proposed.</P>
                    <HD SOURCE="HD3">(3) Technologically Feasible</HD>
                    <P>
                        Technological feasibility in the HDPUV context is similar to how NHTSA interprets it in the passenger car and light truck context. NHTSA has previously interpreted “technological feasibility” to mean “whether a particular method of improving fuel economy can be available for commercial application in the model year for which a standard is being established,” as discussed above. NHTSA has further clarified that the consideration of technological feasibility “does not mean that the technology must be available or in use when a standard is proposed or issued.” 
                        <SU>1295</SU>
                        <FTREF/>
                         Consistent with these previous interpretations, NHTSA believes that a technology does not necessarily need to be currently available or already in use for all regulated parties to be “technologically feasible” for these standards, as long as it is reasonable to expect, based on the evidence before us, that the technology will be available in the model year in which the relevant standard takes effect.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1295</SU>
                             
                            <E T="03">Center for Auto Safety</E>
                             v. 
                            <E T="03">NHTSA,</E>
                             793 F.2d 1322, 1325 n. 12 (D.C. Cir. 1986), quoting 42 FR 63, 184 (1977).
                        </P>
                    </FTNT>
                    <P>
                        ACEEE commented that while NHTSA did account for many hybrid and electric HDPUV technologies, NHTSA did not “take full advantage of the full range of available fuel saving technologies in setting the standards for HDPUVs.” 
                        <SU>1296</SU>
                        <FTREF/>
                         NHTSA interprets this comment as suggesting that ACEEE would have preferred to see higher penetration rates for SHEVs and PHEVs (and BEVs) in the analysis in response to NHTSA's proposed and final standards. This is less a question of technological feasibility—of course NHTSA agrees that SHEVs and PHEVs will be available for deployment in the rulemaking time frame—and more a question of cost-effectiveness. NHTSA's analysis for both the proposal and the final rule illustrates that BEVs are cost-effective for certain portions of the HDPUV fleet. If it is cost-effective for vehicles to turn from ICE to BEV, there is no need for them to turn SHEV or PHEV instead. PHEVs do, however, play an important role for heavy-duty pickup trucks, which tend on average to have use cases currently well-suited to a dual-fuel technology. Moreover, if fleetwide standards can be met cost-effectively with certain penetrations of BEVs and PHEVs, setting more stringent standards that could necessitate additional (and perhaps not cost-effective) penetration of SHEVs or advanced ICEV technologies could be technologically feasible, but could well be beyond maximum feasible.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1296</SU>
                             ACEEE, Docket No. NHTSA-2023-0022-60684, at 7.
                        </P>
                    </FTNT>
                    <P>
                        MCGA commented that NHTSA should conduct additional analysis of whether the volumes of BEVs it projected for HDPUVs were technologically feasible, and specifically asked whether critical minerals supplies and charging infrastructure were adequate to render the standards technologically feasible.
                        <SU>1297</SU>
                        <FTREF/>
                         Critical minerals supplies and charging infrastructure considerations could potentially bear on whether technology may be deployable in the rulemaking time frame. As with the discussion above regarding energy security, on critical minerals, the available evidence gives NHTSA confidence that supplies will be even more broadly available from stable locations within the rulemaking time frame. Regarding infrastructure, as above, NHTSA 
                        <PRTPAGE P="52838"/>
                        believes that the use case for HDPUVs is similar enough to light trucks that charging needs for HDPUV BEVs should be similar to charging needs for light truck BEVs, and that extensive public and private efforts to build out that infrastructure are ongoing. Moreover, the HDPUV standards do not begin until model year 2030, by which time NHTSA would expect infrastructure to be even more developed than model year 2027.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1297</SU>
                             MCGA, Docket No. NHTSA-2023-0022-60208, at 16-17.
                        </P>
                    </FTNT>
                    <P>NHTSA has concluded that a 10 percent increase in model years 2030-2032 and an 8 percent increase in model years 2033-2035 for the HDPUV fleet (HDPUV108) is maximum feasible. To determine what levels of fuel efficiency standards for HDPUVs would be maximum feasible, EISA requires NHTSA to consider three factors—whether a given fuel efficiency standard would be appropriate, cost-effective, and technologically feasible. Because EISA directs NHTSA to establish the maximum feasible standard, the most stringent alternative that satisfies these three factors is the standard that should be finalized.</P>
                    <P>In evaluating whether HDPUV standards are technologically feasible, NHTSA considers whether the standards could be met using technology expected to be available in the rulemaking time frame. For HDPUVs, NHTSA takes into account the full fuel efficiency of BEVs and PHEVs, and considers the availability and use of overcompliance credits in this final rule. Given the ongoing transition to electrification, most technology applications between now and model year 2035 would be occurring as a result of reference baseline efforts and would not be an effect of new NHTSA standards. Under the reference baseline, as early as model year 2033, nearly 80 percent of the fleet would be electrified, including SHEV, PHEV, and BEV.</P>
                    <P>However, both HDPUV10 and HDPUV108 will encourage technology application for some manufacturers while functioning as a backstop for the others, and it remains net beneficial for consumers. When considering harmonization between the HDPUV GHG rules recently finalized by EPA and these fuel efficiency standards, HDPUV108 will best harmonize with EPA's recently finalized standards, realigning with EPA's model year 2032 standards by model year 2034. Moreover, HDPUV108 produces the highest benefit-cost rations for aggregate societal effects as well as when narrowing the focus to private benefits and costs.</P>
                    <HD SOURCE="HD2">B. Comments Regarding the Administrative Procedure Act (APA) and Related Legal Concerns</HD>
                    <P>
                        The APA governs agency rulemaking generally and provides the standard of judicial review for agency actions. To be upheld under the “arbitrary and capricious” standard of judicial review under the APA, an agency rule must be rational, based on consideration of the relevant factors, and within the scope of authority delegated to the agency by statute. The agency must examine the relevant data and articulate a satisfactory explanation for its action, including a “rational connection between the facts found and the choice made.” 
                        <SU>1298</SU>
                        <FTREF/>
                         The APA also requires that agencies provide notice and comment to the public when proposing regulations,
                        <SU>1299</SU>
                        <FTREF/>
                         as NHTSA did during the NPRM and comment period that preceded this final rule and its accompanying materials.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1298</SU>
                             
                            <E T="03">Burlington Truck Lines, Inc.</E>
                             v. 
                            <E T="03">United States,</E>
                             371 U.S. 156, 168 (1962).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1299</SU>
                             5 U.S.C. 553.
                        </P>
                    </FTNT>
                    <P>
                        In a sense, all comments to this (or any) proposed rule raise issues that concern compliance with the APA's requirements. Comments challenging our technical or economic findings imply that the rule was “arbitrary, capricious, an abuse of discretion, or otherwise not in accordance with law,” and comments challenging our interpretations imply that the rule is “in excess of statutory jurisdiction, authority or limitations, or short of statutory right.” 
                        <SU>1300</SU>
                        <FTREF/>
                         However, nearly all of those comments are about, or build off of, various substantive issues that commenters have with the rule (
                        <E T="03">e.g.,</E>
                         whether the standards are “maximum feasible” or whether our technology assumptions are reasonable). Those comments are considered and responded to in the relevant parts of the final rule and accompanying documents. A small number of comments, however, raised issues that were unique to APA compliance. Two commenters, a group led by the Clean Fuels Development Coalition and a separate group led by the Renewable Fuels Association,
                        <E T="51">1301 1302</E>
                        <FTREF/>
                         argued that the agency should change its approach to modeling BEVs in the reference baseline and in the years after the rulemaking time frame and that, if the agency adopted this change, NHTSA would be prohibited from finalizing the rule without further comment due to logical outgrowth concerns. As discussed in Section VI.A.5.a(5), NHTSA continues to believe that its proposed approach on these issues is correct; thus, the procedural questions that might arise if NHTSA adopted a new interpretation are not present. Separately, the Landmark Legal Foundation argued that the agency's use of SC-GHG values produced by the Interagency Working Group (IWG) violated the APA because the “SC-GHG values never underwent the normal and legal required comment and notice period.” 
                        <SU>1303</SU>
                        <FTREF/>
                         NHTSA, however, took comment on the appropriate SC-GHG value in the NPRM, and responds to those comments in this final rule. The SC-GHG value used in this final rule is therefore the product of the notice-and-comment process.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1300</SU>
                             5 U.S.C. 706(a), (c).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1301</SU>
                             CFDC et al., Docket No. NHTSA-2023-0022-62242, at 9.
                        </P>
                        <P>
                            <SU>1302</SU>
                             RFA et al., Docket No. NHTSA-2023-0022-57625, at 13-14.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1303</SU>
                             Landmark, Docket No. NHTSA-2023-0022-48725, at 3.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA also received a few comments that argued that the rule, in general, violated the “major questions doctrine,” as it has been developed by the Supreme Court. Several of these comments raised this question specifically in relation to the agency's interpretation of 49 U.S.C. 32902(h); those questions are addressed in Section VI.A.5.a(5) above. Two commenters made more general arguments. CEI argued that the rule is intended to “backstop the administration's electrification agenda,” which CEI believes is a “policy decision of vast economic and political significance for which no clear congressional authorization exist.” 
                        <SU>1304</SU>
                        <FTREF/>
                         Similarly, NACS argues that “[b]y effectively mandating the production of EVs, the Proposal violates this judicial doctrine.” 
                        <SU>1305</SU>
                        <FTREF/>
                         As NHTSA has explained throughout this final rule, the agency is not mandating electrification, and in fact due to the limitations in 32902(h), 
                        <E T="03">cannot</E>
                         take such an action. The rule simply sets slightly increased CAFE standards that are based on the agency's long-established and clear authority to set these standards and administer this program. Regardless of how much certain commenters may disagree with the agency's interpretations and conclusions, the agency has “clear congressional authorization” to set CAFE standards.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1304</SU>
                             CEI, Docket No. NHTSA-2023-0022-61121, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1305</SU>
                             NACS, Docket No. NHTSA-2023-0022-61070, at 11-12.
                        </P>
                    </FTNT>
                    <P>
                        Finally, the agency received a small number of comments that raised constitutional concerns. First, Valero commented that the proposed rule violated numerous constitutional provisions. Valero argued that the rule 
                        <PRTPAGE P="52839"/>
                        violated “the Takings Clause of the Fifth Amendment, which precludes the taking of private property (or the elimination of entire industries) for public use without just compensation, as contemplated by the Proposal with regard to traditional and renewable liquid fuels and related industries (
                        <E T="03">e.g.,</E>
                         asphalt, sulfur, etc.).” 
                        <SU>1306</SU>
                        <FTREF/>
                         NHTSA disagrees that this rule could constitute a “taking” in this regard, as it simply sets CAFE standards at a marginally higher level than those finalized for model year 2026, nor does it eliminate the “entire” “renewable liquid fuels and related industries,” given that ICE vehicles remain a valid compliance option available to manufacturers. Valero also commented that “to the extent the final rule relies on and/or incorporates state ZEV mandates,” NHTSA violates the Dormant Commerce Clause; the equal sovereignty clause; the Import-Export Clause; the Privileges and Immunities Clause; and the Full Faith and Credit Clause.
                        <SU>1307</SU>
                        <FTREF/>
                         To the extent that these claims raise cognizable constitutional concerns, they are with the existence of the ZEV program, which NHTSA neither administers nor approves, and thus are outside the scope of this rulemaking and NHTSA's authority. Landmark Legal Foundation, similar to its comment on APA concerns discussed above, argued that the proposed rule was unconstitutional because it “relies heavily on SC-GHG valuations which have been created by the IWG[, which was] created unconstitutionally by executive order.”
                        <SU>1308</SU>
                        <FTREF/>
                         The SC-GHG developed by the IWG and used in the proposal was simply a value used by the agency that was subject to notice-and-comment, and NHTSA is using a different value developed by EPA for this final rule, as discussed in Chapter 6.2.1 of the accompanying TSD. Moreover, as discussed below, NHTSA recognizes that PC2LT002 does not comprehensively maximize net benefits and concludes that it is nevertheless maximum feasible for economic practicability reasons. Further, the Federal government routinely establishes interagency groups for a wide variety of issues to ensure appropriate coordination across the Federal government; 
                        <SU>1309</SU>
                        <FTREF/>
                         thus, there is nothing unique about an IWG being established related to climate change, which affects the equities of many Federal agencies. Finally, Our Children's Trust requested that, based on their view of the Public Trust Doctrine, “NHTSA incorporate[ ] the protection of children's fundamental rights to a safe climate system, defined by the best available science, into future rulemaking, policies, and initiatives,” 
                        <SU>1310</SU>
                        <FTREF/>
                         and that, generally, standards be set at a more stringent level.
                        <SU>1311</SU>
                        <FTREF/>
                         NHTSA has addressed Our Children's Trust's substantive comments elsewhere in this final rule with regard to their broader constitutional concerns. NHTSA notes that, though it must act consistent with the Constitution, the extent of the agency's authority is limited to what is provided by Congress in statute.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1306</SU>
                             Valero, Docket No. NHTSA-2023-0022-58547, at 15.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1307</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1308</SU>
                             Landmark, Docket No. NHTSA-2023-0022-48725, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1309</SU>
                             To use but one high-profile example among many, the recent Executive Order on artificial intelligence provides that “the Director of OMB shall convene and chair an interagency council to coordinate the development and use of AI in agencies' programs and operations, other than the use of AI in national security systems.” E.O. 14110, “Safe, Secure, and Trustworthy Development and Use of Artificial Intelligence,” at Section 10.1 (Oct. 30, 2023).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1310</SU>
                             OCT, Docket No. NHTSA-2023-0022-51242, at 7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1311</SU>
                             
                            <E T="03">Id.</E>
                             at 1-2.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD2">C. National Environmental Policy Act</HD>
                    <P>
                        The National Environmental Policy Act (NEPA) directs that environmental considerations be integrated into Federal decision making process, considering the purpose and need for agencies' actions.
                        <SU>1312</SU>
                        <FTREF/>
                         As discussed above, EPCA requires NHTSA to determine the level at which to set CAFE standards for passenger cars and light trucks by considering the four factors of technological feasibility, economic practicability, the effect of other motor vehicle standards of the Government on fuel economy, and the need of the U.S. to conserve energy, and to set fuel efficiency standards for HDPUVs by adopting and implementing appropriate test methods, measurement metrics, fuel economy standards,
                        <SU>1313</SU>
                        <FTREF/>
                         and compliance and enforcement protocols that are appropriate, cost-effective, and technologically feasible.
                        <SU>1314</SU>
                        <FTREF/>
                         To explore the potential environmental consequences of this rulemaking action, NHTSA prepared a Draft EIS for the NPRM and a and Final EIS for the final rule. The purpose of an EIS is to “. . .provide full and fair discussion of significant environmental impacts and [to] inform decision makers and the public of reasonable alternatives that would avoid or minimize adverse impacts or enhance the quality of the human environment.” 
                        <SU>1315</SU>
                        <FTREF/>
                         This section of the preamble describes results from NHTSA's Final EIS, which is being publicly issued simultaneously with this final rule.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1312</SU>
                             NEPA is codified at 42 U.S.C. 4321-47. The Council on Environmental Quality (CEQ) NEPA implementing regulations are codified at 40 CFR parts 1500 through 1508.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1313</SU>
                             In the Phase 1 HD Fuel Efficiency Improvement Program rulemaking, NHTSA, aided by the National Academies of Sciences report, assessed potential metrics for evaluating fuel efficiency. NHTSA found that fuel economy would not be an appropriate metric for HD vehicles. Instead, NHTSA chose a metric that considers the amount of fuel consumed when moving a ton of freight (
                            <E T="03">i.e.,</E>
                             performing work). As explained in the Phase 2 HD Fuel Efficiency Improvement Program Final Rule, this metric, delegated by Congress to NHTSA to formulate, is not precluded by the text of the statute. The agency concluded that it is a reasonable way by which to measure fuel efficiency for a program designed to reduce fuel consumption. Greenhouse Gas Emissions and Fuel Efficiency Standards for Medium- and Heavy-Duty Engines and Vehicles—Phase 2; Final Rule, 81 FR 73478, 73520 (Oct. 25, 2016).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1314</SU>
                             49 U.S.C. 32902(k)(2).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1315</SU>
                             40 CFR 1502.1.
                        </P>
                    </FTNT>
                    <P>
                        EPCA and EISA require that the Secretary of Transportation determine the maximum feasible levels of CAFE standards in a manner that sets aside the potential use of CAFE credits or application of alternative fuel technologies toward compliance in model years for which NHTSA is issuing new standards. NEPA, however, does not impose such constraints on analysis; instead, its purpose is to ensure that “Federal agencies consider the environmental impacts of their actions in the decision-making process.” 
                        <SU>1316</SU>
                        <FTREF/>
                         As the environmental impacts of this action depend on manufacturers' actual responses to standards, and those responses are not constrained by the adoption of alternative fueled technologies or the use of compliance credits, the Final EIS is based on “unconstrained” modeling rather than “standard setting” modeling. The “unconstrained” analysis considers manufacturers' potential use of CAFE credits and application of alternative fuel technologies in order to disclose and allow consideration of the real-world environmental consequences of the final standards and alternatives.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1316</SU>
                             40 CFR 1500.1(a).
                        </P>
                    </FTNT>
                    <P>
                        NHTSA conducts modeling both ways in order to reflect the various statutory requirements of EPCA/EISA and NEPA. The rest of the preamble, and importantly, NHTSA's balancing of relevant EPCA/EISA factors explained in Section VI.D, employs the “standard setting” modeling in order to aid the decision-maker in avoiding consideration of the prohibited items in 49 U.S.C. 32902(h) in determining maximum feasible standards, but as a result, the impacts reported here may 
                        <PRTPAGE P="52840"/>
                        differ from those reported elsewhere in the preamble.
                        <SU>1317</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1317</SU>
                             “Unconstrained” modeling results are presented for comparison purposes only in some sections of the FRIA and accompanying databooks.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA's overall EIS-related obligation is to “take a `hard look' at the environmental consequences” as appropriate.
                        <SU>1318</SU>
                        <FTREF/>
                         Significantly, “[i]f the adverse environmental effects of the proposed action are adequately identified and evaluated, the agency is not constrained by NEPA from deciding that other values outweigh the environmental costs.” 
                        <SU>1319</SU>
                        <FTREF/>
                         The agency must identify the “environmentally preferable” alternative but need not adopt it.
                        <SU>1320</SU>
                        <FTREF/>
                         “Congress in enacting NEPA . . . did not require agencies to elevate environmental concerns over other appropriate considerations.” 
                        <SU>1321</SU>
                        <FTREF/>
                         Instead, NEPA requires an agency to develop and consider alternatives to the proposed action in preparing an EIS.
                        <SU>1322</SU>
                        <FTREF/>
                         The statute and implementing regulations do not command an agency to favor an environmentally preferable course of action, only that it makes its decision to proceed with the action after taking a hard look at the potential environmental consequences and consider the relevant factors in making a decision among alternatives.
                        <SU>1323</SU>
                        <FTREF/>
                         As such, NHTSA considered the impacts reported in the Final EIS, in addition to the other information presented in this preamble, the TSD, and the FRIA, as part of its decision-making process.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1318</SU>
                             
                            <E T="03">Baltimore Gas &amp; Elec. Co.</E>
                             v. 
                            <E T="03">Natural Resources Defense Council, Inc.,</E>
                             462 U.S. 87, 97 (1983).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1319</SU>
                             
                            <E T="03">Robertson</E>
                             v. 
                            <E T="03">Methow Valley Citizens Council,</E>
                             490 U.S. 332, 350 (1989).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1320</SU>
                             
                            <E T="03">See</E>
                             40 CFR 1505.2(a)(2). 
                            <E T="03">Vermont Yankee Nuclear Power Corp.</E>
                             v. 
                            <E T="03">Nat. Res. Def. Council, Inc.,</E>
                             435 U.S. 519, 558 (1978).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1321</SU>
                             Baltimore Gas, 462 U.S. at 97.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1322</SU>
                             42 U.S.C. 4332(2)(c)(iii).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1323</SU>
                             
                            <E T="03">See</E>
                             40 CFR 1505.2(a)(2).
                        </P>
                    </FTNT>
                    <P>The agency received several comments on the Draft EIS. Comments regarding the Draft EIS, including the environmental analysis, are addressed in Appendix B of the Final EIS. NHTSA addresses substantive comments that concern the rule but that are not related to the EIS in this preamble and its associated documents in the public docket.</P>
                    <P>
                        When preparing an EIS, NEPA requires an agency to compare the potential environmental impacts of its proposed action and a reasonable range of alternatives. Because NHTSA is setting standards for passenger cars, light trucks, and HDPUVs,
                        <SU>1324</SU>
                        <FTREF/>
                         and because evaluating the environmental impacts of this rulemaking requires consideration of the impacts of the standards for all three vehicle classes, the main analyses of direct and indirect effects of the action alternatives presented in the Final EIS reflect: (1) the environmental impacts associated with the CAFE standards for LDVs, and (2) the environmental impacts associated with the HDPUV FE standards. The analyses of cumulative impacts of the action alternatives presented in this EIS reflect the cumulative or combined impact of the two sets of standards that are being set by NHTSA in this final rule, in addition to the model year 2032 augural year standards being set forth.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1324</SU>
                             Under EPCA, as amended by EISA, NHTSA is required to set the fuel economy standards for passenger cars in each model year at the maximum feasible level and to do so separately for light trucks. Separately, and in accordance with EPCA, as amended by EISA, NHTSA is required to set FE standards for HDPUVs in each model year that are “designed to achieve the maximum feasible improvement” (49 U.S.C. 32902(k)(2)).
                        </P>
                    </FTNT>
                    <P>
                        In the DEIS, NHTSA analyzed a CAFE No-Action Alternative and four action alternatives for passenger cars and light trucks, along with a HDPUV FE No-Action Alternative and three action alternatives for HDPUV FE standards. In the Final EIS, NHTSA has analyzed a CAFE No-Action Alternative and five action alternatives for passenger car and light truck standards, along with a HDPUV FE No-Action Alternative and four action alternatives for HDPUV FE standards.
                        <SU>1325</SU>
                        <FTREF/>
                         The alternatives represent a range of potential actions NHTSA could take, and they are described more fully in Section IV of this preamble, Chapter 1 of the TSD, and Chapter 3 of the FRIA. The estimated environmental impacts of these alternatives, in turn, represent a range of potential environmental impacts that could result from NHTSA's setting maximum feasible fuel economy standards for passenger cars and light trucks and fuel efficiency standards for HDPUVs.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1325</SU>
                             In its scoping notice, NHTSA indicated that the action alternatives analyzed would bracket a range of reasonable standards, allowing the agency to select an action alternative in its final rule from any stringency level within that range. 87 FR 50386, 50391 (Sept. 15, 2022).
                        </P>
                    </FTNT>
                    <P>
                        To derive the direct, indirect, and cumulative impacts of the CAFE standard action alternatives and the HDPUV FE standard action alternatives, NHTSA compared each action alternative to the relevant No-Action Alternative, which reflects reference baseline trends that would be expected in the absence of any further regulatory action. More specifically, the CAFE No-Action Alternative in the Draft and Final EIS assumes that the model year 2026 CAFE standards finalized in 2022 continue in perpetuity. 
                        <E T="51">1326 1327</E>
                        <FTREF/>
                         The HDPUV FE No-Action Alternative in the Draft and Final EIS assumes that the model year 2027 HDPUV FE standards finalized in the Phase 2 program continue in perpetuity.
                        <SU>1328</SU>
                        <FTREF/>
                         Like all of the action alternatives, the No-Action Alternatives also include other considerations that will foreseeably occur during the rulemaking time frame, as discussed in more detail in Section IV above. The No-Action Alternatives assume that manufacturers will comply with ZEV programs set by California and other Section 177 states and their deployment commitments consistent with ACC II's targets.
                        <SU>1329</SU>
                         The No-Action Alternatives also assume that manufacturers would make production decisions in response to estimated market demand for fuel economy or fuel efficiency, considering estimated fuel prices; estimated product development cadence; estimated availability, applicability, cost, and effectiveness of fuel-saving technologies; and available tax credits. The No-Action Alternatives further assume the applicability of recently passed tax credits for battery-based vehicle technologies, which improve the attractiveness of those technologies to consumers. The No-Action Alternatives provide a reference baseline (
                        <E T="03">i.e.,</E>
                         an illustration of what would be occurring in the world in the absence of new Federal regulations) against which to compare the environmental impacts of other alternatives presented in the Draft and Final EIS.
                        <SU>1330</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1326</SU>
                             Corporate Average Fuel Economy Standards for Model Years 2024-2026 Passenger Cars and Light Trucks; Final Rule, 87 FR 25710 (May 2, 2022). Revised 2023 and Later Model Year Light-Duty Vehicle Greenhouse Gas Emissions Standards; Final Rule, 86 FR 74434 (Dec. 30, 2021).
                        </P>
                        <P>
                            <SU>1327</SU>
                             In the last CAFE analysis, the No-Action Alternative also included five manufacturers' voluntary agreements with the State of California to achieve more stringent GHG standards through model year 2026. The stringency in the California Framework Agreement standards were superseded with EPA's revised GHG rule. Revised 2023 and Later Model Year Light-Duty Vehicle Greenhouse Gas Emissions Standards; Final Rule, 86 FR 74434 (Dec. 30, 2021).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1328</SU>
                             Greenhouse Gas Emissions Standards and Fuel Efficiency Standards for Medium- and Heavy-Duty Engines and Vehicles; Final Rule, 76 FR 57106 (Sept. 15, 2011).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1329</SU>
                             Section 177 of the CAA allows states to adopt motor vehicle emissions standards California has put in place to make progress toward attainment of national ambient air quality standards. At the time of writing, Colorado, Connecticut, Maine, Maryland, Massachusetts, New Jersey, New York, Oregon, Rhode Island, Vermont, and Washington have adopted California's ZEV program. See CARB. 2022. States that have Adopted California's Vehicle Standards under section 177 of the Federal CAA. Available at: 
                            <E T="03">https://ww2.arb.ca.gov/resources/documents/states-have-adopted-californias-vehicle-standards-under-section-177-federal</E>
                            . (Accessed: Feb. 28, 2024).
                        </P>
                        <P>
                            <SU>1330</SU>
                             
                            <E T="03">See</E>
                             40 CFR 1502.2(e), 1502.14(d). CEQ has explained that “[T]he regulations require the analysis of the No-Action Alternative even if the 
                            <PRTPAGE/>
                            agency is under a court order or legislative command to act. This analysis provides a benchmark, enabling decision makers to compare the magnitude of environmental effects of the action alternatives [
                            <E T="03">See</E>
                             40 CFR 1502.14(c).] . . . Inclusion of such an analsyis in the EIS is necessary to inform Congress, the public, and the President as intended by NEPA. [
                            <E T="03">See</E>
                             40 CFR 1500.1(a).]” Forty Most Asked Questions Concerning CEQ's NEPA Regulations, 46 FR 18026 (Mar. 23, 1981).
                        </P>
                    </FTNT>
                    <PRTPAGE P="52841"/>
                    <P>
                        The range of CAFE and HDPUV FE standard action alternatives, as well as the relevant No-Action Alternative in the Final EIS, encompasses a spectrum of possible fuel economy and fuel efficiency standards that NHTSA could determine were maximum feasible based on the different ways NHTSA could weigh the applicable statutory factors. NHTSA analyzed five CAFE standard action alternatives, Alternative PC2LT002,
                        <SU>1331</SU>
                        <FTREF/>
                         Alternative PC1LT3, Alternative PC2LT4, Alternative PC3LT5, and Alternative PC6LT8 for passenger cars and light trucks, and four HDPUV FE standard action alternatives, Alternative HDPUV4,
                        <SU>1332</SU>
                        <FTREF/>
                         Alternative HDPUV108, Alternative HDPUV10, and Alternative HDPUV14 for HDPUVs. Under Alternative PC2LT002, fuel economy stringency would increase, on average, 2 percent per year, year over year for model year 2027-2031 passenger cars, and 0 percent increase per year, year over year for model year 2027-2028 light trucks, and 2 percent increase per year, year over year for model year 2029-2031 light trucks (Alternative PC2LT002 is NHTSA's Preferred Alternative for CAFE standards). Under Alternative PC1LT3, fuel economy stringency would increase, on average, 1 percent per year, year over year for model year 2027—2031 passenger cars, and 3 percent per year, year over year for model year 2027-2031 light trucks. Under Alternative PC2LT4, fuel economy stringency would increase, on average, 2 percent per year, year over year for model year 2027-2031 passenger cars, and 4 percent per year, year over year for model year 2027-2031 light trucks. Under Alternative PC3LT5, fuel economy stringency would increase, on average, 3 percent per year, year over year for model year 2027-2031 passenger cars, and 5 percent per year, year over year for model year 2027-2031 light trucks. Under Alternative PC6LT8, fuel economy stringency would increase, on average, 6 percent per year, year over year for model year 2027-2031 passenger cars, and 8 percent per year, year over year for model year 2027-2031 light trucks. Under Alternative HDPUV4, FE stringency would increase, on average, 4 percent per year, year over year, for model year 2030-2035 HDPUVs. Under Alt. HDPUV108, FE stringency would increase, on average, 10 percent per year, year over year for model year 2030-2032 and 8 percent per year, year over year for model year 2033-2035 HDPUVs (Alt. HDPUV108 is NHTSA's Preferred Alternative for HDPUV FE standards). Under HDPUV10, FE stringency would increase, on average, 10 percent per year, year over year, for model year 2030-2035 HDPUVs (Alternative HDPUV10 is NHTSA's Preferred Alternative for HDPUV FE standards). Under Alternative HDPUV14, FE stringency would increase on average, 14 percent per year, year over year for model year 2030-2035 HDPUVs. NHTSA also analyzed three CAFE and HDPUV FE alternative combinations for the cumulative impacts analysis, Alternatives PC2LT002 and HDPUV4 (the least stringent and highest fuel-use CAFE and HDPUV FE standard action alternatives), Alternatives PC2LT002 and HDPUV108 (the Preferred CAFE and HDPUV FE alternatives), and Alternatives PC6LT8 and HDPUV14 (the most stringent and lowest fuel-use CAFE and HDPUV FE standard action alternatives). The primary differences between the action alternatives considered for the Draft EIS and the Final EIS is that the Final EIS added an alternative, Alternative PC2LT002 for CAFE standard and Alternative HDPUV108 for HDPUV FE standard. Both of the ranges of action alternatives, as well as the No-Action alternative, in the Draft EIS and Final EIS encompassed a spectrum of possible standards the agency could determine was maximum feasible, or represented the maximum feasible improvement for HDPUVs, based on the different ways the agency could weigh EPCA's four statutory factors. Throughout the Final EIS, estimated impacts were shown for all of these action alternatives, as well as for the relevant No-Action Alternative. For a more detailed discussion of the environmental impacts associated with the alternatives, see Chapters 3-8 of the EIS, as well as Section IV.C of this preamble.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1331</SU>
                             The abbreviation PC2LT002 is meant to reflect a 2 percent increase for passenger cars, a 0 percent increase for light trucks for model year 2027-2028, and a 2 percent increase for light trucks, including SUVs, for model year 2029-2031. PC2LT002 is formatted differently than the other CAFE alternatives because the rate of stringency increase changes across years, whereas in the other alternatives, the rate of increase is constant year over year.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1332</SU>
                             The abbreviation HDPUV4 is meant to reflect a 4 percent increase for HDPUVs. The abbreviation for each HDPUV action alternative uses the same naming convention.
                        </P>
                    </FTNT>
                    <P>
                        The agency's Final EIS describes potential environmental impacts to a variety of resources, including fuel and energy use, air quality, climate, EJ, and historic and cultural resources. The EIS also describes how climate change resulting from global GHG emissions (including CO
                        <E T="52">2</E>
                         emissions attributable to the U.S. LD transportation sector under the alternatives considered) could affect certain key natural and human resources. Resource areas are assessed qualitatively and quantitatively, as appropriate, in the Final EIS, and the findings of that analysis are summarized here. As explained above, the qualitative impacts presented below come from the EIS' “unconstrained” modeling so that NHTSA is appropriately informed about the potential environmental impacts of this action. Qualitative discussions of impacts related to life-cycle assessment of vehicle materials, EJ, and historic and cultural resources are located in the EIS, while the impacts summarized here focus on energy, air quality, and climate change.
                    </P>
                    <HD SOURCE="HD3">1. Environmental Consequences</HD>
                    <HD SOURCE="HD3">a. Energy</HD>
                    <HD SOURCE="HD3">(1) Direct and Indirect Impacts</HD>
                    <P>As the stringency of the CAFE standard alternatives increases, total U.S. passenger car and light truck fuel consumption for the period of 2022 to 2050 decreases. Total LD vehicle fuel consumption from 2022 to 2050 under the CAFE No-Action Alternative is projected to be 2,774 billion gasoline gallon equivalents (GGE). LD vehicle fuel consumption from 2022 to 2050 under the action alternatives is projected to range from 2,760 billion GGE under Alternative PC2LT002 to 2,596 billion GGE under Alternative PC6LT8. Under Alternative AlternativePC1LT3, LD vehicle fuel consumption from 2022 to 2050 is projected to be 2,736 billion GGE. Under Alternative PC2LT4, LD vehicle fuel consumption from 2022 to 2050 is projected to be 2,729 billion GGE. Under Alternative PC3LT5, LD vehicle fuel consumption from 2022 to 2050 is projected to be 2,695 billion GGE. All of the CAFE standard action alternatives would decrease fuel consumption compared to the relevant No-Action Alternative, with fuel consumption decreases that range from 14 billion GGE under Alternative PC2LT002 to 179 billion GGE under Alternative PC6LT8. For the preferred alternative, fuel consumption decreases by 14 billion GGE.</P>
                    <P>
                        As the stringency of the HDPUV FE standard alternatives increases, total U.S. HDPUV fuel consumption for the period of 2022 to 2050 decreases. Total 
                        <PRTPAGE P="52842"/>
                        HDPUV vehicle fuel consumption from 2022 to 2050 under the No-Action Alternative is projected to be 418.9 billion GGE. HDPUV fuel consumption from 2022 to 2050 under the action alternatives is projected to range from 418.6 billion GGE under Alternative HDPUV4 to 401.9 billion GGE under Alternative HDPUV14. Under Alternative HDPUV108, HDPUV vehicle fuel consumption from 2022 to 2050 is projected to be 415 billion GGE. Under Alternative HDPUV10, HDPUV vehicle fuel consumption from 2022 to 2050 is projected to be 412 billion GGE. All of the HDPUV standard action alternatives would decrease fuel consumption compared to the relevant No-Action Alternative, with fuel consumption decreases that range from 0.3 billion GGE under Alternative HDPUV4 to 17.0 billion GGE under HDPUV14. For the preferred alternative, fuel consumption decreases by 4 billion GGE.
                    </P>
                    <HD SOURCE="HD3">(2) Cumulative Impacts</HD>
                    <P>Energy cumulative impacts are composed of both LD and HDPUV energy use in addition to other past, present, and reasonably foreseeable future actions. As the CAFE Model includes many foreseeable trends, NHTSA examined two AEO 2023 side cases that could proxy a range of future outcomes where oil consumption is lower based on a range of macroeconomic factors. Since the results of the CAFE and HDPUV FE standards are a decline in oil consumption, examining side cases that also result in lower oil consumption while varying macroeconomic factors provides some insights into the cumulative effects of CAFE standards paired with other potential future events. Energy production and consumption from those side cases is presented in comparison to the AEO 2023 reference case qualitatively in the EIS. Below, we present the combined fuel consumption savings from the LD CAFE and HDPUV FE standards. These results also include impacts from the model year 2032 augural year standard that the agency is setting forth.</P>
                    <P>Total LD vehicle and HDPUV fuel consumption from 2022 to 2050 under the No-Action Alternatives is projected to be 3,193 billion GGE. LD vehicle and HDPUV fuel consumption from 2022 to 2050 under the action alternatives is projected to range from 3,178 billion GGE under Alternatives PC2LT002 and HDPUV4 to 2,955 billion GGE under Alternatives PC6LT8 and HDPUV14. Under Alternatives PC2LT002 and HDPUV108, the total LD vehicle and HDPUV fuel consumption from 2022 to 2050 is projected to be 3,174 billion GGE. All of the action alternatives would decrease fuel consumption compared to the No-Action Alternatives, with decreases ranging from 15 billion GGE under Alternatives PC2LT002 and HDPUV4 to 238 billion GGE under Alternatives PC6LT8 and HDPUV14. For the preferred alternatives, fuel consumption decreases by 19 billion GGE.</P>
                    <P>Changing CAFE and HDPUV FE standards are expected to reduce gasoline and diesel fuel use in the transportation sector but are not expected to have any discernable effect on energy consumption by other sectors of the U.S. economy because petroleum products account for a very small share of energy use in other sectors. Gasoline and diesel (distillate fuel oil) account for less than 5 percent of energy use in the industrial sector, less than 4 percent of energy use in the commercial building sector, 2 percent of energy use in the residential sector, and only about 0.2 percent of energy use in the electric power sector.</P>
                    <HD SOURCE="HD3">b. Air Quality</HD>
                    <HD SOURCE="HD3">(1) Direct and Indirect Impacts</HD>
                    <P>
                        The relationship between stringency and criteria and air toxics pollutant emissions is less straightforward than the relationship between stringency and energy use, because it reflects the complex interactions among the vehicle-based emissions rates of the various vehicle types (passenger cars and light trucks, HDPUVs, ICE vehicles and EVs, older and newer vehicles, etc.), the technologies assumed to be incorporated by manufacturers in response to CAFE and HDPUV FE standards, upstream emissions rates, the relative proportions of gasoline, diesel, and electricity in total fuel consumption, and changes in VMT from the rebound effect. In general, emissions of criteria air pollutants decrease, with some exceptions, in both the short and long term. The decreases get larger as the stringency increases across action alternatives, with some exceptions. In general, emissions of toxic air pollutants remain the same or decrease in both the short and long term. The decreases stay the same or get larger as the stringency increases across action alternatives, with some exceptions. In addition, the action alternatives would result in decreased incidence of PM
                        <E T="52">2.5</E>
                        -related health impacts in most years and alternatives due to the emissions decreases. Decreases in adverse health impacts include decreased incidences of premature mortality, acute bronchitis, respiratory emergency room visits, and work-loss days.
                    </P>
                    <HD SOURCE="HD3">(a) Criteria Pollutants</HD>
                    <P>
                        In 2035, emissions of CO, NO
                        <E T="52">X,</E>
                         PM
                        <E T="52">2.5</E>
                        , and VOCs decrease under all CAFE standard action alternatives compared to the CAFE No-Action Alternative, while emissions of SO
                        <E T="52">2</E>
                         increase. Relative to the No-Action Alternative, the modeling results suggest CO, NO
                        <E T="52">X</E>
                        , PM
                        <E T="52">2.5</E>
                        , and VOC emissions decreases in 2035 that get larger from Alternative PC2LT002 through Alternative PC6LT8. There are also increases in SO
                        <E T="52">2</E>
                         emissions that reflect the projected increase in EV use in the later years. However, note that modeled increases are very small relative to reductions from the historical levels.
                    </P>
                    <P>
                        In 2050, emissions of CO, NO
                        <E T="52">X,</E>
                         PM
                        <E T="52">2.5</E>
                        , and VOCs decrease under all CAFE standard action alternatives compared to the CAFE No-Action Alternative. Relative to the No-Action Alternative, the modeling results suggest CO, NO
                        <E T="52">X</E>
                        , PM
                        <E T="52">2.5</E>
                        , and VOC emissions decreases in 2050 that get larger from Alternative PC2LT002 to Alternative PC1LT3, and from Alternative PC2LT4 through Alternative PC6LT8, but the decreases get smaller from Alternative PC1LT3 to PC2LT4. Emissions of SO
                        <E T="52">2</E>
                         increase under all CAFE standard action alternatives, except for Alternative PC2LT4, compared to the CAFE No-Action Alternative, and the increases get larger from Alternative PC2LT002 to Alternative PC1LT3 and from Alternative PC3LT5 to Alternative PC6LT8. In 2050, as in 2035, the increases in SO
                        <E T="52">2</E>
                         emissions reflect the projected increase in EV use in the later years. Further, any modeled increases were very small relative to reductions from the historical levels represented in the current CAFE standard. Under each CAFE standard action alternative compared to the CAFE No-Action Alternative, the largest relative increases in emissions among the criteria pollutants would occur for SO
                        <E T="52">2</E>
                        , for which emissions would increase by as much as 3.0 percent under Alternative PC6LT8 in 2050 compared to the CAFE No-Action Alternative. The largest relative decreases in emissions would occur for CO, for which emissions would decrease by as much as 18.3 percent under Alternative PC6LT8 in 2050 compared to the CAFE No-Action Alternative. Percentage increases and decreases in emissions of NO
                        <E T="52">X</E>
                        , PM
                        <E T="52">2.5</E>
                        , and VOCs would be less. The smaller differences are not expected to lead to measurable changes in concentrations of criteria pollutants in the ambient air. The larger differences in emissions could lead to changes in ambient pollutant concentrations.
                        <PRTPAGE P="52843"/>
                    </P>
                    <P>
                        In 2035 and 2050, emissions of SO
                        <E T="52">2</E>
                         increase under the HDPUV FE standard action alternatives compared to the HDPUV FE No-Action Alternative, while emissions of CO, NO
                        <E T="52">X</E>
                        , PM
                        <E T="52">2.5</E>
                        , and VOCs decrease. Relative to the HDPUV FE No-Action Alternative, the modeling results suggest SO
                        <E T="52">2</E>
                         emissions increases get larger from Alternative HDPUV4 through Alternative HDPUV14. The increases in SO
                        <E T="52">2</E>
                         emissions reflect the projected increase in EV use in the later years. Further, any modeled increases were very small relative to reductions from the historical levels represented in the current HDPUV FE standard. For CO, NO
                        <E T="52">X</E>
                        , PM
                        <E T="52">2.5</E>
                        , and VOCs, the emissions decreases get larger from Alternative HDPUV4 through Alternative HDPUV14 relative to the No-Action Alternative.
                    </P>
                    <P>
                        Under each HDPUV FE standard action alternative compared to the HDPUV FE No-Action Alternative, the largest relative increases in emissions among the criteria pollutants would occur for SO
                        <E T="52">2</E>
                        , for which emissions would increase by as much as 6.7 percent under Alternative HDPUV14 in 2050 compared to the No-Action Alternative. The largest relative decreases in emissions would occur for CO, for which emissions would decrease by as much as 13.5 percent under Alternative HDPUV14 in 2050 compared to the No-Action Alternative. Percentage reductions in emissions of NO
                        <E T="52">X</E>
                        , PM
                        <E T="52">2.5</E>
                        , and VOCs would be less, though the reductions in VOCs in 2035 (by as much as 3.3 percent under Alternative HDPUV14) would be greater than those of CO in 2035 (by as much as 1.7 percent under Alternative HDPUV14). The smaller differences are not expected to lead to measurable changes in concentrations of criteria pollutants in the ambient air. The larger differences in emissions could lead to changes in ambient pollutant concentrations.
                    </P>
                    <HD SOURCE="HD3">(b) Toxic Air Pollutants</HD>
                    <P>Under each CAFE standard action alternative in 2035 and 2050 relative to the CAFE No-Action Alternative, emissions would remain the same or decrease for all toxic air pollutants. The decreases stay the same or get larger from Alternative PC2LT002 through Alternative PC6LT8, except that for acetaldehyde, acrolein, 1,3-butadiene, and formaldehyde for which emissions would decrease by as much as 23 percent under Alternative PC6LT8 in 2050 compared to the CAFE No-Action Alternative. Percentage decreases in emissions of benzene and DPM would be less. The smaller differences are not expected to lead to measurable changes in concentrations of toxic air pollutants in the ambient air. For such small changes, the impacts of those action alternatives would be essentially equivalent. The larger differences in emissions could lead to changes in ambient pollutant concentrations.</P>
                    <P>Under each HDPUV FE standard action alternative in 2035 and 2050 relative to the HDPUV FE No-Action Alternative, emissions either remain the same or decrease for all toxic air pollutants. The decreases get larger from Alternative HDPUV4 through Alternative HDPUV14. The largest relative decreases in national emissions of toxic air pollutants among the HDPUV FE standard action alternatives, compared to the HDPUV FE No-Action Alternative, generally would occur for 1,3-butadiene and formaldehyde for which emissions would decrease by as much as 14.5 percent under Alternative HDPUV14 in 2050 compared to the HDPUV FE No-Action Alternative. The largest percentage decreases in emissions of acetaldehyde, acrolein, and benzene would be similar, decreasing as much as 13.6 to 14.2 percent under Alternative HDPUV14 in 2050 compared to the No-Action Alternative. Percentage decreases in emissions of DPM would be less, in some cases less than 1 percent. The smaller differences are not expected to lead to measurable changes in concentrations of toxic air pollutants in the ambient air. For such small changes, the impacts of those action alternatives would be essentially equivalent. The larger differences in emissions could lead to changes in ambient pollutant concentrations.</P>
                    <HD SOURCE="HD3">(c) Health Impacts</HD>
                    <P>
                        In 2035 and 2050, all CAFE standard action alternatives would result in decreases in adverse health impacts (mortality, acute bronchitis, respiratory emergency room visits, and other health effects) nationwide compared to the CAFE No-Action Alternative, due to decreases in downstream emissions, particularly of PM
                        <E T="52">2.5</E>
                        . The improvements to health impacts (or decreases in health incidences) would stay the same or get larger from Alternative PC2LT002 to Alternative PC6LT8 in 2035 and 2050, except that in 2050 the decrease from Alternative PC1LT3 to Alternative PC2LT4 is smaller. These decreases reflect the generally increasing stringency of the action alternatives as they become implemented.
                    </P>
                    <P>In 2035 and 2050, all HDPUV FE standard action alternatives would decrease adverse health impacts nationwide compared to the HDPUV FE No-Action Alternative. The improvements to health impacts (or decreases in health incidences) would get larger from Alternative HDPUV4 to Alternative HDPUV14 in 2035 and 2050.</P>
                    <HD SOURCE="HD3">(2) Cumulative Impacts</HD>
                    <HD SOURCE="HD3">(a) Criteria Pollutants</HD>
                    <P>
                        In 2035 and 2050, emissions of SO
                        <E T="52">2</E>
                         increase under the CAFE and HDPUV FE alternative combinations compared to the No-Action Alternatives, while emissions of CO, NO
                        <E T="52">X</E>
                        , PM
                        <E T="52">2.5</E>
                        , and VOCs decrease. However, any modeled increases are very small relative to reductions from the historical levels represented in the current CAFE and HDPUV FE standards. Relative to the No-Action Alternatives, the modeling results suggest SO
                        <E T="52">2</E>
                         emissions increases that get larger with increasing stringency of alternative combinations compared to the No-Action Alternatives. For CO, NO
                        <E T="52">X</E>
                        , PM
                        <E T="52">2.5</E>
                        , and VOCs, the emissions decreases get larger with increasing stringency of alternative combinations compared to the No-Action Alternatives.
                    </P>
                    <P>
                        Under each CAFE and HDPUV FE alternative combination compared to the No-Action Alternatives, the largest relative increases in emissions among the criteria pollutants would occur for SO
                        <E T="52">2</E>
                        , for which emissions would increase by as much as 5.2 percent under Alternatives PC6LT8 and HDPUV14 in 2050, compared to the No-Action Alternatives. The largest relative decreases in emissions would occur for CO, for which emissions would decrease by as much as 24 percent under Alternatives PC6LT8 and HDPUV14 in 2050, compared to the No-Action Alternatives. Percentage decreases in emissions of NO
                        <E T="52">X</E>
                        , PM
                        <E T="52">2.5</E>
                        , and VOCs would be less, though reductions in PM
                        <E T="52">2.5</E>
                         in 2035 (by as much as 4.1 percent under Alternatives PC6LT8 and HDPUV14) and VOCs in 2035 (by as much as 6.1 percent under Alternatives PC6LT8 and HDPUV14) would be greater than those of CO in 2035 (by as much as 3.7 percent under Alternatives PC6LT8 and HDPUV14). The smaller differences are not expected to lead to measurable changes in concentrations of criteria pollutants in the ambient air. The larger differences in emissions could lead to changes in ambient pollutant concentrations.
                    </P>
                    <HD SOURCE="HD3">(b) Toxic Air Pollutants</HD>
                    <P>
                        Toxic air pollutant emissions across the CAFE and HDPUV FE alternative combinations decrease in 2035 and 2050, relative to the No-Action Alternatives. The decreases remain the same or get larger with increasing stringency of alternative combinations. The largest relative decreases in 
                        <PRTPAGE P="52844"/>
                        emissions generally would occur for 1,3-butadiene and formaldehyde for which emissions would decrease by as much as 28 percent under Alternatives PC6LT8 and HDPUV14 in 2050, compared to the No-Action Alternatives. The largest percentage decreases in emissions of acetaldehyde, acrolein, and benzene would be similar, decreasing as much as 26 to 27 percent under Alternatives PC6LT8 and HDPUV14 in 2050 compared to the No-Action Alternative. Percentage decreases in emissions of DPM would be less.
                    </P>
                    <HD SOURCE="HD3">(c) Health Impacts</HD>
                    <P>Adverse health impacts (mortality, acute bronchitis, respiratory emergency room visits, and other health effects) from criteria pollutant emissions would decrease nationwide in 2035 and 2050 under all CAFE and HDPUV FE alternative combinations, relative to the No-Action Alternatives. The improvements to health impacts (or decreases in health incidences) in 2035 and 2050 would stay the same or get larger from Alternatives PC2LT002 and HDPUV4 to Alternatives PC6LT8 and HDPUV14. These decreases reflect the generally increasing stringency of the CAFE and HDPUV FE standard action alternatives as they become implemented.</P>
                    <P>As mentioned above, changes in assumptions about modeled technology adoption; the relative proportions of gasoline, diesel, and other fuels in total fuel consumption changes; and changes in VMT from the rebound effect would alter these health impact results; however, NHTSA believes that assumptions employed in the modeling supporting these final standards are reasonable.</P>
                    <HD SOURCE="HD3">c. Greenhouse Gas Emissions and Climate Change</HD>
                    <HD SOURCE="HD3">(1) Direct and Indirect Impacts</HD>
                    <P>
                        In terms of climate effects, the action alternatives would decrease both U.S. passenger car and light truck and HDPUV fuel consumption and CO
                        <E T="52">2</E>
                         emissions compared with the relevant No-Action Alternative, resulting in reductions in the anticipated increases in global CO
                        <E T="52">2</E>
                         concentrations, temperature, precipitation, sea level, and ocean acidification that would otherwise occur. They would also, to a small degree, reduce the impacts and risks associated with climate change. The impacts of the action alternatives on atmospheric CO
                        <E T="52">2</E>
                         concentration, global mean surface temperature, precipitation, sea level, and ocean pH would be small in relation to global emissions trajectories. Although these effects are small, they occur on a global scale and are long lasting; therefore, in aggregate, they can have large consequences for health and welfare and can make an important contribution to reducing the risks associated with climate change.
                    </P>
                    <HD SOURCE="HD3">(a) Greenhouse Gas Emissions</HD>
                    <P>
                        The CAFE standard action alternatives would have the following impacts related to GHG emissions: Passenger cars and light trucks are projected to emit 46,500 million metric tons of carbon dioxide (MMTCO
                        <E T="52">2</E>
                        ) from 2027 through 2100 under the CAFE No-Action Alternative. Compared to the No-Action Alternative, projected emissions reductions from 2027 to 2100 under the CAFE standard action alternatives would range from 400 to 7,000 MMTCO
                        <E T="52">2</E>
                        . Under Alternative PC2LT002, emissions reductions from 2027 to 2100 are projected to be 400 MMTCO
                        <E T="52">2</E>
                        . The CAFE standard action alternatives would reduce total CO
                        <E T="52">2</E>
                         emissions from U.S. passenger cars and light trucks by a range of 0.9 to 15.1 percent from 2027 to 2100 compared to the CAFE No-Action Alternative. Alternative PC2LT002 would decrease these emissions by less than 1 percent through 2100. All CO
                        <E T="52">2</E>
                         emissions estimates associated with the CAFE standard action alternatives include upstream emissions.
                    </P>
                    <P>
                        The HDPUV FE standard action alternatives would have the following impacts related to GHG emissions: HDPUVs are projected to emit 9,700 MMTCO
                        <E T="52">2</E>
                        from 2027 through 2100 under the HDPUV FE No-Action Alternative. Compared to the No-Action Alternative, projected emissions reductions from 2027 to 2100 under the HDPUV action alternatives would range from 0 to 1,100 MMTCO
                        <E T="52">2</E>
                        . Under Alternative HDPUV108, emissions reductions from 2027 to 2100 are projected to be 300 MMTCO
                        <E T="52">2</E>
                        . The HDPUV FE standard action alternatives would decrease these emissions by a range of 0.0 to 11.3 percent from 2027 to 2100 compared to the HDPUV FE No-Action Alternative. Alternative HDPUV108 would decrease these emissions by 3.1 percent through 2100. All CO
                        <E T="52">2</E>
                         emissions estimates associated with the HDPUV FE standard action alternatives include upstream emissions.
                    </P>
                    <P>
                        Compared with total projected CO
                        <E T="52">2</E>
                         emissions of 468 MMTCO
                        <E T="52">2</E>
                         from all passenger cars and light trucks under the CAFE No-Action Alternative in the year 2100, the CAFE standard action alternatives are expected to decrease CO
                        <E T="52">2</E>
                         emissions from passenger cars and light trucks in the year 2100 by 2 percent under Alternative PC1LT3, less than 2 percent under Alternative PC2LT4, 6 percent under Alternative PC3LT5, and 19 percent under Alternative PC6LT8. Under Alternative PC2LT002, the 2100 total projected CO
                        <E T="52">2</E>
                         emissions for all passenger cars and light trucks are 464 MMTCO
                        <E T="52">2</E>
                        , reflecting a 1 percent decrease.
                    </P>
                    <P>
                        Compared with total projected CO
                        <E T="52">2</E>
                         emissions of 116 MMTCO
                        <E T="52">2</E>
                         from all HDPUVs under the HDPUV FE No-Action Alternative in the year 2100, the HDPUV FE standard action alternatives are expected to decrease CO
                        <E T="52">2</E>
                         emissions from HDPUVs in the year 2100 by a range of less than 1 percent under Alternative HDPUV4 to 13 percent under Alternative HDPUV14. Under Alternative HDPUV108, the 2100 total projected CO
                        <E T="52">2</E>
                         emissions for all HDPUVs are 112 MMTCO
                        <E T="52">2</E>
                        , reflecting a 4 percent decrease.
                    </P>
                    <P>
                        To estimate changes in CO
                        <E T="52">2</E>
                         concentrations and global mean surface temperature, NHTSA used a reduced-complexity climate model (MAGICC). The reference scenario used in the direct and indirect analysis is the SSP3-7.0 scenario, which the Intergovernmental Panel on Climate Change (IPCC) describes as a high emissions scenario that assumes no successful, comprehensive global actions to mitigate GHG emissions and yields atmospheric CO
                        <E T="52">2</E>
                         levels of 800 ppm and an effective radiative forcing (ERF) of 7.0 watts per square meter (W/m
                        <SU>2</SU>
                        ) in 2100. Compared to the SSP3-7.0 total U.S. emissions projection of 619,064 MMTCO2 under the CAFE No-Action Alternative from 2027 to 2100, the CAFE standard action alternatives are expected to reduce U.S. emissions by .06 percent under Alternative PC2LT002, 0.18 percent under Alternative PC1LT3, 0.16 percent under Alternative PC2LT4, 0.40 percent under Alternative PC3LT5, and 1.13 percent under Alternative PC6LT8 by 2100. Global emissions would also be reduced to a lesser extent. Compared to SSP3-7.0 total global CO
                        <E T="52">2</E>
                         emissions projection of 4,991,547 MMTCO
                        <E T="52">2</E>
                         under the CAFE No-Action Alternative from 2027 through 2100, the CAFE standard action alternatives are expected to reduce global CO
                        <E T="52">2</E>
                         by 0.01 percent under Alternative PC2LT002, 0.02 percent under Alternative PC1LT3, 0.02 percent under Alternative PC2LT4, 0.05 percent under Alternative PC3LT5, and 0.14 percent under Alternative PC6LT8 by 2100. Additional information about the range of alternatives' emissions decreases compared to U.S. emissions projections is located in Chapter 5 of the Final EIS.
                    </P>
                    <P>
                        Compared to the SSP3-7.0 total U.S. emissions projection of 619,064 
                        <PRTPAGE P="52845"/>
                        MMTCO2 under the HDPUV No-Action Alternative from 2027 to 2100, the HDPUV standard action alternatives are expected to reduce U.S. emissions by 0.00 percent under Alternative HDPUV4, 0.05 percent under Alternative HDPUV108, 0.08 percent under Alternative HDPUV10, and 0.18 percent under Alternative HDPUV14 by 2100. Global emissions would also be reduced to a lesser extent. Compared to SSP3-7.0 total global CO
                        <E T="52">2</E>
                         emissions projection of 4,991,547 MMTCO
                        <E T="52">2</E>
                         under the HDPUV No-Action Alternative from 2027 through 2100, the HDPUV action alternatives are expected to reduce global CO
                        <E T="52">2</E>
                         by less than 0.01 percent under Alternative HDPUV4, 0.01 percent under Alternative HDPUV108, 0.01 percent under Alternative HDPUV10, and 0.02 percent under Alternative HDPUV14 by 2100.
                    </P>
                    <P>
                        The emissions reductions from all passenger cars and light trucks in 2035 compared with emissions under the CAFE No-Action Alternative are approximately equivalent to the annual emissions from 2,282,379 vehicles under Alternative PC2LT002 to 25,343,679 passenger cars and light trucks (Alternative PC6LT8) in 2035, compared to the annual emissions under the No-Action Alternative. A total of 260,932,626 passenger cars and light trucks are projected to be on the road in 2035 under the No-Action Alternative.
                        <SU>1333</SU>
                        <FTREF/>
                         The emissions reductions from HDPUVs in 2032 compared with emissions under the HDPUV FE No-Action Alternative are approximately equivalent to the annual emissions from 16,180 HDPUVs (Alternative HDPUV4) to 785,474 HDPUVs (Alternative HDPUV14) in 2035, compared to the annual emissions under the No-Action Alternative. A total of 18,299,639 HDPUVs are projected to be on the road in 2035 under the No-Action Alternative.
                        <SU>1334</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1333</SU>
                             Values for vehicle totals have been rounded. The passenger car and light truck equivalency is based on an average per‐vehicle emissions estimate, which includes both tailpipe CO
                            <E T="52">2</E>
                             emissions and associated upstream emissions from fuel production and distribution. The average passenger car and light truck is projected to account for 3.94 metric tons of CO
                            <E T="52">2</E>
                             emissions in 2035 based on MOVES, the GREET model, and EPA analysis.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1334</SU>
                             Values for vehicle totals have been rounded. The average HDPUV is projected to account for 8.46 metric tons of CO
                            <E T="52">2</E>
                             emissions in 2035 based on MOVES, the GREET model, and EPA analysis.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">(b) Climate Change Indicators (Carbon Dioxide Concentration, Global Mean Surface Temperature, Sea Level, Precipitation, and Ocean pH)</HD>
                    <P>
                        CO
                        <E T="52">2</E>
                         emissions affect the concentration of CO
                        <E T="52">2</E>
                         in the atmosphere, which in turn affects global temperature, sea level, precipitation, and ocean pH. For the analysis of direct and indirect impacts, NHTSA used the SSP3-7.0 scenario to represent the reference case emissions scenario (
                        <E T="03">i.e.,</E>
                         future global emissions assuming no comprehensive global actions to mitigate GHG emissions). NHTSA selected the SSP3-7.0 scenario for its incorporation of a comprehensive suite of GHG and pollutant gas emissions, including carbonaceous aerosols and a global context of emissions with a full suite of GHGs and ozone precursors.
                    </P>
                    <P>
                        The CO
                        <E T="52">2</E>
                         concentrations under the SSP3-7.0 emissions scenario in 2100 are estimated to be 838.31 ppm under the CAFE No-Action Alternative. CO
                        <E T="52">2</E>
                         concentrations under the CAFE standard action alternatives could reach 837.65 ppm under Alternative PC6LT8, indicating a maximum atmospheric CO
                        <E T="52">2</E>
                         decrease of approximately 0.67 ppm compared to the CAFE No-Action Alternative. Atmospheric CO
                        <E T="52">2</E>
                         concentrations under Alternative PC2LT002 would decrease by 0.04 ppm compared with the CAFE No-Action Alternative. Under the HDPUV FE standard action alternatives, CO
                        <E T="52">2</E>
                         concentrations under the SSP3-7.0 emissions scenario in 2100 are estimated to decrease to 838.21 ppm under Alternative HDPUV14, indicating a maximum atmospheric CO
                        <E T="52">2</E>
                         decrease of approximately 0.10 ppm compared to the HDPUV FE No-Action Alternative. Atmospheric CO
                        <E T="52">2</E>
                         concentrations under Alternative HDPUV108 would decrease by 0.03 ppm compared with the HDPUV FE No-Action Alternative.
                    </P>
                    <P>Under the SSP3-7.0 emissions scenario, global mean surface temperature is projected to increase by approximately 4.34 °C (7.81 °F) under the CAFE No-Action Alternative by 2100. Implementing the most stringent alternative (Alternative PC6LT8) would decrease this projected temperature rise by 0.003 °C (0.005 °F), while Alternative PC2LT002 would decrease the projected temperature rise by 0.001 °C (0.002 °F).</P>
                    <P>Under the SSP3-7.0 emissions scenario, global mean surface temperature is projected to increase by approximately 4.34 °C (7.81 °F) under the HDPUV FE No-Action Alternative by 2100. The range of temperature increases under the HDPUV FE standard action alternatives would decrease this projected temperature rise by a range of less than 0.0001 °C (0.0002 °F) under Alternative HDPUV4 to 0.0004 °C (0.0007 °F) under Alternative HDPUV14.</P>
                    <P>Under the CAFE standard action alternatives, projected sea-level rise in 2100 under the SSP3-7.0 scenario ranges from a high of 83.24 centimeters (32.77 inches) under the CAFE No-Action Alternative to a low of 83.19 centimeters (32.75 inches) under Alternative PC6LT8. Alternative PC6LT8 would result in a decrease in sea-level rise equal to 0.06 centimeter (0.02 inch) by 2100 compared with the level projected under the CAFE No-Action Alternative. Alternative PC2LT002 would result in a decrease of less than 0.01 centimeter (0.004 inch) compared with the CAFE No-Action Alternative. Under the HDPUV FE standard action alternatives, projected sea-level rise in 2100 under the SSP3-7.0 scenario varies less than 0.01 centimeter (0.004 inch) under Alternative HDPUV14 from a high of 83.24 centimeters (32.77 inches) under HDPUV FE No-Action Alternative. Under the SSP3-7.0 scenario, global mean precipitation is anticipated to increase by 7.42 percent by 2100 under the CAFE No-Action Alternative. Under the CAFE standard action alternatives, this increase in precipitation would be reduced by less than 0.01 percent.</P>
                    <P>Under the SSP3-7.0 scenario, global mean precipitation is anticipated to increase by 7.42 percent by 2100 under the HDPUV FE No-Action Alternative. HDPUV FE standard action alternatives would see a reduction in precipitation of less than 0.01 percent.</P>
                    <P>Under the SSP3-7.0 scenario, ocean pH in 2100 is anticipated to be 8.1936 under Alternative PC6LT8, about 0.0003 more than the CAFE No-Action Alternative. Under Alternative PC2LT002, ocean pH in 2100 would be 8.1933, or less than 0.0001 more than the CAFE No-Action Alternative.</P>
                    <P>Under the SSP3-7.0 scenario, ocean pH in 2100 is anticipated to be 8.1933 under Alternative HDPUV108, or less than 0.0001 more than the HDPUV FE No-Action Alternative.</P>
                    <P>
                        The action alternatives for both CAFE and HDPUV FE standards would reduce the impacts of climate change that would otherwise occur under the No-Action Alternative. Although the projected reductions in CO
                        <E T="52">2</E>
                         and climate effects are small compared with total projected future climate change, they are quantifiable and directionally consistent and would represent an important contribution to reducing the risks associated with climate change.
                    </P>
                    <HD SOURCE="HD3">(2) Cumulative Impacts</HD>
                    <HD SOURCE="HD3">(a) Greenhouse Gas Emissions</HD>
                    <P>
                        For the analysis of cumulative impacts, NHTSA used the SSP2-4.5 scenario to represent a reference case global emissions scenario that assumes a moderate level of global actions to address climate change and predicts CO
                        <E T="52">2</E>
                         emissions would remain around 
                        <PRTPAGE P="52846"/>
                        current levels before starting to fall mid-century. The IPCC refers to SSP2-4.5 as an intermediate emissions scenario. NHTSA chose this scenario as a plausible global emissions baseline for the cumulative analysis because of the potential impacts of these reasonably foreseeable actions, yielding a moderate level of global GHG reductions from the SSP3-7.0 baseline scenario used in the direct and indirect analysis.
                    </P>
                    <P>
                        The CAFE and HDPUV alternative combinations would have the following impacts related to GHG emissions: Projections of total emissions reductions from 2027 to 2100 under the CAFE and HDPUV alternative combinations and other reasonably foreseeable future actions compared with the No-Action Alternatives range from 500 MMTCO
                        <E T="52">2</E>
                         under Alternatives PC2LT002 and HDPUV4 to 10,500 MMTCO
                        <E T="52">2</E>
                         under Alternatives PC6LT8 and HDPUV14. Under Alternatives PC2LT002 and HDPUV108, emissions reductions from 2027 to 2100 are projected to be 800 MMTCO
                        <E T="52">2</E>
                        . The action alternatives would decrease total vehicle emissions by between 0.9 percent under Alternatives PC2LT002 and HDPUV4 and 18.7 percent under Alternatives PC6LT8 and HDPUV14 by 2100. Alternatives PC2LT002 and HDPUV108 would decrease these emissions by 1.4 percent over the same period. Compared with projected total global CO
                        <E T="52">2</E>
                         emissions of 2,484,191 MMTCO
                        <E T="52">2</E>
                         from all sources from 2027 to 2100 using the moderate climate scenario, the incremental impact of this rulemaking is expected to decrease global CO
                        <E T="52">2</E>
                         emissions between 0.01 percent under Alternatives PC2LT002 and HDPUV4 and 0.21 percent under Alternatives PC6LT8 and HDPUV14 by 2100. Alternatives PC2LT002 and HDPUV108 would decrease these emissions by 0.02 percent over the same period.
                    </P>
                    <HD SOURCE="HD3">(b) Climate Change Indicators (Carbon Dioxide Concentration, Global Mean Surface Temperature, Sea Level, Precipitation, and Ocean pH)</HD>
                    <P>
                        Estimated atmospheric CO
                        <E T="52">2</E>
                         concentrations in 2100 range from 587.78 ppm under the No-Action Alternatives to 586.89 ppm under Alternatives PC6LT8 and HDPUV14 (the combination of the most stringent CAFE and HDPUV FE standard alternatives). This is a decrease of 0.89 ppm compared with the No-Action Alternatives.
                    </P>
                    <P>Global mean surface temperature decreases for the CAFE and HDPUV alternative combinations compared with the No-Action Alternatives in 2100 range from a low of less than 0.0001 °C (0.002 °F) under Alternatives PC2LT002 and HDPUV4 to a high of 0.0042 °C (0.007 °F) under Alternatives PC6LT8 and HDPUV14.</P>
                    <P>Global mean precipitation is anticipated to increase 6.11 percent under the No-Action Alternatives, with the CAFE and HDPUV alternative combinations reducing this effect up to 0.01 percent.</P>
                    <P>Projected sea-level rise in 2100 ranges from a high of 67.12 centimeters (26.42 inches) under the No-Action Alternatives to a low of 67.03 centimeters (26.39 inches) under Alternatives PC6LT8 and HDPUV14, indicating a maximum decrease in projected sea-level rise of 0.08 centimeter (0.03 inch) by 2100.</P>
                    <P>Ocean pH in 2100 is anticipated to be 8.3334 under Alternatives PC6LT8 and HDPUV14, about 0.0006 more than the No-Action Alternatives.</P>
                    <HD SOURCE="HD3">(c) Health, Societal, and Environmental Impacts of Climate Change</HD>
                    <P>
                        The Proposed Action and action alternatives would reduce the impacts of climate change that would otherwise occur under the No-Action Alternatives. The magnitude of the changes in climate effects that would be produced by the most stringent action alternatives combination (Alternatives PC6LT8 and HDPUV14) using the three-degree sensitivity analysis by the year 2100 is 0.89 ppm lower concentration of CO
                        <E T="52">2</E>
                        , a four-thousandths-of-a-degree decrease in the projected temperature rise, a small percentage change in precipitation increase, a 0.08 centimeter (0.03 inch) decrease in projected sea-level rise, and an increase of 0.0006 in ocean pH. Although the projected reductions in CO
                        <E T="52">2</E>
                         and climate effects are small compared with total projected future climate change, they are quantifiable, directionally consistent, and would represent an important contribution to reducing the risks associated with climate change. As discussed below, one significant risk associated with climate change is reaching a level of atmospheric greenhouse gas concentrations that cause large-scale, abrupt changes in the climate system and lead to significant impacts on human and natural systems. We do not know what level of atmospheric concentrations will trigger a tipping point—only that the risk increases significantly as concentrations rise. As such, even the relatively small reductions achieved by this rule could turn out to be the reductions that avoid triggering a tipping point, and thereby avoid the highly significant deleterious climate impacts that would have followed.
                    </P>
                    <P>
                        Although NHTSA does quantify the changes in monetized damages that can be attributable to each action alternative with its use of the social cost of carbon metric, many specific impacts of climate change on health, society, and the environment cannot be estimated quantitatively. Economists have estimated the incremental effect of GHG emissions, and monetized those effects, to express the social costs of carbon, CH
                        <E T="52">4</E>
                        , and N
                        <E T="52">2</E>
                        O in terms of dollars per ton of each gas. By multiplying the emissions reductions of each gas by estimates of their social cost, NHTSA derived a monetized estimate of the benefits associated with the emissions reductions projected under each action alternative. NHTSA has estimated the monetized benefits associated with GHG emissions reductions in its Final Regulatory Impact Analysis Chapter 6.5.1. See Chapter 6.2.1 of the Technical Support Document (TSD) for a description of the methods used for these estimates.
                    </P>
                    <P>NHTSA also provides a qualitative discussion of these impacts by presenting the findings of peer-reviewed panel reports including those from IPCC, the Global Change Research Program (GCRP), the Climate Change Science Program (CCSP), the National Resource Council (NRC), and the Arctic Council, among others. While the action alternatives would decrease growth in GHG emissions and reduce the impact of climate change across resources relative to the No-Action Alternative, they would not themselves prevent climate change and associated impacts. Long-term climate change impacts identified in the scientific literature are briefly summarized below, and vary regionally, including in scope, intensity, and directionality (particularly for precipitation). While it is difficult to attribute any particular impact to emissions that could result from this rulemaking, the following impacts are likely to be beneficially affected to some degree by reduced emissions from the action alternatives:</P>
                    <P>
                        • 
                        <E T="03">Freshwater Resources:</E>
                         Projected risks to freshwater resources are expected to increase due to changing temperature and precipitation patterns as well as the intensification of extreme events like floods and droughts, affecting water security in many regions of the world and exacerbating existing water-related vulnerabilities.
                    </P>
                    <P>
                        • 
                        <E T="03">Terrestrial and Freshwater Ecosystems:</E>
                         Climate change is affecting terrestrial and freshwater ecosystems, including their component species and the services they provide. This impact can range in scale (from individual to population to species) and can affect all aspects of an organism's life, including 
                        <PRTPAGE P="52847"/>
                        its range, phenology, physiology, and morphology.
                    </P>
                    <P>
                        • 
                        <E T="03">Ocean Systems, Coasts, and Low-Lying Areas:</E>
                         Climate change-induced impacts on the physical and chemical characteristics of oceans (primarily through ocean warming and acidification) are exposing marine ecosystems to unprecedented conditions and adversely affecting life in the ocean and along its coasts. Anthropogenic climate change is also worsening the impacts on non-climatic stressors, such as habitat degradation, marine pollution, and overfishing.
                    </P>
                    <P>
                        • 
                        <E T="03">Food, Fiber, and Forest Products:</E>
                         Through its impacts on agriculture, forestry and fisheries, climate change adversely affects food availability, access, and quality, and increases the number of people at risk of hunger, malnutrition, and food insecurity.
                    </P>
                    <P>
                        • 
                        <E T="03">Urban Areas:</E>
                         Extreme temperatures, extreme precipitation events, and rising sea levels are increasing risks to urban communities, their health, wellbeing, and livelihood, with the economically and socially marginalized being most vulnerable to these impacts.
                    </P>
                    <P>
                        • 
                        <E T="03">Rural Areas:</E>
                         A high dependence on natural resources, weather-dependent livelihood activities, lower opportunities for economic diversity, and limited infrastructural resources subject rural communities to unique vulnerabilities to climate change impacts.
                    </P>
                    <P>
                        • 
                        <E T="03">Human Health:</E>
                         Climate change can affect human health, directly through mortality and morbidity caused by heatwaves, floods and other extreme weather events, changes in vector-borne diseases, changes in water and food-borne diseases, and impacts on air quality as well as through indirect pathways such as increased malnutrition and mental health impacts on communities facing climate-induced migration and displacement.
                    </P>
                    <P>
                        • 
                        <E T="03">Human Security:</E>
                         Climate change threatens various dimensions of human security, including livelihood security, food security, water security, cultural identity, and physical safety from conflict, displacement, and violence. These impacts are interconnected and unevenly distributed across regions and within societies based on differential exposure and vulnerability.
                    </P>
                    <P>
                        • 
                        <E T="03">Stratospheric Ozone:</E>
                         There is strong evidence that anthropogenic influences, particularly the addition of GHGs and ozone-depleting substances to the atmosphere, have led to a detectable reduction in stratospheric ozone concentrations and contributed to tropospheric warming and related cooling in the lower stratosphere. These changes in stratospheric ozone have further influenced the climate by affecting the atmosphere's temperature structure and circulation patterns.
                    </P>
                    <P>
                        • 
                        <E T="03">Compound events:</E>
                         Compound events consist of combinations of multiple hazards that contribute to amplified societal and environmental impacts. Observations and projections show that climate change may increase the underlying probability of compound events occurring. To the extent the action alternatives would decrease the rate of CO
                        <E T="52">2</E>
                         emissions relative to the relevant No-Action Alternative, they would contribute to the general decreased risk of extreme compound events. While this rulemaking alone would not necessarily decrease compound event frequency and severity from climate change, it would be one of many global actions that, together, could reduce these effects.
                    </P>
                    <P>
                        • 
                        <E T="03">Tipping Points and Abrupt Climate Change:</E>
                         Tipping points represent thresholds within Earth systems that could be triggered by continued increases in the atmospheric concentration of GHGs, incremental increases in temperature, or other relatively small or gradual changes related to climate change. For example, the melting of the Greenland ice sheet, Arctic sea-ice loss, destabilization of the West Antarctic ice sheet, and deforestation in the Amazon and dieback of boreal forests are seen as potential tipping points that can cause large-scale, abrupt changes in the climate system and lead to significant impacts on human and natural systems. We note that all of these adverse effects would be mitigated to some degree by our standards.
                    </P>
                    <HD SOURCE="HD3">(d) Qualitative Impacts Assessment</HD>
                    <P>
                        In cases where quantitative impacts assessment is not possible, NHTSA presents the findings of a literature review of scientific studies in the Final EIS, such as in Chapter 6, where NHTSA provides a literature synthesis focusing on existing credible scientific information to evaluate the most significant lifecycle environmental impacts from some of the technologies that may be used to comply with the alternatives. In Chapter 6, NHTSA describes the life-cycle environmental implications related to the vehicle cycle phase considering the materials and technologies (
                        <E T="03">e.g.,</E>
                         batteries) that NHTSA forecasts vehicle manufacturers might use to comply with the CAFE and HDPUV FE standards. In Chapter 7, NHTSA discusses EJ and qualitatively describes potential disproportionate impacts on low-income and minority populations. In Chapter 8, NHTSA qualitatively describes potential impacts on historic and cultural resources. In these chapters, NHTSA concludes that impacts would vary between the action alternatives.
                    </P>
                    <HD SOURCE="HD3">2. Conclusion</HD>
                    <P>
                        Based on the foregoing, NHTSA concludes from the Final EIS that Alternative PC6LT8 is the overall environmentally preferable alternative for model years 2027-2031 CAFE standards and Alternative HDPUV14 is the overall environmentally preferable alternative for model years 2030-2035 HDPUV FE standards because, assuming full compliance were achieved regardless of NHTSA's assessment of the costs to industry and society, it would result in the largest reductions in fuel use and CO
                        <E T="52">2</E>
                         emissions among the alternatives considered. In addition, Alternative PC6LT8 and Alternative HDPUV14 would result in lower overall emissions levels over the long term of criteria air pollutants and of the toxic air pollutants studied by NHTSA. Impacts on other resources would be proportional to the impacts on fuel use and emissions, as further described in the Final EIS, with Alternative PC6LT8 and Alternative HDPUV14 being expected to have the fewest negative environmental impacts. Although the CEQ regulations require NHTSA to identify the environmentally preferable alternative, NHTSA need not adopt it, as described above. The following section explains how NHTSA balanced the relevant factors to determine which alternative represented the maximum feasible standards, including why NHTSA does not believe that the environmentally preferable alternative is maximum feasible.
                    </P>
                    <P>NHTSA is informed by the discussion above and the Final EIS in arriving at its conclusion that Alternative PC2LT002 and HDPUV108 is maximum feasible, as discussed below. The following section (Section VI.D) explains how NHTSA balanced the relevant factors to determine which alternatives represented the maximum feasible standards for passenger cars, light trucks, and HDPUVs.</P>
                    <HD SOURCE="HD2">D. Evaluating the EPCA/EISA Factors and Other Considerations To Arrive at the Final Standards</HD>
                    <P>
                        Accounting for all of the information presented in this preamble, in the TSD, in the FRIA, and in the EIS, consistent with our statutory authorities, NHTSA continues to approach the decision of what standards would be “maximum feasible” as a balancing of relevant factors and information, both for passenger cars and light trucks, and for 
                        <PRTPAGE P="52848"/>
                        HDPUVs. The different regulatory alternatives considered in this final rule represent different balancing of the factors—for example, PC2LT002, the preferred alternative, would represent a balancing in which NHTSA determined that economic practicability significantly outweighed the need of the U.S. to conserve energy for purposes of the rulemaking time frame. By contrast, PC6LT8, a more stringent alternative, would represent a balancing in which NHTSA determined that the need of the U.S. to conserve energy significantly outweighed economic practicability during the same period. Because the statutory factors that NHTSA must consider are slightly different between passenger cars and light trucks on the one hand, and HDPUVs on the other, the following sections separate the segments and describe NHTSA's balancing approach for each final rule.
                    </P>
                    <HD SOURCE="HD3">1. Passenger Cars and Light Trucks</HD>
                    <P>NHTSA's purpose in setting CAFE standards is to conserve energy, as directed by EPCA/EISA. Energy conservation provides many benefits to the American public, including better protection for consumers against changes in fuel prices, significant fuel savings and reduced impacts from harmful pollution. NHTSA continues to believe that fuel economy standards can function as an important insurance policy against oil price volatility, particularly to protect consumers even as the U.S. has improved its energy independence over time. The U.S. participates in the global market for oil and petroleum fuels. As a market participant—on both the demand and supply sides—the nation is exposed to fluctuations in that market. The fact that the U.S. may produce more petroleum in a given period does not in and of itself protect the nation from the consequences of these fluctuations. Accordingly, the nation must conserve petroleum and reduce the oil intensity of the economy to insulate itself from the effects of market volatility. The primary mechanism for doing so in the transportation sector is to continue to improve fleet fuel economy. In addition, better fuel economy saves consumers money at the gas pump. For example, our analysis estimates that the preferred alternative would reduce fuel consumption by 64 billion gallons through calendar year 2050 and save buyers of new model year 2031 vehicles an average of $639 in gasoline over the lifetime of the vehicle. Moreover, as climate change progresses, the U.S. may face new energy-related security risks if climate effects exacerbate geopolitical tensions and destabilization. Thus, mitigating climate effects by increasing fuel economy standards, as all of the action alternatives in this final rule would do over time, can also potentially improve energy security.</P>
                    <P>Maximum feasible CAFE standards look to balance the need of the U.S. to conserve energy with the technological feasibility and economic impacts of potential future standards, while also considering other motor vehicle standards of the Government that may affect automakers' ability to meet CAFE standards. To comply with our statutory constraints, NHTSA disallows the application of BEVs (and other dedicated AFVs) in our analysis in response to potential new CAFE standards, and PHEVs are applied only with their charge-sustaining mode fuel economy.</P>
                    <P>In considering this final rule, NHTSA is mindful of the fact that the standards for model years 2024-2026 included year-by-year improvements compared to the standards established in 2020 that were faster than had been typical since the inception of the CAFE program in the late 1970s and early 1980s. Those standards were intended to correct for the lack of adequate consideration of the need for energy conservation in the 2020 rule and were intended to reestablish the appropriate level of consideration of these effects that had been included in the initial 2012 rule. Thus, though the standards increased significantly when compared to the 2020 rule, they were comparable to the standards that were initially projected as augural standards for the model years included in the 2012 final rule. The world has changed considerably in some ways, but less so in others. Since May 2022, the U.S. economy continues to have strengths and weaknesses; the auto industry remains in the middle of a major transition for a variety of reasons besides the CAFE program. NHTSA is prohibited from considering the fuel economy effects of this transition, but industry commenters argue that NHTSA must not fail to account for the financial effects of this transition. Upon considering the comments, NHTSA agrees that diverting manufacturer resources to paying CAFE non-compliance penalties, as our statutorily-constrained analysis shows manufacturers doing under the more stringent regulatory alternatives, would not aid manufacturers in the transition and would not ultimately improve energy conservation, since non-compliance means that manufacturers are choosing to pay penalties rather than to save fuel. Further stringency increases at a comparable rate, immediately on the heels of the increases for model years 2024-2026, may therefore be beyond maximum feasible for model years 2027-2032.</P>
                    <P>In the NPRM, NHTSA tentatively concluded that Alternative PC2LT4 was the maximum feasible alternative that best balanced all relevant factors for passenger cars and light trucks built in model years 2027-2032. NHTSA explained that energy conservation was still our paramount objective, for the consumer benefits, energy security benefits, and environmental benefits that it provides. NHTSA expressed its belief that a large percentage of the fleet would remain propelled by ICEs through 2032, despite the potential significant transformation being driven by reasons other than the CAFE standards and stated that the proposal would encourage those ICE vehicles produced during the standard-setting time frame to achieve and maintain significant fuel economies, improve energy security, and reduce GHG emissions and other air pollutants. At the same time, NHTSA stated that our estimates suggest that the proposal would continue to reduce petroleum dependence, saving consumers money and fuel over the lifetime of their vehicles, particularly light truck buyers, among other benefits, while being economically practicable for manufacturers to achieve.</P>
                    <P>
                        NHTSA further explained that although Alternatives PC3LT5 and PC6LT8 would conserve more energy and provide greater fuel savings benefits and carbon dioxide emissions reductions, NHTSA believed that those alternatives may simply not be achievable for many manufacturers in the rulemaking time frame, particularly given NHTSA's statutory restrictions on the technologies we may consider when determining maximum feasible standards. Additionally, NHTSA expressed concern that compliance with those more stringent alternatives would impose significant costs on individual consumers without corresponding fuel savings benefits large enough to, on average, offset those costs. Within that framework, NHTSA's NPRM analysis suggested that the more stringent alternatives could push more technology application than would be economically practicable, given the rate of increase for the model years 2024-2026 standards, given anticipated reference baseline activity on which our standards would be building, and given a realistic consideration of the rate of response that industry is capable of achieving. In contrast to Alternatives PC3LT5 and PC6LT8, NHTSA argued that Alternative PC2LT4 appeared to come at a cost that the market can bear, 
                        <PRTPAGE P="52849"/>
                        appeared to be much more achievable, and would still result in consumer net benefits on average. NHTSA also stated that PC2LT4 would achieve large fuel savings benefits and significant reductions in carbon dioxide emissions. NHTSA therefore tentatively concluded Alternative PC2LT4 was a better proposal than PC3LT5 and PC6LT8 given these factors.
                    </P>
                    <P>
                        Comments on this tentative conclusion varied widely. In general, automotive and oil industry commenters and conservative think tanks argued that the proposal was beyond maximum feasible,
                        <SU>1335</SU>
                        <FTREF/>
                         while environmental and some state commenters argued that a more stringent alternative was likely to be maximum feasible.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1335</SU>
                             For example, Subaru, Docket No. NHTSA-2023-0022-58655, at 3; Heritage Foundation, Docket No. NHTSA-2023-0022-61952, at 2; American Consumer Institute, Docket No. NHTSA-2023-0022-50765, at 1; BMW, Docket No. NHTSA-2023-0022-58614, at 2.
                        </P>
                    </FTNT>
                    <P>
                        Some commenters supported the proposed PC2LT4 alternative as maximum feasible.
                        <SU>1336</SU>
                        <FTREF/>
                         ICCT stated, for example, that “Substantial public and private sector investments and a comprehensive package of federal and state level policies make the timing and stringency of the proposed rule achievable, feasible, and cost-effective. ICCT recommends its finalization as quickly as possible. Doing so will provide a clear long-term signal that automakers, suppliers, and other stakeholders need to make needed investments with confidence.” 
                        <SU>1337</SU>
                        <FTREF/>
                         MEMA agreed with the proposal that light truck stringency could be advanced faster than passenger car stringency, stating that “The current passenger car and light truck markets have different levels of advanced technology penetration and differ in terms of the extent of technological improvements that can be made.” 
                        <SU>1338</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1336</SU>
                             For example, Arconic, Docket No. NHTSA-2023-0022-48374, at 3; DC Government Agencies, Docket No. NHTSA-2023-0022-27703, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1337</SU>
                             ICCT, Docket No. NHTSA-2023-0022-54064, at 3, 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1338</SU>
                             MEMA, Docket No. NHTSA-2023-0022-59204-A1, at 2-3.
                        </P>
                    </FTNT>
                    <P>
                        Other commenters argued that more stringent standards were likely to be maximum feasible. Many stakeholders commented that standards should be at least as high as PC2LT4.
                        <SU>1339</SU>
                        <FTREF/>
                         ACEEE argued that more stringent standards than PC2LT4 are feasible because automakers have stated that they will build more BEVs and the IRA tax credits will spur more BEVs, and if automakers build more BEVs than NHTSA projects, NHTSA's standards would be ineffective.
                        <SU>1340</SU>
                        <FTREF/>
                         NESCAUM and OCT commented that more stringent standards are economically practicable, technologically feasible, and would keep better pace with standards from EPA and California.
                        <SU>1341</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1339</SU>
                             Individual citizen form letters, Docket No. NHTSA-2023-0022-63051; MPCA, Docket No. NHTSA-2023-0022-60666, at 1; ELPC, Docket No. NHTSA-2023-0022-60687, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1340</SU>
                             ACEEE, Docket No. NHTSA-2023-0022-60684, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1341</SU>
                             NESCAUM, Docket No. NHTSA-2023-0022-57714, at 2; OCT, Docket No. NHTSA-2023-0022-51242, at 3.
                        </P>
                    </FTNT>
                    <P>
                        A number of commenters relatedly argued that NHTSA should prioritize energy conservation and weigh the need of the U.S. to conserve energy more heavily, and find that more stringent standards than the proposal were maximum feasible.
                        <SU>1342</SU>
                        <FTREF/>
                         Commenters focused on issues such as the urgency of climate crisis, its unequal impacts, the need to meet the U.S.'s Paris Accord targets, public health effects, environmental justice, and consumer fuel costs (where more stringent standards “make a meaningful difference to low-income households and households of color that generally spend a greater proportion of their income on transportation costs”).
                        <SU>1343</SU>
                        <FTREF/>
                         Some state commenters, like Wisconsin DNR, urged NHTSA to set the most stringent standards due to concerns about criteria and GHG emissions, and stated that Wisconsin plans to support these efforts through electrification planning and infrastructure investments.
                        <SU>1344</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1342</SU>
                             
                            <E T="03">See, e.g.,</E>
                             EDF, Docket No. NHTSA-2023-0022-62360, at 1-2; Tesla, Docket No. NHTSA-2023-0022-60093, at 10; IEC, Docket No. NHTSA-2023-0022-24513, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1343</SU>
                             SELC, Docket No. NHTSA-2023-0022-60224, at 4, 6; IEC, Docket No. NHTSA-2023-0022-24513, at 1; Chispa LCV, Docket No. NHTSA-2023-0022-24464, at 1; LCV, Docket No. NHTSA-2023-0022-27796, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1344</SU>
                             Wisconsin DNR, Docket No. NHTSA-2023-0022-21431, at 2.
                        </P>
                    </FTNT>
                    <P>
                        Some commenters stated that light truck stringency should increase faster than passenger car stringency, arguing that the current design of the standards encourages companies to build trucks instead of cars, with resulting worse outcomes for both fuel savings and safety, due to the proliferation of larger vehicles on the roads.
                        <SU>1345</SU>
                        <FTREF/>
                         The States and Cities commenters argued that NHTSA is allowed to set standards that increase faster for light trucks than for passenger cars, and that therefore NHTSA should consider PC3LT5 or PC2.5LT7, depending on what the record indicated would be maximum feasible.
                        <SU>1346</SU>
                        <FTREF/>
                         These commenters stated that although net benefits for passenger cars may be negative, net benefits for light trucks were positive, with a peak at the most stringent alternative, and therefore NHTSA should pick PC3LT5,
                        <SU>1347</SU>
                        <FTREF/>
                         and that either PC3LT5 or PC2.5LT7 “are technologically feasible, economically practicable, and effectuate the purpose of EPCA to conserve energy, thus satisfying the `maximum feasible' mandate.” 
                        <SU>1348</SU>
                        <FTREF/>
                         These commenters further argued that NHTSA should not rely on an “uncertain” concern about consumer demand to such an extent that it ignored the “overarching goal of fuel conservation,” 793 F.2d 1322, 1340 (D.C. Cir. 1986), and noted that the estimated per-vehicle costs for PC3LT5 were actually lower than what NHTSA had described as economically practicable for the model years 2024-2026 standards.
                        <SU>1349</SU>
                        <FTREF/>
                         These commenters stated that NHTSA must not give so much weight to economic practicability as to reject PC3LT5, because NHTSA is afraid of possibly burdening sales through extra cost.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1345</SU>
                             SELC, Docket No. NHTSA-2023-0022-60224, at 6; Public Citizen, Docket No. NHTSA-2023-0022-57095, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1346</SU>
                             States and Cities, Docket No. NHTSA-2023-0022-61904, Attachment 2, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1347</SU>
                             States and Cities, Docket No. NHTSA-2023-0022-61904, Attachment 2, at 32.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1348</SU>
                             States and Cities, Docket No. NHTSA-2023-0022-61904, Attachment 2, at 43.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1349</SU>
                             States and Cities, Docket No. NHTSA-2023-0022-61904, Attachment 2, at 31.
                        </P>
                    </FTNT>
                    <P>
                        SELC also supported NHTSA choosing PC3LT5, arguing that its societal benefits were higher than the proposal, and that choosing a more stringent alternative than the proposal would provide a buffer against uncertainty in the value of the SC-GHG and against the risk that compliance flexibilities could end up undermining fuel savings.
                        <SU>1350</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1350</SU>
                             SELC, Docket No. NHTSA-2023-0022-60224, at 7.
                        </P>
                    </FTNT>
                    <P>
                        A number of other commenters stated that NHTSA should choose PC6LT8, because that alternative would result in the largest fuel savings and climate benefits,
                        <SU>1351</SU>
                        <FTREF/>
                         and would be most beneficial for public health.
                        <SU>1352</SU>
                        <FTREF/>
                         NHTSA 
                        <PRTPAGE P="52850"/>
                        received over 70,000 form letters and comments from individuals in favor of NHTSA choosing PC6LT8.
                        <SU>1353</SU>
                        <FTREF/>
                         Public Citizen commented that PC6LT8 is technologically and economically feasible, because the technology is available and it can be afforded by companies, who are making record profits.
                        <SU>1354</SU>
                        <FTREF/>
                         ACEEE similarly argued that PC6LT8 can be met with SHEVs and a variety of ICE-improving technology that will save consumers money at the pump, and concluded that therefore PC6LT8 is maximum feasible.
                        <SU>1355</SU>
                        <FTREF/>
                         Several commenters cited a Ceres study finding that the most stringent standards would be best for the competitiveness of the auto industry.
                        <SU>1356</SU>
                        <FTREF/>
                         ZETA commented that PC6LT8 is cost-effective and feasible, and best for energy security.
                        <SU>1357</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1351</SU>
                             Lucid, Docket No. NHTSA-2023-0022-50594, at 5; Colorado State Agencies, Docket No. NHTSA-2023-0022-57625, at 2; Green Latinos, Docket No. NHTSA-2023-0022-59638, at 1; BICEP Network, Docket No. NHTSA-2023-0022-61135, at 1; Blue Green Alliance, Docket No. NHTSA-2023-0022-61668, at 1; Minnesota Rabbinical Association, Docket No. NHTSA-2023-0022-28117, at 1; ZETA, Docket No. NHTSA-2023-0022-60508, at 18; CALSTART, Docket No. NHTSA-2023-0022-61099, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1352</SU>
                             Public Citizen, Docket No. NHTSA-2023-0022-57095, at 1; Colorado State Agencies, Docket No. NHTSA-2023-0022-57625, at 2; Green Latinos, Docket No. NHTSA-2023-0022-59638, at 1; ZETA, Docket No. NHTSA-2023-0022-60508, at 18; CALSTART, Docket No. NHTSA-2023-0022-
                            <PRTPAGE/>
                            61099, at 1; Mothers &amp; Others for Clean Air, Docket No. NHTSA-2023-0022-60614, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1353</SU>
                             NRDC form letter, Docket No. NHTSA-2023-0022-57375; Consumer Reports, Docket No. NHTSA-2023-0022-61098, Attachment 3; Climate Hawks, Docket No. NHTSA-2023-0022-61094, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1354</SU>
                             Public Citizen, Docket No. NHTSA-2023-0022-57095, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1355</SU>
                             ACEEE, Docket No. NHTSA-2023-0022-60684, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1356</SU>
                             Ceres, Docket No. NHTSA-2023-0022-28667, at 1; Conservation Voters of South Carolina, Docket No. NHTSA-2023-0022-27800, at 1; Minnesota Rabbinical Association, Docket No. NHTSA-2023-0022-28117, at 1; CALSTART, Docket No. NHTSA-2023-0022-61099, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1357</SU>
                             ZETA, Docket No. NHTSA-2023-0022-60508, at 1.
                        </P>
                    </FTNT>
                    <P>
                        OCT found even PC6LT8 to be insufficiently stringent, arguing that internal combustion engines should be reduced to zero by 2027 in order to achieve climate targets. In lieu of this, that commenter requested that NHTSA align the CAFE standards with California's target of 100% ZEV for the light-duty fleet by 2035.
                        <SU>1358</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1358</SU>
                             OCT, Docket No. NHTSA-2023-0022-51242, at 2-4.
                        </P>
                    </FTNT>
                    <P>
                        In contrast, many other commenters expressed concern that the proposed standards were too stringent, and many commenters encouraged NHTSA to balance the factors differently for the final rule and find that less stringent standards were maximum feasible. Some commenters encouraged NHTSA to weigh technological feasibility and economic practicability more heavily.
                        <SU>1359</SU>
                        <FTREF/>
                         For example, the Alliance argued that “When the majority of manufacturers and a significant portion of the fleet (or worse yet the fleet on average) are projected to be unable to meet (a question of technological feasibility) or unwilling to meet (a question of economic practicability) the proposed standards, the proposal clearly exceeds maximum feasibility for both passenger cars and light trucks.” 
                        <SU>1360</SU>
                        <FTREF/>
                         The American Consumer Institute stated that economic practicability and consumer choice were more important than environmental concerns, and argued that EPCA focuses on direct consumer benefits rather than environmental benefits.
                        <SU>1361</SU>
                        <FTREF/>
                         The Alliance stated that the proposed standards were too stringent because the average per-vehicle price increase was estimated to be $3,000, which “ignored” economic practicability.
                        <SU>1362</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1359</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-60652, Attachment 2, at 2; Nissan, Docket No. NHTSA-2023-0022-60696, at 10; U.S. Chamber of Commerce, Docket No. NHTSA-2023-0022-61069, at 6.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1360</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-60652, Attachment 2, at 6-7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1361</SU>
                             American Consumer Institute, Docket No. NHTSA-2023-0022-50765, at 2; NADA, Docket No. NHTSA-2023-0022-58200, at 5.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1362</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-60652, Attachment 2, at 2.
                        </P>
                    </FTNT>
                    <P>
                        Many of these commenters also mentioned compliance shortfalls and estimated penalties associated with the proposed standards. Volkswagen argued that it was arbitrary and capricious to set standards that result in nearly everyone being out of compliance.
                        <SU>1363</SU>
                        <FTREF/>
                         Toyota stated that the estimated $14 billion in penalties demonstrates “that the technology being relied upon is insufficient to achieve the proposed standards,” 
                        <SU>1364</SU>
                        <FTREF/>
                         and Volkswagen and Jaguar commented that effectively mandating penalties diverts resources for no environmental or energy benefit.
                        <SU>1365</SU>
                        <FTREF/>
                         POET commented that “The D.C. Circuit has found that `a standard with harsh economic consequences for the auto industry . . . would represent an unreasonable balancing of EPCA's policies,'” and has previously approved NHTSA stating that “If manufacturers had to restrict the availability of large trucks and engines in order to adhere to CAFE standards, the effects . . . would go beyond the realm of `economic practicability' as contemplated in the Act.” 
                        <SU>1366</SU>
                        <FTREF/>
                         Toyota further argued that while NHTSA had stated in the NPRM that automakers could manufacture more BEVs rather than pay penalties, “The preferred alternative standards do not account for the cost of a manufacturer to pursue higher levels of electrification than currently in the baseline assumption. Further, the expectation that manufacturers can simply make and sell more EVs ignores the abrupt jump in 2027 model year stringency,” due to FCIV and PEF changes, as well as the uncertainty of the market.
                        <SU>1367</SU>
                        <FTREF/>
                         Jaguar also commented that the stringency of the early years of the proposed standards was particularly problematic.
                        <SU>1368</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1363</SU>
                             Volkswagen, Docket No. NHTSA-2023-0022-58702, at 5.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1364</SU>
                             Toyota, Docket No. NHTSA-2023-0022-61131, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1365</SU>
                             Volkswagen, Docket No. NHTSA-2023-0022-58702, at 5; Jaguar, Docket No. NHTSA-2023-0022-57296, at 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1366</SU>
                             POET, Docket No. NHTSA-2023-0022-61561, at 16, citing 
                            <E T="03">Center for Auto Safety</E>
                             v. 
                            <E T="03">NHTSA,</E>
                             793 F.2d 1322 (D.C. Cir. 1986).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1367</SU>
                             Toyota, Docket No. NHTSA-2023-0022-61131, at 20.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1368</SU>
                             Jaguar, Docket No. NHTSA-2023-0022-57296, at 4.
                        </P>
                    </FTNT>
                    <P>
                        The Heritage Foundation commented that “In administering the fuel economy program, NHTSA must (i) respect the practical needs and desires of American car buyers; (ii) take into account the economic realities of supply and demand in the auto markets; (iii) protect the affordability of vehicle options for American families; (iv) preserve the vitality of the domestic auto industry, which sustains millions of good-paying American jobs; (v) maintain highway traffic safety for the country; (vi) consider the nation's need to conserve energy; and (vii) advance the goal of reducing America's dependence on foreign supplies of critical inputs.” 
                        <SU>1369</SU>
                        <FTREF/>
                         The America First Policy Institute commented that fuel economy standards do not save consumers enough money, and that a better way to help consumers save money on fuel is “creating a regulatory environment that is more amenable to oil production and refining.” 
                        <SU>1370</SU>
                        <FTREF/>
                         CEA commented that fuel efficiency standards are a bad way to reduce carbon from the transport sector, because the compliance cost per ton is much larger than the SC-GHG you used.
                        <SU>1371</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1369</SU>
                             Heritage Foundation, Docket No. NHTSA-2023-0022-61952, at 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1370</SU>
                             America First Policy Institute, Docket No. NHTSA-2023-0022-61447, at 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1371</SU>
                             CEA, Docket No. NHTSA-2023-0022-61918, at 12. NHTSA notes that the purpose of the CAFE standards is energy conservation and reduction of fuel consumption, and that reducing CO
                            <E T="52">2</E>
                             emissions is a co-benefit of the standards. While NHTSA accounts for the economic benefit of reducing CO
                            <E T="52">2</E>
                             emissions in our cost-benefit analysis, NHTSA's decision regarding maximum feasible stringency is merely informed by and not driven by the cost-benefit analysis, and therefore NHTSA disagrees that cost per ton would be a relevant metric for distinguishing regulatory alternatives.
                        </P>
                    </FTNT>
                    <P>
                        Some comments focused on the feasibility of the proposed passenger car standards. For example, Volkswagen pointed to an analysis from the Alliance stating that most of the industry would be unable to comply with the passenger car standards in model years 2027-2031.
                        <SU>1372</SU>
                        <FTREF/>
                         The West Virginia Attorney General's Office argued that NHTSA “even admits that massive EV increases are necessary to comply with the 
                        <PRTPAGE P="52851"/>
                        Proposed Rule—after all, `manufacturers will find it difficult to improve fuel economy with [internal combustion] engine technologies.' (citing NPRM at 88 FR at 56259)” 
                        <SU>1373</SU>
                        <FTREF/>
                         CEA commented that NHTSA had not independently justified the passenger car standards and was attempting to downplay their difficulty by bundling the results with those for the light truck standards.
                        <SU>1374</SU>
                        <FTREF/>
                         Several commenters noted that net benefits for the passenger car alternatives were negative,
                        <SU>1375</SU>
                        <FTREF/>
                         with Valero arguing that NHTSA was attempting to bypass the negative net benefits by asserting that the costs to consumers are outweighed by the environmental benefits, which Valero stated were very minor and which would disappear if NHTSA had conducted a full life-cycle analysis of BEV production.
                        <SU>1376</SU>
                        <FTREF/>
                         POET argued that net benefits should be positive for passenger car drivers,
                        <SU>1377</SU>
                        <FTREF/>
                         and a number of commenters requested that the passenger car standards be set at the No-Action level for the final rule because of net benefits (both societal and to consumers).
                        <SU>1378</SU>
                        <FTREF/>
                         Porsche further argued that “In this specific proposal, where costs so dramatically outweigh consumer private benefits, it would appear NHTSA is not balancing economic practicability, but rather may be inappropriately minimizing it.” 
                        <SU>1379</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1372</SU>
                             Volkswagen, Docket No. NHTSA-2023-0022-58702, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1373</SU>
                             West Virginia Attorney General's Office, Docket No. NHTSA-2023-0022-63056, at 6, 12. NHTSA notes that this comment incompletely quotes the agency's discussion in the NPRM, in which NHTSA explained on the same page that it was not proposing to set passenger car standards higher than 2 percent per year 
                            <E T="03">because</E>
                             NHTSA is prohibited from considering the fuel economy of BEVs or the full fuel economy of PHEVs, and so NHTSA realized that expecting manufacturers to achieve more stringent standards with ICEVs and maintain reasonable costs was unrealistic.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1374</SU>
                             CEA, NHTSA-2023-0022-61918, at 25-26.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1375</SU>
                             For example, KCGA, Docket No. NHTSA-2023-0022-59007, at 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1376</SU>
                             Valero, Docket No. NHTSA-2023-0022-58547, Attachment A, at 14.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1377</SU>
                             POET, Docket No. NHTSA-2023-0022-61561, at 12.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1378</SU>
                             MCGA, Docket No. NHTSA-2023-0022-60208, at 14-15; Porsche, Docket No. NHTSA-2023-0022-59240, at 3; AmFree, Docket No. NHTSA-2023-0022-62353, at 5; RFA 
                            <E T="03">et al.</E>
                             2, Docket No. NHTSA-2023-0022-57625, at 14.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1379</SU>
                             Porsche, Docket No. NHTSA-2023-0022-59240, at 3.
                        </P>
                    </FTNT>
                    <P>
                        Other comments focused on the feasibility of the proposed light truck standards. Volkswagen argued that manufacturers will have to decrease utility to meet the proposed light truck standards.
                        <SU>1380</SU>
                        <FTREF/>
                         Porsche expressed concern that raising light truck stringency faster than passenger car stringency was unfair and “creates inequity among products, and ultimately among OEMs who sell different types of vehicles.” 
                        <SU>1381</SU>
                        <FTREF/>
                         Stellantis similarly argued that “Under an appropriate rule, multiple manufacturers should be able to readily meet standards in a category as large as the light truck/SUV category, so as to maintain competition and consumer choice and avoid unduly benefiting a single manufacturer. A rule where only one manufacturer can comfortably comply is arbitrary and capricious, at least a `relevant factor' that NHTSA has failed to consider.” 
                        <SU>1382</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1380</SU>
                             Volkswagen, Docket No. NHTSA-2023-0022-58702, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1381</SU>
                             Stellantis, Docket No. NHTSA-2023-0022-61107, at 3; AAPC, Docket No. NHTSA-2023-0022-60610, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1382</SU>
                             POET, Docket No. NHTSA-2023-0022-61561, at 12.
                        </P>
                    </FTNT>
                    <P>
                        The Alliance provided extensive comments as to why the stringency of light truck standards should not increase faster than the stringency of passenger car standards. First, they stated that light trucks are bigger and heavier with generally larger frontal area (decreasing their fuel economy), and they can perform work like off-roading, towing and hauling, which also decrease their fuel economy.
                        <SU>1383</SU>
                        <FTREF/>
                         Second, they commented that S&amp;P Global Mobility data shows that from model year 2012 to model year 2022, setting aside alternative fuel vehicles, passenger car fuel consumption improved 12 percent, while light truck fuel consumption improved 18 percent.
                        <SU>1384</SU>
                        <FTREF/>
                         And third, they disagreed at length that light trucks had less fuel economy-improving technology than passenger cars, stating that
                    </P>
                    <FTNT>
                        <P>
                            <SU>1383</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-60652, Appendix C, at 24; U.S. Chamber of Commerce, Docket No. NHTSA-2023-0022-61069, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1384</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-60652, Appendix C, at 24-25.
                        </P>
                    </FTNT>
                    <P>
                        • The powertrain efficiency of the car and truck fleets, excluding EVs, are the same—24 percent.
                        <SU>1385</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1385</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-60652, Appendix C, at 26.
                        </P>
                    </FTNT>
                    <P>
                        • Light trucks have also generally decreased roadload more quickly than passenger cars over the last decade, and the passenger car fleet (and cars as a subfleet) increased roadload.
                        <SU>1386</SU>
                        <FTREF/>
                         Passenger cars have more aero and MR in the reference baseline, but light trucks have more low rolling resistance technology, and light trucks are limited in their ability to apply aero technologies because of pickup trucks.
                        <SU>1387</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1386</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-60652, Appendix C, at 26.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1387</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-60652, Appendix C, at 32.
                        </P>
                    </FTNT>
                    <P>
                        • Light trucks have greater electrification tech levels (12v start-stop, SHEV) than passenger cars, which have a higher proportion of BEVs, which NHTSA is prohibited from considering anyway, so light trucks are more electrified for NHTSA's purposes than passenger cars, and these trends are projected to continue.
                        <SU>1388</SU>
                        <FTREF/>
                         (Ford similarly argued that LT4 was too stringent because NHTSA did not account for the “likely [slower] rates of [full] electrification in the Truck segments as compared to Car segments,” nor for the transfer cap—in EPA's program, manufacturers can just overcomply with passenger car standards and transfer as many credits as needed to offset light truck shortfalls, but NHTSA's program doesn't allow this, so LT4 is beyond maximum feasible.
                        <SU>1389</SU>
                        <FTREF/>
                        )
                    </P>
                    <FTNT>
                        <P>
                            <SU>1388</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-60652, Appendix C, at 27.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1389</SU>
                             Ford, Docket No. NHTSA-2023-0022-60837, at 7.
                        </P>
                    </FTNT>
                    <P>
                        • “While NHTSA projects that light trucks have a somewhat higher usage of basic ICE technologies than passenger cars, manufacturers may be using engine stop-start systems in combination with basic engine technologies to achieve similar benefits as passenger cars see with low-level ICE technologies. Light trucks make higher use of mid-level ICE technologies than passenger cars, and both fleets exhibit similar use of high-level ICE technologies. Based on these trends, it appears that baseline ICE technology penetration is similar or higher for light trucks as compared to passenger cars.” 
                        <SU>1390</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1390</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-60652, Appendix C, at 29-30.
                        </P>
                    </FTNT>
                    <P>
                        • “Transmission technology in the non-strongly electrified fleet is similar for both passenger cars and light trucks.” 
                        <SU>1391</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1391</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-60652, Appendix C, at 31.
                        </P>
                    </FTNT>
                    <P>
                        Based on all of these points, the Alliance concluded that light trucks have similar or more technology than passenger cars, and argued that it was unfair of NHTSA to assert that light trucks have more room to improve and should increase in stringency faster.
                        <SU>1392</SU>
                        <FTREF/>
                         Several commenters argued that NHTSA should finalize PC2/LT2, because such an alternative would be more fair to manufacturers of trucks who would otherwise have to work harder than manufacturers who build more cars, and because “If NHTSA applies the same 2% rate of increase to both car and truck fleets, that 2% increase in mpg on vehicles included in the truck fleet will 
                        <PRTPAGE P="52852"/>
                        save significantly more gallons per year than the car fleet.” 
                        <SU>1393</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1392</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-60652, Appendix C, at 33; Volkswagen, Docket No. NHTSA-2023-0022-58702, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1393</SU>
                             AAPC, Docket No. NHTSA-2023-0022-60610, at 1; Ford, Docket No. NHTSA-2023-0022-60837, at 4; Missouri Farm Bureau, Docket No. NHTSA-2023-0022-61601, at 2.
                        </P>
                    </FTNT>
                    <P>
                        Several commenters discussed the interaction of NHTSA's proposal with EPA's proposal and other government statements and programs. The Alliance commented that CAFE standards should be expressly offset from EPA's GHG standards “considering the agencies' differences in the treatment of EVs and compliance flexibilities.” 
                        <SU>1394</SU>
                        <FTREF/>
                         AVE and Nissan stated that NHTSA must align with EPA's rule.
                        <SU>1395</SU>
                        <FTREF/>
                         The U.S. Chamber of Commerce stated that all agencies should work together to ensure manufacturers can build a single fleet of compliant vehicles with sufficient lead time and regulatory certainty.
                        <SU>1396</SU>
                        <FTREF/>
                         Toyota argued that the CAA is a better tool to “support the shift to electrification,” and instead NHTSA should “focus on economically practicable ICE improvements considering the resources being diverted to electrification.” 
                        <SU>1397</SU>
                        <FTREF/>
                         Volkswagen commented that NHTSA should “make the CAFE target and framework consistent with” E.O. 14037.
                        <SU>1398</SU>
                        <FTREF/>
                         Jaguar commented that the proposal was too stringent, and that NHTSA should follow the “U.S. Blueprint for Transportation Decarbonization” published in early 2023, which built on E.O. 14037 and called for 50 percent of all new passenger cars and light trucks in model year 2030 to be zero-emission vehicles, including BEVs, PHEVs, and FCEVs.
                        <SU>1399</SU>
                        <FTREF/>
                         In contrast, the West Virginia Attorney General's Office and the Motorcycle Riders Foundation commented that CAFE rules are part of a coordinated Biden Administration strategy to force a full transition to BEVs.
                        <SU>1400</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1394</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-27803, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1395</SU>
                             AVE, Docket No. NHTSA-2023-0022-60213, at 2; Nissan, Docket No. NHTSA-2023-0022-60696, at 10.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1396</SU>
                             U.S. Chamber of Commerce, Docket No. NHTSA-2023-0022-61069, at 6.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1397</SU>
                             Toyota, Docket No. NHTSA-2023-0022-61131, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1398</SU>
                             Volkswagen, Docket No. NHTSA-2023-0022-58702, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1399</SU>
                             Jaguar, Docket No. NHTSA-2023-0022-57296, at 2, 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1400</SU>
                             West Virginia Attorney General's Office, Docket No. NHTSA-2023-0022-63056, at 6; Motorcycle Riders Foundation, Docket No. NHTSA-2023-0022-63054, at 1.
                        </P>
                    </FTNT>
                    <P>
                        A number of commenters continued with the theme of CAFE standards somehow forcing a full transition to BEVs. NAM and the Motorcycle Riders Foundation commented that NHTSA was forcing manufacturers to build only BEVs, that consumers should have choices, like strong hybrids and PHEVs, and that the market should decide whether and when BEVs should be introduced.
                        <SU>1401</SU>
                        <FTREF/>
                         MOFB expressed concern that NHTSA was forcing farmers to purchase BEVs, and argued that BEVs would not work well for farmers due to insufficient rural charging infrastructure and the time necessary for recharging, lack of range, inability to haul loads or perform in extreme temperatures, and a lack of available service technicians.
                        <SU>1402</SU>
                        <FTREF/>
                         CEI, BMW, Jaguar, and Nissan commented that the proposal would force manufacturers both to build more BEVs and to improve their ICEVs,
                        <SU>1403</SU>
                        <FTREF/>
                         and Jaguar stated that manufacturers may have to stop offering certain of their vehicles in order to comply.
                        <SU>1404</SU>
                        <FTREF/>
                         Volkswagen, Jaguar, Kia, and Hyundai commented that requiring improvements in ICEVs hindered their efforts to transition to full electrification.
                        <SU>1405</SU>
                        <FTREF/>
                         In contrast, POET stated that the proposal was forcing manufacturers to build BEVs and 
                        <E T="03">restricting</E>
                         their ability to build ICEVs, and argued that this effort was contrary to 
                        <E T="03">West Virginia</E>
                         v. 
                        <E T="03">EPA</E>
                         which says agencies cannot “substantially restructure the American energy market” in a way that “Congress had conspicuously and repeatedly declined to enact itself.” 
                        <SU>1406</SU>
                        <FTREF/>
                         API stated that NHTSA does not have authority to impose standards that effectively require a portion of the fleet to be BEV.
                        <SU>1407</SU>
                        <FTREF/>
                         KCGA argued that BEVs are heavier than ICE vehicles and thus worse for safety,
                        <SU>1408</SU>
                        <FTREF/>
                         while the Missouri Corn Growers Association argued that the proposal would significantly hurt working farmers because in combination with EPA's proposal, it “may cost the U.S. corn industry nearly one-billion bushels annually in lost corn demand,” and it would force farmers to buy BEVs when they need ICEVs.
                        <SU>1409</SU>
                        <FTREF/>
                         Several commenters stated that forcing a full transition to BEVs would be more expensive and less effective than requiring ICE improvements or high-octane low-carbon fuels.
                        <SU>1410</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1401</SU>
                             NAM, Docket No. NHTSA-2023-0022-59203-A1, at 1; Motorcycle Riders Foundation, Docket No. NHTSA-2023-0022-63054, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1402</SU>
                             Missouri Farm Bureau, Docket No. NHTSA-2023-0022-61601, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1403</SU>
                             CEI, Docket No. NHTSA-2023-0022-61121, at 6; BMW, Docket No. NHTSA-2023-0022-58614, at 2; Jaguar, Docket No. NHTSA-2023-0022-57296, at 4; Nissan, Docket No. NHTSA-2023-0022-60696, at 10.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1404</SU>
                             Jaguar, Docket No. NHTSA-2023-0022-57296, at 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1405</SU>
                             Volkswagen, Docket No. NHTSA-2023-0022-58702, at 3; Jaguar, Docket No. NHTSA-2023-0022-58702, at 4; Kia, Docket No. NHTSA-2023-0022-58542-A1, at 2; Hyundai, Docket No. NHTSA-2023-0022-48991, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1406</SU>
                             POET, Docket No. NHTSA-2023-0022-61561, at 16-17.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1407</SU>
                             API, Docket No. NHTSA-2023-0022-60234, at 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1408</SU>
                             KCGA, Docket No. NHTSA-2023-0022-59007, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1409</SU>
                             Missouri Corn Growers Association, Docket No. NHTSA-2023-0022-58413, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1410</SU>
                             KCGA, Docket No. NHTSA-2023-0022-59007, at 5; POET, Docket No. NHTSA-2023-0022-61561, at 17; RFA 
                            <E T="03">et al.</E>
                             2, Docket No. NHTSA-2023-0022-57625, at 2.
                        </P>
                    </FTNT>
                    <P>
                        Commenters also focused on the effect that they believed NHTSA's inclusion of BEVs in the analysis (generally, in the regulatory reference baseline) had on NHTSA's decision to propose PC2LT4. Valero commented that “The more EVs are assumed to penetrate the market in the baseline scenario, the easier it is for vehicle manufacturers to comply with the [proposed CAFE] standards . . . , because an EV receives the maximum compliance credit possible in the CAFE program. To help justify highly stringent CAFE standards, the agency paints a picture of the baseline where state-level ZEV mandates in sixteen states are implemented without difficulty and lead to a dramatic increase in EV sales from 2022 to 2032.” 
                        <SU>1411</SU>
                        <FTREF/>
                         Several commenters asserted that the proposed standards would not be feasible if BEVs were excluded from the analysis,
                        <SU>1412</SU>
                        <FTREF/>
                         while other commenters expressed concern that building the number of BEVs assumed in NHTSA's analysis would be more difficult than NHTSA acknowledged, due to uncertainty in future battery prices, charging infrastructure, available manufacturer capital resources, and so on.
                        <SU>1413</SU>
                        <FTREF/>
                         Toyota commented that while NHTSA claimed that BEVs in the reference baseline would happen regardless of new CAFE standards, NHTSA then went on to assume that strong hybrids would replace ICEs, when those ICEs existed because of the BEVs in the reference baseline.
                        <SU>1414</SU>
                        <FTREF/>
                         The Alliance commented 
                        <PRTPAGE P="52853"/>
                        that when it ran the model taking BEVs out of the reference baseline, setting PHEV electric operation to zero for all years, setting fine payments to zero, and otherwise keeping standard-setting restrictions, “Over a third of passenger cars are in fleets that do not meet the proposed standard in model years 2027-2032. For light trucks almost a third of production is in fleets that do not meet standards in model year 2027. In model year 2028, over three quarters of vehicles are in fleets that do not meet the proposed standard, and in model year 2029 and later nine out of every ten vehicles are in a fleet that do not meet the proposed standard.” 
                        <SU>1415</SU>
                        <FTREF/>
                         CEA argued that even though NHTSA stated in the NPRM that based on the sensitivity analysis, NHTSA would have made the same decision even if state ZEV programs were excluded, NHTSA still acknowledges that less stringent alternatives would have had higher net benefits in that case, and it would be arbitrary and capricious to decide to pick a more stringent alternative for no good reason.
                        <SU>1416</SU>
                        <FTREF/>
                         RFA 
                        <E T="03">et al.</E>
                         2 argued that NHTSA had based the maximum feasible determination on allowing BEVs starting in model year 2033, which they stated was contrary to 32902(h).
                        <SU>1417</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1411</SU>
                             Valero, Docket No. NHTSA-2023-0022-58547, Attachment C, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1412</SU>
                             Volkswagen, Docket No. NHTSA-2023-0022-58702, at 3; The Alliance, Docket No. NHTSA-2023-0022-60652, Attachment 2, at 2; Nissan, Docket No. NHTSA-2023-0022-60696, at 6; SEMA, Docket No. NHTSA-2023-0022-57386, at 3-4; Toyota, Docket No. NHTSA-2023-0022-61131, at 9; U.S. Chamber of Commerce, Docket No. NHTSA-2023-0022-61069, at 2-3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1413</SU>
                             Valero, Docket No. NHTSA-2023-0022-58547, Attachment D, at 1, 7; Subaru, Docket No. NHTSA-2023-0022-58655, at 3; KCGA, Docket No. NHTSA-2023-0022-59007, at 3; NAM, Docket No. NHTSA-2023-0022-59203-A1, at 1; AFPM, Docket No. NHTSA-2023-0022-61911, Attachment 2, at 36. NHTSA notes that it always has authority to amend CAFE standards based on new information and as appropriate, as long as statutory lead time requirements are met.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1414</SU>
                             Toyota, Docket No. NHTSA-2023-0022-61131, at 9.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1415</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-60652, Appendix A, at 7-8.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1416</SU>
                             CEA, Docket No. NHTSA-2023-0022-61918, at 8.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1417</SU>
                             RFA 
                            <E T="03">et al.</E>
                             2, Docket No. NHTSA-2023-0022-57625, at 11.
                        </P>
                    </FTNT>
                    <P>
                        A number of commenters expressed further concern that DOE's proposed revisions to the PEF, combined with the inclusion of BEVs in NHTSA's reference baseline, made the proposed standards infeasible.
                        <SU>1418</SU>
                        <FTREF/>
                         Jaguar commented that the proposed standards were too difficult with the proposed PEF revision “step change,” especially for manufacturers who were already at the cap for AC/OC,
                        <SU>1419</SU>
                        <FTREF/>
                         and stated that NHTSA must “stop the step change.” 
                        <SU>1420</SU>
                        <FTREF/>
                         Subaru, Stellantis, BMW, and Toyota also commented that the proposed new PEF would make CAFE compliance significantly more difficult, and the proposed standards beyond maximum feasible.
                        <SU>1421</SU>
                        <FTREF/>
                         Subaru and Stellantis argued that NHTSA should not have accounted for the proposed PEF revisions in the NPRM analysis.
                        <SU>1422</SU>
                        <FTREF/>
                         Volkswagen and AAPC commented that the proposed new PEF raises lead time concerns in terms of how manufacturers would comply with CAFE standards, because manufacturer plans had been based on the then-existing PEF value and revisions would mean that more BEVs (by accelerating capital investments) would be necessary to achieve the same compliance levels or face penalties.
                        <SU>1423</SU>
                        <FTREF/>
                         Jaguar added that the proposed new PEF plus the agencies' proposals to remove/reduce AC/OC would make compliance more expensive and imperil the industry's transition to full electrification.
                        <SU>1424</SU>
                        <FTREF/>
                         Volkswagen and AAPC also expressed concern that the proposed new PEF would lead to different compliance answers for NHTSA and EPA.
                        <SU>1425</SU>
                        <FTREF/>
                         GM stated that if the proposed new PEF is finalized, GM would not support PC2LT4; that if the PEF remained at the then-existing value, GM would support PC2LT4; and that if the proposed new PEF took effect in model year 2030, GM 
                        <E T="03">could</E>
                         support PC2LT4 but still had concern regarding “substantial CAFE/GHG alignment issues starting” whenever the new PEF goes into effect.
                        <SU>1426</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1418</SU>
                             Kia, Docket No. NHTSA-2023-0022-58542-A1, at 2; AAPC, Docket No. NHTSA-2023-0022-60610, at 3-5; Honda, Docket No. NHTSA-2023-0022-61033, at 6.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1419</SU>
                             Jaguar, Docket No. NHTSA-2023-0022-57296, at 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1420</SU>
                             Jaguar, Docket No. NHTSA-2023-0022-57296, at 6.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1421</SU>
                             Subaru, Docket No. NHTSA-2023-0022-58655, at 3; Stellantis, Docket No. NHTSA-2023-0022-61107, at 3-8; BMW, Docket No. NHTSA-2023-0022-58614, at 2; Toyota, Docket No. NHTSA-2023-0022-61131, at 2, 14.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1422</SU>
                             Subaru, Docket No. NHTSA-2023-0022-5865, at 4; Stellantis, Docket No. NHTSA-2023-0022-61107, at 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1423</SU>
                             Volkswagen, Docket No. NHTSA-2023-0022-58702, at 3; AAPC, Docket No. NHTSA-2023-0022-60610, at 5.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1424</SU>
                             Jaguar, Docket No. NHTSA-2023-0022-57296, at 3, 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1425</SU>
                             Volkswagen, Docket No. NHTSA-2023-0022-58702, at 6; AAPC, Docket No. NHTSA-2023-0022-60610, at 3-5.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1426</SU>
                             GM, Docket No. NHTSA-2023-0022-60686, at 6.
                        </P>
                    </FTNT>
                    <P>NHTSA has considered these comments carefully, although we note that some of them are beyond our ability to consider—specifically, if NHTSA is prohibited by statute from considering the fuel economy of electric vehicles in determining maximum feasible fuel economy standards, NHTSA does not believe that it can specifically consider the fact that changing the PEF value may change manufacturers' CAFE compliance strategies in future model years. The PEF value is literally the value that turns BEV energy consumption into fuel economy, and BEV fuel economy is exactly what NHTSA may not consider in determining maximum feasible standards (among other things).</P>
                    <P>However, NHTSA finds some of the comments to be persuasive, particularly regarding the idea that the proposed light truck standards may well be too stringent if manufacturers are going to successfully undertake the technological transition that NHTSA cannot consider directly, and the idea that compliance shortfalls that result in civil penalties and no additional fuel savings benefit neither manufacturers, nor consumers, nor energy conservation.</P>
                    <P>Comments regarding the stringency of the passenger car fleet were less contentious than those regarding stringency of the light truck fleet. NHTSA agreed with many of the commenters, including the Alliance, that maintaining the proposed stringency levels for the passenger car fleet was acceptable, when considered in conjunction with a less stringent light truck standard. GM, too, stated that it could accept the proposed stringency for passenger cars under certain circumstances.</P>
                    <P>In response to these comments, for the final rule NHTSA created a new alternative, PC2LT002, combining elements of alternatives presented in the NPRM analysis, out of concern that existing manufacturer commitments to technology development make further improvements to the light truck fleet economically impracticable for model years 2027-2028, due to the need to reserve development and production funds for other purposes, and make light truck improvements at the proposed rate beyond economically practicable for model years 2029-2031.</P>
                    <P>The following text will walk through the four statutory factors in more detail and discuss NHTSA's decision-making process more thoroughly. The balancing of factors presented here represents NHTSA's thinking based on all of the information presented by the commenters and in the record for this final rule.</P>
                    <P>For context and the reader's reference, here again are the regulatory alternatives among which NHTSA has chosen maximum feasible CAFE standards for model years 2027-2031, representing different annual rates of stringency increase over the required levels in model year 2026:</P>
                    <GPH SPAN="3" DEEP="179">
                        <PRTPAGE P="52854"/>
                        <GID>ER24JN24.223</GID>
                    </GPH>
                    <P>
                        In evaluating the statutory factors to determine maximum feasible standards, EPCA's overarching purpose of energy conservation suggests that NHTSA should begin with the need of the U.S. to conserve energy. According to the analysis presented in Section V and in the accompanying FRIA, Alternative PC6LT8 is estimated to save consumers the most in fuel costs compared to any of the baselines.
                        <SU>1427</SU>
                        <FTREF/>
                         Even in the rulemaking time frame of model years 2027-2032, when many forces other than CAFE standards will foreseeably be driving higher rates of passenger car and light truck electrification, NHTSA believes that gasoline will still likely be the dominant fuel used in LD transportation. This means that consumers, and the economy more broadly, remain subject to fluctuations in gasoline price that impact the cost of travel and, consequently, the demand for mobility. The American economy is largely built around the availability of affordable personal transportation. Vehicles are long-lived assets, and the long-term price uncertainty and volatility of petroleum prices still represents a risk to consumers. By increasing the fuel economy of vehicles in the marketplace, more stringent CAFE standards help to better insulate consumers, and the economy more generally, against these risks over longer periods of time. Fuel economy improvements that reduce demand are an effective hedging strategy against price volatility because gasoline prices are linked to global oil prices. Continuing to reduce the amount of money that consumers spend on vehicle fuel thus remains an important consideration for the need of the U.S. to conserve energy. Additionally, by reducing U.S. participation in global oil markets, fuel economy standards also improve U.S. energy security and our national balance of payments. Again, by reducing the most fuel consumed, Alternative PC6LT8 would likely best serve the need of the U.S. to conserve energy in these respects.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1427</SU>
                             
                            <E T="03">See</E>
                             Table V-20 and Table V-21, which illustrate that fuel savings increase for passenger cars and light trucks as alternative-stringency increases under both model year and calendar year accounting methods.
                        </P>
                    </FTNT>
                    <P>
                        With regard to pollution effects, Alternative PC6LT8 would also result in the greatest reduction in CO
                        <E T="52">2</E>
                         emissions over time, and thus have the largest (relative) impact on climate change, as assessed against any of the baselines.
                        <SU>1428</SU>
                        <FTREF/>
                         The effects of other pollutants are more mixed—while the emissions of NO
                        <E T="52">X</E>
                         and PM
                        <E T="52">2.5</E>
                         eventually decrease over time, with effects being greater as stringency increases, SO
                        <E T="52">X</E>
                         emissions could marginally increase by 2050, after significant fluctuation, in all of the alternatives including the No-Action alternative, due to greater use of electricity for PHEVs and BEVs, although differences between the action alternatives are modest and SO
                        <E T="52">x</E>
                         emissions would be significantly lower than they are at present.
                        <SU>1429</SU>
                        <FTREF/>
                         Chapter 8.2.5 of the FRIA discusses estimated environmental effects of the regulatory alternatives in more detail.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1428</SU>
                             
                            <E T="03">See</E>
                             Table V-23, which illustrates that CO
                            <E T="52">2</E>
                             emissions are further reduced as alternative-stringency increases, with PC6LT8 reducing the most CO
                            <E T="52">2</E>
                             over time.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1429</SU>
                             
                            <E T="03">See</E>
                             Section V.C of the preamble above for more discussion on these analytical results, as well as FRIA Chapter 8.2 and Chapter 4 of the EIS.
                        </P>
                    </FTNT>
                    <P>
                        These results are a direct consequence of the input assumptions used for this analysis, as well as the uncertainty surrounding these assumptions. However, both relative and absolute effects for NO
                        <E T="52">X</E>
                        , PM
                        <E T="52">2.5</E>
                        , and SO
                        <E T="52">X</E>
                         under each regulatory alternative are quite small in the context of overall U.S. emissions of these pollutants, and even in the context of U.S. transportation sector emissions of these pollutants. CAFE standards are not a primary driver for these pollutants; the estimated effects instead come largely from potential changes in travel demand that may result from improved fuel economy, rather than from the standards themselves. NHTSA would thus say, generally speaking, that Alternative PC6LT8 likely best meets the need of the U.S. to conserve energy in terms of environmental effects, because it saves the most fuel under either baseline considered, which consequently means that it (1) maximizes consumer savings on fuel costs, (2) reduces a variety of pollutant emissions by the greatest amount, and (3) most reduces U.S. participation in global oil markets, with attendant benefits to energy security and the national balance of payments.
                    </P>
                    <P>However, even though Alternative PC6LT8 may best meet the need of the U.S. to conserve energy, and even though other regulatory alternatives may also contribute more to the need of the U.S. to conserve energy than the preferred alternative, NHTSA concludes that those other alternatives are beyond maximum feasible in the rulemaking time frame. NHTSA is arriving at this conclusion based on the other factors that we consider, because all of the statutory factors must be considered in determining maximum feasible CAFE standards. The need of the U.S. to conserve energy nearly always works in NHTSA's balancing to push standards more stringent, while other factors may work in the opposite direction.</P>
                    <P>
                        Specifically, based on the information currently available, NHTSA concludes that the more stringent regulatory alternatives considered in this analysis land past the point of economic practicability in this time frame. In considering economic practicability, NHTSA tries to evaluate where the 
                        <PRTPAGE P="52855"/>
                        tipping point in the balancing of factors might be through a variety of metrics and considerations, examined in more detail below.
                    </P>
                    <P>We underscore again that the modeling analysis does not dictate the “answer,” it is merely one source of information among others that aids NHTSA's balancing of the standards. We similarly underscore that there is no single bright line beyond which standards might be economically impracticable, and that these metrics are not intended to suggest one; they are simply ways to think about the information before us. The discussion of trying to identify a “tipping point” is simply an attempt to grapple with the information, and the ultimate decision rests with the decision-maker's discretion.</P>
                    <P>While the need of the U.S. to conserve energy may encourage NHTSA to be more technology-forcing in its balancing, regulatory alternatives that can only be achieved by the extensive application of advanced technologies besides BEVs are not economically practicable in the MY 2027-2031 time frame and are thus beyond maximum feasible. Technology application can be considered as “which technologies, and when”—both the technologies that NHTSA's analysis suggests would be used, and how that application occurs given manufacturers' product lifecycles. It is crucially important to remember that NHTSA's decision-making with regard to economic practicability and what standards are maximum feasible overall must be made in the context of the 32902(h) restrictions against considering the fuel economy of BEVs and the full fuel economy of PHEVs. Our results comply with those restrictions, and it is those results that inform NHTSA's decision-making.</P>
                    <P>Additionally, as discussed in Section VI.A, NHTSA concludes in this final rule that many of the alternatives are beyond technologically feasible considering the technologies available to be considered under the statutorily-constrained analysis, and the constraints of planned redesign cycles, a point that was not a concern in prior rulemakings due to the state of technology development at that time. NHTSA has historically understood technological feasibility as referring to whether a particular method of improving fuel economy is available for deployment in commercial application in the model year for which a standard is being established. While all of the technology in NHTSA's analysis is already available for deployment, the statutory requirement to exclude fuel economy improvements due to BEVs (and the full fuel economy of PHEVs) from consideration of maximum feasible standards means that NHTSA must focus on technology available to improve the fuel economy of ICEs, and on the remaining vehicles that are not yet anticipated to be fully electric during the rulemaking time frame. Many commenters agreed that when these forms of electrification were excluded, more stringent standards were not technologically feasible considering the technologies available to be considered under the statutorily-constrained analysis and the constraints of planned redesign cycles.</P>
                    <P>In terms of the levels of technology required and which technologies those may be, NHTSA's analysis estimates manufacturers' product “cadence,” representing them in terms of estimated schedules for redesigning and “freshening” vehicles, and assuming that significant technology changes will be implemented during vehicle redesigns—as they historically have been. Once applied, a technology will be carried forward to future model years until superseded by a more advanced technology, if one exists that NHTSA can consider in the statutorily-constrained analysis. If manufacturers are already applying technology widely and intensively to meet standards in earlier years, then during the model years subject to the rulemaking more technology may simply be unavailable to apply (having already been applied or being statutorily prohibited for purposes of NHTSA's analysis), or redesign opportunities may be very limited, causing manufacturers to fail to comply and making standards less economically practicable.</P>
                    <P>
                        In the rulemaking time frame, running out of available technology is the fundamental issue that distinguishes the regulatory alternatives. Per-vehicle cost,
                        <SU>1430</SU>
                        <FTREF/>
                         according to the analysis, is relatively low as compared to what NHTSA determined was tolerable in prior rounds of rulemaking for both cars and trucks, for most alternatives in most model years, compared to the reference baseline or the No ZEV alternative baseline, although some manufacturers are affected more than others, and sales and employment effects are minimal and not dispositive.
                        <SU>1431</SU>
                        <FTREF/>
                         Some commenters noted that per-vehicle costs for the proposal were lower than what NHTSA had considered to be still within the range of economic practicability in prior rules. NHTSA agrees that this is the case and recognizes that the per-vehicle costs for the final rule are significantly lower than for the proposal, but NHTSA also recognizes manufacturer concerns with retaining all available capital and resources for the technology transition that NHTSA cannot consider directly.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1430</SU>
                             Because our analysis includes estimates of manufacturers' indirect costs and profits, as well as civil penalties that some manufacturers (as allowed under EPCA/EISA) might choose to pay in lieu of achieving compliance with CAFE standards, we report cost increases as estimated average increase in vehicle price (as MSRP). NHTSA does not expect that the prices of every vehicle would increase by the same amount; rather, the agency's underlying analysis shows unit costs varying widely between different vehicle models, as evident in the model output available on NHTSA's website. While we recognize that manufacturers will distribute regulatory costs throughout their fleet to maximize profit, we have not attempted to estimate strategic pricing as requested by some commenters, having insufficient data (which would likely be CBI) on which to base such an attempt. Additionally, even recognizing that manufacturers will distribute regulatory costs throughout their fleets, NHTSA still believes that average per-vehicle cost is useful for illustrating the possible broad affordability implications of new standards. 
                        </P>
                        <P>
                            The technology costs described here are what NHTSA elsewhere calls “regulatory costs,” which means the combination of additional costs of technology added to meet the standards, plus any civil penalties paid in lieu of meeting standards. This is not an assessment that manufacturers 
                            <E T="03">will</E>
                             pay civil penalties, it is simply an assumption for purposes of this analysis and subject to its constraints that some manufacturers 
                            <E T="03">could choose</E>
                             to pay civil penalties rather than apply additional technology if they deem that approach more cost-effective. Manufacturers are always free to choose their own compliance path.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1431</SU>
                             See Section V.A. and FRIA 8.2.2 and 8.2.7.
                        </P>
                    </FTNT>
                    <P>The tables below show additional regulatory (estimated technology plus estimated civil penalties) costs estimated to be incurred under each action alternative as compared to the No-Action Alternative, given the statutory restrictions under which NHTSA conducts its “standard setting” analysis:</P>
                    <BILCOD>BILLING CODE 4910-59-P</BILCOD>
                    <GPH SPAN="3" DEEP="626">
                        <PRTPAGE P="52856"/>
                        <GID>ER24JN24.224</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="620">
                        <PRTPAGE P="52857"/>
                        <GID>ER24JN24.225</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="635">
                        <PRTPAGE P="52858"/>
                        <GID>ER24JN24.226</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="638">
                        <PRTPAGE P="52859"/>
                        <GID>ER24JN24.227</GID>
                    </GPH>
                    <BILCOD>BILLING CODE 4910-59-C</BILCOD>
                    <P>
                        The figures above illustrate clearly that results vary by manufacturer, by year, and by fleet. NHTSA typically considers average results for a metric 
                        <PRTPAGE P="52860"/>
                        like per-vehicle cost, in part because NHTSA has typically approached economic practicability as a question for the industry as a whole, such that standards can still be maximum feasible even if they are harder for some manufacturers than others.
                        <SU>1432</SU>
                        <FTREF/>
                         The average passenger car cost increase under PC6LT8 is $537 in model year 2027 but rises rapidly thereafter, exceeding $2,300 by model year 2031. In contrast, the average passenger car cost increase under PC2LT002 reaches only $409 by model year 2031. This is a fairly stark difference between the least and most stringent action alternatives. Industry average passenger car costs are lower for PC1LT3 than for PC2LT002, as might be assumed given the slower rate of increase, but the increase for model years 2029-2031 passenger cars under PC2LT4 as compared to PC2LT002 is about $100 more per vehicle in any given model year, even though the rate of increase—2 percent per year for passenger cars—is the same for both alternatives. This is largely a function of higher average civil penalties for light trucks under LT4 being distributed across all of a manufacturer's fleets, rather than an inherent difference in passenger car technology costs under the two different PC2 alternatives. NHTSA believes that this approach to distributing civil penalties is reasonable, even though manufacturers may have different pricing strategies in the real world, but we lack more precise information to target penalty distribution more specifically and invite manufacturers to share whatever information might increase the specificity of our assumptions for future rounds of rulemaking. Industry average passenger car costs for PC3LT5 are nearly double those for PC2LT002 and PC2LT4. Under the No ZEV alternative baseline, average passenger car costs are higher for every alternative, ranging from $384 for PC1LT3 in MY 2031, to $2,948 for PC6LT8 in MY 2031. As under the reference baseline, industry average passenger car costs for PC3LT5 are nearly double those for PC2LT002 and PC2LT4, and PC2LT4 is slightly more expensive than PC2LT002 due to distribution of civil penalties as discussed above.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1432</SU>
                             
                            <E T="03">See, e.g.,</E>
                             87 FR at 25969 (“If the overarching purpose of EPCA is energy conservation, NHTSA believes that it is reasonable to expect that maximum feasible standards may be harder for some automakers than for others, and that they need not be keyed to the capabilities of the least capable manufacturer. Indeed, keying standards to the least capable manufacturer may disincentivize innovation by rewarding laggard performance.”).
                        </P>
                    </FTNT>
                    <P>For light trucks, the average light truck cost increase under PC6LT8 is $541 in model year 2027, and (similarly to cars) rises rapidly thereafter, exceeding $3,000 by model year 2031. In contrast, the average light truck cost increase under PC2LT002 reaches only $409 by model year 2032. As for cars, this is a fairly stark difference between these alternatives. Comparing average light truck cost increases between PC2LT002 and PC1LT3, industry average light truck costs more than double, and model year 2031 industry average light truck costs for PC2LT4 are triple those for PC2LT002. Under the No ZEV alternative baseline, average light truck costs are higher for every alternative, ranging from $677 for PC2LT002 in MY 2031, to $3,722 for PC6LT8 in MY 2031. As under the reference baseline, industry average light truck costs increase fairly rapidly as stringency increases. As discussed in Section VI.A, while NHTSA has no bright-line rule regarding the point at which per-vehicle cost becomes economically impracticable, when considering the stringency increases (and attendant costs) that manufacturers will be facing over the period immediately prior to these standards, in the form of the model years 2024-2026 standards, NHTSA has concluded that the over-$3,000 per vehicle estimated for PC6LT8 by model year 2032 is too much. model year 2031 average costs for PC2LT4 and PC3LT5 are more in line with the levels of per-vehicle costs that NHTSA has considered to be economically practicable over the last dozen years of rulemakings.</P>
                    <P>
                        However, average results may be increasingly somewhat misleading as manufacturers transition their fleets to the BEVs whose fuel economy NHTSA is prohibited from considering when setting the standards. This is because fuel economy in the fleet has historically been more of a normal distribution (
                        <E T="03">i.e.,</E>
                         a bell curve), and with more and more BEVs, it becomes more of a bimodal distribution (
                        <E T="03">i.e.,</E>
                         a two-peak curve). Attempting to average a bimodal distribution does not necessarily give a clear picture of what non-BEV-specialized manufacturers are capable of doing, and regardless, NHTSA is directed not to consider BEV fuel economy. Thus, examining individual manufacturer results more closely may be more illuminating, particularly the results for the manufacturers who have to deploy the most technology to meet the standards.
                    </P>
                    <P>
                        Looking at per-manufacturer results for passenger cars, under PC6LT8, nearly every non-BEV-only manufacturer would exceed more than $2,000 per passenger car in regulatory costs by model year 2031 under the reference baseline analysis, with higher costs (over $3,000) for GM, Hyundai, Kia, Mazda, and Stellantis. Costs are somewhat higher under the No ZEV alternative baseline than under the reference baseline, as shown in Section VI.A above. In the standard-setting analysis which NHTSA must consider here, significant levels of advanced MR, SHEV, and advanced engine technologies tend to be driving many of these cost increases. These changes are best understood in context—passenger car sales have been falling over recent years while prices have been rising, and most of the new vehicles sold in the last couple of years have been more expensive models.
                        <SU>1433</SU>
                        <FTREF/>
                         NHTSA does not want to inadvertently burden passenger car sales by requiring too much additional cost for new vehicles, particularly given the performance of the passenger car fleet in comparison to the light truck fleet in terms of mileage gains; every mile driven in passenger cars is, on average, more fuel-efficient than miles driven in light trucks. While the costs of PC2LT002 or PC2LT4 may challenge some manufacturers of passenger cars, they will generally do so by much less than PC3LT5.
                        <SU>1434</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1433</SU>
                             Tucker, S.2021. Automakers Carry Tight Inventories: What Does It Mean to Car Buyers? Kelly Blue Book. Available at: 
                            <E T="03">https://www.kbb.com/car-advice/automakers-carry-tight-inventories-what-does-it-mean-to-car-buyers/</E>
                            <E T="03">.</E>
                             (Accessed: Feb. 28, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1434</SU>
                             This is particularly true for a manufacturer like GM who clearly struggles in the statutorily-constrained analysis to control costs as alternative stringency increases.
                        </P>
                    </FTNT>
                    <P>
                        Looking at per-manufacturer results for light trucks, under PC6LT8, every non-BEV-only manufacturer but Subaru and Toyota would exceed $2,000 in per-vehicle costs by model year 2031, with nearly all of those exceeding $3,000. This is likely due to a combination of high MR levels, advanced engines, advanced transmissions, SHEV, and (for PC6LT8, particularly) PHEV technologies being applied to trucks in order to meet PC6LT8. The only alternative with no manufacturer exceeding $2,000 in any model year under the reference baseline analysis is PC2LT002, because GM exceeds $2,000 in model year 2031 under PC1LT3. Costs are somewhat higher under the No ZEV alternative baseline than under the reference baseline, as shown in Section VI.A above, with JLR exceeding $2,000 in MY 2031 even under PC2LT002. Again, this is not to say that $2,000 is a bright line threshold for economic practicability, but simply to recognize that manufacturers, including GM and 
                        <PRTPAGE P="52861"/>
                        JLR, commented extensively about the need to retain resources for the technological transition that NHTSA cannot consider directly. NHTSA 
                        <E T="03">may</E>
                         consider availability of resources, and NHTSA would not want CAFE standards to complicate manufacturer efforts to save more fuel in the longer term by diverting resources in the shorter term.
                    </P>
                    <P>As discussed above, this is particularly the case for civil penalty payment—during this rulemaking time frame, given the technological transition underway, NHTSA agrees with industry commenters that civil penalty payments resulting from CAFE non-compliance would divert needed resources from that transition without conserving additional energy. NHTSA has typically considered shortfalls in the context of economic practicability, but as discussed in Section VI.A, as the fleet approaches the technological limits of what NHTSA may consider by statute in setting standards, manufacturers appearing in the analysis to run out of technology may increasingly be an issue of technological feasibility as well. Some commenters suggested that NHTSA was conflating these two factors in considering them this way, btu NHTSA believes it is still giving full effect to all relevant factors even if they begin to blend somewhat as the world changes and as the statutory constraints become more constraining on NHTSA's ability to account for the real world in its decision-making.</P>
                    <P>
                        Section VI.A discussed the phenomenon in the analysis that manufacturers attempting to comply with future CAFE standards could “run out of technology” just because opportunities were lacking to redesign enough of their vehicles consistent with their normal redesign schedule. NHTSA does not account for the possibility that manufacturers would choose to “break” their redesign schedules to keep pace with more stringent standards, in large part because the costs to do so would be significant and NHTSA does not have the information needed to reflect such an effort. The figures below illustrate, for passenger cars and light trucks, how technology application (in this case, SHEVs, which are essentially the end of the powertrain decision tree for purposes of the constrained analysis 
                        <SU>1435</SU>
                        <FTREF/>
                        ) lack of redesign opportunity and manufacturer likelihood of shortfalls interact. The number for any given manufacturer, model year, and regulatory alternative is the portion of the fleet that is lower on the decision trees than SHEV (typically MHEV or ICEV). Cells with boxes around them indicate shortfalls. For nearly every instance where a manufacturer is unable to achieve the standard, their fleet has already been converted to SHEV or above (represented by a darker box with a zero inside).
                        <SU>1436</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1435</SU>
                             Other non-powertrain technologies are, of course, available to manufacturers to apply in the analysis, but in terms of meeting the higher stringency alternatives under the constrained analysis, no other technology besides SHEV is as cost-effective. NHTSA therefore uses SHEVs for this illustration because it is the technology that the model is most likely to choose for manufacturer compliance, even if it is not necessarily the technology path that all manufacturers 
                            <E T="03">will</E>
                             choose in the future.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1436</SU>
                             There are a few instances in these illustrations where a manufacturer-fleet combination is not in compliance and appears to have some vehicles eligible for powertrain redesign (as shown with a non-zero value inside the box). These are cases in which compliance logic restricts certain SHEV technology, tech conversion is not cost-effective, or where the domestic fleet is not in compliance but the only vehicles eligble for redesign are in the imported car fleet (or vice versa).
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="307">
                        <GID>ER24JN24.228</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="307">
                        <PRTPAGE P="52862"/>
                        <GID>ER24JN24.229</GID>
                    </GPH>
                    <P>The figures show that for some manufacturers, for some fleets, some shortfalls are almost inevitable (in the constrained analysis) no matter the alternative. In the passenger car fleet, Stellantis clearly would be expected to routinely default to penalty payments under all alternatives but particularly those more stringent than PC2LT002; in the light truck fleet, BMW, GM, Jaguar, Mercedes, Stellantis, and Volkswagen shortfall repeatedly given redesign cycle constraints under all alternatives except PC2LT002, and even under PC2LT002, GM particularly continues to struggle for multiple model years, due to earlier redesigns that responded to the model years 2024-2026 standards and an otherwise relatively long redesign schedule. NHTSA believes that this lends more support to the conclusion that PC2LT002 is maximum feasible.</P>
                    <P>Shortfall trends are slightly exacerbated for all action alternatives (although results vary by manufacturer) under the No ZEV alternative baseline analysis, as follows:</P>
                    <GPH SPAN="3" DEEP="335">
                        <PRTPAGE P="52863"/>
                        <GID>ER24JN24.230</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="334">
                        <PRTPAGE P="52864"/>
                        <GID>ER24JN24.231</GID>
                    </GPH>
                    <P>As under the reference baseline analysis, the figures show that for some manufacturers, for some fleets, shortfalls are almost inevitable (in the constrained analysis) under the No ZEV alternative baseline, no matter the action alternative. In the passenger car fleet, Stellantis would be expected to routinely default to penalty payments under all alternatives; in the light truck fleet, BMW, GM, Jaguar, Mercedes, Stellantis, Volvo, and Volkswagen shortfall repeatedly given redesign constraints under all alternatives except PC2LT002, and even under PC2LT002, GM particularly continues to default to penalty payments for multiple model years, due to earlier redesigns that responded to the model years 2024-2026 standards and an otherwise relatively long redesign schedule. Toyota, Volvo, and Subaru also see powertrain constraints in PC1LT3, where they did not when the alternative was run relative to the reference baseline case. NHTSA believes that this lends more support to the conclusion that PC2LT002 is maximum feasible.</P>
                    <P>
                        The following tables help to illustrate that in many cases, manufacturers simply lack redesign opportunities during the rulemaking time frame, and as stringency increases across the alternatives, that lack of redesign opportunities becomes more dire in terms of civil penalties consequently owed. “Share eligible” means the percent of this manufacturer's fleet that can be redesigned in this model year and are conventional or MHEV powertrain,
                        <SU>1437</SU>
                        <FTREF/>
                         “compliance position” means the mpg amount by which the manufacturer's fleet performance exceeds or falls short of the manufacturer's fleet target, and “civil penalties” means the average amount of civil penalties per vehicle of the passenger car or light truck fleet that the manufacturer would owe as a consequence of a shortfall. These tables provide results estimated versus the reference baseline; results estimated against the No ZEV alternative baseline are generally similar, although some manufacturers' estimated results vary.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1437</SU>
                             These tables present eligibility results based on powertrain technology, and vehicle powertrain changes are only available at vehicle redesigns. Manufacturers also apply non-powertrain technology to improve vehicle fuel economy, and likely do so in these examples. To simplify the discussion, these changes are omitted from the table and we are only showing technologies that have the highest cost effectiveness, and likely to drive compliance.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="352">
                        <PRTPAGE P="52865"/>
                        <GID>ER24JN24.232</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="352">
                        <PRTPAGE P="52866"/>
                        <GID>ER24JN24.233</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="352">
                        <PRTPAGE P="52867"/>
                        <GID>ER24JN24.234</GID>
                    </GPH>
                      
                    <GPH SPAN="3" DEEP="352">
                          
                        <PRTPAGE P="52868"/>
                        <GID>ER24JN24.235</GID>
                    </GPH>
                        
                    <GPH SPAN="3" DEEP="352">
                          
                        <PRTPAGE P="52869"/>
                        <GID>ER24JN24.236</GID>
                    </GPH>
                        
                    <GPH SPAN="3" DEEP="352">
                          
                        <PRTPAGE P="52870"/>
                        <GID>ER24JN24.237</GID>
                    </GPH>
                      
                    <P>Under the No ZEV alternative baseline analysis, the light truck fleet is more impacted, but not significantly more impacted than under the reference baseline analysis. NHTSA believes that this lends more support to the importance of reducing light truck standard stringency relative to the proposal.</P>
                    <P>
                        For purposes of the constrained analysis that NHTSA considers for determining maximum feasible standards, manufacturer shortfalls lead necessarily to civil penalties during the model years covered by the rulemaking when manufacturers are prohibited from using credit reserves in a given fleet. As the tables above show, civil penalties increase rapidly as the stringency of regulatory alternatives increase, with some manufacturers facing (in the constrained analysis) penalties of over $2,000 per vehicle for some fleets by model year 2031 under PC6LT8. GM in particular faces penalties of over $1,000 per light truck even under PC2LT4, and roughly an additional $600 per light truck in each model year 2029 through 2031 as stringency increases from PC2LT002 to PC1LT3. For model year 2031 alone, this equates to an increase of $907 million in penalties for GM if NHTSA were to choose PC1LT3 over PC2LT002. Civil penalties for GM increase by a similar magnitude ($895 million) between PC2LT002 and PC1LT3 under the No ZEV alternative baseline. As industry commenters pointed out, civil penalties are resources diverted from the technological transition that NHTSA cannot consider directly—but NHTSA is not prohibited from considering the resources necessary to make that transition, and NHTSA accepts the premise that manufacturers need maximum available resources now to potentially conserve more energy in the longer run. NHTSA has thus also examined civil penalties as a share of regulatory costs as a potential metric for economic practicability in this rulemaking. Table VI-11 and Table VI-12 in Section VI.A.5.a(2) above illustrate civil penalties as a share of regulatory costs for the entire industry for each fleet under each regulatory alternative. NHTSA concluded there that PC2LT002 represents the alternative considered with the lowest economic impacts on manufacturers. With nearly half of light truck manufacturers facing shortfalls under PC1LT3, and over 30 percent of regulatory costs being attributable to civil penalties, given the concerns raised by manufacturers regarding their ability to finance the ongoing technological transition if they must divert funds to paying CAFE penalties, NHTSA believes that PC1LT3 is beyond economically practicable in this particular rulemaking time frame. Given that the proposal, PC2LT4, is even more stringent and results in even higher civil penalties, it too must be beyond economically practicable in this particular rulemaking time frame, when evaluated relative to either the reference baseline analysis or the No ZEV alternative baseline.
                        <SU>1438</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1438</SU>
                             NHTSA recognizes that the Alliance provided extensive comments as to why it believed the stringency of light truck standards should not increase faster than the stringency of passenger car standards. Given NHTSA's decision to reduce the stringency of the light truck standards, NHTSA considers these comments overtaken by events.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA received comments from industry stakeholders arguing with NHTSA's reflection of DOE's proposed revisions to the PEF in CAFE analysis. Industry stakeholders expressed concern about the effects of a revised 
                        <PRTPAGE P="52871"/>
                        PEF value on their CAFE compliance positions,
                        <SU>1439</SU>
                        <FTREF/>
                         and stated that NHTSA should reduce the final rule stringency relative to the proposal to account for these effects. In response, NHTSA notes that it cannot consider the fuel economy of BEVs in determining maximum feasible CAFE standards, and the PEF value exists to translate energy consumed by electric and partially-electric vehicles into miles per gallon. NHTSA interprets 49 U.S.C. 32902(h) as therefore expressly prohibiting NHTSA from considering how the PEF revisions affect manufacturers' CAFE compliance positions as part of its determination of new maximum feasible CAFE standards. NHTSA interprets 32902(h) as allowing the agency to consider the 
                        <E T="03">resources</E>
                         needed to build BEVs 
                        <E T="03">for reasons other than CAFE,</E>
                         but as prohibiting direct consideration of BEV fuel economy (as calculated using the PEF, whatever the PEF value is) in the standard-setting decision. NHTSA reflects the now-final revised PEF value in the final rule analysis in order to properly calculate manufacturers' reference baseline fuel economy positions but cannot use the revised PEF value as an excuse to set less stringent CAFE standards. NHTSA did conduct a sensitivity analysis run with the prior PEF value,
                        <SU>1440</SU>
                        <FTREF/>
                         and found that the manufacturers' relative behavior under the alternatives remained similar to the central analysis. While the specific model results did (predictably) change, the underlying mechanisms as discussed in Section VI.A driving the feasibilities of the alternatives under consideration remained the same. As a result, NHTSA believes the use of the prior PEF value would likely not have produced a change in final standard selection. Moreover, as discussed above, there are adequate reasons in the constrained analysis for NHTSA to find that less stringent standards than the proposal reach the limits of economic practicability in the rulemaking time frame.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1439</SU>
                             NHTSA has no authority to “stop” DOE's process of revising the PEF, as some commenters requested.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1440</SU>
                             
                            <E T="03">See</E>
                             Chapter 9 of the FRIA.
                        </P>
                    </FTNT>
                    <P>
                        As also discussed above and in the TSD and FRIA accompanying this final rule, the No-Action Alternative includes a considerable amount of fuel-saving technology applied in response to (1) the reference baseline (set in 2022) CAFE and CO
                        <E T="52">2</E>
                         standards, (2) fuel prices and technology cost-effectiveness (which accounts for recently-developed tax incentives), (3) the California Framework Agreements (albeit only for some intervening model years), (4) ZEV programs in place in California and other States, and (5) manufacturer voluntary deployment of ZEVs consistent with ACC II, regardless of whether it becomes legally binding. The effects of this reference baseline application of technology are not attributable to this action, and NHTSA has therefore excluded these from our estimates of the incremental technology application, benefits, and costs that could result from each action alternative considered here. NHTSA's obligation is to understand and evaluate the effects of 
                        <E T="03">potential future CAFE standards, as compared to</E>
                         what is happening in the reference baseline. We realize that manufacturers face a combination of regulatory requirements simultaneously, which is why NHTSA seeks to account for those in its analytical reference baseline, and to determine what the additional incremental effects of different potential future CAFE standards would be, within the context of our statutory restrictions. Additionally, for both passenger cars and light trucks, NHTSA notes that in considering the various technology penetration rates for fleets, readers (and NHTSA) must keep in mind that due to the statutory restrictions, NHTSA's analysis considers these technologies as applicable to the remaining ICE vehicles that have not yet electrified for reasons reflected in the reference baseline. This means that the rates apply to only a fraction of each overall fleet, and thus represent a higher rate for that fraction.
                    </P>
                    <P>However, NHTSA also recognizes that technology applied in the reference baseline, or technological updates made in response to the reference baseline, may limit the technology available to be applied during the rulemaking time frame. As discussed above, if a manufacturer has already widely applied SHEV (for example) in the reference baseline, then the SHEV vehicles cannot be improved further under the constrained analysis. If a manufacturer has redesigned vehicles in order to meet reference baseline obligations and does not have another (or many) redesign opportunity during the rulemaking time frame, then the manufacturer may be unable to meet its CAFE standard and may face civil penalties. NHTSA's final standards, which are less stringent than the proposal, respond to these considerations. So too does NHTSA's analysis of the standards as assessed against the alternative baseline.</P>
                    <P>With regard to lead time and timing of technology application, NHTSA acknowledges that there is more lead time for these standards than manufacturers had for the model years 2024-2026 standards. That said, NHTSA also recognizes that we have previously stated that if the standards in the years immediately preceding the rulemaking time frame do not require significant additional technology application, then more technology should theoretically be available for meeting the standards during the rulemaking time frame—but this is not necessarily the case here. The SHEV penetration rates shown in Figure VI-15 and Figure VI-16 suggest that, at least for purposes of what NHTSA may consider by statute, industry would be running up against the limits of statutorily-available technology deployment, considering planned redesign cycles, for the more stringent regulatory alternatives, in a way that has not occurred in prior rulemakings. Lead time may not be able to overcome the costs of applying additional technology at a high rate, beyond what is already being applied to the fleet for other reasons during the rulemaking time frame and, in the years immediately preceding it, when considered in the context of the constrained analysis.</P>
                    <P>
                        As discussed above, when manufacturers do not achieve required fuel economy levels, NHTSA describes them as “in shortfall.” NHTSA's analysis reflects several possible ways that manufacturers could fail to meet required fuel economy levels. For some companies that NHTSA judges willing to pay civil penalties in lieu of compliance, usually based on past history of penalty payment, NHTSA assumes that they will do so as soon as it becomes more cost-effective to pay penalties rather than add technology. For other companies whom NHTSA judges unwilling to pay civil penalties, if they have converted all vehicles available to be redesigned in a given model year to SHEV or PHEV and still cannot meet the required standard, then NHTSA does not assume that these companies will break redesign or refresh cycles to convert even more (of the remaining ICE) vehicles to SHEV or PHEV.
                        <SU>1441</SU>
                        <FTREF/>
                         In these instances, a manufacturer would be “in shortfall” in NHTSA's analysis. Shortfall rates can also be informative for determining economic practicability, because if manufacturers simply are not achieving the required levels, then that suggests that manufacturers have generally judged it more cost-effective 
                        <E T="03">not</E>
                         to 
                        <PRTPAGE P="52872"/>
                        comply by adding technology. Moreover, the standards would not be accomplishing what they set out to accomplish, which would mean that the standards are not meeting the need of the U.S. to conserve energy as originally expected.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1441</SU>
                             Ensuring that technology application occurs consistent with refresh/redesign schedules is part of how NHTSA accounts for economic practicability. Forcing technology application outside of those schedules would be neither realistic from a manufacturing perspective nor cost-effective. See Chapter 2.2.1.7 of the TSD for more information about product timing cycles.
                        </P>
                    </FTNT>
                    <P>The following figures illustrate shortfalls by fleet, model year, manufacturer, and regulatory alternative:</P>
                    <BILCOD>BILLING CODE 4910-59-P</BILCOD>
                    <GPH SPAN="3" DEEP="636">
                        <PRTPAGE P="52873"/>
                        <GID>ER24JN24.238</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="618">
                        <PRTPAGE P="52874"/>
                        <GID>ER24JN24.239</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="633">
                        <PRTPAGE P="52875"/>
                        <GID>ER24JN24.240</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="640">
                        <PRTPAGE P="52876"/>
                        <GID>ER24JN24.241</GID>
                    </GPH>
                    <BILCOD>BILLING CODE 4910-59-C</BILCOD>
                    <P>
                        Under both the reference baseline and the No ZEV alternative baseline analyses, for passenger cars, the industry average again obscures more 
                        <PRTPAGE P="52877"/>
                        serious shortfall trends among individual manufacturers, with results slightly intensified for some manufacturers under the No ZEV alternative baseline analysis. Many manufacturers' passenger car fleets are estimated to fall significantly short of required levels under PC6LT8, with only one non-BEV manufacturer achieving compliance for most of the model years covered by the rulemaking. Even for PC3LT5, a large part of the sales volume of non-BEV-only manufacturers still appears to be falling short in most model years. Passenger car shortfalls are much less widespread under PC2LT4 and PC2LT002. For light trucks, under both the reference baseline and the No ZEV alternative baseline analyses, the shortfalls are extensive under PC6LT8, and most of non-BEV-only manufacturers fall short in most if not all model years under PC3LT5. Even PC2LT4 and PC1LT3 appears challenging, if not simply unattainable, under the standard-setting runs for a large portion of the light truck sales volume of non-BEV-only manufacturers. Given all of the data examined, and the unique circumstances of this rulemaking discussed above, NHTSA believes that PC2LT002 may represent the upper limit of economic practicability during the rulemaking time frame.
                    </P>
                    <P>
                        Of course, CAFE standards are performance-based, and NHTSA does not dictate specific technology paths for meeting them, so it is entirely possible that individual manufacturers and industry as a whole will take a different path from the one that NHTSA presents here.
                        <SU>1442</SU>
                        <FTREF/>
                         Nonetheless, this is 
                        <E T="03">a</E>
                         path toward compliance, relying on known, existing technology, and NHTSA believes that our analysis suggests that the levels of technology and cost required by PC2LT002 are reasonable and economically practicable in the rulemaking time frame.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1442</SU>
                             NHTSA acknowledges that compliance looks easier and more cost-effective for many manufacturers under the “unconstrained” analysis as compared to the “standard-setting” analysis discussed here, but emphasizes that NHTSA's decision on maximum feasible standards must be based on the standard-setting analysis reflecting the 32902(h) restrictions.
                        </P>
                    </FTNT>
                    <P>The tables and discussion also illustrate that, for purposes of this final rule, economic practicability points in the opposite direction of the need of the U.S. to conserve energy. It is within NHTSA's discretion to forgo the potential prospect of additional energy conservation benefits if NHTSA believes that more stringent standards would be economically impracticable, and thus, beyond maximum feasible.</P>
                    <P>Changes in costs for new vehicles are not the only costs that NHTSA considers in balancing the statutory factors. Fuel costs for consumers are relevant to the need of the U.S. to conserve energy, and NHTSA believes that consumers themselves weigh expected fuel savings against increases in purchase price for vehicles with higher fuel economy, although the extent to which consumers value fuel economy improvements is hotly debated, as discussed in Chapter 2.1.4 of the TSD. Fuel costs (or savings) continue, for now, to be the largest source of benefits for CAFE standards. Comparing private costs to private benefits, the estimated results for American consumers are as follows:</P>
                    <GPH SPAN="3" DEEP="298">
                        <GID>ER24JN24.242</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="297">
                        <PRTPAGE P="52878"/>
                        <GID>ER24JN24.243</GID>
                    </GPH>
                    <P>Looking simply at the effects for consumers, our analysis suggests that private benefits would outweigh private costs for passenger cars under PC2LT002, PC1LT3, and PC2LT4, with PC2LT002 being the most beneficial for passenger car purchasers. For light trucks, all of the action alternatives appear net beneficial for consumers, with PC2LT4 and PC3LT5 being the most beneficial. Under the No ZEV alternative baseline analysis, comparing private costs to private benefits, the estimated results for American consumers are as follows:</P>
                    <GPH SPAN="3" DEEP="298">
                        <PRTPAGE P="52879"/>
                        <GID>ER24JN24.244</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="298">
                        <GID>ER24JN24.245</GID>
                    </GPH>
                    <P>
                        Again, looking simply at the effects for consumers, our analysis suggests that private benefits would outweigh private costs for passenger cars under PC2LT002, PC1LT3, PC2LT4, and PC3LT5, with PC2LT002 being by far the most beneficial for passenger car purchasers. For light trucks, all of the action alternatives appear net beneficial for consumers, with PC1LT3 being the most beneficial.
                        <PRTPAGE P="52880"/>
                    </P>
                    <P>Broadening the scope to consider external/governmental benefits as well, we see the following:</P>
                    <GPH SPAN="3" DEEP="422">
                        <GID>ER24JN24.246</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="417">
                        <PRTPAGE P="52881"/>
                        <GID>ER24JN24.247</GID>
                    </GPH>
                    <P>
                        Adding external/social costs and benefits does not change the direction of NHTSA's analytical findings. Net benefits for passenger cars become negative across all alternatives except for PC2LT002.
                        <SU>1443</SU>
                        <FTREF/>
                         Net benefits for light trucks remain positive across alternatives, with a peak at PC2LT4.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1443</SU>
                             This behavior is discussed in Section VI.A.5.a.(2).
                        </P>
                    </FTNT>
                    <P>Under the No ZEV alternative baseline analysis, adding external/social costs and benefits still does not change the direction of NHTSA's analytical findings, as the tables illustrate:</P>
                    <GPH SPAN="3" DEEP="422">
                        <PRTPAGE P="52882"/>
                        <GID>ER24JN24.248</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="417">
                        <PRTPAGE P="52883"/>
                        <GID>ER24JN24.249</GID>
                    </GPH>
                    <P>
                        Under the No ZEV alternative baseline analysis, net benefits for passenger cars also become negative across all alternatives except for PC2LT002.
                        <SU>1444</SU>
                        <FTREF/>
                         Net benefits for light trucks remain positive across alternatives, with a peak at PC1LT3.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1444</SU>
                             This behavior is discussed in Section VI.A.5.a.(2).
                        </P>
                    </FTNT>
                    <P>Because NHTSA considers multiple discount rates in its analysis, and because analysis also includes multiple values for the SC-GHG, we also estimate the following cumulative values for each regulatory alternative:</P>
                    <GPH SPAN="3" DEEP="358">
                        <PRTPAGE P="52884"/>
                        <GID>ER24JN24.250</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="358">
                        <PRTPAGE P="52885"/>
                        <GID>ER24JN24.251</GID>
                    </GPH>
                    <P>While the results shown in the tables above range widely—underscoring that DR assumptions significantly affect benefits estimates—the ordering of alternatives generally remains the same under most discounting scenarios. In most cases the greatest net benefits are a function of overall alternative stringency, with PC6LT8 having the highest net benefits in most cases. Only in the higher SC-GHG discount rates do the lower stringencies start to show a higher net benefit. Under the No ZEV alternative baseline analysis, results chart a similar path:</P>
                    <GPH SPAN="3" DEEP="386">
                        <PRTPAGE P="52886"/>
                        <GID>ER24JN24.252</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="386">
                        <PRTPAGE P="52887"/>
                        <GID>ER24JN24.253</GID>
                    </GPH>
                    <P>Again, the results shown in the tables above range widely—underscoring that DR assumptions significantly affect benefits estimates. Under the MY accounting approach, PC2LT4 has the greatest net benefits under the various SC-GHG discount rates, and under the CY accounting approach, PC6LT8 has the highest net benefits under the various SC-GHG discount rates.</P>
                    <P>E.O. 12866 and Circular A-4 direct agencies to consider maximizing net benefits in rulemakings whenever possible and consistent with applicable law. Because it can be relevant to balancing the statutory factors and because it is directed by E.O. 12866 and OMB guidance, NHTSA does evaluate and consider net benefits associated with different potential future CAFE standards. As the tables above show, our analysis suggests that for passenger cars, under either baseline analysis, net benefits tend to be higher when standards are less stringent (and thus anticipated costs are lower). For light trucks, net benefits are higher when standards are more stringent, although not consistently. Looking solely at net benefits, under the reference baseline analysis, PC6LT8 looks best overall and across all DRs, as well as for light trucks specifically, although PC2LT002 is the only non-negative alternative for passenger cars. Under the No ZEV alternative baseline analysis, PC2LT002 is still the only non-negative alternative for passenger cars, but PC1LT3 produces the largest net benefits for the light truck fleet.</P>
                    <P>
                        That said, while maximizing net benefits is a valid decision criterion for choosing among alternatives, provided that appropriate consideration is given to impacts that cannot be monetized, it is not the only reasonable decision perspective, and we recognize that what we include in our cost-benefit analysis affects our estimates of net benefits. We also note that important benefits cannot be monetized—including the full health and welfare benefits of reducing climate emissions and other pollution, which means that the benefits estimates are underestimates. Thus, given the uncertainties associated with many aspects of this analysis, NHTSA does not rely solely on net benefit maximization, and instead considers it as one piece of information that contributes to how we balance the statutory factors, in our discretionary judgment. NHTSA recognizes that the need of the U.S. to conserve energy weighs importantly in the overall balancing of factors, and thus believes that it is reasonable to at least consider choosing the regulatory alternative that produces the largest reduction in fuel consumption, while still remaining net beneficial. Of course, the benefit-cost analysis is not the sole factor that NHTSA considers in determining the maximum feasible stringency, though it informs NHTSA's conclusion that Alternative PC2LT002 is the maximum feasible stringency. Importantly, the shortfalls discussion above suggests that even if more stringent alternatives appear net beneficial, under the constraints of our standard-setting analysis which is the analysis that NHTSA is statutorily required to 
                        <PRTPAGE P="52888"/>
                        consider, hardly any manufacturers would be able to achieve the fuel economy levels required by PC6LT8 considering technologies available under the constrained analysis and planned redesign cycles, and even under the proposal PC2LT4, more than half of manufacturers could not achieve the light truck standards considering technologies available under the constrained analysis and planned redesign cycles. Unachievable standards would not be accomplishing their goals and thus be beyond maximum feasible for purposes of this final rule.
                    </P>
                    <P>
                        As with any analysis of sufficient complexity, there are a number of critical assumptions here that introduce uncertainty about manufacturer compliance pathways, consumer responses to fuel economy improvements and higher vehicle prices, and future valuations of the consequences from higher CAFE standards. Recognizing that uncertainty, NHTSA prepared an alternative baseline and also conducted more than 60 sensitivity analysis runs for the passenger car and light truck fleet analysis. The entire sensitivity analysis is presented in the FRIA, demonstrating the effect that different assumptions would have on the costs and benefits associated with the different regulatory alternatives. NHTSA's assessment of the final standards as compared to the alternative baseline ensures that the determination that the standards are maximum feasible is robust to the different futures represented by the reference baseline ZEV deployment and the lack of ZEV deployment to satisfy state ZEV standards and non-regulatory manufacturer ZEV deployment in the No ZEV alternative baseline, and thus also to scenarios in between these poles. While NHTSA considers dozens of sensitivity cases to measure the influence of specific parametric assumptions and model relationships, only a small number of them demonstrate meaningful impacts to net benefits under the different alternatives.
                        <SU>1445</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1445</SU>
                             For purposes of this table, the IWG SC-GHG sensitivtiy case uses a 2.5% discount rate.
                        </P>
                    </FTNT>
                    <BILCOD>BILLING CODE 4910-59-P</BILCOD>
                    <GPH SPAN="3" DEEP="640">
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                        <GID>ER24JN24.258</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="276">
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                        <GID>ER24JN24.260</GID>
                    </GPH>
                    <BILCOD>BILLING CODE 4910-59-C</BILCOD>
                    <P>
                        The results of the sensitivity analysis runs suggest that relatively few metrics make major differences to cost and benefit outcomes, and the ones that do, act in relatively predictable ways. Some changes in values (fuel prices, removing ZEV, IRA tax credits) act on the reference baseline, increasing or reducing the amount of fuel economy improvements available for CAFE standards. Other changes in values (for example, fuel prices) affect benefits, and thus net benefits. However, NHTSA's determination of maximum feasible standards does not solely rely on net benefits. That said, it is notable that net benefits remain positive in the vast majority of sensitivity cases, including the most stringent EPCA constraints cases, for the standards being finalized in this notice, PC2LT002, and for the proposed standards, PC2LT4. NHTSA therefore disagrees with commenters that alleged not including EPCA 
                        <PRTPAGE P="52894"/>
                        standard setting year constraints in model years other than the standard-setting years affected our decision.
                    </P>
                    <P>NHTSA is statutorily prohibited from considering the fuel economy of BEVs in determining maximum feasible stringency but notes in passing that the case changing the value of DOE's PEF reduces net benefits somewhat, although not significantly, and that changing assumptions about the value of electrification tax credits that reach consumers also changes net benefits slightly. However, because NHTSA cannot consider the fuel economy of BEVs in determining maximum feasible fuel economy standards, these are effects that happen only in the reference baseline of our analysis and are not considered in our determination. Moreover, regardless of net benefits, NHTSA believes that its conclusion would be the same that Alternative PC2LT002 is economically practicable, based on manufacturers' apparent ability to reach compliance in most model years, considering statutory constraints on technology available to be considered as well as planned redesign cycle constrains, as compared to Alternative PC2LT4 or PC1LT3.</P>
                    <P>The Alliance created its own sensitivity run by modifying a number of model settings and inputs, including taking BEVs out of the reference baseline, setting PHEV electric operation to zero for all years, setting fine payments to zero, and otherwise keeping standard-setting restrictions. The Alliance noted that compliance appeared much more difficult for a number of manufacturers' fleets under these settings and with these input assumptions. As explained in Section VI.A above, NHTSA modeled an alternative baseline and additional sensitivities similar to the Alliance's test, to evaluate the sensitivity of assumptions surrounding BEVs, including a no ZEV alternative baseline, a reduced ZEV compliance case (which allows for increased use of banked credits in modeling the ACC I program), and three cases that extend EPCA standard setting year constraints (no application of BEVs and no credit use) beyond years considered in the reference baseline.</P>
                    <P>In the no ZEV alternative baseline, the industry, as a whole, overcomplies with the final standards in every year covered by the standards. The passenger car fleet overcomplies handily, and the light truck fleet overcomplies in model years 2027-2030, until model year 2031 when the fleet exactly meets the standard. Individual manufacturers' compliance results are also much less dramatically affected than comments would lead one to believe; while some manufacturers comply with the 4 percent per year light truck stringency increases from the proposal without ZEV in the baseline, a majority of manufacturers comply in most or all years under the final light truck standards. In general, the manufacturers that have to work harder to comply with CAFE standards without ZEV in the baseline are the same manufacturers that have to work harder to comply with CAFE standards with ZEV in the reference baseline. For example, General Motors sees higher technology costs and civil penalties to comply with the CAFE standards over the five years covered by the standards; however, this is expected as they are starting from a lower baseline compliance position. However, General Motors seems to be the only outlier, and for the rest of the industry technology costs are low and civil penalty payments are nonexistent in many cases.</P>
                    <P>Similar trends hold true for the EPCA standard setting year constraints cases. Examining the most restrictive case, which does not allow BEV adoption in response to CAFE standards in any year when the CAFE Model adds technology to vehicles (2023-2050, as 2022 is the baseline fleet year), the industry, as a whole, overcomplies in every year from model year 2027-2031, in both the passenger car and light truck fleets. Some manufacturers again struggle in individual model years or compliance categories, but the majority comply or overcomply in both compliance categories of vehicles. Again, General Motors is the only manufacturer that sees notable increases in their technology costs over the reference baseline, however their civil penalty payments are low, at under $500 million total over the five-year period covered by the new standards. Net benefits attributable to CAFE standards do decrease from the central analysis under the EPCA constraints case, but remain significantly positive. In addition, as discussed in more detail below, net benefits are just one of many factors considered when NHTSA sets fuel economy standards.</P>
                    <P>
                        These alternative baseline and sensitivity cases offer two conclusions. First, contrary to the Alliance's and other commenter's concerns, the difference between including BEVs for non-CAFE reasons and excluding them are not great—thus, NHTSA would make the same determination of what standards are maximum feasible under any of the analyzed scenarios.
                        <SU>1446</SU>
                        <FTREF/>
                         NHTSA does not mean that it is 
                        <E T="03">considering</E>
                         the electric vehicles in these various baselines (and thus the fuel economy inherent in the BEVs they include or do not include) in determining the maximum feasible CAFE standards; NHTSA means instead that it developed an alternative baseline in response to comments and that the inclusion or exclusion of BEVs in the analytical reference baseline would not lead NHTSA to make a different decision on maximum feasible standards. And second, this lack of dispositive difference in the various baselines shows that the interpretive concerns raised by commenters, even if correct, would not lead to a different decision by NHTSA on the question of what is maximum feasible.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1446</SU>
                             See RIA Chapter 9 for sensitivity run results.
                        </P>
                    </FTNT>
                    <P>
                        Finally, as discussed in Section IV.A, NHTSA accounts for the effects of other motor vehicle standards of the Government in its balancing, often through their incorporation into our regulatory reference baseline.
                        <SU>1447</SU>
                        <FTREF/>
                         NHTSA believes that this approach accounts for these effects reasonably and appropriately. Some commenters requested that NHTSA “keep pace” with EPA's standards specifically, (
                        <E T="03">i.e.,</E>
                         that NHTSA should choose a more stringent alternative in the final rule), while other commenters requested that NHTSA set CAFE standards such that no additional investment in fuel economy-improving technologies would be necessary beyond what manufacturers intended to make to meet EPA's GHG standards (
                        <E T="03">i.e.,</E>
                         that NHTSA should choose a less stringent alternative in the final rule). NHTSA can only “keep pace” with EPA's standards (or government-wide transportation decarbonization plans, or even Executive Orders) to the extent permitted by statute, specifically to the extent permitted by our statutory restrictions on considering the fuel economy of BEVs in determining what levels of CAFE standards would be maximum feasible. Conversely, while NHTSA coordinates closely with EPA in developing and setting CAFE standards, as discussed above, even when the standards of the two programs are coordinated closely, it is still foreseeable that there could be situations in which different agencies' programs could be binding for different 
                        <PRTPAGE P="52895"/>
                        manufacturers in different model years. This has been true across multiple CAFE rulemakings over the past decade. Regardless of which agency's standards are binding given a manufacturer's chosen compliance path, manufacturers will choose a path that complies with both standards, and in doing so, will still be able to build a single fleet of vehicles—even if it is not exactly the fleet that the manufacturer might have preferred to build. This remains the case with this final rule.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1447</SU>
                             NHTSA has carefully considered EPA's standards by including the baseline (
                            <E T="03">i.e.,</E>
                             model years 2024-2026) CO
                            <E T="52">2</E>
                             standards in our analytical baseline. Because the EPA and NHTSA final rules were developed in coordination jointly, and stringency decisions were made in coordination, NHTSA did not include EPA's final rule for model years 2027 and beyond CO
                            <E T="52">2</E>
                             standards in our analytical baseline for this final rule. The fact that EPA issued its final rule before NHTSA is an artifact of circumstance only.
                        </P>
                    </FTNT>
                    <P>NHTSA continues to disagree that it would be a reasonable interpretation of Congress' direction to set “maximum feasible” standards, as some commenters might prefer, at the fuel economy level at which no manufacturer need ever apply any additional technology or spend any additional dollar beyond what EPA's standards, with their many flexibilities, would require. NHTSA believes that CAFE standards can still be consistent with EPA's GHG standards even if they impose additional costs for certain manufacturers, although NHTSA is, of course, mindful of the magnitude of those costs and believes that the preferred alternative would impose minimal additional costs, if any, above compliance with EPA's standards.</P>
                    <P>
                        Some commenters also asked NHTSA to set standards that “keep pace” with CARB's programs, 
                        <E T="03">i.e.</E>
                         to set standards that mandate BEVs or lead to a ban on ICEVs. As discussed above, NHTSA cannot mandate BEVs or ban ICEVs, due to the statutory restrictions in 49 U.S.C. 32902(h).
                        <SU>1448</SU>
                        <FTREF/>
                         NHTSA continues to believe that accounting for CARB's programs that have been granted a waiver by including them in the regulatory reference baseline is reasonable. NHTSA has not included CARB's ACC II program (which includes the ZEV program) as a legal requirement by including it in the No-Action Alternative, because it has not been granted a Clean Air Act preemption waiver. However, NHTSA did use ACC II levels of electrification as a proxy for the electric vehicle deployment that automakers have committed to executing, regardless of legal requirements. Modeling anticipated manufacturer compliance with ACC I and ACT and the additional electric vehicles that manufacturers have committed to deploy enables NHTSA to make more realistic projections of how the U.S. vehicle fleet will change in the coming years independent of CAFE standards, which is foundational to our ability to set CAFE standards that reflect the maximum feasible fuel economy level achievable through improvements to internal combustion vehicles. Likewise, by creating a more accurate projection of how manufacturers might modify their fleets even in the absence of new CAFE standards, we are better able to identify the effects of new 
                        <E T="03">CAFE standards,</E>
                         which is the task properly before us. If NHTSA could not account for the ACC I program and could not be informed about its 
                        <E T="03">reference baseline</E>
                         effects, then NHTSA could overestimate the availability of internal combustion engine vehicles that can be improved to meet potential new CAFE standards, and thus end up setting a fuel economy standard that requires an infeasible level of improvement. Moreover, as the No ZEV alternative baseline shows, the effect of including the ACC I program and additional electric vehicle deployment that manufacturers intend to implement in the reference baseline is simply to decrease costs and benefits attributable to potential future CAFE standards. Removing these electric vehicles from the reference baseline increases costs and benefits for nearly every alternative, but even so, we note that net benefits change relatively little for that alternative baseline, as shown in more detail in Table VI-43. While PC2LT4 looks slightly more net beneficial than PC2LT002 under that case, it is relatively slightly, and it is not so great an effect as to change NHTSA's balancing of the statutory factors in this final rule. NHTSA continues to believe, even under this scenario, that PC2LT002 is maximum feasible for the rulemaking time frame.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1448</SU>
                             NHTSA thus also cannot be part of any supposed strategy to force manufacturers to produce BEVs or consumers to purchase BEVs. On the compliance side of this equation, just as NHTSA cannot force manufacturers to use BEVs to comply, so NHTSA cannot force manufacturers 
                            <E T="03">not</E>
                             to use BEVs to comply (and instead improve the fuel economy of their ICEV models), contrary to the assertions of several industry commenters. Manufacturers are always free to use whatever technology they choose to meet the CAFE standards.
                        </P>
                    </FTNT>
                    <P>
                        Even though NHTSA is statutorily prohibited from considering the possibility that manufacturers would produce additional BEVs to comply with CAFE standards, and even though manufacturers have stated their intention to rely more and more heavily on those BEVs for compliance, CAFE standards still have an important role to play in meeting the country's ongoing need to conserve energy. CAFE standards can also ensure continued improvements in energy conservation by requiring ongoing fuel economy improvements even if demand for more fuel economy flags unexpectedly, or if other regulatory pushes change in unexpected ways. Saving money on fuel and reducing CO
                        <E T="52">2</E>
                         and other pollutant emissions by reducing fuel consumption are also important equity goals. As discussed by some commenters, fuel expenditures are a significant budget item for consumers who are part of lower-income and historically disadvantaged communities. By increasing fuel savings to consumers (given estimated effects on new vehicle costs), CAFE standards can help to improve equity. NHTSA believes, moreover, that the final CAFE standards will improve the affordability of new vehicles relative to the proposal, and will continue to preserve consumer choice, while still contributing to the nation's need to conserve energy and improve energy security.
                    </P>
                    <P>
                        That said, NHTSA continues to acknowledge the statute-driven cognitive dissonance, and NHTSA's task in approaching the determination of maximum feasible standards is the same as ever, to evaluate potential future CAFE stringencies in light of statutory constraints. NHTSA has listened carefully to commenters and is establishing final standards that it believes are technologically feasible and economically practicable within the context of the statutory constraints. The rate of increase in the standards may be slower than in the last round of rulemaking, but NHTSA believes that is reasonable and appropriate given the likely state of the fleet by model year 2027.
                        <SU>1449</SU>
                        <FTREF/>
                         Consider, for example, the non-linear relationship between fuel economy and fuel consumption (in the absence of new technological innovations) as illustrated below:
                    </P>
                    <FTNT>
                        <P>
                            <SU>1449</SU>
                             Moreover, if future information indicates that NHTSA's conclusions in this regard are incorrect, NHTSA always has authority to amend fuel economy as long as lead-time requirements are respected, if applicable. 
                            <E T="03">See</E>
                             49 U.S.C. 32902(g).
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="399">
                        <PRTPAGE P="52896"/>
                        <GID>ER24JN24.261</GID>
                    </GPH>
                    <P>
                        As fleet fuel economy improves, there are simply fewer further improvements to ICEs available to be made (in the absence of further technological innovation), and the amount of fuel consumers actually save is smaller, 
                        <E T="03">and</E>
                         the remaining available improvements are increasingly expensive. This is even more true given the statutory restrictions that NHTSA must observe, which precludes NHTSA from incorporating the set of technologies deployed in electric vehicles that is evolving most rapidly right now. CAFE standards can still help industry further improve internal combustion engine vehicles, and as such, based on all of the information contained in this record, NHTSA concludes that PC2LT002 represents the maximum feasible standards for passenger cars and light trucks in the model years 2027 to 2031 time frame.
                    </P>
                    <P>NHTSA also conducted an analysis using an alternative baseline, under which NHTSA removed not only the electric vehicles that would be deployed to comply with ACC I, but also those that would be deployed consistent with manufacturer commitments to deploy additional electric vehicles regardless of legal requirements, consistent with the levels under ACC II. NHTSA describes this as the “No ZEV alternative baseline.” Under the No ZEV alternative baseline, NHTSA generally found that benefits and costs attributable to the CAFE standards were higher than under the reference case baseline, and that net benefits were also higher. Removing some electric vehicles, as under the No ZEV alternative baseline, increases the share of other powertrains in the No Action alternative. The preferred alternative results in more SHEVs and fewer PHEVs than when compared to the reference baseline case. Relative to the reference baseline, total technology costs and civil penalties for the passenger car and light truck fleets increase somewhat under PC2LT002, but not by enough to alter NHTSA's conclusion. Chapter 8.2.7 of the FRIA presents these results in more detail. Based on these results, NHTSA concludes that it would continue to find PC2LT002 to be maximum feasible fuel economy level that manufacturers can achieve even under the No ZEV alternative baseline.</P>
                    <P>
                        NHTSA's conclusion, after consideration of the factors described below and information in the administrative record for this action, is that 2 percent increases in stringency for passenger cars for model years 2027-2031, 0 percent increases in stringency for light trucks in model years 2027-2028, and 2 percent increases in stringency for model years 2029-2031 (Alternative PC2LT002) are maximum feasible. EPCA requires NHTSA to consider four factors in determining what levels of CAFE standards (for passenger cars and light trucks) would be maximum feasible—technological feasibility, economic practicability, the effect of other motor vehicle standards 
                        <PRTPAGE P="52897"/>
                        of the Government on fuel economy, and the need of the United States to conserve energy.
                    </P>
                    <P>“Technological feasibility” refers to whether a particular method of improving fuel economy is available for deployment in commercial application in the model year for which a standard is being established. The technological feasibility factor allows NHTSA to set standards that force the development and application of new fuel-efficient technologies, recognizing that NHTSA may not consider the fuel economy of BEVs when setting standards. Given the statutory constraints under which NHTSA must operate, and constraining technology deployment to what is feasible under expected redesign cycles, NHTSA does not see a technology path to reach the higher fuel economy levels that would be required by the more stringent alternatives, in the time frame of the rulemaking. NHTSA's final rule (constrained) analysis illustrates that a number of manufacturers do not have enough opportunities to redesign enough vehicles during the rulemaking time frame in order to achieve the levels estimated to be required by the more stringent alternatives. NHTSA also finds that using the No ZEV alternative baseline would not change our conclusions regarding the technological feasibility of the various action alternatives—rather, it reinforces those conclusions. NHTSA therefore concludes that the final standards are technologically feasible, but the most stringent alternatives are not technologically feasible, considering redesign cycles, without widespread payment of penalties.</P>
                    <P>
                        “Economic practicability” has consistently referred to whether a standard is one “within the financial capability of the industry, but not so stringent as to” lead to “adverse economic consequences, such as a significant loss of jobs or unreasonable elimination of consumer choice.”
                        <SU>1450</SU>
                        <FTREF/>
                         While NHTSA is prohibited from considering the fuel economy of BEVs in determining maximum feasible CAFE standards, NHTSA does not believe that it is prohibited from considering 
                        <E T="03">the industry resources needed to build BEVs,</E>
                         and industry is adamant that the resource load it faces as part of this technological transition to electric vehicles is unprecedented. Specifically, NHTSA believes it can consider the reality that given the ongoing transition to electric vehicles, fuel economy standards set at a level that resulted in widespread payment of penalties rather than compliance would be counterproductive to the core aim of the statute we are implementing, which is improving energy conservation. Such widespread payment of penalties at the precise time when manufacturers are concentrating available resources on a transition to electrification which will itself dramatically improve fuel economy and energy conservation would be at cross purposes with the statute. Further, while NHTSA does not believe that economic practicability mandates that zero penalties be modeled to occur in response to potential future standards, NHTSA does believe that economic practicability cannot reasonably include the idea that high percentages of the cost of compliance would be attributed to shortfall penalties across a wide group of manufacturers, because penalties are not compliance. The number of manufacturers facing shortfalls (particularly in their imported car fleets) and the percentage of regulatory costs represented by civil penalties rapidly increase for the highest stringency scenarios considered, PC3LT5 and PC6LT8, such that at the highest stringency 43 percent of the regulatory cost is attributed to penalties and approximately three quarters of the 19 manufacturers are facing shortfalls. The three less stringent alternatives show only one manufacturer facing shortfalls for each of the alternatives PC2LT002, PC1LT3, and PC2LT4. Moreover, civil penalties represent higher percentages of regulatory costs under PC1LT3 and PC2LT4 than under PC2LT002. Evaluating the alternatives against the No ZEV alternative baseline further reinforces these trends. Optimizing the use of resources for technology improvement rather than penalties suggests PC2LT002 as the best option of the three for the passenger car fleet. Considering this ratio as an element of economic practicability for purposes of this rulemaking, then, NHTSA believes that PC2LT002 represents the least harmful alternative considered given the need for industry resources to be dedicated to the ongoing transition to electrification.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1450</SU>
                             67 FR 77015, 77021 (Dec. 16, 2002).
                        </P>
                    </FTNT>
                    <P>
                        “The effect of other motor vehicle standards of the Government on fuel economy” involves analysis of the effects of compliance with emission, safety, noise, or damageability standards on fuel economy capability, and thus on industry's ability to meet a given level of CAFE standards. In many past CAFE rulemakings, NHTSA has said that it considers the adverse effects of other motor vehicle standards on fuel economy. Because the EPA and NHTSA programs were developed in coordination, and stringency decisions were made in coordination, NHTSA has not incorporated EPA's CO
                        <E T="52">2</E>
                         standards for model years 2027-2032 as part of the analytical reference baseline for this final rule's main analysis. The fact that EPA finalized its rule before NHTSA is an artifact of circumstance only. NHTSA recognizes, however, that the CAFE standards thus sit alongside EPA's light-duty multipollutant emission standards that were issued in March. NHTSA also notes that any electric vehicles deployed to comply with EPA's standards will count toward real-world compliance with these fuel economy standards. In this final rule, NHTSA's goal has been to establish regulations that achieve energy conservation per its statutory mandate and consistent with its statutory constraints, and that work in harmony with EPA's regulations addressing air pollution. NHTSA believes these standards meet that goal.
                    </P>
                    <P>NHTSA has consistently interpreted “the need of the United States to conserve energy” to mean “the consumer cost, national balance of payments, environmental, and foreign policy implications of our need for large quantities of petroleum, especially imported petroleum.” As discussed above, when considered in isolation, the more stringent alternatives better satisfy this objective, whether compared against the reference baseline or the No ZEV alternative baseline. However, taking the widespread penalty payment that is projected to occur under the more stringent alternatives into account, and the resulting diversion of resources from the electrification transition to penalty payments, the more stringent alternatives would not likely further energy conservation in implementation.</P>
                    <P>
                        In summary, when compared to either the reference case baseline or the No ZEV alternative baseline, NHTSA believes that the technology “available” for manufacturers to comply under the statutory constraints, combined with the relatively few opportunities for vehicle redesigns, simply put the more stringent action alternatives out of reach for certain manufacturers during the rulemaking time frame and resulted in unacceptably high levels of penalty payments rather than fuel economy improvements. NHTSA further notes that these penalty payments would divert resources from the ongoing electrification transition, in a manner that would be at cross-purposes with the energy conservation aims of the statute. Finally, NHTSA finds that the economic practicability factor is not satisfied where penalty payments are projected to comprise such a high penalty payment levels would also reduce resources 
                        <PRTPAGE P="52898"/>
                        available to manufacturers to invest in the transition to electric vehicles, which they have indicated they are undertaking and which will have very significant fuel economy benefits. NHTSA therefore concludes that PC2LT002 is maximum feasible for passenger cars and light trucks for MYs 2027-2031.
                    </P>
                    <HD SOURCE="HD3">2. Heavy-Duty Pickups and Vans</HD>
                    <P>
                        NHTSA has not set new HDPUV standards since 2016. The redesign cycles in this segment are slightly longer than for passenger cars and light trucks, roughly 6-7 years for pickups and roughly 9 years for vans.
                        <SU>1451</SU>
                        <FTREF/>
                         To our knowledge, technology for pickups in this segment has been relatively slow to advance compared to in the light truck segment, and there are still no hybrid HD pickups. That said, electrification is beginning to appear among the vans in this segment, perhaps especially among vans typically used for deliveries,
                        <SU>1452</SU>
                        <FTREF/>
                         and under NHTSA's distinct statutory authority for setting HDPUV standards, expanding BEV technologies are part of NHTSA's standard setting consideration. The Ford E-Transit, for example, is based on the Mach-E platform and uses similar battery architecture; 
                        <SU>1453</SU>
                        <FTREF/>
                         other manufacturers have also shown a willingness to transition to electric vans and away from conventional powertrains.
                        <SU>1454</SU>
                        <FTREF/>
                         NHTSA is aware that some historic light truck applications now being offered as BEVs may be heavy enough to fall outside the light truck segment and into the HDPUV segment,
                        <SU>1455</SU>
                        <FTREF/>
                         but NHTSA expects manufacturers to find strategies to return them to the CAFE light truck fleet in the coming years. This could include development in battery design or electrified powertrain architecture that could reduce vehicle weight. The vehicles in these segments are purpose-built for key applications and we expect manufacturers will cater electrified offerings for businesses that maximize benefits in small volumes. However, until these technologies materialize, NHTSA assumes in its analysis there will continue to be `spill-over' of vehicles that exist as edge cases, and that they will count toward HDPUV compliance.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1451</SU>
                             See TSD Chapter 2.2.1.7. HDPUVs have limited makes and models. Assumptions about their refresh and redesign schedules have an outsized impact on our modeling of HDPUVs, where a single redesign can have a noticeable effect on technology penetration, costs, and benefits.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1452</SU>
                             North American Council for Freight Efficiency (NACFE). 2022. Electric Trucks Have Arrived: The Use Case For Vans and Step Vans. Available at: 
                            <E T="03">https://nacfe.org/research/run-on-less-electric/#vans-step-vans</E>
                            . (Accessed: Feb. 28, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1453</SU>
                             Martinez, M. 2023. Ford to Sell EVs With 2 Types of Batteries, Depending On Customer Needs. Automotive News. Last revised: Mar. 5, 2023. Available at: 
                            <E T="03">https://www.autonews.com/technology/ford-will-offer-second-ev-battery-type-lower-cost-and-range</E>
                            . (Accessed: Feb. 28, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1454</SU>
                             Hawkins, T. 2023. Mercedes-Benz eSprinter Unveiled As BrightDrop Zevo Rival. GM Authority. Available at: 
                            <E T="03">https://gmauthority.com/blog/2023/02/mercedes-benz-esprinter-unveiled-as-brightdrop-zevo-rival/</E>
                            . (Accessed: Feb. 28, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1455</SU>
                             Gilboy, J. 2023.Massive Weight Could Push Past EPA's Light-Duty Rules. The Drive. Available at: 
                            <E T="03">https://www.thedrive.com/news/the-2025-ram-1500-revs-massive-weight-could-push-past-epas-light-duty-rules</E>
                            . (Accessed Feb. 27, 2024); See also Arbelaez, R. 2023. IIHS Insight. As Heavy EVs Proliferate, Their Weight May Be a Drag on Safety. Available at: 
                            <E T="03">https://www.iihs.org/news/detail/as-heavy-evs-proliferate-their-weight-may-be-a-drag-on-safety</E>
                            . (Accessed Feb. 27, 2024).
                        </P>
                    </FTNT>
                    <P>
                        NHTSA proposed HDPUV standards that would increase at 10 percent per year, each year, for the 3-year periods of model years 2030-2032 and model years 2033-2035 (the preferred alternative in the proposal was designated as “HDPUV10”). NHTSA acknowledged in the proposal that more stringent standards, as represented by HDPUV14, appeared to be potentially appropriate, cost-effective, and technologically feasible. However, NHTSA was concerned that the nature of the HDPUV fleet—with many fewer different models than the passenger car and light truck fleets over which improvements could be spread—could lead to significant negative implications if certain of NHTSA's assumptions turned out to be incorrect, such as assumptions about battery costs or future gasoline prices, significantly raising costs and reducing benefits.
                        <SU>1456</SU>
                        <FTREF/>
                         Significantly different cost and benefit assumptions can change both the cost-effectiveness and the appropriateness of potential new HDPUV standards. NHTSA therefore proposed HDPUV10 rather than HDPUV14 out of an abundance of caution given the wish to support and not hinder the technological transition anticipated to occur leading up to and during the rulemaking time frame.
                        <SU>1457</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1456</SU>
                             
                            <E T="03">See</E>
                             88 FR at 56358 (Aug. 17, 2023).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1457</SU>
                             NHTSA reminds readers that 49 U.S.C. 32902(h) does not apply to HDPUV standards set under 32902(k) and (b), and thus that NHTSA may, in setting HDPUV standards, consider the reality of the electric vehicle transition.
                        </P>
                    </FTNT>
                    <P>
                        Some commenters encouraged NHTSA to finalize more stringent HDPUV standards. MPCA commented that NHTSA should finalize standards at least as stringent as proposed, because more stringent standards would reduce fossil fuel use, save consumers money, and be better for the environment.
                        <SU>1458</SU>
                        <FTREF/>
                         A number of commenters urged NHTSA to finalize more stringent standards on the basis that the “appropriate” factor includes “a variety of factors related to energy conservation, including average estimated fuel savings to consumers, average estimated total fuel savings, benefits to U.S. energy security, and environmental benefits, including avoided emissions of criteria pollutants, air toxics, and CO
                        <E T="52">2</E>
                         emissions,” stating that all of these point toward higher standards.
                        <SU>1459</SU>
                        <FTREF/>
                         Commenters also noted environmental justice benefits, and that reductions in consumer fuel costs “make a meaningful difference to low-income households and households of color that generally spend a greater proportion of their income on transportation costs.” 
                        <SU>1460</SU>
                        <FTREF/>
                         Public Citizen focused on public health concerns, stating that “Vehicle pollution is a major contributor to the unhealthy air pollution levels affecting more than 1 in 3 Americans, which is linked to numerous health problems and thousands of premature deaths. Heavy duty vehicles are particularly problematic. Their fumes create “diesel death zones” with elevated levels of asthma rates and cancer risks.” 
                        <SU>1461</SU>
                        <FTREF/>
                         Ceres commented that it had found that HDPUV14 would be best for the competitiveness of the auto industry.
                        <SU>1462</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1458</SU>
                             MPCA, Docket No. NHTSA-2023-0022-60666, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1459</SU>
                             NESCAUM, Docket No. NHTSA-2023-0022-57714, at 4; SELC, Docket No. NHTSA-2023-0022-60224, at 4, 6; Public Citizen, Docket No. NHTSA-2023-0022-57095, at 1; Colorado State Agencies, Docket No. NHTSA-2023-0022-57625, at 2; OCT, Docket No. NHTSA-2023-0022-51242, at 2-4; BICEP Network, Docket No. NHTSA-2023-0022-61135, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1460</SU>
                             SELC, Docket No. NHTSA-2023-0022-60224, at 4, 6; Public Citizen, Docket No. NHTSA-2023-0022-57095, at 1; Colorado State Agencies, Docket No. NHTSA-2023-0022-57625, at 2; OCT, Docket No. NHTSA-2023-0022-51242, at 2-4; BICEP Network, Docket No. NHTSA-2023-0022-61135, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1461</SU>
                             Public Citizen, Docket No. NHTSA-2023-0022-57095, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1462</SU>
                             Ceres, Docket No. NHTSA-2023-0022-28667, at 1.
                        </P>
                    </FTNT>
                    <PRTPAGE P="52899"/>
                    <P>
                        Tesla and ZETA stated that HDPUV14 is best for the environment, energy security, and has the largest net benefits.
                        <SU>1463</SU>
                        <FTREF/>
                         Rivian also commented that NHTSA should finalize HDPUV14, because “(1) NHTSA shows that, of the alternatives considered, HDPUV14 delivers the greatest net benefits; (2) The agency's analysis acknowledges that HDPUV14 is feasible; (3) NHTSA does not appear to account for Rivian's Class 2b commercial van or the impact of the Advanced Clean Fleets (`ACF') rule.” 
                        <SU>1464</SU>
                        <FTREF/>
                         Several commenters argued that NHTSA should finalize more stringent standards because they would be technologically feasible and cost-effective, and because NHTSA is allowed to consider BEVs, PHEVs, FCEVs, and other technologies for HDPUV.
                        <SU>1465</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1463</SU>
                             Tesla, Docket No. NHTSA-2023-0022-60093, at 14; ZETA, Docket No. NHTSA-2023-0022-60508, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1464</SU>
                             Rivian, Docket No. NHTSA-2023-0022-59765, at 11.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1465</SU>
                             NESCAUM, Docket No. NHTSA-2023-0022-57714, at 4; Public Citizen, Docket No. NHTSA-2023-0022-57095, at 2; OCT, Docket No. NHTSA-2023-0022-51242, at 3.
                        </P>
                    </FTNT>
                    <P>
                        IPI agreed that HDPUV14 was clearly the most “appropriate,” and argued that NHTSA should not have proposed HDPUV10 based only on 3 of dozens of sensitivities, without explaining why those are the relevant or likely ones or reporting net benefits under those sensitivities. IPI stated that NHTSA should have conducted a Monte Carlo analysis for HDPUV instead. IPI also argued that NHTSA's cost estimates for the proposal and alternatives were inflated because NHTSA holds manufacturer fleet share fixed in response to the standards.
                        <SU>1466</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1466</SU>
                             IPI, Docket No. NHTSA-2023-0022-60485, at 12-16. NHTSA discusses the topic of fleet share in more detail in Section III, but notes here that IPI's suggested approach is currently not congruent with our analytical structure and the information we have from manufacturers.
                        </P>
                    </FTNT>
                    <P>
                        Some commenters supported standards closer to the proposal. Some commenters supported HDPUV10 as maximum feasible.
                        <SU>1467</SU>
                        <FTREF/>
                         The Alliance stated that HDPUV10 could be acceptable, but only through model year 2032, because of the uncertainty that NHTSA had discussed in the NPRM, especially regarding consumer acceptance and infrastructure development.
                        <SU>1468</SU>
                        <FTREF/>
                         The Alliance further stated that if NHTSA must set standards through model year 2035, then standards should increase only 4 percent per year for model years 2033-2035, or 7 percent per each year for model years 2030-2035.
                        <SU>1469</SU>
                        <FTREF/>
                         MEMA agreed that 10 percent per year increases in model years 2033-2035 were challenging and stated that NHTSA should “more carefully analyze the assumptions and conditions needed.”
                        <SU>1470</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1467</SU>
                             Arconic, Docket No. NHTSA-2023-0022-48374, at 3; DC Government Agencies, Docket No. NHTSA-2023-0022-27703, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1468</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-60652, Appendix F, at 63.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1469</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-60652, Appendix F, at 63.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1470</SU>
                             MEMA, Docket No. NHTSA-2023-0022-59204-A1, at 3.
                        </P>
                    </FTNT>
                    <P>
                        Other commenters argued that the proposed standards were too stringent,
                        <SU>1471</SU>
                        <FTREF/>
                         for a variety of reasons. NTEA commented that NHTSA should finalize the No-Action alternative because today's trucks are already 98 percent cleaner than pre-2010 trucks, and making trucks more expensive will discourage consumers from buying them.
                        <SU>1472</SU>
                        <FTREF/>
                         Valero commented that the proposed fuel efficiency standards for CI engines are beyond maximum feasible and reduce the number of CI HDPUV models to zero by model year 2031. Valero stated that NHTSA also eliminates any diesel engine hybridization from the model entirely, which is neither technologically feasible nor economically practicable as not a single CI HDPUV in the model year 2030 analysis fleet would meet the proposed standards without becoming a BEV or a gasoline SHEV.
                        <SU>1473</SU>
                        <FTREF/>
                         Valero concluded that “The rule effectively kills diesel engines for eternity without ever once addressing whether NHTSA even has the legal authority to work such a huge transformation on the transportation sector in the United States—clearly a question of “vast economic and political significance,” and argued that NHTSA has recognized that under all its scenarios, its modeling has reduced “the use of ICE technology . . . to only a few percentage points” with most of the new technology penetration coming from BEVs. The baseline HDPUV fleet had 0% hybrids and only 6% BEVs. This is nothing short of a momentous shift in only 8 years.” 
                        <SU>1474</SU>
                        <FTREF/>
                         Elsewhere, Valero argued that the proposed standards relied entirely on changes in the reference baseline, and that the proposed standards themselves contribute nothing (
                        <E T="03">i.e.,</E>
                         that the reference baseline assumptions are excessive).
                        <SU>1475</SU>
                        <FTREF/>
                         API argued that NHTSA does not have authority to impose standards that effectively require a portion of the fleet to be BEV.
                        <SU>1476</SU>
                        <FTREF/>
                         AVE stated that NHTSA should align with EPA's rule.
                        <SU>1477</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1471</SU>
                             
                            <E T="03">See, e.g.,</E>
                             Heritage Foundation, Docket No. NHTSA-2023-0022-61952, at 2; The Alliance, Docket No. NHTSA-2023-0022-60652, Attachment 2, at 13.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1472</SU>
                             NTEA—The Work Truck Association, Docket No. NHTSA-2023-0022-60167, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1473</SU>
                             Valero, Docket No. NHTSA-2023-0022-58547, Attachment A, at 11, and Attachment G, at 9.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1474</SU>
                             Valero, Docket No. NHTSA-2023-0022-58547, Attachment A, at 11.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1475</SU>
                             Valero, Docket No. NHTSA-2023-0022-58547, Attachment G, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1476</SU>
                             API, Docket No. NHTSA-2023-0022-60234, at 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1477</SU>
                             AVE, Docket No. NHTSA-2023-0022-60213, at 2.
                        </P>
                    </FTNT>
                    <P>
                        RFA 
                        <E T="03">et al.</E>
                         2 argued that NHTSA is required to analyze critical mineral supply and charging infrastructure as part of technological feasibility because the standards are based on the reference baseline, and NHTSA had not proven that the reference baseline is feasible even though “comparing regulatory alternatives to a baseline is customary.” 
                        <SU>1478</SU>
                        <FTREF/>
                         These commenters also stated that NHTSA did not address consumer demand for BEVs.
                        <SU>1479</SU>
                        <FTREF/>
                         RVIA expressed concern that motor homes would not recoup the cost increases estimated for the proposed standards because they are only driven sparingly.
                        <SU>1480</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1478</SU>
                             RFA 
                            <E T="03">et al.</E>
                             2, Docket No. NHTSA-2023-0022-57625, at 16-18.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1479</SU>
                             RFA 
                            <E T="03">et al.</E>
                             2, Docket No. NHTSA-2023-0022-57625, at 16-18.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1480</SU>
                             RVIA, Docket No. NHTSA-2023-0022-51462, at 2. As discussed above, motor homes fall under NHTSA's vocational vehicle standards per the Phase 2 HD rule, and therefore they are not subject to the HDPUV standards being finalized as part of this rulemaking.
                        </P>
                    </FTNT>
                    <P>The following text will walk through the three statutory factors in more detail and discuss NHTSA's decision-making process more thoroughly. The balancing of factors presented here represents NHTSA's thinking at the present time, based on all of the information presented in the public comments and in the record for this final rule.</P>
                    <P>For the reader's reference, the regulatory alternatives under consideration for HDPUVs are presented again below:</P>
                    <GPH SPAN="3" DEEP="138">
                        <PRTPAGE P="52900"/>
                        <GID>ER24JN24.262</GID>
                    </GPH>
                    <P>As discussed in Section VI.A, the three statutory factors for HDPUV standards are similar to and yet somewhat different from the four factors that NHTSA considers for passenger car and light truck standards, but they still modify “feasible” in “maximum feasible.” NHTSA also interprets the HDPUV factors as giving us broad authority to weigh potentially conflicting priorities to determine maximum feasible standards. It is firmly within NHTSA's discretion to weigh and balance the HDPUV factors in a way that is technology-forcing, although NHTSA would find a balancing of the factors in a way that would require the application of technology that will not be available in the lead time provided by this final rule, or that is not cost-effective, to be beyond maximum feasible.</P>
                    <P>
                        That said, because HDPUV standards are set in accordance with 49 U.S.C. 32902(k), NHTSA is not bound by the 32902(h) factors when it determines maximum feasible HDPUV standards.
                        <SU>1481</SU>
                        <FTREF/>
                         That means that NHTSA may, and does, consider the full fuel efficiency of BEVs and PHEVs, and that NHTSA may consider the availability and use of overcompliance credits, in this final rule. These considerations thus play a role in NHTSA's balancing of the HDPUV factors, as described below.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1481</SU>
                             49 U.S.C. 32902(h) clearly states that it applies only to actions taken under subsections (c), (f), and (g) of 49 U.S.C. 32902.
                        </P>
                    </FTNT>
                    <P>
                        In evaluating whether HDPUV standards are appropriate, NHTSA could begin by seeking to isolate the effects of new HDPUV standards from NHTSA, by understanding effects in the industry that appear to be happening for reasons other than potential new NHTSA regulations. NHTSA explained in Chapter 1.4.1 of the TSD that the No-Action Alternative for HDPUV accounts for existing technology on HDPUVs, technology sharing across platforms, manufacturer compliance with existing HDPUV standards from NHTSA and EPA (
                        <E T="03">i.e.,</E>
                         those standards set in the Phase 2 final rule in 2016 for model year 2021 to model year 2029), manufacturer compliance with California's ACT and ZEV programs, and foreseeable voluntary manufacturer application of fuel efficiency-improving technologies (whether because of tax credits or simply because the technologies are estimated to pay for themselves within 30 months). One consequence of accounting for these effects in the No-Action Alternative is that the effects of the different regulatory alternatives under consideration appear less cost-beneficial than they would otherwise. Nonetheless, NHTSA believes that this is reasonable and appropriate to better ensure that NHTSA has the clearest possible understanding of the effects of the decision being made, as opposed to the effects of many things that will be occurring simultaneously. All estimates of effects of the different regulatory alternatives presented in this section are thus relative to the No-Action Alternative.
                    </P>
                    <P>
                        GM stated that it believed the proposed model years 2030-2032 HDPUV standards were appropriate, and it suggested that NHTSA reconsider the model years 2033-2035 standards at a later time, to determine whether they were still appropriate “consider[ing] availability, reliability, and cost of zero emissions vehicle fuel and refueling infrastructure, and consider[ing] demand for zero emission vehicles as the Clean Commercial Vehicle tax credits under the Inflation Reduction Act expire.” 
                        <SU>1482</SU>
                        <FTREF/>
                         NHTSA is setting HDPUV standards through model year 2035 for the reasons discussed in Section VI.A, but agrees that it always has authority to reconsider standards based on new information, as long as statutory lead time requirements are met.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1482</SU>
                             GM, Docket No. NHTSA-2023-0022-60686, at 7.
                        </P>
                    </FTNT>
                    <P>Other information that are relevant to whether HDPUV standards are appropriate could include how much energy we estimate they would conserve; the magnitude of emissions reductions; possible safety effects, if any; and estimated effects on sales and employment. NHTSA agrees with commenters that “appropriate” encompasses many different concerns related to energy conservation and that reducing fuel use and emissions are important goals of EPCA/EISA. Simultaneously, NHTSA bears in mind that HDPUV is a much smaller fleet (with much lower total VMT) than passenger cars and light trucks, so while we seek to conserve energy with the HDPUV standards, the effects are inevitably relatively small compared to the effects resulting from CAFE standards.</P>
                    <P>In terms of energy conservation, Alternative HDPUV14 would conserve the most energy and produce the greatest reduction in fuel expenditure, as shown below:</P>
                    <GPH SPAN="3" DEEP="140">
                        <PRTPAGE P="52901"/>
                        <GID>ER24JN24.263</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="137">
                        <GID>ER24JN24.264</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="137">
                        <GID>ER24JN24.265</GID>
                    </GPH>
                    <P>Assuming that benefits to energy security correlate directly with fuel consumption avoided, Alternative HDPUV14 would also contribute the most to improving U.S. energy security. The discussion about energy security effects of passenger car and light truck standards applies for HDPUVs as well.</P>
                    <P>In terms of environmental benefits, Alternative HDPUV14 is also estimated to be the most beneficial for most metrics:</P>
                    <GPH SPAN="3" DEEP="474">
                        <PRTPAGE P="52902"/>
                        <GID>ER24JN24.266</GID>
                    </GPH>
                    <P>
                        The criteria pollutant effects demonstrate that increased electrification (which increases faster under more stringent alternatives) reduces vehicle-based emissions while increasing upstream emissions due to increased demand for electricity. SELC commented that “The significant environmental, public health, and equity impacts of improved fuel [efficiency] must be given substantial weight in setting . . . HDPUV standards.” 
                        <SU>1483</SU>
                        <FTREF/>
                         NHTSA agrees that these are important effects and weighs them carefully in determining maximum feasible HDPUV standards.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1483</SU>
                             SELC, Docket No. NHTSA-2023-0022-60224, at 1.
                        </P>
                    </FTNT>
                    <P>
                        Some other effects are fairly muted, possibly due to the relatively small size of the HDPUV fleet. The safety effects associated with the HDPUV alternatives are extremely small, too small to affect our decision-making in this final rule. Readers may refer to Chapter 8.3.4.5 of the FRIA for specific information. For sales and employment, readers may refer to Chapter 8.3.2.3 of the FRIA for more specific information, but there is very little difference in sales between HDPUV alternatives, less than one percent relative to the No-Action Alternatives. Employment effects are of similar relative magnitude; HDPUV108, HDPUV10, and HDPUV14 all subtract very slightly from the reference baseline employment utilization, as sales declines produce a small decrease in labor utilization that are not offset by technology effects (
                        <E T="03">i.e.,</E>
                         that development and deployment of new fuel-efficient technologies increases demand for labor). Estimated safety, sales, and employment effects are thus all too small to be dispositive.
                    </P>
                    <P>
                        In evaluating whether HDPUV standards are cost-effective, NHTSA could consider different ratios of cost versus the primary benefits of the standards, such as fuel saved and GHG emissions avoided. Table VI-48 and Table VI-49 include a number of informative metrics of the HDPUV alternatives relative to the No-Action Alternative. None of the action alternatives emerges as a clearly 
                        <PRTPAGE P="52903"/>
                        superior option when evaluated along this dimension. When considering aggregate societal effects, as well as when narrowing the focus to private benefits and costs, HDPUV108 produces the highest benefit-cost ratios, although HDPUV4 is also the most cost-effective under several metrics.
                    </P>
                    <GPH SPAN="3" DEEP="211">
                        <GID>ER24JN24.267</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="211">
                        <GID>ER24JN24.268</GID>
                    </GPH>
                    <P>Because NHTSA considers multiple discount rates in its analysis, and because analysis also includes multiple values for the SC-GHG, we also estimate the following cumulative values for each regulatory alternative:</P>
                    <GPH SPAN="3" DEEP="328">
                        <PRTPAGE P="52904"/>
                        <GID>ER24JN24.269</GID>
                    </GPH>
                    <P>E.O. 12866 and Circular A-4 direct agencies to consider maximizing net benefits in rulemakings whenever possible and consistent with applicable law. Because it can inform NHTSA's consideration of the statutory factors and because it is directed by E.O. 12866 and OMB guidance, NHTSA does evaluate and consider net benefits associated with different potential future HDPUV standards. As Table VI-50 shows, our analysis suggests that HDPUV14 produces the largest net benefits, although we note that the step from both HDPUV10 and HDPUV108 to HDPUV14 results in a substantial jump in total costs.</P>
                    <P>
                        Our analysis also suggests that all alternatives will result in fuel savings for consumers, and that all alternatives will be cost-effective under nearly every listed metric of comparison and at either discount rate. Overall, avoided climate damages are lower and with each alternative the ratio of cost to benefits for this metric decreases due to increased cost and diminishing climate benefits. As discussed earlier, the HDPUV fleet is a smaller fleet compared to passenger cars and light trucks, and so for a manufacturer to meet standards that are more or less stringent, they must transition a relatively larger portion of that smaller fleet to new technologies. Thus, under some comparisons, HDPUV108 appears the most cost-effective; under others, HDPUV4 appears the most cost-effective. ZETA commented that NHTSA should finalize HDPUV14 as “a feasible and optimal way to cost-effectively improve fleet fuel efficiency and reduce petroleum consumption,” because it would maximize fuel savings while providing regulatory certainty to the supply chain.
                        <SU>1484</SU>
                        <FTREF/>
                         ICCT commented that costs were likely lower for many HDPUV technologies than NHTSA had modeled, and stated that many gasoline and diesel-efficiency improving technologies have yet to be broadly implemented among HDPUVs.
                        <SU>1485</SU>
                        <FTREF/>
                         ACEEE argued that the IRA would hasten learning cost reductions for electric HDPUVs and thus more stringent final standards would be cost-effective if these cost reductions were reflected in NHTSA's analysis.
                        <SU>1486</SU>
                        <FTREF/>
                         NHTSA believes that the costs for HDPUV technologies, including BEVs, are based on the best information available to the agency at the present time, and thus are reasonable and accurate for the rulemaking time frame. While HDPUV14 may maximize fuel savings, NHTSA's information presented in the tables above does not support ZETA's assertion that it is the most cost-effective by all metrics.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1484</SU>
                             ZETA, Docket No. NHTSA-2023-0022-60508, at 28.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1485</SU>
                             ICCT, Docket No. NHTSA-2023-0022-54064, at 25.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1486</SU>
                             ACEEE, Docket No. NHTSA-2023-0022-60684, at 8.
                        </P>
                    </FTNT>
                    <P>
                        As discussed above for passenger car and light truck standards, while maximizing net benefits is a valid decision criterion for choosing among alternatives, provided that appropriate consideration is given to impacts that cannot be monetized, it is not the only reasonable decision perspective. We recognize that what we include in our cost-benefit analysis affects our estimates of net benefits. We also note that important benefits cannot be monetized—including the full health and welfare benefits of reducing climate and other pollution, which means that the benefits estimates are underestimates. Thus, given the uncertainties associated with many aspects of this analysis, NHTSA does not rely solely on net benefit maximization, and instead considers it as one piece of information that contributes to how we balance the 
                        <PRTPAGE P="52905"/>
                        statutory factors, in our discretionary judgment.
                    </P>
                    <P>In evaluating whether HDPUV standards are technologically feasible, NHTSA could consider whether the standards represented by the different regulatory alternatives could be met using technology expected to be available in the rulemaking time frame.</P>
                    <P>On the one hand, the HDPUV analysis employs technologies that we expect will be available, and our analysis suggests widespread compliance with all regulatory alternatives, which might initially suggest that technological feasibility is not at issue for this final rule. At the industry level, technology penetration rates estimated to meet the different regulatory alternatives in the different MYs would be as follows:</P>
                    <BILCOD>BILLING CODE 4910-59-P</BILCOD>
                    <GPH SPAN="3" DEEP="600">
                        <PRTPAGE P="52906"/>
                        <GID>ER24JN24.270</GID>
                    </GPH>
                    <BILCOD>BILLING CODE 4910-59-C</BILCOD>
                    <PRTPAGE P="52907"/>
                    <P>
                        As Table VI-51 
                        <SU>1487</SU>
                        <FTREF/>
                         shows, it is immediately clear that most technology application between now and model year 2038 would be occurring as a result of reference baseline efforts and would not be an effect of new NHTSA standards. Under the reference baseline, as early as model year 2033, nearly 80 percent of the fleet would be electrified (including SHEV, PHEV, and BEV). As mentioned above, Valero argued that the proposed standards relied entirely on changes in the reference baseline, and that the proposed standards themselves contributed nothing (
                        <E T="03">i.e.,</E>
                         that the reference baseline assumptions are excessive). NHTSA agrees that the reference baseline technology penetration rates were high for the proposal and remain high for the final rule. Nevertheless, NHTSA believes that these reference baseline technology penetration rates, while high, are feasible and the best available projection of reference case technology deployment in this time frame, given projected trends for HD vans in particular (vans are roughly 40 percent of the HDPUV fleet during the rulemaking time frame). Due to the relatively small number of models in the HDPUV fleet as compared to the passenger car and light truck fleets, just a few models becoming electrified can have large effects in terms of the overall fleet. NHTSA also recognizes that these reference baseline technology penetration rates result from our assumptions about battery costs and available tax credits, among other things.
                        <SU>1488</SU>
                        <FTREF/>
                         Some commenters argued that NHTSA was itself obligated to prove that sufficient U.S.-derived critical minerals, sufficient vehicle charging infrastructure, and sufficient consumer demand for BEV HDPUVs would exist by the rulemaking time frame, in order for NHTSA to establish that the HDPUV standards were technologically feasible. NHTSA continues to believe that it is reasonable to assume that critical minerals and charging infrastructure will be sufficient to support BEV volume assumptions in the analysis by the rulemaking time frame. NHTSA bases this belief on the U.S. government sources cited in TSD Chapter 6.2.4 and discussed above in Section VI.A.5.a(4)(d) of this preamble. NHTSA agrees with the conclusion of these sources that the BIL will contribute significantly toward resolving these concerns by the rulemaking time frame. With regard to consumer demand for BEVs, NHTSA believes that it is evident from sales that consumer demand continues to grow, especially for the van segment of the HDPUV fleet, and that the IRA tax credits will continue to encourage consumer demand as battery costs continue to decrease and cost parity is eventually reached.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1487</SU>
                             The list of these engines is discussed in TSD Chapter 3.1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1488</SU>
                             All EVs have zero emissions and are asisgned the fuel consumption test group result to a value of zero gallons per 100 miles per 49 CFR 535.6(a)(3)(iii).
                        </P>
                    </FTNT>
                    <P>Against the backdrop of the reference baseline, HDPUV4 would require no additional technology at all, on average, which explains why the per-vehicle fuel cost savings associated is low. HDPUV108 could be met with an additional 4.4 percent increase in PHEVs in MY2038. HDPUV10 could be met with an additional 6 percent increase in PHEVs, and very slight increases in BEVs in the later years rulemaking time frame. HDPUV14 could be met with an additional 11-12 percent increase in PHEVs, an additional 6 percent increase in BEVs, and a 13 percent decrease in advanced engines by model year 2038.</P>
                    <P>As in the analysis for passenger cars and light trucks, however, NHTSA finds manufacturer-level results to be particularly informative for this analysis. Of the five manufacturers modeled for HDPUV, Mercedes-Benz, Nissan, and Stellantis would be able to meet all regulatory alternatives with reference baseline technologies—only Ford and GM show any activity in response to any of the regulatory alternatives. HDPUV14 pushes Ford to increase volumes of PHEVs and BEVs. Alternatives more stringent than HDPUV4 result in higher penetration rates of PHEVs and BEVs for GM, with most change coming from PHEVs, especially for HDPUV108 and HDPUV10.</P>
                    <BILCOD>BILLING CODE 4910-59-P</BILCOD>
                    <GPH SPAN="3" DEEP="629">
                        <PRTPAGE P="52908"/>
                        <GID>ER24JN24.271</GID>
                    </GPH>
                    <BILCOD>BILLING CODE 4910-59-C</BILCOD>
                    <P>
                        Again, it is clear that a great deal of technology application is expected in response to the reference baseline, as evidenced by the fact that technology penetration rates for most manufacturers do not change between alternatives. For example, Stellantis is assumed to go from 0 percent strong hybrids in its 
                        <PRTPAGE P="52909"/>
                        HDPUV fleet in model year 2030 to 47 percent strong hybrids by model year 2038 under each regulatory alternative, which means that the regulatory alternatives are not influencing that decision—because if they were, we would see technology differences between the alternatives. Ford and GM show more responsiveness to the alternatives, especially for stringencies beyond HPDUV4. Technology solutions for Ford are similar for HDPUV108 and HDPUV10, up to HDPUV14, at which point a larger portion of the fleet is converted to BEVs to meet the more stringent standards. GM shows more movement across alternatives, but NHTSA continues to suspect that this may be an artifact of our relatively smaller data for the HDPUV fleet. It is very possible that the apparent increase in PHEVs and BEVs and decrease in advanced engine rates for GM could be due to the fact that technologies in the reference baseline fleet are based on Phase 1 standards and (for purposes of the analysis) manufacturers have not started adopting technologies to meet Phase 2 standards.
                    </P>
                    <P>
                        We note also that NHTSA is allowed to consider banked overcompliance credits for the HDPUV fleet,
                        <SU>1489</SU>
                        <FTREF/>
                         as well as the full fuel efficiency of AFVs like BEVs and PHEVs.
                        <SU>1490</SU>
                        <FTREF/>
                         Combined with the fact that BEVs and the electric operation of PHEVs are granted 0 gal/100 miles fuel consumption for compliance purposes, our analysis shows that even with one redesign we see large improvements in the fleet even at low volumes, because manufacturers have relatively fewer models, and lower volumes of those models, as compared to the passenger car/light truck fleet—so “20 percent increase in BEVs” could be a single model being redesigned in a given model year. While the analysis does show higher stringency alternatives as being slightly more challenging to GM in particular, nothing in EPCA/EISA suggests that for HDPUV standards, “technological feasibility” should be interpreted as “every manufacturer meets the standards without applying additional technology.” Based on the information before us, NHTSA cannot conclude that technological feasibility is necessarily a barrier to choosing any of regulatory alternatives considered in this final rule.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1489</SU>
                             See Manufacturers tab in the CAFE Model Input file market_data_HDPUV_ref.xlsx for HDPUV banked credits.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1490</SU>
                             49 CFR 535.6(a)(3)(iii).
                        </P>
                    </FTNT>
                    <P>
                        Valero commented that the proposed standards were not technologically feasible because NHTSA was “killing diesel engines” by not assuming that CI engines could be paired with SHEV or PHEV technology in our analysis. In response, we reiterate that our standards are performance-based, and that they do not serve as an edict to industry about how our standards must be met. NHTSA's technology tree did not simulate CI engines being paired with SHEV or PHEV technology, but that in no way precludes manufacturers from using that technology, nor does NHTSA mean to say that NHTSA does not believe that CI engines could be used with SHEV or PHEV systems. Instead, this technology decision was a simplifying assumption, as discussed in the TSD, where NHTSA decides how to represent a technology being applied but always recognizes that there will likely be a diverse representation of that technology in the actual vehicle fleet. Other similar simplifying assumptions include assuming future SHEVs will only be of the P2 variety in the future, because that was the specific technology form used to represent the technology in our analysis, when of course SHEV technology may be more diverse than that, or that all forced induction engines will only use exhaust-based turbo systems, with no superchargers. NHTSA therefore disagrees with Valero that the CI standard compels the elimination of CI engines and disagrees that the CI standard somehow prohibits SHEV and PHEV powertrains from using CI engines. The technology path that NHTSA shows to compliance is simply 
                        <E T="03">a</E>
                         path, not 
                        <E T="03">the</E>
                         path, as NHTSA endeavors to emphasize. NHTSA also disagrees that the final standards present a “major question” as Valero suggested, because (1) they do not mandate specific technologies, (2) they are incremental increases in stringency based on the agency's determination of maximum feasible fuel efficiency standards, consistent with the agency's direction in EPCA/EISA, and (3) even if the final standards do assume electrification in the analysis in response to the standards, 49 U.S.C. 32902(h) does not cover decisions made under 32902(k).
                    </P>
                    <P>The information presented thus far suggests that HDPUV14 would result in the best outcomes for energy conservation, including fuel consumption and fuel expenditure reduced, energy security, climate effects, and most criteria pollutant effects; that it would produce the largest net benefits, and that it is likely achievable with not much more technology than would be applied in the reference baseline regardless of new HDPUV standards from NHTSA; even if it would not necessarily be the most cost-effective, would result in the highest overall costs, and does not provide the largest consumer net benefits. Even if HDPUV14 would maximize energy conservation, for purposes of this final rule, however, NHTSA concludes that some conservatism may still be appropriate.</P>
                    <P>As in the proposal, there are several reasons for this conservatism in this final rule. First, NHTSA recognizes that standards have remained stable for this segment for many years, since 2016. While on the one hand, that may mean that the segment has room for improvement, or at least for standards to catch up to where the fleet is, NHTSA is also mindful that the sudden imposition of stringency where there was previously little may require some adjustment time, especially with technologies like BEVs and PHEVs that have not been in mass production in the HDPUV space. Second, NHTSA acknowledges that our available data in this segment may be less complete than our data for passenger cars and light trucks. Compared to the CAFE program's robust data submission requirements, manufacturers submit many fewer data elements in the HD program, and the program is newer, so we have many fewer years of historical data. If NHTSA's technology or vehicle make/model assumptions in the reference baseline lags on road production, then our estimated manufacturer responses to potential new HDPUV standards could lack realism in important ways, particularly given the relatively smaller fleet and fewer numbers of make/models across which manufacturers can spread technology improvements in response to standards. Although NHTSA also relies on manufacturer media publications for announcements of new vehicles and technologies, we are considerate of how those will be produced in large quantities and if they can be considered by other competitors due to intellectual property issues and availability.</P>
                    <P>
                        Third, again perhaps because of the relatively smaller fleet and fewer numbers of make/models, the sensitivity analysis for HDPUVs strongly suggests that uncertainty in the input assumptions can have significant effects on outcomes. As with any analysis of sufficient complexity, there are a number of critical assumptions here that introduce uncertainty about manufacturer compliance pathways, consumer responses to fuel efficiency improvements and higher vehicle prices, and future valuations of the consequences from higher HDPUV standards. Recognizing that uncertainty, NHTSA also conducted 50 sensitivity 
                        <PRTPAGE P="52910"/>
                        analysis runs for the HDPUV fleet analysis.
                        <SU>1491</SU>
                        <FTREF/>
                         The entire sensitivity analysis is presented in Chapter 9 of the FRIA, demonstrating the effect that different assumptions would have on the costs and benefits associated with the different regulatory alternatives. While NHTSA considers dozens of sensitivity cases to measure the influence of specific parametric assumptions and model relationships, only a small number of them demonstrate meaningful impacts to net benefits under the different alternatives.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1491</SU>
                             In response to IPI's suggestion that NHTSA should conduct Monte Carlo analysis rather than sensitivity analysis, NHTSA was unable to develop Monte Carlo capabilities in time for this final rule but will continue to develop our capabilities for subsequent rounds of rulemaking. Meanwhile, we continue to believe that sensitivity cases are illuminating and appropriate for consideration in determining the final standards.
                        </P>
                    </FTNT>
                    <P>The results of the sensitivity analyses for HDPUVs are different from the sensitivity analysis results for passenger cars and light trucks. Generally speaking, for HDPUVs, varying the inputs seems either to make no difference at all, or to make a fairly major difference. As suggested above, NHTSA interprets this as likely resulting from the relatively smaller size and “blockiness” of the HDPUV fleet: there are simply fewer vehicles, and fewer models, so variation in input parameters may cause notable moves in tranches of the fleet that are large enough (as a portion of the total HDPUV fleet) to produce meaningful effects on the modeling results.</P>
                    <GPH SPAN="3" DEEP="481">
                        <GID>ER24JN24.272</GID>
                    </GPH>
                    <P>
                        Figure VI-30 shows the magnitude of variation in sensitivity cases on per-vehicle costs for the HDPUV fleet. Each point in the figure represents the average per-vehicle cost for a given manufacturer, in a given alternative, for 
                        <PRTPAGE P="52911"/>
                        one sensitivity case; each row includes one point for each of the 50 sensitivity cases. While most sensitivity cases are represented by open circles, some specific cases of interest are highlighted with different shapes. For most manufacturers and alternatives, the sensitivity results are clustered around the reference baseline (represented by a square) and may overlap with other sensitivity results. Some cases, especially involving assumptions about higher costs of electrification or lower fuel prices, produce significant increases in per-vehicle cost relative to the Reference baseline. Table VI-53 shows estimated per-vehicle costs by HDPUV manufacturer, by regulatory alternative, for the Reference baseline (the central analysis) and several selected influential sensitivity runs.
                    </P>
                    <BILCOD>BILLING CODE 4910-59-P</BILCOD>
                    <GPH SPAN="3" DEEP="609">
                        <PRTPAGE P="52912"/>
                        <GID>ER24JN24.273</GID>
                    </GPH>
                    <BILCOD>BILLING CODE 4910-59-C</BILCOD>
                    <P>
                        In this table, “Oil Price (low)” assumes EIA's AEO 2023 low oil price side case; “Battery DMC (high)” increases battery direct manufacturing costs 25 percent above Reference baseline levels; and “NPRM Battery Learning Curve” retains the battery learning curve from NHTSA's NPRM. Dollar values for all action alternatives are incremental to the No-Action alternative. If they are negative, that means that the compliance solution for that action alternative reduces cost relative to no action in a given model 
                        <PRTPAGE P="52913"/>
                        run.
                        <SU>1492</SU>
                        <FTREF/>
                         These particular sensitivity runs were selected because they had the largest effect on costs of the alternatives considered, and cost is of primary interest to NHTSA given industry's stated need to retain all available capital for use in making the BEV transition.. The final standards for HDPUVs will result in an industry-wide FE improvement of approximately 25 percent in the rulemaking time frame of only 6 years. With the vehicles in this segment having the same if not longer redesign cycle time, our analysis shows that any change to these inputs could have a dramatic impact on the manufacturers. As shown in Table VI-53 above, the industry average incremental cost for HDPUV108 is $226, but that increases to roughly $1,200 to over $1,500 with the change to an input that could be due to any number of global circumstances.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1492</SU>
                             This occurs in some instances where incremental technology additions are less expensive than the value of any technology removed. For example, the engine and transmission component cost differences in converting from an advanced diesel to a gasoline turbo engine PHEV could produce negative net technology cost.
                        </P>
                    </FTNT>
                    <P>
                        Looking beyond HDPUV108, each of these sensitivity runs illustrate that per-vehicle costs for nearly every manufacturer to comply with HDPUV10 and HDPUV14 could be significantly higher under any of these cases. Looking at the industry average results, each of the three sensitivity runs presented here could bring per-vehicle costs to nearly $3,000 per vehicle in model year 2038 under HDPUV14, and nearly $2,000 per vehicle under HDPUV10. While the effects of these assumptions are slightly less dramatic than in the NPRM analysis, they are still significant increases in costs for an industry grappling with a major technological transition. For nearly every manufacturer, the jump in cost from HDPUV4 to HDPUV108 is meaningful under each sensitivity run shown, and the jump from HDPUV108 to HDPUV10 and certainly to HDPUV14 under each of the sensitivity runs shown would be greater than NHTSA would likely conclude was appropriate for this segment. The uncertainty demonstrated in these estimates aligns with comments NHTSA received on the NPRM and NHTSA believes it is relevant to our consideration of maximum feasible HDPUV standards. The Alliance commented that if NHTSA set standards through model year 2035, annual stringency increases in model years 2030-2032 should be 10% per year, and model years 2033-2035 should be 4% per year, in recognition of “market and technology uncertainty.”
                        <SU>1493</SU>
                        <FTREF/>
                         Alternatively, the Alliance stated that stringency increases could be 7% per year, each year, for model years 2030-2035.
                        <SU>1494</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1493</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-60652, Appendix F, at 63.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1494</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <P>NHTSA agrees that uncertainty exists, and it matters for this segment and the effects that new HDPUV standards would have on the affordability of these vehicles and the capital available for manufacturers for making the BEV transition. The nature of this fleet—smaller, with fewer models—and the nature of the technologies that this fleet will be applying leading up to and during the rulemaking time frame, means that the analysis is very sensitive to changes in inputs, and the inputs are admittedly uncertain. If the uncertainty causes NHTSA to set standards higher than they would otherwise have been, and industry is unable to meet the standards, the resources they would have to expend on civil penalties (which can potentially be much higher for HDPUVs than for passenger cars and light truck) would be diverted from their investments in the technological transition, and the estimated benefits would not come to pass anyway. To provide some margin for that uncertainty given the technological transition that this segment is trying to make, NHTSA believes that some conservatism is reasonable and appropriate for this round of standards. However, the further conservatism that the Alliance and other commenters request—4 percent standards for model years 2033-2035, or 7 percent standards for model years 2030-2035—would have NHTSA setting standards below the point of maximum feasibility. In response to this comment, NHTSA conducted some initial analysis of these suggested rates of increase and this exploratory analysis indicated technology choices, and hence regulatory costs, were very similar to those of HDPUV4. Based on that initial analysis, NHTSA concluded that the effects of these suggested rates of increase would have fallen close enough to HDPUV4 that a full examination would not have provided much additional information beyond what including HDPUV4 in the analysis already includes.</P>
                    <P>We also note, that because NHTSA does consider BEV technologies in the HDPUV analysis, and because our current regulations assign BEVs a fuel consumption value for compliance purposes of 0 gal/100 miles, this significantly influences our modeling results. This is an artifact of the mathematics of averaging, where including a “0” value in the calculation effectively reduces other values by as much as 50 percent (depending on sample size) and is exaggerated when BEV-only manufacturers are considered in industry-average calculations. This effect creates the appearance of overcompliance at the industry level. As for the analysis for passenger cars and light trucks, examining individual manufacturer results can be more informative, and Chapter 8.3 of the FRIA shows that non-BEV-only manufacturers are more challenged by, for example, HDPUV14, although overcompliance is still evident in many model years. This underscores the effect of BEVs on compliance, particularly when their fuel consumption is counted as 0 even though their energy consumption is non-zero. It also indirectly underscores the effect of the 32902(h) restrictions on NHTSA's decision-making for passenger car and light truck standard stringency, which does not apply in the HDPUV context. While NHTSA did not propose to change this value and is not changing it in this final rule, we are aware that it adds to the appearance of overcompliance in NHTSA's analysis, and this is another potential reason to be conservative in our final rule.</P>
                    <P>Based on the information in the record and consideration of the comments received, NHTSA therefore concludes that HDPUV108 represents the maximum feasible standards for HDPUVs in the model years 2030 to 2035 time frame. While HDPUV14 could potentially save more fuel and reduce emissions further, it is less cost-effective than HDPUV108 by every metric that NHTSA considered, and the longer redesign cycles in this segment make NHTSA cautious of finalizing HDPUV14. Moreover, the effects of uncertainty for our analytical inputs are significant in this analysis, as discussed, and NHTSA believes some conservatism is appropriate for this rulemaking time frame. Both HDPUV10 and HDPUV108 will encourage technology application for some manufacturers while functioning as a backstop for the others, and they remain net beneficial for consumers. However, in a final consideration of coordination between the HDPUV GHG rules recently finalized by EPA and these fuel consumption standards, NHTSA believes HDPUV108 provides a better approach.</P>
                    <P>
                        The HDPUV108 final rule will serve to re-align the two rules after being offset by statutory differences in lead time and standard years. HDPUV108 
                        <PRTPAGE P="52914"/>
                        will best harmonize with EPA's recently finalized standards, realigning with EPA by model year 2034 and only slightly surpassing them in model year 2035 (assuming EPA does not later change its standards for the model years 2033-2035 time frame). The need for harmonization was frequently cited in comments, and NHTSA has sought to the best of its statutory ability to harmonize with EPA's broader authority under the Clean Air Act.
                    </P>
                    <P>Based on all of the reasons discussed above, NHTSA is finalizing HDPUV108 for HDPUVs.</P>
                    <HD SOURCE="HD3">3. Severability</HD>
                    <P>For the reasons described above, NHTSA believes that its authority to establish CAFE and HDPUV standards for the various fleets described is well-supported in law and practice and should be upheld in any legal challenge. NHTSA also believes that its exercise of its authority reflects sound policy.</P>
                    <P>
                        However, in the event that any portion of the final rule is declared invalid, NHTSA intends that the various aspects of the final rule be severable, and specifically, that each standard and each year of each standard is severable, as well as the various compliance changes discussed in the following section of this preamble. NYU IPI commented that NHTSA should provide further detail on why NHTSA believes that the standards are severable.
                        <SU>1495</SU>
                        <FTREF/>
                         Furthermore, they identified a specific area of the analysis and state, “Because changing manufacturing processes for one product class or model year could affect those processes for another, NHTSA should explain why these technical processes are sufficiently independent that individual standards for each year could be applied separately.”I. In response, EPCA/EISA is clear that standards are to be prescribed separately for each fleet, for each model year. 49 U.S.C. 32902(b) states expressly that DOT (by delegation, NHTSA) must set separate standards for passenger automobiles (passenger cars) in each model year, non-passenger automobiles (light trucks) in each model year, and work trucks (HDPUVs) in accordance with 32902(k), which directs that standards be set in tranches of 3 model years at a time. When NHTSA sets these standards, it does so by publishing curve coefficients in the 
                        <E T="04">Federal Register</E>
                        , to be incorporated into the Code of Federal Regulations. The curve coefficients are incorporated into the same table, but they are clearly distinguishable for each year. NHTSA establishes several model years of standards at a time in order to provide improved regulatory certainty for industry, but standards for one year can still be met by any given fleet even if standards for a prior or subsequent year suddenly do not exist. We agree with IPI in that manufacturers do share components between vehicles and apply these components for different vehicle classes at different model years; however, we do acknowledge that manufacturers do not implement technologies all at once across their fleets within a given model year or subsequent model year. NHTSA does not set CAFE or FE standards at the vehicle level, but instead at the individual fleet levels. And so, adoption of technologies for meeting the standards are allowed in a cadence that reflects manufacturers capability to implement a reasonable time for PCs, LTs and HDPUVs. These assumptions for sharing of components between vehicles are considered as part of our analysis that considers refreshes/redesigns schedules that manufacturers adhere to. We discuss vehicle refreshes/redesigns cadences and other lead time assumptions in TSD Chapter 2 and in Section III.D of this preamble. The modeling captures decisions that manufacturers make in the real world that will happen regardless of whether NHTSA is considering one year of standards or five. Manufacturers will still only refresh or redesign a portion of their fleet in any given model year and even though our analysis shows one pathway to compliance, manufacturers make the ultimate decisions about which technologies to apply to which vehicles in a particular model year, also considering factors unrelated to fuel economy. Manufacturer comments may discuss the relative difficulty of complying with one standard or another, but since the inception of the program, compliance with each standard has been separately required.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1495</SU>
                             IPI, Docket No. NHTSA-2023-0022-60485, at 32-33.
                        </P>
                    </FTNT>
                    <P>Any of the standards could be implemented independently if any of the other standards were struck down, and NHTSA firmly believes that it would be in the best interests of the nation as a whole for the standards to be applicable in order to support EPCA's overarching purpose of energy conservation. Each standard is justified independently on both legal and policy grounds and could be implemented effectively by NHTSA.</P>
                    <HD SOURCE="HD3">VII. Compliance and Enforcement</HD>
                    <P>NHTSA is finalizing changes to its enforcement programs for light-duty vehicles in the CAFE program as well as for HDPUVs in the Heavy-Duty National Program. These changes include: (1) eliminating AC and off-cycle (OC) fuel consumption improvement values (FCIVs) for BEVs in the CAFE program; (2) adding a utility factor to the calculation of FCIVs for PHEVs; (3) phasing out the OC program for all vehicles in the CAFE program by model year 2033; (4) eliminating the 5-cycle and alternative approval pathways for OC FCIVs in the CAFE program; (5) adding additional deadlines for the alternative approval process for model years 2025-2026 for the CAFE program; (6) eliminating OC FCIVs for HDPUVs for model year 2030 and beyond; and (7) making an assortment of minor technical amendments, including technical amendments to the regulations pertaining to advanced technology credits and clarifying amendments to definitions in 49 part 523. To provide context for these changes, this section first provides an overview of NHTSA's enforcement programs. The section then discusses and addresses the comments received on the NPRM and discusses the changes NHTSA is finalizing with this rule. Finally, this section concludes with a discussion and response to comment on a requested program for EJ credits that NHTSA has decided is not practical to implement at this time, as well as a discussion and response to comments received that are relevant to NHTSA's compliance and enforcement programs for light-duty vehicles and HDPUVs but out of scope of this rulemaking.</P>
                    <HD SOURCE="HD2">A. Background</HD>
                    <P>NHTSA has separate enforcement programs for light-duty vehicles in the CAFE program and heavy-duty vehicles in the Heavy-Duty National program. NHTSA's CAFE enforcement program is largely established by EPCA, as amended by EISA, and is very prescriptive regarding enforcement. EPCA and EISA also clearly specify a number of flexibilities and incentives that are available to manufacturers to help them comply with the CAFE standards. EISA also provides DOT and NHTSA with the authority to regulate heavy-duty vehicles, and NHTSA structured the enforcement program for HDPUVs to be similar to its CAFE enforcement program.</P>
                    <P>
                        The light-duty CAFE program includes all vehicles with a Gross Vehicle Weight Rating (GVWR) of 8,500 pounds or less as well as vehicles between 8,501 and 10,000 pounds that are classified as medium-duty passenger vehicles (MDPVs). As prescribed by 49 U.S.C. 32901(a)(19)(B) and defined in 40 
                        <PRTPAGE P="52915"/>
                        CFR 86.1803-01,
                        <SU>1496</SU>
                        <FTREF/>
                         an MDPV means any heavy-duty vehicle with a GVWR of less than 10,000 pounds that is designed primarily for the transportation of persons and generally subject to requirements that apply for light-duty trucks.
                        <E T="51">1497 1498</E>
                        <FTREF/>
                         The MDHD Program includes all vehicles 8,501 pounds and up, and the engines that power them, except for MDPVs, which are covered under the CAFE program.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1496</SU>
                             As prescribed in 49 U.S.C. 32901(a)(19)(B), an MDPV is “defined in section 86.1803-01 of title 40, Code of Federal Regulations, as in effect on the date of the enactment of the Ten-in-Ten Fuel Economy Act.”
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1497</SU>
                             40 CFR 86.1803-01 excludes from the definition of MDPV “any vehicle which: (1) Is an “incomplete truck” as defined in this subpart; or (2) Has a seating capacity of more than 12 persons; or (3) Is designed for more than 9 persons in seating rearward of the driver's seat; or (4) Is equipped with an open cargo area (for example, a pick-up truck box or bed) of 72.0 inches in interior length or more. A covered box not readily accessible from the passenger compartment will be considered an open cargo area for purposes of this definition.”
                        </P>
                        <P>
                            <SU>1498</SU>
                             See Heavy-duty vehicle definition in 40 CFR 86.1803-01. MDPVs are classified as either passenger automobiles or light trucks depending on whether they meet the critiera to be a non-passenger automobile under 49 CFR 523.5. If the MDPV is classified as a non-passenger automobile, it is a light truck and subject ot the requirements in 49 CFR 533. If the MDPV does not meet the criteria in 49 CFR 523.5 to be a non-passenger automobile, then it is classified as a passenger automobile and subject to the requriements in 49 CFR 531.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA's authority to regulate heavy-duty vehicles under EISA directs NHTSA to establish fuel efficiency standards for commercial medium- and heavy-duty on-highway vehicles and work trucks.
                        <E T="51">1499 1500</E>
                        <FTREF/>
                         Under this authority, NHTSA has developed standards for three regulatory categories of heavy-duty vehicles: combination tractors; HDPUVs; and vocational vehicles. HDPUVs include heavy-duty vehicles with a GVWR between 8,501 pounds and 14,000 pounds (known as Class 2b through 3 vehicles) manufactured as complete vehicles by a single or final stage manufacturer or manufactured as incomplete vehicles as designated by a manufacturer.
                        <SU>1501</SU>
                        <FTREF/>
                         The majority of these HDPUVs are 3- 4-ton and 1-ton pickup trucks, 12-and 15-passenger vans, and large work vans that are sold by vehicle manufacturers as complete vehicles, with no secondary manufacturer making substantial modifications prior to registration and use. These vehicles can also be sold as cab-complete vehicles (
                        <E T="03">i.e.,</E>
                         incomplete vehicles that include complete or nearly complete cabs that are sold to secondary manufacturers).
                    </P>
                    <FTNT>
                        <P>
                            <SU>1499</SU>
                             EISA added the following definition to the automobile fuel economy chapter of the U.S. Code: “commercial medium- and heavy-duty on-highway vehicle” means an on-highway vehicle with a gross vehicle weight rating of 10,000 pounds or more. 49 U.S.C. 32901(a)(7).
                        </P>
                        <P>
                            <SU>1500</SU>
                             EISA added the following definition to the automobile fuel economy chapter of the U.S. Code: “work truck” means a vehicle that—(A) is rated at between 8,500 and 10,000 pounds gross vehicle weight; and (B) is not a medium-duty passenger vehicle (as defined in section 86.1803-01 of title 40, Code of Federal Regulations, as in effect on the date of the enactment of [EISA]). 49 U.S.C. 32901(a)(19).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1501</SU>
                             
                            <E T="03">See</E>
                             49 CFR 523.7, 40 CFR 86.1801-12, 40 CFR 86.1819-14, 40 CFR 1037.150.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD2">B. Overview of Enforcement</HD>
                    <P>
                        This subsection is intended to provide a general overview of NHTSA's enforcement of its fuel economy and fuel efficiency standards in order to provide context for the discussion of the changes to these enforcement programs. At a high-level, NHTSA's fuel efficiency and fuel economy enforcement programs encompass how NHTSA determines whether manufacturers comply with standards for each model year, and how manufacturers may use compliance flexibilities and incentives, or alternatively address noncompliance through paying civil penalties. NHTSA's goal in administering these programs is to balance the energy-saving purposes of the authorizing statutes against the benefits of certain flexibilities and incentives. More detailed explanations of NHTSA's enforcement programs have also been included in recent rulemaking documents.
                        <E T="51">1502 1503</E>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1502</SU>
                             For more detailed explanations of CAFE enforcement, 
                            <E T="03">see</E>
                             77 FR 62649 (October 15, 2012) and 87 FR 26025 (May 2, 2022).
                        </P>
                        <P>
                            <SU>1503</SU>
                             For more detailed explanations of heavy-duty pickup trucks and vans fuel efficiency standards and enforcement, 
                            <E T="03">see</E>
                             76 FR 57256 (September 15, 2011) and 81 FR 73478 (October 25, 2016).
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">1. Light Duty CAFE Program</HD>
                    <P>As mentioned above, there are three primary components to NHTSA's compliance program: (1) determining compliance; (2) using flexibilities and incentives; and (3) paying civil penalties for shortfalls. The following table provides an overview of the CAFE program for light-duty vehicles and MDPVs.</P>
                    <BILCOD>BILLING CODE 4910-59-P</BILCOD>
                    <GPH SPAN="3" DEEP="640">
                        <PRTPAGE P="52916"/>
                        <GID>ER24JN24.274</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="640">
                        <PRTPAGE P="52917"/>
                        <GID>ER24JN24.275</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="640">
                        <PRTPAGE P="52918"/>
                        <GID>ER24JN24.276</GID>
                    </GPH>
                    <PRTPAGE P="52919"/>
                    <BILCOD>BILLING CODE 4910-59-C</BILCOD>
                    <HD SOURCE="HD3">a. Determining Compliance</HD>
                    <P>
                        This first component of NHTSA's enforcement program pertains to how NHTSA determines compliance with its fuel economy standards. In general, as prescribed by Congress, NHTSA finalizes footprint-based fleet average standards for LDVs for fuel economy on a mpg basis. In that way, the standard applies to the fleet as a whole and not to a specific vehicle, and manufacturers can balance the performance of their vehicles and technologies in complying with standards. Also, as specified by Congress, light-duty vehicles is separated into three fleets for compliance purposes: passenger automobiles manufactured domestically (referred to as domestic passenger vehicles), passenger automobiles not manufactured domestically (referred to as import passenger vehicles), and non-passenger automobiles (which are referred to as light trucks and includes MDPVs that meet certain criteria).
                        <SU>1504</SU>
                        <FTREF/>
                         Each manufacturer must comply with the fleet average standard derived from the model type target standards. These target standards are taken from a set of curves (mathematical functions) for each fleet. Vehicle testing for the light-duty vehicle program is conducted by EPA using the FTP (or “city” test) and HFET (or “highway” test).
                        <SU>1505</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1504</SU>
                             49 U.S.C. 32903(g)(6)(B).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1505</SU>
                             40 CFR part 600.
                        </P>
                    </FTNT>
                    <P>
                        At the end of each model year, EPA determines the fleet average fuel economy performance for the fleets as determined by procedures set forth in 40 CFR part 600. NHTSA then confirms whether a manufacturer's fleet average performance for each of its fleets of LDVs exceeds the applicable target-based fleet standard. NHTSA makes its ultimate determination of a manufacturer's CAFE compliance obligation based on official reported and verified CAFE data received from EPA. Pursuant to 49 U.S.C. 32904(e), EPA is responsible for calculating manufacturers' CAFE values so that NHTSA can determine compliance with its CAFE standards. The EPA-verified data is based on information from NHTSA's testing,
                        <SU>1506</SU>
                        <FTREF/>
                         its own vehicle testing, and FMY data submitted by manufacturers to EPA pursuant to 40 CFR 600.512-12. A manufacturer's FMY report must be submitted to EPA no later than 90 days after December 31st of the model year including any adjustment for off-cycle credits for the addition of technologies that result in real-world fuel improvements that are not accounted for in the 2-cycle testing as specified in 40 CFR part 600 and 40 CFR part 86. EPA verifies the data submitted by manufacturers and issues final CAFE reports that are sent to manufacturers and to NHTSA electronically between April and October of each year. NHTSA's database system identifies which fleets do not meet the applicable CAFE fleet standards and calculates each manufacturer's credit amounts (credits for vehicles exceeding the standards), credit excesses (credits accrued for a fleet exceeding the standards), and shortfalls (amount by which a fleet fails to meet the standards). A manufacturer meets NHTSA's fuel economy standard if its fleet average performance is greater than or equal to its required standard or its MDPCS (whichever is greater). Congress enacted MDPCSs per 49 U.S.C. 32902. These standards require that domestic passenger car fleets meet a minimum level directed by statute and then projected by the Secretary at the time a standard is promulgated in a rulemaking. In addition, manufacturers are not allowed to use traded or transferred credits to resolve credit shortfalls resulting from failing to exceed the MDPCS.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1506</SU>
                             NHTSA conducts vehicle testing under its “Footprint” attribute conformity testing to verify track width and wheelbase measurements used by manufacturers to derive model type target standards. If NHTSA finds a discrepancy in its testing, manufacturers will need to make changes in their final reports to EPA.
                        </P>
                    </FTNT>
                    <P>If a manufacturer's fleet fails to meet a fuel economy standard, NHTSA will provide written notification to the manufacturer that it has not met the standard. The manufacturer will be required to confirm the shortfall and must either submit a plan indicating how to allocate existing credits, or if it does not have sufficient credits available in that fleet, how it will address the shortfall either by earning, transferring and/or acquiring credits or by paying the appropriate civil penalty. The manufacturer must submit a plan or payment within 60 days of receiving agency notification. Credit allocation plans received from the manufacturer will be reviewed and approved by NHTSA. NHTSA will approve a credit allocation plan unless it finds the proposed credits are unavailable or that it is unlikely that the plan will result in the manufacturer earning sufficient credits to offset the shortfall. If a plan is approved, NHTSA will revise the manufacturer's credit account accordingly. If a plan is rejected, NHTSA will notify the manufacturer and request a revised plan or payment of the appropriate fine.</P>
                    <HD SOURCE="HD3">b. Flexibilities</HD>
                    <P>
                        As mentioned above, there are flexibilities manufacturers can use in the CAFE program for compliance purposes. Two general types of flexibilities that exist for the CAFE program include (1) FCIVs that can be used to increase CAFE values; and (2) credit flexibilities. To provide context for the changes NHTSA is making, a discussion of two types of FCIVs is provided below. These credits are for the addition of technologies that improve air/conditioning efficiency (AC FCIVs) and other “off-cycle” technologies that reduce fuel consumption that are not accounted for in the 2-cycle testing (OC FCIVs).
                        <SU>1507</SU>
                        <FTREF/>
                         NHTSA is not making any changes to the provisions regarding the flexibilities for how credits may be used. A discussion of these flexibilities can be found in previous rulemakings.
                        <SU>1508</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1507</SU>
                             Manufacturers may also earn FCIVs for full size pickup trucks which have hybrid or electric drivetrains or have advanced technologies as specified in 40 CFR 86.1870-12. NHTSA is not providing an overview of these credits because NHTSA is not making any changes for these credits. For an an explanation of these credits see the May 2, 2022 final rule (87 FR 25710, page 26025).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1508</SU>
                             October 15, 2012 (77 FR 63125, starting at page 62649) and May 2, 2022 (87 FR 25710, starting at page 26025).
                        </P>
                    </FTNT>
                    <P>
                        As mentioned above, the light-duty CAFE program provides FCIVs for improving the efficiency of AC systems.
                        <SU>1509</SU>
                        <FTREF/>
                         Improving the efficiency of these systems is important because AC usage places a load on the Internal Combustion Engines (ICE) that results in additional fuel consumption, and AC systems are virtually standard automotive accessories, with more than 95 percent of new cars and light trucks sold in the U.S. equipped with mobile AC systems. Together, this means that AC efficiency can have a signifant impact on total fuel consumption. The AC FCIV program is designed to incentivize the adoption of more efficient systems, thereby reducing energy consumption across the fleet.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1509</SU>
                             40 CFR 1868-12.
                        </P>
                    </FTNT>
                    <P>Manufacturers can improve the efficiency of AC systems through redesigned and refined AC system components and controls. These improvements, however, are not measurable or recognized using 2-cycle test procedures because the AC is turned off during the CAFE compliance 2-cycle testing. Any AC system efficiency improvements that reduce load on the engine and improve fuel economy, therefore, cannot be accounted for in those tests.</P>
                    <P>
                        In the joint final rule for model year 2017-2025, EPA extended its AC 
                        <PRTPAGE P="52920"/>
                        efficiency program to allow manufacturers to generate fuel consumption improvement values for NHTSA's CAFE compliance.
                        <SU>1510</SU>
                        <FTREF/>
                         The program provides a technology menu that specifies improvement values for the addition of specific technologies and specifies testing requirements to confirm that the technologies provide emissions reductions when installed as a system on vehicles.
                        <SU>1511</SU>
                        <FTREF/>
                         A vehicle's total AC efficiency FCIV is calculated by summing the individual values for each efficiency-improving technology used on the vehicle, as specified in the AC menu or by the AC17 test result.
                        <SU>1512</SU>
                        <FTREF/>
                         The total AC efficiency FCIV sum for each vehicle is capped at 5.0 grams/mile for cars and 7.2 grams/mile for trucks.
                        <SU>1513</SU>
                        <FTREF/>
                         Related to AC efficiency improvements, the off-cycle program, discussed in the next section, contains fuel consumption improvement opportunities for technologies that help to maintain a comfortable air temparature of the vehicle interior without the use of the A/C system (
                        <E T="03">e.g.,</E>
                         solar reflective surface coating, passive cabin ventilation). These technologies are listed on a thermal control menu that provides a predefined improvement value for each technology.
                        <SU>1514</SU>
                        <FTREF/>
                         If a vehicle has more than one thermal control technology, the improvement values are added together, but subject to a cap of 3.0 grams/mile for cars and 4.3 grams/mile for trucks.
                        <SU>1515</SU>
                        <FTREF/>
                         Manufacturers seeking FCIVs beyond the regulated caps may request the added benefit for AC technology under the off-cycle program alternative approval pathway.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1510</SU>
                             October 15, 2012 final rule (77 FR 62624).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1511</SU>
                             
                            <E T="03">See</E>
                             40 CFR 86.1868-12(e) through (g).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1512</SU>
                             
                            <E T="03">See</E>
                             40 CFR 1868-12(g)(2)(iii).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1513</SU>
                             
                            <E T="03">See</E>
                             40 CFR 1868-12(b)(2).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1514</SU>
                             
                            <E T="03">See</E>
                             40 CFR 86.1869-12(b)(1)(viii)(A) through (E).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1515</SU>
                             
                            <E T="03">See</E>
                             40 CFR 86.1869-12(b)(1)(viii).
                        </P>
                    </FTNT>
                    <P>In addition to allowing improvements for AC efficiency technologies, manufacturers may also generate FCIVs for off-cycle technologies. “Off-cycle” technologies are those that reduce vehicle fuel consumption in the real world, but for which the fuel consumption reduction benefits cannot be fully measured under the 2-cycle test procedures used to determine compliance with the fleet average standards. The FTP and HFET cycles are effective in measuring improvements in most fuel efficiency-improving technologies; however, they are unable to measure or do not adequately represent certain fuel economy-improving technologies because of limitations in the test cycles. For example, off-cycle technologies that improve emissions and fuel efficiency at idle (such as “stop start” systems) and those technologies that improve fuel economy to the greatest extent at highway speeds (such as active grille shutters that improve aerodynamics) are not fully accounted for in the 2-cycle tests.</P>
                    <P>
                        In the model year 2017-2025 CAFE rulemaking, EPA, in coordination with NHTSA, established regulations extending benefits for off-cycle technologies and created FCIVs for the CAFE program starting with model year 2017.
                        <SU>1516</SU>
                        <FTREF/>
                         Under its EPCA authority for CAFE, EPA determined that the summation of the all the FCIVs values (for AC, OC, and advanced technology incentives for full size pickup trucks) in grams per mile could be converted to equivalent gallons per mile totals for improving CAFE values. More specifically, EPA normalizes the FCIVs values based on the manufacturer's total fleet production and then applies the values in an equation that can increase the manufacturer's CAFE values for each fleet instead of treating them as separate credits as they are in the GHG program.
                        <SU>1517</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1516</SU>
                             Off-cycle credits were extened to light-duty vehicles under the CAFE program in the October 15, 2012 final rule (77 FR 62624).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1517</SU>
                             FCIV
                            <E T="52">AC</E>
                             and FCIV
                            <E T="52">OC</E>
                             are each deducted as separately calculated credit values from the fleet fuel economy per 40 CFR 600.510-12(c)(1)(ii) and 40 CFR 600.510-12(c)(3)(i) through (ii). AC efficiency credit falls under FCIV
                            <E T="52">AC</E>
                            , while thermal load improvement technology credit falls under FCIV
                            <E T="52">OC</E>
                            .
                        </P>
                    </FTNT>
                    <P>For determining FCIV benefits, EPA created three compliance pathways for the off-cycle program: (1) menu technologies, (2) 2 to 5-Cycle Testing, and (3) an alternative approval methodology. Manufacturers may generate off-cycle credits or improvements through the approved menu pathway without agency approval. Manufacturers report the inclusion of pre-defined technologies for vehicle configurations that utilize the technologies, from the pre-determined values listed in 40 CFR 86.1869-12(b), in their PMY and MMY reports to NHTSA and then in their final reports to EPA.</P>
                    <P>
                        For off-cycle technologies both on and off the pre-defined technology list, EPA allows manufacturers to use 5-cycle testing to demonstrate off-cycle improvements.
                        <SU>1518</SU>
                        <FTREF/>
                         Starting in model year 2008, EPA developed the “five-cycle” test methodology to measure fuel economy for the purpose of improving new car window stickers (labels) and giving consumers better information about the fuel economy they could expect under real-world driving conditions. The “five-cycle” methodology was also able to capture real-world fuel consumption improvements that weren't fully reflected on the “two-cycle” test and EPA established this methodology as a pathway for a manufacturer to obtain FCIVs. The additional testing allows emission benefits to be demonstrated over some elements of real-world driving not captured by the two-cycle testing, including high speeds, rapid accelerations, hot temperatures, and cold temperatures. Under this pathway, manufacturers submit test data to EPA, and EPA determines whether there is sufficient technical basis to approve the value of the off-cycle credit or fuel consumption improvement.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1518</SU>
                             
                            <E T="03">See</E>
                             40 CFR 86.1869-12(c).
                        </P>
                    </FTNT>
                    <P>
                        The final pathway allows manufacturers to earn OC FCIVs is an alternative pathway that requires a manufacturer to seek EPA review and approval.
                        <SU>1519</SU>
                        <FTREF/>
                         This path allows a manufacturer to submit an application to EPA to request approval of off-cycle benefits using an alternative methodology. The application must describe the off-cycle technology and how it functions to reduce CO
                        <E T="52">2</E>
                         emissions under conditions not represented in the 2-cycle testing, as well as provide a complete description of the methodology used to estimate the off-cycle benefit of the technology and all supporting data, including vehicle testing and in-use activity data. A manufacturer may request that EPA, in coordination with NHTSA, informally review their methodology prior to undertaking testing and/or data gathering efforts in support of their application. Once a manufacturer submits an application, EPA publishes a notice of availability in the 
                        <E T="04">Federal Register</E>
                         notifying the public of a manufacturer's proposed alternative off-cycle benefit calculation methodology.
                        <SU>1520</SU>
                        <FTREF/>
                         EPA makes a decision whether to approve the methodology after consulting with NHTSA and considering the public comments.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1519</SU>
                             40 CFR 86.1869-12(d).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1520</SU>
                             EPA may waive the notice and comment requirements for technologies for which EPA has previously approved a methodology for determining credits. See 40 CFR 86.1869-12(d)(2)(ii).
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">c. Civil Penalties</HD>
                    <P>
                        If a manufacturer does not comply with a CAFE standard and cannot or chooses not to cover the shortfall with credits, EPCA provides for the assessment of civil penalties. The Act specifies a precise formula for determining the amount of civil penalties for such noncompliance. Starting in model year 2024, the penalty, as adjusted for inflation by law, 
                        <PRTPAGE P="52921"/>
                        is $17 for each tenth of a mpg that a manufacturer's average fuel economy falls short of the standard multiplied by the total volume of those vehicles in the affected fleet (
                        <E T="03">i.e.,</E>
                         import passenger vehicles, domestic passenger vehicles, or light trucks), manufactured for that model year.
                        <SU>1521</SU>
                        <FTREF/>
                         On November 2, 2015, the Federal Civil Penalties Inflation Adjustment Act Improvements Act (Inflation Adjustment Act or 2015 Act), Public Law 114-74, Section 701, was signed into law. The 2015 Act required Federal agencies to promulgate an interim final rule to make an initial “catch-up” adjustment to the civil monetary penalties they administer, and then to make subsequent annual adjustments. The amount of the penalty may not be reduced except under the unusual or extreme circumstances specified in the statute,
                        <SU>1522</SU>
                        <FTREF/>
                         which have never been exercised by NHTSA in the history of the CAFE program.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1521</SU>
                             
                            <E T="03">See</E>
                             49 U.S.C. 32912(b) and 49 CFR 578.6(h)(2). For MYs before 2019, the penalty is $5.50; for MYs 2019 through 2021, the civil penalty is $14; for MY 2022, the civil penalty is $15; for MY 2023, the civil penalty is $16.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1522</SU>
                             
                            <E T="03">See</E>
                             49 U.S.C. 32913.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA may also assess general civil penalties as prescribed by Congress under 49 U.S.C. 32912(a). A person that violates section 32911(a) of title 49 is liable to the United States Government for a civil penalty of not more than $51,139 for each violation.
                        <SU>1523</SU>
                        <FTREF/>
                         A separate violation occurs for each day the violation continues. These penalties apply in cases in which NHTSA finds a violation outside of not meeting CAFE standards, such as those that may occur due to violating information requests or reporting requirements as specified by Congress or codified in NHTSA's regulations.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1523</SU>
                             The maximum civil penalty under § 32912 is periodically adjusted for inflation.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">2. Heavy-Duty Pickup Trucks and Vans</HD>
                    <P>As with the CAFE enforcement program, there are three primary components to NHTSA's compliance program for heavy-duty vehicles: (1) determining compliance; (2) using flexibilities and incentives; and (3) paying civil penalties for shortfalls. The following table provides an overview of the Heavy-Duty Fuel Efficiency Program for HDPUVs.</P>
                    <BILCOD>BILLING CODE 4910-59-P</BILCOD>
                    <GPH SPAN="3" DEEP="640">
                        <PRTPAGE P="52922"/>
                        <GID>ER24JN24.276</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="640">
                        <PRTPAGE P="52923"/>
                        <GID>ER24JN24.277</GID>
                    </GPH>
                    <GPH SPAN="3" DEEP="640">
                        <PRTPAGE P="52924"/>
                        <GID>ER24JN24.278</GID>
                    </GPH>
                    <PRTPAGE P="52925"/>
                    <BILCOD>BILLING CODE 4910-59-C</BILCOD>
                    <HD SOURCE="HD3">a. Determining Compliance</HD>
                    <P>
                        In general, NHTSA finalizes attribute-based fleet average standards for fuel consumption of HDPUVs on a gal/100-mile basis using a similar compliance strategy as required for light-vehicles in the CAFE program. For these vehicles, the agencies set standards based on attribute factors relative to the capability of each model to perform work, which the agencies defined as “work factor.” More specifically, the work-factor of each model is a measure of its towing and payload capacities and whether equipped with a 4-wheel drive configuration. Each manufacturer must comply with the fleet average standard derived from the unique subconfiguration target standards (or groups of subconfigurations approved by EPA in accordance with 40 CFR 86.1819-14(a)(4)) of the model types that make up the manufacturer's fleet in a given model year. Each subconfiguration has a unique attribute-based target standard, defined by each group of vehicles having the same work factor. These target standards are taken from a set of curves (mathematical functions), with separate performance curves for gasoline and diesel vehicles.
                        <SU>1524</SU>
                        <FTREF/>
                         In general, in calculating HDPUVs, fleets with a mixture of vehicles with increased payloads or greater towing capacity (or utilizing four-wheel drive configurations) will face numerically less stringent standards than fleets consisting of less powerful vehicles. Vehicle testing for both the HDPUV and LDV programs is conducted on chassis dynamometers using the drive cycles from FTP and HFET.
                        <SU>1525</SU>
                        <FTREF/>
                         While the FTP and the HFET driving patterns are identical to that of the light-duty test cycles, other test parameters for running them, such as test vehicle loaded weight, are specific to complete HDPUV vehicles.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1524</SU>
                             However, both gasoline and diesel vehicles in this category are included in a single averaging set for generating and using credit flexibilities.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1525</SU>
                             The light-duty FTP is a vehicle driving cycle that was originally developed for certifying light-duty vehicles and subsequently applied to heavy-duty chassis testing for criteria pollutants. This contrasts with the Heavy-duty FTP, which refers to the transient engine test cycles used for certifying heavy-duty engines (with separate cycles specified for diesel and spark-ignition engines).
                        </P>
                    </FTNT>
                    <P>
                        Due to the variations in designs and construction processes, optional requirements were added to simplify testing and compliance burdens for cab-chassis Class 2b and 3 vehicles. Requirements were added to treat cab-chassis Class 2b and 3 vehicles (vehicles sold as incomplete vehicles with the cab substantially in place but without the primary load-carrying enclosure) as equivalent to the complete van or truck product from which they are derived. Manufacturers determine which complete vehicle configurations most closely matches the cab-chassis product leaving its facility and include each of these cab-chassis vehicles in the fleet averaging calculations, as though it were identical to the corresponding complete “sister” vehicle. The Phase 1 MDHD program also added a flexibility known as the “loose engine” provision. Under the provision, spark-ignition (SI) engines produced by manufacturers of HDPUVs and sold to chassis manufacturers and intended for use in vocational vehicles need not meet the separate SI engine standard, and instead may be averaged with the manufacturer's HDPUVs fleet.
                        <SU>1526</SU>
                        <FTREF/>
                         This provision was adopted primarily to address small volume sales of engines used in complete vehicles that are also sold to other manufacturers.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1526</SU>
                             
                            <E T="03">See</E>
                             40 CFR 86.1819-14(k)(8).
                        </P>
                    </FTNT>
                    <P>And finally, at the end of each model year NHTSA confirms whether a manufacturer's fleet average performance for its fleet of HDPUVs exceeds the applicable target-based fleet standard using the model type work factors. Compliance with the fleet average standards is determined using 2-cycle test procedures. However, manufacturers may also earn credits for the addition of technologies that result in real-world fuel improvements that are not accounted for in the 2-cycle testing. If the fleet average performance exceeds the standard, the manufacturer complies for the model year. If the manufacturer's fleet does not meet the standard, the manufacturer may address the shortfall by using a credit flexibility equal to the credit shortage in the averaging set. The averaging set balance is equal to the balance of earned credits in the account plus any credits that are traded into or out of the averaging set during the model year. If a manufacturer cannot meet the standard using credit flexibilities, NHTSA may assess a civil penalty for any violation of this part under 49 CFR 535.9(b).</P>
                    <HD SOURCE="HD3">b. Flexibilities</HD>
                    <P>
                        Broadly speaking, there are two types of flexibilities available to manufacturers for HDPUVs. Manufacturers may improve fleet averages by (1) earning fuel consumption incentive benefits and by (2) transferring or trading in credits that were earned through overcompliance with the standards. First, as mentioned above, manufacturers may earn credits associated with fuel efficiencies that are not accounted for in the 2-cycle testing.
                        <SU>1527</SU>
                        <FTREF/>
                         Second, manufacturers may transfer credits into like fleets (
                        <E T="03">i.e.,</E>
                         averaging sets) from other manufacturers through trades.
                        <SU>1528</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1527</SU>
                             Off-cycle benefits were extened to heavy-duty pickup trucks and vans through the—MDHD—Phase 1 program in the September 15, 2011 final rule (76 FR 57106).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1528</SU>
                             
                            <E T="03">See</E>
                             49 CFR 535.7(a)(2)(iii) and 49 CFR 535.7(a)(4).
                        </P>
                    </FTNT>
                    <P>
                        Unlike the light-duty program, there is no AC credit program for HDPUVs. Currently, these vehicles may only earn fuel consumption improvement credits through an off-cycle program, which may include earning credits for AC efficiency improvements. In order to receive these credits, manufacturers must submit a request to EPA and NHTSA with data supporting that the technology will result in measurable, demonstrable, and verifiable real-world CO
                        <E T="52">2</E>
                         emission reductions and fuel savings. After providing an opportunity for the public to comment on the manufacturer's methodology, the agencies make a decision whether to approve the methodology and credits.
                        <SU>1529</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1529</SU>
                             
                            <E T="03">See</E>
                             49 CFR 535.7(f)(2), 40 CFR 86.1819-14(d)(13), and 40 CFR 86.1869-12(c) through (e).
                        </P>
                    </FTNT>
                    <P>
                        In addition to earning additional OC FCIVs, manufacturers have the flexibility to transfer credits into their fleet to meet the standards. Manufacturers may transfer in credits from past (carry-forward credits) model years of the same averaging set.
                        <SU>1530</SU>
                        <FTREF/>
                         Manufacturers may also trade in credits earned by another manufacturer, as long as the credits are traded into the same averaging set/fleet type. Manufacturers may not transfer credits between light-duty CAFE fleets and heavy-duty fleets. Likewise, a manufacturer cannot trade in credits from another manufacturer's light-duty fleet to cover shortfalls in their heavy-duty fleets. NHTSA oversees these credit transfer and trades through regulations issued in 49 CFR 535.7, which includes reporting requirements for credit trades and transfers for medium- and heavy-duty vehicles.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1530</SU>
                             
                            <E T="03">See</E>
                             49 CFR 535.7(a)(3)(i), 49 CFR 535.7(a)(3)(iv), 49 CFR 535.7(a)(2)(v), and 49 CFR 535.7(a)(5).
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">c. Civil Penalties</HD>
                    <P>The framework established by Congress and codified by NHTSA for civil penalties for the heavy-duty program is quite different from the light-duty program. </P>
                    <PRTPAGE P="52926"/>
                    <FP>Congress did not prescribe a specific rate for the fine amount for civil penalties but instead gave NHTSA general authority under EISA, as codified at 49 U.S.C. 32902(k), to establish requirements based upon appropriate measurement metrics, test procedures, standards, and compliance and enforcement protocols for HD vehicles. NHTSA interpreted its authority and developed an enforcement program to include the authority to determine and assess civil penalties for noncompliance that would impose penalties based on the following criteria, as codified in 49 CFR 535.9(b).</FP>
                    <P>In cases of noncompliance, NHTSA assesses civil penalties based upon consideration of the following factors:</P>
                    <P>• Gravity of the violation.</P>
                    <P>• Size of the violator's business.</P>
                    <P>• Violator's history of compliance with applicable fuel consumption standards.</P>
                    <P>• Actual fuel consumption performance related to the applicable standard.</P>
                    <P>• Estimated cost to comply with the regulation and applicable standard.</P>
                    <P>• Quantity of vehicles or engines not complying.</P>
                    <P>• Civil penalties paid under CAA section 205 (42 U.S.C. 7524) for noncompliance for the same vehicles or engines.</P>
                    <P>
                        NHTSA considers these factors in determining civil penalties to help ensure, given NHTSA's wide discretion, that penalties would be fair and appropriate, and not duplicative of penalties that could be imposed by EPA. NHTSA goal is to avoid imposing duplicative civil penalties, and both agencies consider civil penalties imposed by the other in the case of non-compliance with GHG and fuel consumption regulations. NHTSA also uses the “estimated cost to comply with the regulation and applicable standard,”
                        <SU>1531</SU>
                        <FTREF/>
                         to ensure that any penalties for non-compliance will not be less than the cost of compliance. It would be contrary to the purpose of the regulation for the penalty scheme to incentivize noncompliance. Further, NHTSA set its maximum civil penalty amount not to exceed the limit that EPA is authorized to impose under the CAA. The agencies agreed that violations under either program should not create greater punitive damage for one program over the other. Therefore, NHTSA's maximum civil penalty for a manufacturer would be calculated as the: Aggregate Maximum Civil Penalty for a Non-Compliant Regulatory Category = (CAA Limit) × (production volume within the regulatory category). This approach applies for all HD vehicles including pickup trucks and vans as well as engines regulated under NHTSA's fuel consumption programs.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1531</SU>
                             
                            <E T="03">See</E>
                             49 CFR 535.9(b)(4).
                        </P>
                    </FTNT>
                    <HD SOURCE="HD2">C. Changes Made by This Final Rule</HD>
                    <P>The following sections describe the changes NHTSA is finalizing in order to update its enforcement programs for light-duty vehicles and for HDPUVs. These changes include: (1) amending NHTSA's regulations to reflect the elimination of AC and OC FCIVs for BEVs in model year 2027 and beyond; (2) adding a provision that references that a utility factor will be used for the calculation of FCIVs for PHEVs; (3) amending NHTSA's regulations to reflect the phasing out of OC FCIVs for all vehicles in the CAFE program by model year 2033 (10 g/mi for model year 2027-2030, 8 g/mi for model year 2031, 6 g/mi for model year 2032, and 0 g/mi for model year 2033 and beyond); (4) amending NHTSA's regulations to reflect the elimination of 5-cycle and alternative approval pathways for OC FCIVs in CAFE in model year 2027 and beyond; (5) adding language to NHTSA's regulations stating that NHTSA will recommend denial of requests for OC FCIVs under the alternative if requests for information are not responded to within set amounts of time for model years 2025-2026 for the CAFE program; (6) eliminating OC technology credits for HDPUVs in model year 2030 and beyond; and (7) making an assortment of minor technical amendments. These changes reflect experience gained in the past few years and are intended to improve the programs overall.</P>
                    <P>
                        NHTSA received comments from a variety of stakeholders related to compliance and enforcement. The commenters included manufacturers and trade groups, environmental groups, and groups involved in the supply of fuels and vehicle manufacturing resources. NHTSA received comments on all of our proposed changes as well as comments about other compliance issues that commenters believed should be addressed. NHTSA also received comments of general support or opposition to the changes proposed for the AC/OC program.
                        <E T="51">1532 1533</E>
                        <FTREF/>
                         The comments are discussed in more detail below.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1532</SU>
                             Ceres BICEP, Docket No. NHTSA-2023-0022-61125, at 1; Joint NGOs, Docket No. NHTSA-2023-0022-61944, at 61.
                        </P>
                        <P>
                            <SU>1533</SU>
                             DENSO, Docket No. NHTSA-2023-0022-60676-A1, at 3; Ford, Docket No. NHTSA-2023-0022-60837, at 10; Nissan, Docket No. NHTSA-2023-0022-60696, at 9; Stellantis, Docket No. NHTSA-2023-0022-61107, at 3; Volkswagen, Docket No. NHTSA-2023-0022-58702, at 4; Mitsubishi, Docket No. NHTSA-2023-0022-61637, at 9.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">1. Elimination of OC and AC Efficiency FCIVs for BEVs in the CAFE Program</HD>
                    <P>
                        In the NPRM, NHTSA proposed removing AC and OC FCIVs for BEVs, which manufacturers can use to improve their fuel economy values to comply with CAFE standards. NHTSA proposed this change to align with EPA's May 5, 2023 proposal and because the FCIVs were based on information about energy savings for ICE vehicles and, therefore, are not representative of energy savings for BEVs.
                        <SU>1534</SU>
                        <FTREF/>
                         The CAFE program currently allows manufacturers to increase their fleet average fuel economy performance with FCIVs for vehicles equipped with technologies that improve the efficiency of the vehicles' AC systems and otherwise reduce fuel consumption. The FCIVs were intended to incentize the adoption of fuel economy-improving technologies whose benefits are not accounted for in the 2-cycle testing required by 49 U.S.C. 32904(c) to be used for calculating fuel economy performance for CAFE compliance. NHTSA also sought comment on whether, instead of eliminating FCIVs for BEVs completely, new off-cycle and AC values for BEVs based on BEV powertrains rather than IC engines should be proposed, and, if so, how those proposed values should be calculated.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1534</SU>
                              88 FR 29184.
                        </P>
                    </FTNT>
                    <P>
                        On April 18, 2024, EPA issued a final rule that eliminated, beginning in model year 2027, eligibility to gain FCIVs for any vehicles that do not have IC engines.
                        <SU>1535</SU>
                        <FTREF/>
                         Thus, BEVs are no longer eligible for these FCIVs after model year 2026. NHTSA believes that eliminating AC and OC FCIVs was appropriate because BEVs are currently generating FCIVs in a program designed to account for fuel economy improvements that were based on reductions in emissions and fuel consumption of ICE vehicles. In the OC program specifically, we note that the values associated with menu technologies were based on ICE vehicles with exhaust emissions and fuel consumption. While there may be AC and other technologies that improve BEV energy consumption, the values associated with AC FCIVs and the OC menu FCIVs were based on ICE vehicles and, therefore, are not representative of energy consumption reductions in BEVs. When EPA and NHTSA adopted these flexibilities in the 2012 rule, there was little concern about this issue 
                        <PRTPAGE P="52927"/>
                        because BEV sales were only a small fraction of total sales.
                        <E T="51">1536 1537</E>
                        <FTREF/>
                         Now, however, BEVs are gaining FCIVs as part of the fleet compliance that aren't representative of real-world energy consumption reduction. Therefore, NHTSA proposed changes to align its regulation with EPA's proposal to end off-cycle and AC efficiency FCIVs for light-duty vehicles with no IC engine beginning in model year 2027.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1535</SU>
                             89 FR 27842. See especially 40 CFR 86.1869-12 and 600.510-12(c)(3)(ii).).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1536</SU>
                             
                            <E T="03">See</E>
                             77 FR 62624, (October 15, 2012).
                        </P>
                        <P>
                            <SU>1537</SU>
                             2022 EPA Automotive Trends Report at Table 4.1 on page 74.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA received comments both supportive and in opposition of the proposal regarding the elimination of FCIVs for BEVs. While NHTSA appreciates these comments, NHTSA first notes that NHTSA's final rule changes on this matter are technical in nature. That is, while NHTSA's regulations reference a manufacturer's ability to generate FCIVs for CAFE compliance purposes, the authority for determining how to calculate fuel economy performance rests with EPA.
                        <SU>1538</SU>
                        <FTREF/>
                         NHTSA's regulations merely reference EPA's provisions that stipulate how manufacturers may generate FCIVs. Therefore, the comments requesting NHTSA to make changes regarding FCIVs are, as a general matter, outside the scope of this rulemaking.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1538</SU>
                             49 U.S.C. 32904.
                        </P>
                    </FTNT>
                    <P>
                        Although NHTSA's regulatory changes to reflect the elimination of FCIVs for BEVs are technical in nature, NHTSA believes that it is still appropriate to summarize and discuss comments received and explain how NHTSA's views on this issue align with EPA's regulatory changes. NHTSA received several comments from vehicle manufacturers and trade groups expressing opposition of the proposal to eliminate AC and OC FCIVs for BEVs. Some of the comments expressed general opposition to the proposal, while others requested that the elimination of FCIVs for BEVs be delayed until model year 2032.
                        <SU>1539</SU>
                        <FTREF/>
                         Ford suggested that FCIVs for BEVs be phased out over time, as they “believe that the program can serve an important function during this transitional period towards electrification.” 
                        <SU>1540</SU>
                        <FTREF/>
                         Other commenters noted the current incentives drive research and adoption of AC and OC efficiencies on all vehicles and that without the incentives the research may not be financially practical for OEMs.
                        <SU>1541</SU>
                        <FTREF/>
                         DENSO also commented that if research and development of AC and OC efficiencies is not incentivized on all vehicles there may be less penetration of AC and OC technologies on ICE vehicles as manufacturers focus research and development on EVs.
                        <SU>1542</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1539</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-60652-A2, at 11; HATCI, Docket No. NHTSA-2023-0022-48991, at 1; Kia, Docket No, NHTSA-2023-0022-58542-A1, at 6; MEMA, Docket No. NHTSA-2023-0022-59204-A1, at 7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1540</SU>
                             Ford, Docket No. NHTSA-2023-0022-60837, at 9.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1541</SU>
                             HATCI, Docket No. NHTSA-2023-0022-48991-A1, at 3; Kia, Docket No. NHTSA-2023-0022-58542-A1, at 3, 6 and 7; MEMA, Docket No. NHTSA-2023-0022-59204-A1, at 7; Toyota, Docket No. NHTSA-2023-0022-61131, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1542</SU>
                             DENSO, Docket No. NHTSA-2023-0022-60676-A1, at 4.
                        </P>
                    </FTNT>
                    <P>
                        Commenters also noted that the technologies do still have a benefit in BEVs, particularly for AC efficiencies.
                        <SU>1543</SU>
                        <FTREF/>
                         Lucid noted that “AC efficiency improvements have a direct impact on tailpipe emissions for ICE vehicles” 
                        <SU>1544</SU>
                        <FTREF/>
                         and that, as a corollary, “improvements to AC efficiency in EVs yield benefits such as better vehicle range, increased vehicle efficiency, and less demand on the grid.” 
                        <SU>1545</SU>
                        <FTREF/>
                         Lucid states that these benefits “directly impact EV usage, vehicle miles traveled, and consumer sentiment toward the adoption of EVs.” 
                        <SU>1546</SU>
                        <FTREF/>
                         BMW believes NHTSA should maintain the current OC and AC efficiency FCIVs for BEVs.
                        <SU>1547</SU>
                        <FTREF/>
                         Volkswagenexpressed concern that the elimination of OC and AC efficiency FCIVs for BEVs would put BEVs and PHEVs at a disadvantage.
                        <SU>1548</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1543</SU>
                             HATCI, Docket No. NHTSA-2023-0022-48991-A1, at 3; Kia, Docket No. NHTSA-2023-0022-58542-A1, at 7; MEMA, Docket No. NHTSA-2023-0022-59204-A1, at 7; Toyota, Docket No. NHTSA-2023-0022-61131, at 2 and 25.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1544</SU>
                             Lucid, Docket No. NHTSA-2023-0022-50594, at 6.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1545</SU>
                             Lucid, Docket No. NHTSA-2023-0022-50594, at 6.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1546</SU>
                             Lucid, Docket No. NHTSA-2023-0022-50594, at 6.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1547</SU>
                             BMW, Docket No. NHTSA-2023-0022-58614, at 3
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1548</SU>
                             Volkswagen, Docket No. NHTSA-2023-0022-58702, at 4.
                        </P>
                    </FTNT>
                    <P>
                        Several commenters had suggestions for how to improve the accuracy of AC and off-cycle values for BEVs. DENSO proposed several options for improving the calculation of AC and OC FCIVs. 
                        <SU>1549</SU>
                        <FTREF/>
                         Rivian noted that BEVs can still benefit from improved AC systems in the form of less energy usage, and that as such, NHTSA should allow BEVs to earn AC credits.
                        <SU>1550</SU>
                        <FTREF/>
                         ICCT, in contrast, commented that “while BEVs also benefit from improved AC system efficiency and off-cycle technologies, BEVs do not require the additional incentive provided by AC and OC credits.” ICCT recommended that NHTSA not introduce new OC and AC credits for BEVs and further recommended that “if NHTSA decides to introduce such credits, they should be based on relative or percentage-based reductions in 5-cycle energy consumption.” 
                        <SU>1551</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1549</SU>
                             DENSO, Docket No. NHTSA-2023-0022-60676-A1, at 5.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1550</SU>
                             Rivian, Docket No. NHTSA-2023-0022-59765, at 9.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1551</SU>
                             ICCT, Docket No. NHTSA-2023-0022-54064, at 24.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA also received several comments expressing support of the proposal to eliminate AC and OC efficiency FCIVs for BEVs, including Arconic, the Joint NGOs, ICCT, and ACEEE.
                        <SU>1552</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1552</SU>
                             Arconic, Docket No. NHTSA-2023-0022-60684, at 4; ACEEE, Docket No. NHTSA-2023-0022-48374, at 2; Joint NGOs, Docket No. NHTSA-2023-0022-61944-A2, at 62; ICCT, Docket No. NHTSA-2023-0022-54064, at 24.
                        </P>
                    </FTNT>
                    <P>In light of EPA's April 18, 2024 final rule, NHTSA is finalizing its proposed regulatory changes that note that starting in 2027, manufacturers may not generate FCIVs for vehicles that lack an internal combustion engine. As mentioned earlier, the original AC and OC FCIVs were exclusively developed with IC engines efficiency assumptions and are not representative of energy consumption reductions for BEVs. They correspond to motor vehicle emissions reductions that occur when the AC systems on ICE vehicles are operated more efficiently, which in turn reduces their use of electricity produced by the alternator and engine, and which in turn reduces fuel consumption of the motor vehicle engine. The AC FCIV program provides an incentive for manufacturers to increase the efficiency of their AC systems and in turn reduce the fuel consumption by the vehicle engine. Also, OC FCIVs were intended to incentivize the adoption of technologies that would not have been adopted if the program didn't exist.</P>
                    <P>
                        NHTSA has also recently observed that BEVs that have received AC and OC FCIVs have increased their fuel economy compliance values by significant amounts due to the required use of the petroleum equivalence factor to determine the fuel economy of BEVs combined with the order of operation for calculating FCIVs per EPA's regulation.
                        <E T="51">1553 1554</E>
                        <FTREF/>
                         As a result, a manufacturer that is solely building electric vehicles may generate unrealistic FCIVs. For example, assuming the performance of a 2022 Tesla Model 3 Long Range AWD variant based on the 2-cycle test, NHTSA would calculate the same vehicle in model year 2031 to have a fuel economy of 154.3 MPGe based on the 2-cycle test and 
                        <PRTPAGE P="52928"/>
                        DOE's revised PEF.
                        <SU>1555</SU>
                        <FTREF/>
                         Assuming that the model year 2031 vehicle received the same amount of FCIVs as the model year 2022 vehicle (5 grams/mile AC FCIVs and 5 grams/mile OC FCIVs, for a total of 10 grams/mile), the FCIVs would increase the vehicle's CAFE fuel economy to 186.7 MPGe. This is a difference of 32.4 MPGe. In comparison, if an ICE vehicle with a fuel economy of 35 MPG based on the 2-cycle test generated the same amount of AC and OC FCIVs (10 grams/mile), the FCIVs would only increase the vehicle's fuel economy to 36.4 MPG. This is just an increase of 1.4 mpg from an increase of 10 grams/mile of AC and OC. Not only is the increase in MPGe for the BEV in this example a 21% increase as compared to a 4% increase in the MPG for the ICE vehicle, but it is also unrealistic to believe that an increase of 32.4 MPGe is representative of the energy consumption savings provided by BEVs having the technology for which they generated the FCIVs. To provide perspective, the fuel savings for an ICE vehicle that increased its fuel economy by 32.4 MPG would be enormous if applied across a fleet of vehicles. While AC and OC technologies may increase the energy efficiency of BEVs, the current FCIVs generated by these vehicles are out of proportion to the real-world benefit they provide.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1553</SU>
                             40 CFR 600.116-12.
                        </P>
                        <P>
                            <SU>1554</SU>
                             40 CFR 600.510-12(c).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1555</SU>
                             89 FR 22041 (March 29, 2024).
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">2. Addition of a Utility Factor for Calculating FCIVs for PHEVs</HD>
                    <P>
                        Additionally, in light of its proposal to eliminate FCIVs for BEVs, NHTSA sought comment on adjusting FCIVs for PHEVs based on a utility factor for the portion of usage where the vehicle is operated by the IC engine to align with EPA's May 5, 2023 NPRM. For CAFE compliance purposes, the fuel economy of dual-fueled vehicles, such as PHEVs, is calculated by EPA using a utility factor to account the portion of power energy consumption from the different energy sources.
                        <SU>1556</SU>
                        <FTREF/>
                         A utility factor of 0.3, for example, means that the vehicle is estimated to operate as an IC Engine vehicle 70 percent of the vehicle's VMT. NHTSA requested comment on aligning NHTSA's regulations to align with EPA's proposal to reduce FCIVs for PHEVs proportional to the estimated percentage of VMT that the vehicles would be operated as EVs.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1556</SU>
                             40 CFR 600.116-12.
                        </P>
                    </FTNT>
                    <P>
                        We received only one comment on the proposal to adjust FCIVs for PHEVs using a utility factor calculation. The Joint NGOs commented that NHTSA should eliminate FCIVs for PHEVs when they are operating on electricity.
                        <SU>1557</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1557</SU>
                             Joint NGOs, Docket No. NHTSA-2023-0022-61944-A2, at 62.
                        </P>
                    </FTNT>
                    <P>
                        On April 18, 2024, EPA issued a final rule that added a utility factor to the calculation of FCIVs for PHEVs.
                        <SU>1558</SU>
                        <FTREF/>
                         Accordingly, starting in model year 2027, the calculated credit value for PHEVs will be scaled based on the vehicle's estimated utility factor.
                        <SU>1559</SU>
                        <FTREF/>
                         In light of the changes made in EPA's final rule, NHTSA is finalizing technical amendments to note that FCIVs for PHEVs will be based on a utility factor starting in model year 2027. While PHEVs will remain eligible for off-cycle FCIVs under the CAFE program, EPA finalized, as a reasonable approach for addressing off-cycle FCIVs for PHEVs, to scale the calculated FCIVs for PHEVs based on the vehicle's assigned utility factor. For example, if a PHEV has a utility factor of 0.3, meaning the vehicle is estimated to operate as an ICE vehicle 70 percent of the vehicle's VMT, the PHEV will earn an off-cycle FCIV that is 70 percent of the FCIV value of a fully ICE vehicle to properly account for the value of the off-cycle FCIVs corresponding to expected engine operation. This calculation methodology is consistent with EPA's decision to eliminate FCIVs for BEVs because the values are not representative of real-world improvements in energy consumption during electric operation. As has been the case for FCIVs under the existing regulations, individual vehicles may generate more FCIVs than the fleetwide cap value but the fleet average credits per vehicle must remain at or below the applicable menu cap.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1558</SU>
                             89 FR 27842, 27922.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1559</SU>
                             89 FR 27842, 27922.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">3. Phasing Out OC FCIVs by MY 2033</HD>
                    <P>
                        NHTSA also requested comment on phasing out OC FCIVs for all vehicles before MY 2031. As a possible approach, NHTSA sought comment on phasing out the off-cycle menu cap by reducing it to 10 g/mi in model year 2027, 8 g/mi in model year 2028, 6 g/mi in model year 2029, and 3 g/mi in model year 2030 before eliminating OC FCIVs in model year 2031. As noted above, FCIVs were added to the CAFE program by the October 15, 2012 final rule and manufacturers were able to start earning OC FCIVs starting in model year 2017.
                        <SU>1560</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1560</SU>
                             77 FR 62624.
                        </P>
                    </FTNT>
                    <P>The value of FCIVs for OC technologies listed on the predefined list are derived from estimated emissions reductions associated with the technologies which is then converted into an equivalent improvement in MPG. These values, however, were established based on model year 2008 vehicles and technologies assessed during the 2012 rulemaking and may now be less representative of the fuel savings provided by the off-cycle technologies as fuel economy has improved over time. While NHTSA's CAFE standards have increased over time, FCIVs for some menu technologies have remained the same, which may result in the FCIVs being less representative of MPG improvements provided by the off-cycle technologies. As fuel economy improves, FCIVs increasingly represent a larger portion of their fuel economy and there is not currently a mechanism to confirm that the off-cycle technologies provide fuel savings commensurate with the FCIVs the menu provides. Further, issues such as the synergistic effects and overlap among off-cycle technologies take on more importance as the FCIVs represent a larger portion of the vehicle fuel economy. Therefore, NHTSA requested comment on phasing out FCIVs for off-cycle technologies for ICE vehicles. Alternatively, NHTSA requested comment on whether new values should be established for off-cycle technologies that are more representative of the real-world fuel savings provided by these technologies, and if so, how the appropriate values for these technologies could be calculated.</P>
                    <P>
                        On April 18, 2024, EPA issued a final rule that phases out OC FCIVs between model years 2031-2033.
                        <SU>1561</SU>
                        <FTREF/>
                         While EPA proposed phasing out OC FCIVs in model years 2027-2033,
                        <SU>1562</SU>
                        <FTREF/>
                         EPA finalized provisions to retain the current 10 g/mile menu cap through model year 2030, with a phase-out of 8/6/0 g/mile in model years 2031-2033. As discussed above, while NHTSA's regulations reference a manufacturer's ability to generate FCIVs for CAFE compliance purposes, the authority for determining how to calculate fuel economy performance rests with EPA.
                        <SU>1563</SU>
                        <FTREF/>
                         Therefore, EPA's final rule has already effectuated the phase-out of FCIVs for OC technology. As such, NHTSA is moving forward with finalizing amendments to update NHTSA's regulations to align with EPA's phase-out of FCIVs for OC technologies.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1561</SU>
                             89 FR 27842.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1562</SU>
                             88 FR 29184 (May 5, 2023).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1563</SU>
                             49 U.S.C. 32904.
                        </P>
                    </FTNT>
                    <P>
                        Although NHTSA's regulatory changes to reflect the phase out of OC FCIVs are technical in nature, NHTSA believes that it is still appropriate to summarize and discuss comments 
                        <PRTPAGE P="52929"/>
                        received and explain how NHTSA's views on this issue align with EPA's regulatory changes.
                    </P>
                    <P>
                        Several commenters wrote in support of phasing out OC FCIVs. ICCT 
                        <SU>1564</SU>
                        <FTREF/>
                         commented in support of phasing out the OC FCIVs by model year 2031. ACEEE commented that “[t]here is also limited evidence of the benefits of the credits in reducing real-world emissions so without any reforms NHTSA should similarly phase out the program.”
                        <SU>1565</SU>
                        <FTREF/>
                         ACEEE also commented that the additional incentives currently provided by NHTSA weaken the standards. Lucid,
                        <SU>1566</SU>
                        <FTREF/>
                         Rivian,
                        <SU>1567</SU>
                        <FTREF/>
                         and Tesla submitted comments encouraging NHTSA to remove OC FCIVs in model year 2027 along with the elimination of OC and AC efficiency FCIVs for BEVs.
                        <SU>1568</SU>
                        <FTREF/>
                         Rivian also commented that if NHTSA does not eliminate OC FCIVs in model year 2027 they should phase out OC FCIVs before the proposed model year 2031 timeframe, reducing the menu cap to zero by model year 2030 since NHTSA does not currently have a mechanism to confirm that the off-cycle technologies provide fuel savings commensurate with the menu values.
                        <SU>1569</SU>
                        <FTREF/>
                         Toyota also commented in support of NHTSA's proposal to phase out menu credits.
                        <SU>1570</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1564</SU>
                             ICCT, Docket No. NHTSA-2023-0022-54064, at 24.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1565</SU>
                             ACEEE, Docket No. NHTSA-2023-0022-60684, at 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1566</SU>
                             Lucid, Docket No. NHTSA-2023-0022-50594, at 7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1567</SU>
                             Rivian, Docket No. NHTSA-2023-0022-28017, at 1.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1568</SU>
                             Tesla, Docket No. NHTSA-2023-0022-60093, at 16.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1569</SU>
                             Rivian, Docket No. NHTSA-2023-0022-59765, at 8.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1570</SU>
                             Toyota, Docket No. NHTSA-2023-0022-61131, at 26.
                        </P>
                    </FTNT>
                    <P>
                        Other commenters requested to extend the phase out through model year 2032 and coordinate with EPA on the phase-out.
                        <SU>1571</SU>
                        <FTREF/>
                         Porsche suggested that NHTSA extend the menu phase-out by allowing manufacturers to continue to apply for credits for menu items after the phase out of OC FCIVs.
                        <SU>1572</SU>
                        <FTREF/>
                         Subaru commented requesting that “already approved efficiency technologies are allowed to maintain their value for as long as they are applied to future vehicles.
                        <SU>1573</SU>
                        <FTREF/>
                         Large investments were made into these technologies, which should be recognized for their real-world energy savings.”
                    </P>
                    <FTNT>
                        <P>
                            <SU>1571</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-60652-A2, at 11; DENSO, Docket No. NHTSA-2023-0022-60676-A1, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1572</SU>
                             Porsche, Docket No. NHTSA-2023-0022-59240, at 9.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1573</SU>
                             Subaru, Docket No. NHTSA-2023-0022-58655, at 4.
                        </P>
                    </FTNT>
                    <P>
                        Commenters argued for maintaining menu OC FCIVs for several reasons including: (1) the incentives will help manufacturers as they transition to EVs, (2) the incentives support the development and application of technology which improves fuel economy, (3) OC technology provides real world benefits to fuel economy. Commenters noted that the incentives from the OC program help manufacturers to meet NHTSA's standards and will help manufacturers navigate the transition to EVs.
                        <SU>1574</SU>
                        <FTREF/>
                         Other commenters noted that these incentives reflect real-world fuel economy improvements.
                        <SU>1575</SU>
                        <FTREF/>
                         While these technologies do provide some real-world fuel economy improvements, it is difficult to quantify how much real world benefit they provide. Commenters 
                        <SU>1576</SU>
                        <FTREF/>
                         noted that without the incentives manufacturers will be less likely to develop new OC technology that could assist in NHTSA's overall goal of reducing fuel consumption. Additionally, manufacturers would be less likely to include OC technologies in their fleets without the incentives.
                        <SU>1577</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1574</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-60652-A3, at 34; Ford, Docket No. NHTSA-2023-0022-60837, at 9; MEMA, Docket No. NHTSA-2023-0022-59204-A1, at 7; NADA, NHTSA-2023-0022-58200, at 13.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1575</SU>
                             MEMA, Docket No. NHTSA-2023-0022-59204-A1, at 3; Subaru, Docket No. NHTSA 2023-002-58655, at 4; Stellantis, Docket No. NHTS-2023-0022-61107, at 10; BMW, Docket No. NHTSA-2023-0022-58614, at 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1576</SU>
                             DENSO, Docket No. NHTSA-2023-0022-60676-A1, at 3; Ford, Docket No. NHTSA-2023-0022-60837, at 9; Kia, Docket No. NHTSA-2023-0022-58542-A1, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1577</SU>
                             Kia, Docket No. NHTSA-2023-002-58542-A1, at 6-7.
                        </P>
                    </FTNT>
                    <P>
                        Kia commented that they oppose NHTSA's proposal to phase out and eventually eliminate off-cycle technology menu FCIVs by MY2031 and instead urged NHTSA to retain existing off-cycle menu-based credits through at least 2032.
                        <SU>1578</SU>
                        <FTREF/>
                         Kia noted that the increased off-cycle menu cap (from 10 g/mi to 15 g/mi) for model years 2023-2026 signaled to industry that EPA, and therefore NHTSA, would continue to encourage and account for these off-cycle technologies.
                        <SU>1579</SU>
                        <FTREF/>
                         Kia further stated that it had made significant investments in these technologies and would appreciate the opportunity to earn a return on investment.
                        <SU>1580</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1578</SU>
                             Kia, Docket No. NHTSA-2023-002-58542-A1, at 6-7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1579</SU>
                             Kia, Docket No. NHTSA-2023-002-58542-A1, at 6-7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1580</SU>
                             Kia, Docket No. NHTSA-2023-002-58542-A1, at 6-7.
                        </P>
                    </FTNT>
                    <P>As discussed above, NHTSA is finalizing minor regulatory changes to align with EPA's phase-out of menu credits over the model year 2030-2033 timeframe. NHTSA believes the slower phase-out schedule provided in EPA's regulation will provide additional time for manufacturers who have made substantial use of off-cycle credits in their product planning to pursue alternative pathways for improving fuel economy. The extended phase-out schedule also will address lead time in the early years of the program. Instead of the proposed menu cap phase-out of 10/8/6/3/0 g/mile in model years 2027-2031, EPA finalized provisions that retain the 10 g/mile menu cap through model year 2030, with a phase-out of 8 g/mi in model year 2031, 6 g/mi in model year 2032 and 0 g/mi in model year 2033. We believe this phase-out schedule is an appropriate way to address concerns that the off-cycle credits may not be reflective of the real-world emissions impact of the off-cycle technologies.</P>
                    <HD SOURCE="HD3">4. Elimination of the 5-Cycle and Alternative Approval Pathways for CAFE</HD>
                    <P>In the NPRM, NHTSA proposed eliminating both the 5-cycle pathway and the alternative pathway for off-cycle FCIVs for light-duty vehicles starting in model year 2027. NHTSA proposed this change to align with EPA and believes it to be appropriate because we do not believe that the benefit to manufacturers is significant enough to justify the significant amount of time and resources required to be committed to reviewing and approving requests. Further, based on the general degree of robustness of data provided by manufacturers to EPA and NHTSA for approval consideration, the analysis is often delayed and may ultimately result in a denial, causing undesirable and often unnecessary delays to final compliance processing.</P>
                    <P>
                        In the NPRM, NHTSA stated that it does not believe that the 5-cycle pathway is beneficial to manufacturers or to NHTSA, as the pathway is used infrequently, provides minimal benefits, and requires a significant amount of time for review. Historically, only a few technologies have been approved for FCIVs through 5-cycle testing. The 5-cycle demonstrations are less frequent than the alternative pathway due to the complexity and cost of demonstrating real-world emissions reductions for technologies not listed on the menu. NHTSA's proposal aligned with EPA's proposed rule issued on May 5, 2023.
                        <SU>1581</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1581</SU>
                             88 FR 29184.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA also proposed eliminating the alternative approval process for off-
                        <PRTPAGE P="52930"/>
                        cycle FCIVs starting in model year 2027. This proposal also aligned with EPA's May 5, 2023 NPRM.
                        <SU>1582</SU>
                        <FTREF/>
                         Manufacturers currently seek EPA review, in consultation with NHTSA, through a notice and comment process, to use an alternative methodology other than the menu or 5-cycle methodology.
                        <SU>1583</SU>
                        <FTREF/>
                         Manufacturers must provide supporting data on a case-by-case basis demonstrating the benefits of the off-cycle technology on their vehicle models. Manufacturers may also use the alternative approval pathway to apply for FCIVs for menu technologies where the manufacturer is able to demonstrate FCIVs greater than those provided by the menu.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1582</SU>
                             88 FR 29184.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1583</SU>
                             40 CFR 86.1869-12(d).
                        </P>
                    </FTNT>
                    <P>
                        NHTSA proposed eliminating the alternative approval process for off-cycle credits starting in model year 2027 to align with EPA's proposal. The alternative approval process has been used successfully by several manufacturers for high efficiency alternators, resulting in EPA adding them to the off-cycle menu beginning in model year 2021.
                        <SU>1584</SU>
                        <FTREF/>
                         The program has resulted in a number of concepts for potential off-cycle technologies over the years, but few have been implemented, at least partly due to the difficulty in demonstrating the quantifiable real-world fuel consumption reductions associated with using the technology. Many FCIVs sought by manufacturers have been relatively small (less than 1 g/mile). Manufacturers have commented several times that the process takes too long, but the length of time is often associated with the need for additional data and information or issues regarding whether a technology is eligible for FCIVs. NHTSA has been significantly impacted in conducting its final compliance processes due to the untimeliness of OC approvals. For these reasons, NHTSA proposed edits to update NHTSA's regulations to align with EPA's proposal to eliminate the alternative approval process for earning off-cycle fuel economy improvements starting in model year 2027.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1584</SU>
                             85 FR 25236 (April 30, 2020).
                        </P>
                    </FTNT>
                    <P>
                        On April 18, 2024, EPA issued a final rule that eliminated the 5-cycle and alternative pathways, starting in model year 2027 for earning off-cycle fuel economy improvements.
                        <SU>1585</SU>
                        <FTREF/>
                         Under EPA's final rule, manufacturers may no longer generate credits under the 5-cycle and alternative pathways starting in model year 2027.
                        <SU>1586</SU>
                        <FTREF/>
                         Therefore, NHTSA is moving forward with the proposed amendments to its regulations to align with the changes in EPA's regulations.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1585</SU>
                             89 FR 27842.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1586</SU>
                             See changes to 40 CFR 86.1869-12 (89 FR 27842, 28199).
                        </P>
                    </FTNT>
                    <P>
                        While NHTSA received comments both supporting and opposing NHTSA's proposed regulatory changes, NHTSA's regulatory changes are technical in nature. That is, the elimination of FCIVs for BEVs starting in model year 2027 was effectuated as part of EPA's April 18, 2024 rule.
                        <SU>1587</SU>
                        <FTREF/>
                         While NHTSA's regulations reference a manufacturer's ability to generate FCIVs in the CAFE program, the authority for determining how to calculate fuel economy performance rests with EPA.
                        <SU>1588</SU>
                        <FTREF/>
                         NHTSA's regulations merely reference EPA's provisions that stipulate how manufacturers may generate FCIVs. Therefore, the comments requesting NHTSA to make changes regarding FCIVs are, as a general matter, outside the scope of this rulemaking.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1587</SU>
                             89 FR 27842.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1588</SU>
                             49 U.S.C. 32904.
                        </P>
                    </FTNT>
                    <P>
                        Although NHTSA's regulatory changes to reflect the elimination of 5-cycle and alternative approval pathways are technical in nature, NHTSA believes that it is still appropriate to respond to comments and explain how NHTSA's views on this issue align with EPA's. NHTSA received comments both supporting and opposing the proposals to eliminate the 5-cycle and alternative approval pathways.
                        <E T="51">1589 1590</E>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1589</SU>
                             Arconic, Docket No. NHTSA-2023-0022-48374-A1, at 2.
                        </P>
                        <P>
                            <SU>1590</SU>
                             DENSO, Docket No. NHTSA-2023-0022-60676-A1, at 4.
                        </P>
                    </FTNT>
                    <P>
                        Hyundai America Technical Center, Inc. (HATCI), Kia, Mitsubishi and MECA expressed concerns with the removal of the 5-cycle and alternative approval pathways. MECA commented acknowledging the complexity of the 5-cycle and alternative approval processes and the fact that not many manufacturers have used these pathways. MECA also stated that they believe that there might be increased adoption of the 5-cycle and alternative approval pathways with other incentives being sunset and, for this reason, requested that NHTSA keep these pathways available for OEMs.
                        <SU>1591</SU>
                        <FTREF/>
                         HATCI requested that NHTSA extend the 5-cycle and alternative pathways through at least 2032, believing that if these pathways are eliminated manufacturers will abandon these technologies.
                        <SU>1592</SU>
                        <FTREF/>
                         Kia commented that the alternative and 5-cycle approaches would be helpful to manufacturers during the transition to EVs.
                        <SU>1593</SU>
                        <FTREF/>
                         Mitsubishi also requested that NHTSA extend the 5-cycle and alternative approval method past model year 2032.
                        <SU>1594</SU>
                        <FTREF/>
                         In response to these comments, NHTSA notes that the requested changes are outside of the scope of this rulemaking. With EPA's April 18, 2024 final rule, manufacturers may not generate FCIVs through either the 5-cycle or alternative approval pathways beginning in model year 2027. NHTSA further notes that due to the limited use of these pathways to date, NHTSA does not believe this change will have a substantial negative impact on manufacturers.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1591</SU>
                             MECA, Docket No. NHTSA-2023-0022-63053- A1, at 7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1592</SU>
                             HATCI, Docket No. NHTSA-2023-0022-48991, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1593</SU>
                             Kia, Docket No. NHTSA-2023-0022-58542-A1, at 7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1594</SU>
                             Mitsubishi, Docket No. NHTSA-2023-0022-61637, at 8.
                        </P>
                    </FTNT>
                    <P>
                        Some commenters requested that technologies approved via the alternative approval or 5-cycle pathway prior to model year 2027 that are not included on the menu credit still be eligible for the credit amount for which they were approved.
                        <SU>1595</SU>
                        <FTREF/>
                         NHTSA understands these commenters to be asking that manufacturers be permitted to generate FCIVs that were approved through the alternative approval and 5-cycle pathways as long as FCIVs are permitted to be generated for technologies on the menu even though new technologies would not be able to be approved. NHTSA notes, however, that EPA's final rule precludes manufacturers from generating FCIVs through the alternative approval and 5-cycle pathways starting in model year 2027 and does not merely prevent new technologies to be approved.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1595</SU>
                             BMW, Docket No. NHTSA-2023-0022-58614, at 4; DENSO, Docket No. NHTSA-2023-0022-60676-A1, at 4.
                        </P>
                    </FTNT>
                    <P>
                        Commenters also requested that NHTSA add to the off-cycle credits menu list all of the previously approved 5-cycle and public process pathway credits with an associated increase in the cap.
                        <SU>1596</SU>
                        <FTREF/>
                         HATCI also requested that, after adding the previously approved technologies to the menu, the menu cap be adjusted accordingly.
                        <SU>1597</SU>
                        <FTREF/>
                         In response to these comments, NHTSA notes that the menu for FCIVs is found within EPA's regulations and that the authority for determining how fuel economy performance is calculated rests with EPA.
                        <SU>1598</SU>
                        <FTREF/>
                         NHTSA has not identified authority that would allow it to establish new technologies to a menu 
                        <PRTPAGE P="52931"/>
                        for FCIVs. NHTSA further notes that the few credits that have been approved under the 5-cycle and alternative approval pathways have been specific to individual vehicle models and there is not sufficient data on the real-world emissions impact of these technologies across a wide range of vehicle segments to determine an appropriate menu credit for these technologies.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1596</SU>
                             HATCI, Docket No. NHTSA-2023-002-48991, at 3; BMW, Docket No. NHTSA-2023-0022-58614, at 4; DENSO, Docket No. NHTSA-2023-002-60676-A1, at 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1597</SU>
                             HATCI, Docket No. NHTSA-2023-002-48991, at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1598</SU>
                             49 U.S.C. 32904.
                        </P>
                    </FTNT>
                    <P>For the foregoing reasons, NHTSA is finalizing its proposed amendments to align with EPA's April 18, 2024 final rule, which eliminated the generation of FCIVs through the 5-cycle and alternative approvals process starting in model year 2027.</P>
                    <HD SOURCE="HD3">5. Requirement To Respond To Requests for Information Regarding Off-Cycle Requests Within 60 Days for LDVs for MYs 2025 and 2026</HD>
                    <P>
                        For model year 2025 and model year 2026, NHTSA proposed creating a time limit to respond to requests for information regarding OC petitions for light-duty vehicles. This limit was proposed to allow for the timelier processing of OC petitions. In the last rule, NHTSA added provisions clarifying and outlining the deadlines for manufacturers to submit off-cycle requests.
                        <SU>1599</SU>
                        <FTREF/>
                         Since laying out those new requirements, NHTSA has identified another point in the OC request process that is delaying the timely processing of the requests. When considering OC petitions, NHTSA and EPA frequently need to request additional information from the manufacturer, and NHTSA observes that it has sometimes taken OEMs an extended amount of time to respond to these requests.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1599</SU>
                             See 49 CFR 531.6(b)(3)(i) and 49 CFR 533.6(c)(4)(i).
                        </P>
                    </FTNT>
                    <P>NHTSA proposed to create a deadline of 60 days for responding to requests for additional information regarding OC petitions. If the manufacturer does not respond within the 60-day limit with the requested information, NHTSA may recommend that EPA deny the petition for the petitioned model year. NHTSA may grant an extension for responding if the manufacturer responds within 60 days with a reasonable timeframe for when the requested information can be provided to the agencies. If an OEM does not respond to NHTSA's call for additional data regarding the request within a timely manner, the request may be denied. If the request is denied, it will no longer be considered for the model year in question. If the denied petition is for model year 2025 the OEM may still request consideration of the credits for the following year. A manufacturer may request consideration for later model years by responding to NHTSA/EPA's data request and expressing such interest.</P>
                    <P>
                        NHTSA received one comment in support of the proposal, from the Joint NGOs,
                        <SU>1600</SU>
                        <FTREF/>
                         and one comment opposing the proposal, from Toyota.
                        <SU>1601</SU>
                        <FTREF/>
                         Toyota stated that NHTSA “should not add additional requirements to the FCIV application process as these alternative methods wind down over the 2025-2026 model years.” 
                        <SU>1602</SU>
                        <FTREF/>
                         Toyota stated that approval of applications has taken years in some cases with the loss of planned FCIVs due to no fault of the manufacturer.
                        <SU>1603</SU>
                        <FTREF/>
                         Toyota also stated that an application for an off-cycle technology is often followed by several rounds of additional data requests from NHTSA and EPA with long delays between each submission of data by the manufacturer and requested that if NHTSA were to enact a deadline on manufacturers, they establish a commensurate deadline for agency action on the requested data submissions.”
                        <SU>1604</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1600</SU>
                             Joint NGOs, Docket No. NHTSA-2023-0022-61944-A2, at 66.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1601</SU>
                             Toyota, Docket No. NHTSA-2023-0022-61131, at 26.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1602</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1603</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1604</SU>
                             
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <P>After considering the comments, NHTSA has decided to move forward with adopting the 60-day deadline for responding in an attempt to streamline the process for manufacturers as well as NHTSA. While NHTSA understands manufacturers frustration with the extended time period the application review can take, the FCIV approval process involves significant agency review to confirm that technologies for which the manufacturer is requesting FCIVs provides real world benefits and that the FCIV value is appropriate. Since the manufacturers are petitioning for the FCIVs, NHTSA does not believe it is appropriate for the manufacturer to delay the process by not responding to agency requests for information in a timely manner. Accordingly, NHTSA is finalizing a change to the regulation to notify manufacturers that NHTSA may recommend denial of their OC FCIV petition if the manufacturer does not respond within 60-days. This change applies for model year 2025-26.</P>
                    <HD SOURCE="HD3">6. Elimination of OC Technology Credits for Heavy-Duty Pickup Trucks and Vans Starting in Model Year 2030</HD>
                    <P>In the NPRM, NHTSA proposed eliminating OC technology credits for HDPUVs for the same reasons discussed above for eliminating the 5-cycle and alternative pathways for OC technology credits in the CAFE program starting in model year 2030. Currently, manufacturers of HDPUVs may only earn credits through an off-cycle program that involves requesting public comment and case-by-case review and approval. Since its inception, the program has involved lengthy and resource-intensive processes that have not resulted in significant benefits to the HDPUV fleet. At this time, NHTSA does not believe the benefit provided by these credits justifies NHTSA's time and resources. Accordingly, NHTSA proposed to end the off-cycle program for HDPUVs starting in model year 2030. NHTSA also requested comment on eliminating OC technology credits for BEVs if NHTSA did not eliminate OC technology credits for all HDPUVs. In the current regulation, we consider all BEVs and PHEVs to have no fuel usage and we assume zero fuel consumption for compliance. Accordingly, these vehicles would go to negative compliance values if we allowed OC technology credits for BEVs.</P>
                    <P>
                        NHTSA received only one comment specific to the proposal to remove OC FCIVs for HDPUVs. In the comment, Arconic
                        <SU>1605</SU>
                        <FTREF/>
                         expressed support of eliminating OC FCIVs for HDPUVs.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1605</SU>
                             Arconic, Docket No. NHTSA-2023-0022-48374, at 2.
                        </P>
                    </FTNT>
                    <P>After considering the comments received, NHTSA has decided to move forward with the elimination of OC technology credits for heavy-duty pickup trucks and vans starting in model year 2030. As stated above, NHTSA believes the lengthy and resource-intensive processes involved with approving OC credits for HDPUVs has not resulted in significant benefits to the HDPUV fleet. Additionally, NHTSA believes that, even apart from process considerations, it is appropriate to eliminate OC FCIVs for HDPUV BEVs and PHEVs because they are considered to have no fuel usage and zero g/mile for compliance and allowing FCIVs to apply to these vehicles would result in negative compliance values.</P>
                    <HD SOURCE="HD3">7. Technical Amendments for Advanced Technology Credits</HD>
                    <P>
                        In addition to the changes discussed above, NHTSA is also making several minor technical amendments to 49 CFR parts 523, 531, 533, 535, 536 and 537. These amendments include technical amendments related to advanced technology credits in the Heavy-Duty National program as well as an assortment of technical amendments to update statutory citations and cross-references and to update language regarding medium-duty passenger 
                        <PRTPAGE P="52932"/>
                        vehicles. Although some of these technical amendments were not included in the NPRM, NHTSA finds that notice and comment would be unnecessary. Pursuant to the Administrative Procedure Act (APA), a Federal agency must generally provide the public and notice and an opportunity to comment on agency rulemakings.
                        <SU>1606</SU>
                        <FTREF/>
                         The APA, however, creates an exception in cases where an agency for good cause determines “that notice and public procedure thereon are impractical, unnecessary, or contrary the public interest.” 
                        <SU>1607</SU>
                        <FTREF/>
                         Because all of the changes discussed below involve only minor, technical amendments to NHTSA's regulations, the agency has determined that notice and comment are unnecessary. NHTSA will briefly discuss each of these technical amendments below.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1606</SU>
                             5 U.S.C. 553(b).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1607</SU>
                             5 U.S.C. 553(b)(4)(B).
                        </P>
                    </FTNT>
                    <P>
                        In the NPRM, NHTSA proposed to make technical amendments to the current regulations pertaining to advanced technology credits. In the Phase 2 rule for the Heavy-Duty National Program, NHTSA and EPA jointly explained that we were adopting advanced technology credit multipliers for three types of advanced technologies. As described in the 2016 final rule, there would be a 3.5 multiplier for advanced technology credits for plug-in hybrid vehicles, a 4.5 multiplier for advanced technology credits for all-electric vehicles, and a 5.5 multiplier for advanced technology credits for fuel cell vehicles. The agencies stated that their intention in adopting these multipliers was to create a meaningful incentive to manufacturers considering adopting these technologies in their vehicles. The agencies further noted that the adoption rates for these advanced technologies in heavy vehicles was essentially non-existent at the time the final rule was issued and seemed unlikely to grow significantly within the next decade without additional incentives. Because of their large size, the agencies decided to adopt them as an interim program that would continue through model year 2027. These changes, however, were not accurately reflected in the regulatory changes made by the final rule. Since issuing the NPRM, NHTSA published a final rule which made technical amendments to the regulations for the heavy-duty fuel efficiency program and finalized the proposed change.
                        <SU>1608</SU>
                        <FTREF/>
                         The current text of 49 CFR 535.7 now states that for Phase 2, advanced technology credits may be increased by the corresponding multiplier through model year 2027.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1608</SU>
                             March 15, 2024 (89 FR 18808).
                        </P>
                    </FTNT>
                    <P>
                        Additionally, the final rule also explained that because of the adoption of the large multipliers, the agencies were discontinuing the allowance to use advanced technology credits across averaging sets.
                        <SU>1609</SU>
                        <FTREF/>
                         This change was also not accurately reflected in the regulatory changes. NHTSA proposed making a technical amendment to reflect the intended change.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1609</SU>
                             “Averaging set” is defined at 49 CFR 535.4.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA received several comments about this technical amendment. Rivian Automotive, LLC (Rivian) suggests that NHTSA should accelerate the phase out of advanced technology multipliers “in recognition of a much-changed industry and vehicle technology landscape.” 
                        <SU>1610</SU>
                        <FTREF/>
                         The Auto Innovators,
                        <SU>1611</SU>
                        <FTREF/>
                         GM,
                        <SU>1612</SU>
                        <FTREF/>
                         MECA,
                        <SU>1613</SU>
                        <FTREF/>
                         and Stellantis commented supporting NHTSA's clarification that the advanced technology multipliers will extend through model year 2027, with Stellantis adding that this “avoids disrupting OEM product plans by changing a previously published final rule.” 
                        <SU>1614</SU>
                        <FTREF/>
                         The Strong PHEV Coalition commented that NHTSA “should provide a small credit multiplier in model year 2027 to 2030 for several advanced technologies including PHEVs with a long all-electric range that are not being produced today because they need extra lead time to develop.” 
                        <SU>1615</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1610</SU>
                             Rivian, NHTSA-2023-0022-59765, at 14.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1611</SU>
                             The Alliance, Docket No. NHTSA-2023-0022-60652-A2, at 12.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1612</SU>
                             GM, Docket No. NHTSA-2023-0022-60686-A1, at 7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1613</SU>
                             MECA, Docket No. NHTSA-2023-0022-63053- A1, at 7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1614</SU>
                             Stellantis, NHTSA-2023-0022-61107, at 11.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1615</SU>
                             Strong PHEV Coalition, NHTSA-2023-0022-60193, at 5.
                        </P>
                    </FTNT>
                    <P>In response to the comments received, NHTSA notes that substantive changes to the advanced technology multiplier are out of scope of this rulemaking. Accordingly, NHTSA is not phasing out the advanced technology multipliers sooner than model year 2027, as Rivian requested, nor is NHTSA extending the multipliers through model year 2030, as the Strong PHEV Coalition requested. NHTSA is instead making the technical amendments that were proposed in the NPRM, which clarifies that advanced technology multipliers may be used through model year 2027, but they may not be used across averaging sets.</P>
                    <P>While NHTSA added clarifying language to 49 CFR 535.7 in the final rule published on March 15, 2024, which made technical amendments to the regulations for heavy-duty fuel efficiency program, NHTSA is making additional corrections, as proposed in the NPRM, to clarify that only advanced technology credits earned in Phase 1 may be used across averaging sets. Specifically, NHTSA is amending 49 CFR 535.7 (a)(2)(iii) to clarify that positive credits, other than advanced technology credits earned in Phase 1, generated and calculated within an averaging set may only be used to offset negative credits within the same averaging set. NHTSA is adding the same type of clarification to § 535.7(a)(4)(i) by clarifying that other than advanced technology credits earned in phase 1, traded FCCs may be used only within the averaging set in which they were generated and clarifying that § 535.7(a)(4)(ii) only applies to advanced technology credits earned in Phase 1.</P>
                    <HD SOURCE="HD3">8. Technical Amendments to Part 523</HD>
                    <P>NHTSA is making technical amendments to part 523 to provide clarity regarding medium-duty passenger vehicles. Although these amendments were not included in the NPRM, NHTSA has since identified a need to update NHTSA's regulation regarding medium-duty passenger vehicles by making minor changes. Specifically, these amendments are made to provide consistency throughout the regulation and to align with the statutory definition of medium-duty passenger vehicle.</P>
                    <HD SOURCE="HD3">a. 49 CFR 523.2 Definitions</HD>
                    <P>
                        NHTSA is updating the definitions of definitions of 
                        <E T="03">base tire (for passenger automobiles, light trucks, and medium duty passenger vehicles), basic vehicle frontal area,</E>
                         and 
                        <E T="03">emergency vehicle</E>
                         to change reference to “medium duty passenger vehicles” to “medium-duty passenger vehicles” for consistency with the term used in NHTSA's authorizing statute.
                    </P>
                    <P>
                        NHTSA is also updating the definitions of 
                        <E T="03">full-size pickup truck</E>
                         and 
                        <E T="03">light truck</E>
                         to change reference to “medium duty passenger vehicles” to “medium-duty passenger vehicles” for consistency. Additionally, NHTSA is updating both terms to clarify that the terms include medium-duty passenger vehicles that meet the criteria for those vehicles.
                    </P>
                    <P>
                        NHTSA is also replacing the term the term 
                        <E T="03">medium duty passenger vehicle</E>
                         with the term 
                        <E T="03">medium-duty passenger vehicle</E>
                         for consistency and is updating the definition to align with the statutory definition. The term 
                        <E T="03">medium-duty passenger vehicle</E>
                         is defined at 49 U.S.C. 32901(a)(19) as being defined in 40 CFR 86.1803-01 as in effect on the date of the enactment of the Ten-in-Ten Fuel Economy Act (Pub. L. 110-140, enacted 
                        <PRTPAGE P="52933"/>
                        on December 19, 2007). Since the existing definition is not in complete alignment with the statutory definition, NHTSA is updating the regulatory definition. This change also provides greater clarity to manufacturers in regard to applicability of fuel economy standards to these vehicles.
                    </P>
                    <HD SOURCE="HD3">b. 49 CFR 523.3 Automobile</HD>
                    <P>NHTSA is amending § 523.3 to remove outdated language currently found in paragraph (b) that may cause confusion as to which vehicles are included as automobiles for purposes of CAFE standards. The text found in paragraph (b) was superseded by statutory changes in the Ten-in-Ten Fuel Economy Act (Pub. L. 110-140). With these statutory changes, all vehicles with a GVWR of 10,000 lbs. or less are subject to the CAFE standards with the exception of work trucks. A work truck is defined at 49 U.S.C. (a)(19) as a vehicle that is rated at between 8,500 and 10,000 lbs. gross vehicle weight and is not a medium-duty passenger vehicle. With this statutory change, all medium-duty passenger vehicles became subject to NHTSA's authority for setting CAFE standards. Medium-duty passenger vehicles are classified as either passenger cars or light trucks depending on whether the vehicle meets the requirements for light trucks found at § 523.5.</P>
                    <HD SOURCE="HD3">c. 49 CFR 523.4 Passenger Automobile</HD>
                    <P>NHTSA is amending § 523.4 to add a sentence to clarify that a medium-duty passenger vehicle that does not meet the criteria for non-passenger motor vehicles in § 523.5 is a passenger automobile. As discussed above, since issuing the NPRM, NHTSA identified a need to provide greater clarity to the applicability of the CAFE standards to medium-duty passenger vehicles. NHTSA believes this technical amendment helps to provide that needed clarity.</P>
                    <HD SOURCE="HD3">d. 49 CFR 523.5 Non-Passenger Automobile</HD>
                    <P>NHTSA is amending § 523.5 to add a sentence to clarify that a medium-duty passenger vehicle that meets the criteria for non-passenger motor vehicles in § 523.5 is a non-passenger automobile. This change, like the change to § 523.4, is intended to greater clarity regarding the applicability of the CAFE standards to medium-duty passenger vehicles.</P>
                    <HD SOURCE="HD3">e. 49 CFR 523.6 Heavy-Duty Vehicle</HD>
                    <P>
                        NHTSA is amending § 523.6 to correct a typo involving a missing hyphen after the word “medium” and to remove “Heavy-duty trailers” from the list of four regulatory categories. NHTSA is removing heavy-duty trailers from the list consistent with a November 2021 decision by the United States Court of Appeals for the District of Columbia Circuit.
                        <SU>1616</SU>
                        <FTREF/>
                         The D.C. Circuit decision vacated all portions of NHTSA and EPA's joint 2016 rule that apply to trailers.
                        <SU>1617</SU>
                        <FTREF/>
                         The underlying statute authorizes NHTSA to examine the fuel efficiency of and prescribe fuel economy standards for “commercial medium-duty [and/or] heavy-duty on-highway vehicles.” 49 U.S.C. 32902(b)(1)(C); 49 U.S.C. 32902(k)(2). The Court reasoned that trailers do not qualify as “vehicles” when that term is used in the fuel economy context because trailers are motorless and use no fuel.
                        <SU>1618</SU>
                        <FTREF/>
                         Accordingly, the Court held that NHTSA does not have the authority to regulate the fuel economy of trailers.
                        <SU>1619</SU>
                        <FTREF/>
                         Consistent with this decision, NHTSA is removing reference to heavy-duty trailers in § 523.6.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1616</SU>
                             
                            <E T="03">Truck Trailer Mfrs. Ass'n, Inc.</E>
                             v. 
                            <E T="03">EPA,</E>
                             17 F.4th 1198, 1200 (D.C. Cir. 2021).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1617</SU>
                             81 FR 73478
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1618</SU>
                             
                            <E T="03">Truck Trailer Mfrs. Ass'n, Inc.,</E>
                             17 F.4th at 1200, at 1204-08.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1619</SU>
                             
                            <E T="03">Id.</E>
                             at 1208. For similar reasons, the Court also held that the statute authorizing EPA to regulate the emissions of “motor vehicles” does not encompass trailers. 
                            <E T="03">Id.</E>
                             at 1200-03. The Court affirmed, however, that both agencies still “can regulate tractors based on the trailers they pull.” 
                            <E T="03">Id.</E>
                             at 1208. Moreover, NHTSA is still authorized to regulate trailers in other contexts, such as under 49 U.S.C. chapter 301. See 49 U.S.C. 30102(a)(7) (defining “motor vehicle” to include “a vehicle . . . drawn by mechanical power”); Truck Trailer Mfrs. Ass'n, Inc., 17 F.4th at 1207 (“A trailer is `drawn by mechanical power.' ”).
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">f. 49 CFR 523.8 Heavy-Duty Vocational Vehicle</HD>
                    <P>NHTSA is making a minor amendment to § 523.8(b) to replace the term “Medium duty passenger vehicles” with “Medium-duty passenger vehicles”. This minor technical amendment is being made for consistency.</P>
                    <HD SOURCE="HD3">9. Technical Amendments to Part 531</HD>
                    <P>NHTSA is making several technical amendments to update references in the existing regulation and to include a definition for a term used in the regulation.</P>
                    <HD SOURCE="HD3">a. 49 CFR 531.1 Scope</HD>
                    <P>NHTSA is amending § 531.1 to change the reference to section 502(a) and (c) of the Motor Vehicle Information and Cost Savings Act, to the appropriate codified provisions at 49 U.S.C. 32902. This change is intended to allow the reader to more easily identify the statutory definitions referenced in this section.</P>
                    <HD SOURCE="HD3">b. 49 CFR 531.4 Definitions</HD>
                    <P>
                        NHTSA is amending § 531.4 to change references to section 502 of the Motor Vehicle Information and Cost Savings Act, as amended by Public Law 94-163, to the appropriate codified provisions at 49 U.S.C. 32901. This change is to allow the reader to more easily identify the statutory definitions referenced in this section. NHTSA is also adding the term 
                        <E T="03">domestically manufactured passenger automobile</E>
                         and defining it as a vehicle that is deemed to be manufactured domestically under 49 U.S.C. 32904(b)(3) and 40 CFR 600.511-08. This second change is to provide greater clarity regarding a term that is used in the existing part 531.
                    </P>
                    <HD SOURCE="HD3">c. 49 CFR 531.5 Fuel Economy Standards</HD>
                    <P>NHTSA is making technical amendments to § 531.5(a) to correct a cross reference to NHTSA's alternative fuel economy standards for manufacturers who have petitioned and received exemptions from fuel economy standards under part 525. The correct cross-reference should be to paragraph (e). NHTSA is also making a technical amendment to § 531.5(b), (c), and (d) to add language clarifying that requirements in those paragraphs do not apply to manufacturers subject to alternative fuel economy standards in paragraph (e). These technical amendments clarify that manufacturers that have petitioned for and received exemptions from average fuel economy standards under 49 CFR part 525 are only subject to the alternative fuel economy standards set forth at § 531.5(e).</P>
                    <HD SOURCE="HD3">10. Technical Amendments to Part 533</HD>
                    <P>NHTSA is making a few minor technical amendments to part 533 to update references to statutory authority.</P>
                    <HD SOURCE="HD3">a. 49 CFR 533.1 Scope</HD>
                    <P>NHTSA is amending § 533.1 to change the reference to section 502(a) and (c) of the Motor Vehicle Information and Cost Savings Act, to the appropriate codified provisions at 49 U.S.C. 32902. This change is intended to allow the reader to more easily identify the statutory definitions referenced in this section.</P>
                    <HD SOURCE="HD3">b. 49 CFR 533.4 Definitions</HD>
                    <P>
                        NHTSA is amending § 533.4 to change references to section 501 of the Motor Vehicle Information and Cost Savings Act, as amended by Public Law 94-163, to the appropriate codified provisions at 49 U.S.C. 32901. This change is to allow the reader to more easily identify the statutory definitions referenced in this section. NHTSA is also removing the 
                        <PRTPAGE P="52934"/>
                        term domestically manufactured from § 533.4 because it not used within part 533. As discussed above, NHTSA is defining the term in § 531.4 because the term is used in part 531. NHTSA is also updating the term captive import to include reference to where the term is defined in section 502(b)(2)(E) of the Motor Vehicle Information and Cost Savings Act. This change is to allow the reader to more readily find the statutory definition of the term.
                    </P>
                    <HD SOURCE="HD3">11. Technical Amendments to Part 535</HD>
                    <P>NHTSA is making a few minor technical amendments to part 535 to update references to statutory authority and to update a cross reference to an EPA provision.</P>
                    <HD SOURCE="HD3">a. 49 CFR 535.4 Definitions</HD>
                    <P>
                        NHTSA is amending § 535.4 to change a reference to section 501 of the Motor Vehicle Information and Cost Savings Act, as amended by Public Law 94-163, to the appropriate codified definitions at 49 U.S.C. 32901. NHTSA is making this change to indicate that the terms 
                        <E T="03">manufacture</E>
                         and 
                        <E T="03">manufacturer</E>
                         are also codified at 49 U.S.C. 32901. NHTSA is also amending the introductory text of § 535.4 to remove the term “commercial medium-duty and heavy-duty on highway vehicle” because the term is not used in part 535, nor are the terms “commercial medium-duty on highway vehicle” or “commercial heavy-duty on highway vehicle” used in part 535. NHTSA is also adding a comma after the term “fuel” to indicate that it is a separate term from “work truck.”
                    </P>
                    <HD SOURCE="HD3">b. 49 CFR 535.7 Average, Banking, and Trading (ABT) Credit Program</HD>
                    <P>NHTSA is amending § 535.7(a)(1)(iii) to remove outdated and unnecessary cross references. Specifically, the paragraph, which describes advanced technology credits, is being updated to remove reference to the credits being generated under EPA's regulations and instead will just reference NHTSA's relevant provisions at § 535.7(f)(1).</P>
                    <P>NHTSA is amending § 535.7(b)(2) to correct a cross-reference to the EPA's provision regarding fuel consumption values for advanced technologies. The current regulation references “40 CFR 86.1819-14(d)(7)” and NHTSA is correcting it read “40 CFR 86.1819-14(d)(6)(iii).”</P>
                    <HD SOURCE="HD3">12. Technical Amendments to Part 536</HD>
                    <P>NHTSA is making a technical amendment to part 536 to correct a date in Table 1 § 536.4(c)—Lifetime Vehicle Miles Traveled. The years covered in the final column of the table have been updated from “2017-2026” to “2017-2031.” This change is being made to reflect updates made in the Final Rulemaking for Model Years 2027-2031 Light-Duty Corporate Average Fuel Economy Standards.</P>
                    <HD SOURCE="HD3">13. Technical Amendments to Part 537</HD>
                    <P>NHTSA is making a few technical amendments to part 537 to correct a typo and update statutory references to include the appropriate codified provisions.</P>
                    <HD SOURCE="HD3">a. 49 CFR 537.2 Scope</HD>
                    <P>NHTSA is amending § 537.2 to correct a typo by changing “valuating” to “evaluating.”</P>
                    <HD SOURCE="HD3">b. 49 CFR 537.3 Applicability</HD>
                    <P>NHTSA is amending § 537.3 to replace the reference to “section 502(c) of the Act” to instead reference 49 U.S.C. 32902(d). This change is to aid the reader in finding the relevant statutory provision.</P>
                    <HD SOURCE="HD3">c. 49 CFR 537.4 Definitions</HD>
                    <P>
                        NHTSA is amending § 537.4 to change references to section 501 of the Motor Vehicle Information and Cost Savings Act, as amended by Public Law 94-163, to the appropriate codified provisions at 49 U.S.C. 32901. This change is to allow the reader to more easily identify the statutory definitions referenced in this section. With this change, NHTS is also removing the definition of 
                        <E T="03">Act</E>
                         as meaning the Motor Vehicle Information and Cost Savings Act (Pub. L. 92-513), as amended by the Energy Policy and Conservation Act (Pub. L. 94-163).
                    </P>
                    <HD SOURCE="HD3">d. 49 CFR 537.7 Pre-Model Year and Mid-Model Year Reports</HD>
                    <P>NHTSA is amending § 537.7(c)(7)(i), (ii), and (iii) to provide clarity and to note, in subparagraph (iii) that the reporting requirements for reporting full-size trucks that meet the mild and strong hybrid vehicle definitions end after model year 2024, to coincide with the sunset date for FCIVs for advanced full-size pickup trucks.</P>
                    <HD SOURCE="HD2">D. Non-Fuel Saving Credits or Flexibilities</HD>
                    <P>
                        In a comment to the August 16, 2022 EIS scoping notice for model year 2027 and beyond CAFE standards,
                        <SU>1620</SU>
                        <FTREF/>
                         Hyundai requested that NHTSA consider developing an optional credit program for vehicle manufacturers selling certain types of vehicles in environmental justice (EJ) communities.
                        <SU>1621</SU>
                        <FTREF/>
                         Because creation of any such program would be a part of NHTSA's CAFE Compliance and Enforcement program, NHTSA responded to Hyundai's comment in the proposal rather than in the EIS.
                        <SU>1622</SU>
                        <FTREF/>
                         NHTSA reaffirmed its commitment to considering communities with EJ concerns but declined to propose an EJ credit program in response to Hyundai's comment, for several reasons. In brief, NHTSA's concerns about Hyundai's proposed program included whether EPCA/EISA included the relevant authority to construct such a program, whether such a program would provide a credit windfall to manufacturers without providing verifiable benefits for communities with EJ concerns, and whether such a program would ensure EPCA/EISA's goal of saving fuel.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1620</SU>
                             Notice of Intent To Prepare an Environmental Impact Statement for MYs 2027 and Beyond Corporate Average Fuel Economy Standards and MYs 2029 and Beyond Heavy-Duty Pickup Trucks and Vans Vehicle Fuel Efficiency Improvement Program Standards (87 FR 50386).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1621</SU>
                             Hyundai, Docket No. NHTSA-2022-0075-0011.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1622</SU>
                             88 FR 56372 (August 17, 2023).
                        </P>
                    </FTNT>
                    <P>
                        In comments responding to NHTSA's response, Hyundai proposed additional clarifications to their environmental justice proposal.
                        <SU>1623</SU>
                        <FTREF/>
                         Hyundai's concept, which they termed the Community Energy Savings Credit, would offer a maximum 25% discount on vehicles purchased by buyers with incomes at less than or equal to two times the Federal Poverty Level, if the buyers scrap an existing ICE vehicle that is at least ten model years old. Hyundai proposed credit earnings for the vehicles as follows: a 3x multiplier for HEVs and PHEVs, and a 5x multiplier for BEVs and FCEVs. The proposed program also includes annual OEM reporting requirements, in addition to OEM and scrappage companies being subject to agency audit.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1623</SU>
                             Hyundai, Docket No. NHTSA-2023-0022-51701-A1, at 6-7.
                        </P>
                    </FTNT>
                    <P>
                        NHTSA thanks Hyundai for thoughtfully responding to the concerns that NHTSA raised in the proposal. NHTSA will not create this type of credit program at this time. NHTSA has extensive experience administering a vehicle scrappage program,
                        <SU>1624</SU>
                        <FTREF/>
                         and is cognizant of the need to balance a program that achieves its stated goals against the program's administrative costs. NHTSA will continue to think of ways that EPCA/EISA and its other relevant authorities could allow the agency better consideration of EJ concerns in setting CAFE standards, beyond NHTSA's current 
                        <PRTPAGE P="52935"/>
                        consideration.
                        <SU>1625</SU>
                        <FTREF/>
                         That said, NHTSA wants to emphasize that nothing in today's decision should preclude Hyundai specifically, and the automotive industry as a whole,
                        <SU>1626</SU>
                        <FTREF/>
                         from continuing to consider how it could better serve local communities, including those with EJ concerns. Aside from the potential to earn credits, NHTSA encourages automakers to deploy more fuel-efficient and cleaner vehicles in communities that have the potential to benefit from that deployment the most.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1624</SU>
                             Consumer Assistance to Recycle and Save Act of 2009 (CARS Program), 
                            <E T="03">https://www.nhtsa.gov/fmvss/consumer-assistance-recycle-and-save-act-2009-cars-program</E>
                            .
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1625</SU>
                             
                            <E T="03">See, e.g.,</E>
                             all past CAFE EISs, the current Final EIS, Chapter 7, and all past CAFE preambles.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1626</SU>
                             See 88 FR 56371-2 (August 17, 2023). As far as NHTSA is aware, Hyundai was the first OEM commenter in CAFE history to comment about environmental justice.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">E. Additional Comments</HD>
                    <P>NHTSA received many additional comments related to NHTSA's compliance programs for CAFE and fuel efficiency that requested changes that were either outside of the scope of this rulemaking or outside of NHTSA's statutory authority. Specifically, NHTSA received many comments on credit flexibilities for which NHTSA had not proposed any changes. Many of these flexibilities are set by statute and cannot be changed through NHTSA rulemaking. NHTSA discusses these comments below.</P>
                    <HD SOURCE="HD3">1. AC FCIVs</HD>
                    <P>
                        Some commenters may have misunderstood the proposal to phase out OC FCIVs and believed NHTSA was proposing changes to both AC and OC for ICE vehicles. Stellantis expressed concern that NHTSA was removing AC efficiencies for ICE.
                        <SU>1627</SU>
                        <FTREF/>
                         To be clear, NHTSA only proposed amending its regulations to note that OC FCIVs would be phased out. Therefore, phasing out FCIVs for AC efficiencies is out of scope of this rulemaking and the existing provisions for AC FCIVs for ICE vehicles will remain as is. Stellantis also requested additions to AC efficiencies for ICE vehicles.
                        <SU>1628</SU>
                        <FTREF/>
                         NHTSA didn't propose any changes to AC efficiencies for ICE vehicles for the NPRM, so this change would be outside the scope of this rulemaking.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1627</SU>
                             Stellantis, Docket No. NHTSA-2023-0022-61107, at 9.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1628</SU>
                             Stellantis, Docket No. NHTSA-2023-0022-61107, at 10.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">2. Credit Transfer Cap AC</HD>
                    <P>
                        Several commenters requested that NHTSA adjust the transfer cap for credit transfers between fleets based on the oil savings equivalent to 2 mpg in 2018. In support of this request, the Auto Innovators urged NHTSA to “interpret the statutory cap on credit transfers in terms of oil savings, a primary purpose of the CAFE program.” 
                        <SU>1629</SU>
                        <FTREF/>
                         Several other commenters expressed agreement and support for Auto Innovators' proposal. As part of the rationale supporting this request, several commenters expressed concerns that the transfer cap compounds the misalignment between NHTSA and EPA. Hyundai expressed their view that adjusting the transfer cap would support the Administration's goals of bringing green manufacturing to the United States by allowing credits earned in the DP fleet as a result of IRA tax credits incentivizing domestic production of BEVs to be used in the IP fleet.
                        <SU>1630</SU>
                        <FTREF/>
                         Ford commented stating that the “[r]apid electrification of the light truck segment is much more expensive and difficult to achieve compared to passenger cars, and the transfer cap would limit its ability to use overcompliance in the Car fleet to meet the Truck fleet standards.
                        <SU>1631</SU>
                        <FTREF/>
                         And GM more generally recommended that NHTSA “allow full fungibility of credits across regulated vehicle classes or otherwise adjust standard stringency, if vehicle classes have constraints that prevent alignment.” 
                        <SU>1632</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1629</SU>
                             The Alliance, NHTSA-2023-0022-60652, at 11-12.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1630</SU>
                             HATCI, NHTSA-2023-0022-48991, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1631</SU>
                             Ford, NHTSA-2023-022-60837, at 7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1632</SU>
                             GM, NHTSA-2023-0022-60686, at 5.
                        </P>
                    </FTNT>
                    <P>In response to these comments, NHTSA notes that the transfer cap is set by statute in 49 U.S.C. 32903(g)(3). NHTSA does not have the authority to adjust the transfer cap in a manner that is inconsistent with the plain language of the statute. For the final rule, NHTSA is not making any changes to the existing provisions regarding transferring credits. NHTSA's view remains unchanged that the transfer cap in 49 U.S.C. 32903(g)(1) clearly limits the amount of performance increase for a manufacturer's fleet that fails to achieve the prescribed standards. Accordingly, the statute prevents NHTSA from changing the transfer cap for CAFE compliance to be consistent with EPA's program.</P>
                    <HD SOURCE="HD3">3. Credit Trading Between HDPUV and Light Truck Fleets</HD>
                    <P>
                        Several commenters requested that NHTSA allow credit transfers between the HDPUV fleet and the light truck fleet. The Auto Innovators suggested that NHTSA create such transfer mechanism to “address the likelihood of light trucks with heavy batteries moving to the Class 2b/3 fleet, and to improve alignment with proposed EPA regulations.” 
                        <SU>1633</SU>
                        <FTREF/>
                         The Auto Innovators assert that NHTSA's governing statutes do not prohibit it from creating a credit transfer program between HDPUVs and light truck fleets and suggested that NHTSA “establish a transfer program from HDPUV to light truck by converting credits based on oil savings.” 
                        <SU>1634</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1633</SU>
                             The Alliance, NHTSA-2023-0022-60652-A2, at 17.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1634</SU>
                             The Alliance, NHTSA-2023-0022-60652-A2, at 13.
                        </P>
                    </FTNT>
                    <P>NHTSA disagrees with the Auto Innovators interpretation of the statute and instead believes that the statutes preclude NHTSA from establishing a transfer program from the HDPUV to the light truck fleet. Specifically, NHTSA notes that 49 U.S.C. 32912(b) establishes how NHTSA calculates penalties for violations of fuel economy standards and permits NHTSA to only consider the fuel economy calculated under 49 U.S.C. 32904(a)(1)(A) or (B) multiplied by the number of automobiles in the fleet and reduced by the credits available to the manufacturers under 49 U.S.C. 32903. Because credits for the HDPUV fleet would not be available to a manufacturer under 49 U.S.C. 32903, NHTSA would be precluded from considering those credits when evaluating whether a manufacturer complied with the fuel economy standards. Additionally, NHTSA notes that the authority for establishing requirements for light trucks and HDPUVs is provided under separate statutory provisions. NHTSA establishes requirements for light trucks pursuant to its authority for establishing CAFE standards at 49 U.S.C. 32902(b), whereas NHTSA's authority for establishing standards for fuel efficiency for HDPUVs comes from 49 U.S.C. 32902(k). Since the fuel economy and fuel efficiency programs are established under separate statutory provisions, NHTSA does not believe it has the authority to allow overcompliance in one program to offset shortfalls in the other.</P>
                    <HD SOURCE="HD3">4. Adjustment for Carry Forward and Carryback Credits</HD>
                    <P>
                        Honda commented about the devaluation of CAFE credits when they are used by a manufacturer to address its own future compliance shortfalls and requested that NHTSA adjust carryback and carry forward credits based on oil savings.
                        <SU>1635</SU>
                        <FTREF/>
                         Honda notes that while transferred or traded credits are appropriately adjusted into consumption-based equivalents before use, credits internally used within the 
                        <PRTPAGE P="52936"/>
                        same compliance category are not similarly adjusted.
                        <SU>1636</SU>
                        <FTREF/>
                         For consistency with both GHG credits and traded CAFE credits, Honda requested that credits used similarly carry a gallons-equivalent value based on the achieved value, standard, and fleet-specific VMT under which they were earned. Honda stated that not adjusting the credits results in a devaluation of internally used credits, since credits earned under a less-efficient fleet represent a higher gallon-per-credit value and stated that it believes it is unlikely that Congress intended for such mathematical anomalies to persist in the CAFE average, banking, and trading (ABT) program.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1635</SU>
                             Honda, NHTSA-2023-0022-61033, at 7.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1636</SU>
                             Honda, NHTSA-2023-0022-61033, at 7.
                        </P>
                    </FTNT>
                    <P>NHTSA thanks Honda for their comment but notes that changes to carryback and carry forward credits are out of scope of this rulemaking. Accordingly, NHTSA is not making any changes in response to Honda's comment.</P>
                    <HD SOURCE="HD3">5. Increasing Carryback Period</HD>
                    <P>
                        HATCI commented requesting that NHTSA increase the carry-back period from 3 to 5 years.
                        <SU>1637</SU>
                        <FTREF/>
                         HATCI stated that extending the carryback period by two years would encourage manufacturers to develop long-term fuel economy increasing technologies.
                        <SU>1638</SU>
                        <FTREF/>
                         HATCI states that advanced technologies take years to develop, and the option to carry-back credits up to 5 years provides more opportunities for a return on R&amp;D investments, which would support ZEV and high-MPG vehicle development.” 
                        <SU>1639</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1637</SU>
                             HATCI, NHTSA-2023-0022-48991, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1638</SU>
                             HATCI, NHTSA-2023-0022-48991, at 2.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1639</SU>
                             HATCI, NHTSA-2023-0022-48991, at 2.
                        </P>
                    </FTNT>
                    <P>In response to Hyundai-Kia's comment, NHTSA notes that the time period for carryback is set in statute at 49 U.S. Code 32903(a)(1). Accordingly, NHTSA does not have the authority to make any changes to the carryback period. NHTSA also notes that it considers the time of refresh and redesign of vehicles required for development of new technologies into consideration when setting standards. For more discussion on this see TSD Chapter 2.</P>
                    <HD SOURCE="HD3">6. Flex Fuel Vehicle Incentives</HD>
                    <P>
                        RFA 
                        <E T="03">et al.,</E>
                         2 and MCGA requested that NHTSA and EPA reinstitute incentives for flex-fueled vehicles (FFVs).
                        <E T="51">1640 1641</E>
                        <FTREF/>
                         RFA 
                        <E T="03">et al.</E>
                         2 also discussed how a lack of CAFE incentives for FFVs may have contributed to the decrease in FFVs from 2014 to 2021.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1640</SU>
                             RFA 
                            <E T="03">et al.</E>
                             2, NHTSA-2023-0022-57625, at 18.
                        </P>
                        <P>
                            <SU>1641</SU>
                             MCGA, NHTSA-2023-0022-60208, at 18.
                        </P>
                    </FTNT>
                    <P>
                        Per 49 U.S. Code 32906, the incentives for FFVs were phased out in model year 2020. While FFVs are still allowed to receive credits for exceeding CAFE standards under 49 U.S.C. 32903 based on EPA's calculation of fuel economy,
                        <SU>1642</SU>
                        <FTREF/>
                         but are no longer eligible for an increase in fuel economy under 49 U.S.C. 32906. EPA has existing provisions to calculate the emissions weighting of FFVs, based on our projection of actual usage of gasoline vs. E85, referred to as the F-factor.
                        <SU>1643</SU>
                        <FTREF/>
                         Additionally, as NHTSA did not propose any FFV incentives in the final rule, adopting new incentives would be outside the scope of this rulemaking. Accordingly, NHTSA is not making any changes regarding FFV incentives.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1642</SU>
                             40 CFR 600.510-12(g).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1643</SU>
                             40 CFR 600.510-12(k) and 40 CFR 86.1819-14(d)(10)(i).
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">7. Reporting</HD>
                    <P>
                        Volkswagen commented requesting an alternative mechanism for reporting to reduce reporting burden.
                        <SU>1644</SU>
                        <FTREF/>
                         NHTSA thanks Volkswagen for its comment and would like to express its commitment to simplifying and streamlining reporting as much as possible. However, as NHTSA did not propose any changes to reporting in the NPRM, NHTSA will not be finalizing any changes to reporting at this time. NHTSA also notes that, as part of the previous CAFE rulemaking, it created templates for several of the required reports in order to simplify the reporting process and is open to continuing to work with manufacturers to simplify those reporting templates.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1644</SU>
                             Volkswagen, NHTSA-2023-0022-58702, at 3.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">8. Petroleum Equivalency Factor for HDPUVs</HD>
                    <P>
                        In response to request on NHTSA's proposal to remove OC technology FCIVs for HDPUVs, several commenters seem to have misunderstood NHTSA's proposal and believed NHTSA intended to make changes to provision in the existing regulation that provides that BEVs and PHEVs are considered to have no fuel usage.
                        <SU>1645</SU>
                        <FTREF/>
                         However, NHTSA did not propose and will not be finalizing any changes to the zero g/mile assumption for compliance. Several commenters also requested that NHTSA establish petroleum equivalency values for HDPUVs to reflect the fact that BEVs do require energy.
                        <SU>1646</SU>
                        <FTREF/>
                         This request, however, is outside the scope of this rulemaking.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1645</SU>
                             Rivian, NHTSA-2023-0022-59765, at 10; Stellantis, NHTSA-2023-0022-61107-A1, at 12; The Aluminum Association, NHTSA-2023-0022-58486, at 3; ZETA, NHTSA-2023-0022-60508, at 29; Volkswagen, NHTSA-2023-0022-58702, at 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1646</SU>
                             Valero, NHTSA-2023-0022-58547-G, at 6; The Aluminum Association, NHTSA-2023-0022-58486, at 3.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">9. Incentives for Fuel Cell Electric Vehicles</HD>
                    <P>
                        BMW commented requesting additional incentives for hydrogen technology.
                        <SU>1647</SU>
                        <FTREF/>
                         BMW stated that they believe that “hydrogen technology will play a key role on the path to climate neutrality across all industries and has great potential, particularly for individual mobility” and asked NHTSA to consider additional incentives to support this nascent technology.
                        <SU>1648</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1647</SU>
                             BMW, NHTSA-2023-0022-58614, at 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1648</SU>
                             BMW, NHTSA-2023-0022-58614, at 4.
                        </P>
                    </FTNT>
                    <P>In response to BMW's comment, NHTSA notes that it did not propose any new incentives for vehicles with hydrogen technology and, therefore, any changes in this regard would be out of scope of the rulemaking. Additionally, BMW did not identify any specific authority that would allow NHTSA to create such new incentives and NHTSA has itself not identified statutory authority that would allow NHTSA to create new incentives. Accordingly, NHTSA is not finalizing any changes to add additional credit mechanisms for vehicles with hydrogen technology.</P>
                    <HD SOURCE="HD3">10. EV Development</HD>
                    <P>
                        GM commented suggesting that NHTSA and EPA create an optional compliance path for manufacturers that deliver “greater-than-projected EV volumes for greater multipollutant and fuel consumption reduction.” 
                        <SU>1649</SU>
                        <FTREF/>
                         GM refers to this optional compliance path as a “Leadership Pathway,” and states that it believes that “[a] voluntary program for companies with higher EV deployment has the potential to result in greater overall national EV volumes than the Executive Order 2030 goal (
                        <E T="03">i.e.,</E>
                         50% EVs)”.
                        <SU>1650</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1649</SU>
                             GM, NHTSA-2023-0022-60686, at 5.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1650</SU>
                             GM, NHTSA-2023-0022-60686, at 5.
                        </P>
                    </FTNT>
                    <P>In response to GM's comment, NHTSA notes that the agency did not propose any program to create new incentives for BEV production and, therefore, any such changes would be out of scope of this rulemaking. Additionally, NHTSA does not believe it has authority to establish the type of program GM describes.</P>
                    <HD SOURCE="HD3">11. PHEV in HDPUV</HD>
                    <P>
                        The Strong PHEV Coalition commented requesting incentives for HDPUV PHEVs. Specifically, the Strong PHEV Coalition requested incentives 
                        <PRTPAGE P="52937"/>
                        related to the use of the PHEV's battery to do work while the vehicle is stationary or to do bidirectional charging to the electric grid with on-board AC inverters. The Strong PHEV Coalition recommended that NHTSA “somehow encourage these two technology types (
                        <E T="03">e.g.,</E>
                         exemptions, advanced technology credit multiplier or some other type of special consideration) and include a robust discussion of these technologies.” 
                        <SU>1651</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1651</SU>
                             Strong PHEV Coalition, NHTSA-2023-0022-60193, at 5.
                        </P>
                    </FTNT>
                    <P>Since NHTSA did not propose any incentives for HDPUVs PHEVs with special off-road functionality, any changes in response to this comment would be outside the scope of this rulemaking. Additionally, NHTSA does not believe its authority for establishing fuel efficiency standards would permit the agency to establish incentives related to off-road use of the vehicles. The discussed examples of bidirectional charging to the grid and charging of other electric machinery may be saving energy, but these savings are not related to energy use for transportation purposes.</P>
                    <HD SOURCE="HD1">VIII. Regulatory Notices and Analyses</HD>
                    <HD SOURCE="HD2">A. Executive Order 12866, Executive Order 13563, and Executive Order 14094</HD>
                    <P>E.O. 12866, “Regulatory Planning and Review” (58 FR 51735, Oct. 4, 1993), reaffirmed by E.O. 13563, “Improving Regulation and Regulatory Review” (76 FR 3821, Jan. 21, 2011), and amended by E.O. 14094, “Modernizing Regulatory Review” (88 FR 21879), provides for determining whether a regulatory action is “significant” and therefore subject to the Office of Management and Budget (OMB) review process and to the requirements of the E.O. Under these E.O.s, this action is a “significant regulatory action” under section 3(f)(1) of E.O. 12866, as amended by E.O. 14094, because it is likely to have an annual effect on the economy of $200 million or more. Accordingly, NHTSA submitted this action to OMB for review and any changes made in response to interagency feedback submitted via the OMB review process have been documented in the docket for this action. The estimated benefits and costs of this final rule are described above and in the FRIA, which is located in the docket and on NHTSA's website.</P>
                    <HD SOURCE="HD2">B. DOT Regulatory Policies and Procedures</HD>
                    <P>This final rule is also significant within the meaning of the DOT's Regulatory Policies and Procedures. The estimated benefits and costs of the final rule are described above and in the FRIA, which is located in the docket and on NHTSA's website.</P>
                    <HD SOURCE="HD2">C. Executive Order 14037</HD>
                    <P>
                        E.O. 14037, “Strengthening American Leadership in Clean Cars and Trucks” (86 FR 43583, Aug. 10, 2021), directs the Secretary of Transportation (by delegation, NHTSA) to consider beginning work on a rulemaking under EISA to establish new fuel economy standards for passenger cars and LD trucks beginning with model year 2027 and extending through and including at least model year 2030, and to consider beginning work on a rulemaking under EISA to establish new fuel efficiency standards for HDPUVs beginning with model year 2028 and extending through and including at least model year 2030.
                        <SU>1652</SU>
                        <FTREF/>
                         The E.O. directs the Secretary to consider issuing any final rule no later than July 2024;
                        <SU>1653</SU>
                        <FTREF/>
                         to coordinate with the EPA and the Secretaries of Commerce, Labor, and Energy;
                        <SU>1654</SU>
                        <FTREF/>
                         and to, “seek input from a diverse range of stakeholders, including representatives from labor unions, States, industry, environmental justice organizations, and public health experts.” 
                        <SU>1655</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1652</SU>
                             86 FR 43583 (Aug. 10, 2021), Sec. 2(b) and (c).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1653</SU>
                             
                            <E T="03">Id.,</E>
                             Sec. 5(b).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1654</SU>
                             
                            <E T="03">Id.,</E>
                             Sec. 6(a) and (b).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1655</SU>
                             
                            <E T="03">Id.,</E>
                             Sec. 6(d).
                        </P>
                    </FTNT>
                    <P>This final rule follows the directions of this E.O. It is issued pursuant to NHTSA's statutory authorities as set forth in EISA and sets new CAFE standards for passenger cars and light trucks beginning in model year 2027, and new fuel efficiency standards for HDPUVs beginning in model year 2030 due to statutory lead time and stability requirements. NHTSA coordinated with EPA, Commerce, Labor, and Energy, in developing this final rule, and the final rule also accounts for the views provided by labor unions, States, industry, environmental justice organizations, and public health experts.</P>
                    <HD SOURCE="HD2">D. Environmental Considerations</HD>
                    <HD SOURCE="HD3">1. National Environmental Policy Act (NEPA)</HD>
                    <P>
                        Concurrently with this final rule, NHTSA is releasing a Final EIS, pursuant to the National Environmental Policy Act, 42 U.S.C. 4321 
                        <E T="03">et seq.,</E>
                         and implementing regulations issued by the Council on Environmental Quality (CEQ), 40 CFR parts 1500-1508, and NHTSA, 49 CFR part 520. NHTSA prepared the Final EIS to analyze and disclose the potential environmental impacts of the CAFE and HDPUV FE standards and a range of alternatives. The Final EIS analyzes direct, indirect, and cumulative impacts and analyzes impacts in proportion to their significance. It describes potential environmental impacts to a variety of resources, including fuel and energy use, air quality, climate, historical and cultural resources, and environmental justice. The Final EIS also describes how climate change resulting from global carbon dioxide emissions (including CO
                        <E T="52">2</E>
                         emissions attributable to the U.S. LD and HDPUV transportation sectors under the alternatives considered) could affect certain key natural and human resources. Resource areas are assessed qualitatively and quantitatively, as appropriate, in the Final EIS.
                    </P>
                    <P>
                        NHTSA has considered the information contained in the Final EIS as part of developing this final rule.
                        <SU>1656</SU>
                        <FTREF/>
                         This preamble and final rule constitute the agency's Record of Decision (ROD) under 40 CFR 1505.2 for its promulgation of CAFE standards for model years 2027-2031 passenger cars and lights trucks and FE standards for model years 2030-2035 heavy-duty pickup trucks and vans. The agency has the authority to issue its Final EIS and ROD simultaneously pursuant to 49 U.S.C. 304a(b) and U.S. Department of Transportation, Office of Transportation Policy, 
                        <E T="03">Guidance on the Use of Combined Final Environmental Impact Statements/Records of Decision and Errata Sheets in National Environmental Policy Act Reviews</E>
                         (April 25, 2019).
                        <SU>1657</SU>
                        <FTREF/>
                         NHTSA has determined that neither the statutory criteria nor practicability considerations preclude simultaneous issuance. For additional information on NHTSA's NEPA analysis, please see the Final EIS.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1656</SU>
                             The Final EIS is available for review in the public docket for this action and in Docket No. NHTSA-2022-0075.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1657</SU>
                             The guidance is available at 
                            <E T="03">https://www.transportation.gov/sites/dot.gov/files/docs/mission/transportation-policy/permittingcenter/337371/feis-rod-guidance-final-04302019.pdf</E>
                            .
                        </P>
                    </FTNT>
                    <P>
                        As required by the CEQ regulations,
                        <SU>1658</SU>
                        <FTREF/>
                         this final rule (as the ROD) sets forth the following in Sections IV, V, and VI above: (1) the agency's decision; (2) alternatives considered by NHTSA in reaching its decision, including the environmentally preferable alternative; (3) the factors balanced by NHTSA in making its decision, including essential considerations of national policy (Section VIII.B above); (4) how these factors and considerations entered into its decision; and (5) the agency's 
                        <PRTPAGE P="52938"/>
                        preferences among alternatives based on relevant factors, including economic and technical considerations and agency statutory missions. The Final EIS discusses comments received on the Draft EIS, NHTSA's range of alternatives, and other factors used in the decision-making process. The Final EIS also addresses mitigation efforts as required by NEPA.
                        <SU>1659</SU>
                        <FTREF/>
                         NHTSA, as the lead agency, certifies that it has considered all of the alternatives, information, analyses, and objections submitted by cooperating agencies, and State, Tribal, and local governments and public commenters for consideration in developing the Final EIS, and that this final rule was informed by the summary of the submitted alternatives, information, and analyses in the Final EIS, together with any other material in the record that it has determined to be relevant.
                        <SU>1660</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1658</SU>
                             40 CFR 1505.2(a)(1) and (2).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1659</SU>
                             The CEQ regulations specify that a ROD must “[s]tate whether the agency has adopted all practicable means to avoid or minimize environmental harm from the alternative selected, and if not, why the agency did not.” 40 CFR 1505.2(a)(3). 
                            <E T="03">See also</E>
                             40 CFR 1508.1(s) (“Mitigation includes . . . [m]inimizing impacts by limiting the degree or magnitude of the action and its implementation.”).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1660</SU>
                             40 CFR 1505.2(b).
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">2. Clean Air Act (CAA) as Applied to NHTSA's Final Rule</HD>
                    <P>
                        The CAA (42 U.S.C. 7401 
                        <E T="03">et seq.</E>
                        ) is the primary Federal legislation that addresses air quality. Under the authority of the CAA and subsequent amendments, EPA has established National Ambient Air Quality Standards (NAAQS) for six criteria pollutants, which are relatively commonplace pollutants that can accumulate in the atmosphere as a result of human activity. EPA is required to review NAAQS every five years and to revise those standards as may be appropriate considering new scientific information.
                    </P>
                    <P>The air quality of a geographic region is usually assessed by comparing the levels of criteria air pollutants found in the ambient air to the levels established by the NAAQS (also considering the other elements of a NAAQS: averaging time, form, and indicator). Concentrations of criteria pollutants within the air mass of a region are measured in parts of a pollutant per million parts (ppm) of air or in micrograms of a pollutant per cubic meter (μg/m3) of air present in repeated air samples taken at designated monitoring locations using specified types of monitors. These ambient concentrations of each criteria pollutant are compared to the levels, averaging time, and form specified by the NAAQS to assess whether the region's air quality is in attainment with the NAAQS.</P>
                    <P>When the measured concentrations of a criteria pollutant within a geographic region are below those permitted by the NAAQS, EPA designates the region as an attainment area for that pollutant, while regions where concentrations of criteria pollutants exceed Federal standards are called nonattainment areas. Former nonattainment areas that are now in compliance with the NAAQS are designated as maintenance areas. Each State with a nonattainment area is required to develop and implement a State Implementation Plan (SIP) documenting how the region will reach attainment levels within the time periods specified in the CAA. For maintenance areas, the SIP must document how the State intends to maintain compliance with the NAAQS. EPA develops a Federal Implementation Plan (FIP) if a State fails to submit an approvable plan for attaining and maintaining the NAAQS. When EPA revises a NAAQS, each State must revise its SIP to address how it plans to attain the new standard.</P>
                    <P>
                        No Federal agency may “engage in, support in any way or provide financial assistance for, license or permit, or approve” any activity that does not “conform” to a SIP or FIP after EPA has approved or promulgated it.
                        <SU>1661</SU>
                        <FTREF/>
                         Further, no Federal agency may “approve, accept or fund” any transportation plan, program, or project developed pursuant to Title 23 or Chapter 53 of Title 49, U.S.C., unless the plan, program, or project has been found to “conform” to any applicable implementation plan in effect.
                        <SU>1662</SU>
                        <FTREF/>
                         The purpose of these conformity requirements is to ensure that Federally sponsored or conducted activities do not interfere with meeting the emissions targets in SIPs or FIPs, do not cause or contribute to new violations of the NAAQS, and do not impede the ability of a State to attain or maintain the NAAQS or delay any interim milestones. EPA has issued two sets of regulations to implement the conformity requirements:
                    </P>
                    <FTNT>
                        <P>
                            <SU>1661</SU>
                             42 U.S.C. 7506(c)(1).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1662</SU>
                             42 U.S.C. 7506(c)(2).
                        </P>
                    </FTNT>
                    <P>
                        (1) The Transportation Conformity Rule 
                        <SU>1663</SU>
                        <FTREF/>
                         applies to transportation plans, programs, and projects that are developed, funded, or approved under 23 U.S.C. (Highways) or 49 U.S.C. Chapter 53 (Public Transportation).
                    </P>
                    <FTNT>
                        <P>
                            <SU>1663</SU>
                             40 CFR part 51, subpart T, and part 93, subpart A.
                        </P>
                    </FTNT>
                    <P>
                        (2) The General Conformity Rule 
                        <SU>1664</SU>
                        <FTREF/>
                         applies to all other Federal actions not covered under the Transportation Conformity Rule. The General Conformity Rule establishes emissions thresholds, or 
                        <E T="03">de minimis</E>
                         levels, for use in evaluating the conformity of an action that results in emissions increases.
                        <SU>1665</SU>
                        <FTREF/>
                         If the net increases of direct and indirect emissions exceed any of these thresholds, and the action is not otherwise exempt, then a conformity determination is required. The conformity determination can entail air quality modeling studies, consultation with EPA and state air quality agencies, and commitments to revise the SIP or to implement measures to mitigate air quality impacts.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1664</SU>
                             40 CFR part 51, subpart W, and part 93, subpart B.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1665</SU>
                             40 CFR 93.153(b).
                        </P>
                    </FTNT>
                    <P>The CAFE and HDPUV FE standards and associated program activities are not developed, funded, or approved under 23 U.S.C. or 49 U.S.C. Chapter 53. Accordingly, this final action and associated program activities would not be subject to transportation conformity. Under the General Conformity Rule, a conformity determination is required where a Federal action would result in total direct and indirect emissions of a criteria pollutant or precursor originating in nonattainment or maintenance areas equaling or exceeding the rates specified in 40 CFR 93.153(b)(1) and (2). As explained below, NHTSA's action results in neither direct nor indirect emissions as defined in 40 CFR 93.152.</P>
                    <P>
                        The General Conformity Rule defines direct emissions as “those emissions of a criteria pollutant or its precursors that are caused or initiated by the Federal action and originate in a nonattainment or maintenance area and occur at the same time and place as the action and are reasonably foreseeable.”
                        <SU>1666</SU>
                        <FTREF/>
                         NHTSA's action sets fuel economy standards for passenger cars and light trucks and fuel efficiency standards for HDPUVs. It therefore does not cause or initiate direct emissions consistent with the meaning of the General Conformity Rule.
                        <SU>1667</SU>
                        <FTREF/>
                         Indeed, the agency's action in aggregate reduces emissions, and to the degree the model predicts small (and time-limited) increases, these increases are based on a theoretical response by individuals to fuel prices and savings, which are at best indirect.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1666</SU>
                             40 CFR 93.152.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1667</SU>
                             
                            <E T="03">Dep't of Transp.</E>
                             v. 
                            <E T="03">Pub. Citizen,</E>
                             541 U.S. 752 at 772 (“[T]he emissions from the Mexican trucks are not `direct' because they will not occur at the same time or at the same place as the promulgation of the regulations.”). NHTSA's action is to establish fuel economy standards for model year 2021-2026 passenger car and light trucks; any emissions increases would occur in a different place and well after promulgation of the final rule.
                        </P>
                    </FTNT>
                    <P>
                        Indirect emissions under the General Conformity Rule are “those emissions of a criteria pollutant or its precursors (1) 
                        <PRTPAGE P="52939"/>
                        that are caused or initiated by the federal action and originate in the same nonattainment or maintenance area but occur at a different time or place as the action; (2) that are reasonably foreseeable; (3) that the agency can practically control; and (4) for which the agency has continuing program responsibility.”
                        <SU>1668</SU>
                        <FTREF/>
                         Each element of the definition must be met to qualify as indirect emissions. NHTSA has determined that, for purposes of general conformity, emissions (if any) that may result from its final fuel economy and fuel efficiency standards would not be caused by the agency's action, but rather would occur because of subsequent activities the agency cannot practically control. “[E]ven if a Federal licensing, rulemaking or other approving action is a required initial step for a subsequent activity that causes emissions, such initial steps do not mean that a Federal agency can practically control any resulting emissions.”
                        <SU>1669</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1668</SU>
                             40 CFR 93.152.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1669</SU>
                             40 CFR 93.152.
                        </P>
                    </FTNT>
                    <P>
                        As the CAFE and HDPUV FE programs use performance-based standards, NHTSA cannot control the technologies vehicle manufacturers use to improve the fuel economy of passenger cars and light trucks and fuel efficiency of HDPUVs. Furthermore, NHTSA cannot control consumer purchasing (which affects average achieved fleetwide fuel economy and fuel efficiency) and driving behavior (
                        <E T="03">i.e.,</E>
                         operation of motor vehicles, as measured by VMT). It is the combination of fuel economy and fuel efficiency technologies, consumer purchasing, and driving behavior that results in criteria pollutant or precursor emissions. For purposes of analyzing the environmental impacts of the alternatives considered under NEPA, NHTSA has made assumptions regarding all of these factors. NHTSA's Final EIS projects that increases in air toxics and criteria pollutants would occur in some nonattainment areas under certain alternatives in the near term, although over the longer term, all action alternatives see improvements. However, the CAFE and HDPUV FE standards and alternative standards do not mandate specific manufacturer decisions, consumer purchasing, or driver behavior, and NHTSA cannot practically control any of them.
                        <SU>1670</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1670</SU>
                             
                            <E T="03">See, e.g., Dep't of Transp.</E>
                             v. 
                            <E T="03">Pub. Citizen,</E>
                             541 U.S. 752, 772-73 (2004); 
                            <E T="03">S. Coast Air Quality Mgmt. Dist.</E>
                             v. 
                            <E T="03">Fed. Energy Regulatory Comm'n,</E>
                             621 F.3
                            <SU>d</SU>
                             1085, 1101 (9th Cir. 2010).
                        </P>
                    </FTNT>
                    <P>In addition, NHTSA does not have the statutory authority or practical ability to control the actual VMT by drivers. As the extent of emissions is directly dependent on the operation of motor vehicles, changes in any emissions that would result from NHTSA's CAFE and HDPUV FE standards are not changes NHTSA can practically control or for which NHTSA has continuing program responsibility. Therefore, the final CAFE and HDPUV FE standards and alternative standards considered by NHTSA would not cause indirect emissions under the General Conformity Rule, and a general conformity determination is not required.</P>
                    <HD SOURCE="HD3">3. National Historic Preservation Act (NHPA)</HD>
                    <P>
                        The NHPA (54 U.S.C. 300101 
                        <E T="03">et seq.</E>
                        ) sets forth government policy and procedures regarding “historic properties”—that is, districts, sites, buildings, structures, and objects included on or eligible for the National Register of Historic Places. Section 106 of the NHPA requires Federal agencies to “take into account” the effects of their actions on historic properties.
                        <SU>1671</SU>
                        <FTREF/>
                         NHTSA concludes that the NHPA is not applicable to this rulemaking because the promulgation of CAFE standards for passenger cars and light trucks and FE standards for HDPUVs is not the type of activity that has the potential to cause effects on historic properties. However, NHTSA includes a brief, qualitative discussion of the impacts of the action alternatives on historical and cultural resources in the Final EIS.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1671</SU>
                             Section 106 is now codified at 54 U.S.C. 306108. Implementing regulations for the section 106 process are located at 36 CFR part 800.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">4. Fish and Wildlife Conservation Act (FWCA)</HD>
                    <P>
                        The FWCA (16 U.S.C. 2901 
                        <E T="03">et seq.</E>
                        ) provides financial and technical assistance to States for the development, revision, and implementation of conservation plans and programs for nongame fish and wildlife. In addition, FWCA encourages all Federal departments and agencies to utilize their statutory and administrative authorities to conserve and to promote conservation of nongame fish and wildlife and their habitats. NHTSA concludes that the FWCA does not apply to this final rule because it does not involve the conservation of nongame fish and wildlife and their habitats. However, NHTSA conducted a qualitative review in its Final EIS of the related direct, indirect, and cumulative impacts, positive or negative, of the alternatives on potentially affected resources, including nongame fish and wildlife and their habitats.
                    </P>
                    <HD SOURCE="HD3">5. Coastal Zone Management Act (CZMA)</HD>
                    <P>
                        The CZMA (16 U.S.C. 1451 
                        <E T="03">et seq.</E>
                        ) provides for the preservation, protection, development, and (where possible) restoration and enhancement of the Nation's coastal zone resources. Under the statute, States are provided with funds and technical assistance in developing coastal zone management programs. Each participating State must submit its program to the Secretary of Commerce for approval. Once the program has been approved, any activity of a Federal agency, either within or outside of the coastal zone, that affects any land or water use or natural resource of the coastal zone must be carried out in a manner that is consistent, to the maximum extent practicable, with the enforceable policies of the State's program.
                        <SU>1672</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1672</SU>
                             16 U.S.C. 1456(c)(1)(A).
                        </P>
                    </FTNT>
                    <P>NHTSA concludes that the CZMA does not apply to this rulemaking because it does not involve an activity within, or outside of, the nation's coastal zones that affects any land or water use or natural resource of the coastal zone. NHTSA has, however, conducted a qualitative review in the Final EIS of the related direct, indirect, and cumulative impacts, positive or negative, of the action alternatives on potentially affected resources, including coastal zones.</P>
                    <HD SOURCE="HD3">6. Endangered Species Act (ESA)</HD>
                    <P>
                        Under section 7(a)(2) of the ESA, Federal agencies must ensure that actions they authorize, fund, or carry out are “not likely to jeopardize the continued existence” of any Federally listed threatened or endangered species (collectively, “listed species”) or result in the destruction or adverse modification of the designated critical habitat of these species.
                        <SU>1673</SU>
                        <FTREF/>
                         If a Federal agency determines that an agency action may affect a listed species or designated critical habitat, it must initiate consultation with the appropriate Service—the U.S. Fish and Wildlife Service (FWS) of the Department of the Interior (DOI) or the National Oceanic and Atmospheric Administration's National Marine Fisheries Service of the Department of Commerce (together, “the Services”) or both, depending on the species involved—in order to ensure that the action is not likely to jeopardize the species or destroy or adversely modify designated critical habitat.
                        <SU>1674</SU>
                        <FTREF/>
                         Under this standard, the Federal agency taking action evaluates the possible 
                        <PRTPAGE P="52940"/>
                        effects of its action and determines whether to initiate consultation.
                        <SU>1675</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1673</SU>
                             16 U.S.C. 1536(a)(2).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1674</SU>
                             
                            <E T="03">See</E>
                             50 CFR 402.14.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1675</SU>
                             
                            <E T="03">See</E>
                             50 CFR 402.14(a) (“Each Federal agency shall review its actions at the earliest possible time to determine whether any action may affect listed species or critical habitat.”).
                        </P>
                    </FTNT>
                    <P>
                        The section 7(a)(2) implementing regulations require consultation if a Federal agency determines its action “may affect” listed species or critical habitat.
                        <SU>1676</SU>
                        <FTREF/>
                         The regulations define “effects of the action” as “all consequences to listed species or critical habitat that are caused by the proposed action, including the consequences of other activities that are caused by the proposed action but that are not part of the action.
                        <SU>1677</SU>
                        <FTREF/>
                         A consequence is caused by the proposed action if it would not occur 
                        <E T="03">but for</E>
                         the proposed action and it is 
                        <E T="03">reasonably certain to occur.” </E>
                        <SU>1678</SU>
                        <FTREF/>
                         The definition makes explicit a “but for” test and the concept of “reasonably certain to occur” for all effects.
                        <SU>1679</SU>
                        <FTREF/>
                         The Services have defined “but for” causation to mean “that the consequence in question would not occur if the proposed action did not go forward. . . In other words, if the agency fails to take the proposed action and the activity would still occur, there is no `but for' causation. In that event, the activity would not be considered an effect of the action under consultation.”
                        <SU>1680</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1676</SU>
                             50 CFR 402.14(a).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1677</SU>
                             On April 5, 2024, the Services issued revised ESA consultation regulations. 89 FR 24268 (revisions to portions of regulations that implement section 7 of the Endangered Species Act of 1973, as amended). Among other amendments, the Services updated the definition of “effects of action” by adding the phrase “but that are not part of the action” to clarify that the scope of the analysis of the effects includes other activities caused by the proposed action that are reasonably certain to occur. 
                            <E T="03">Id.</E>
                             at 24273.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1678</SU>
                             50 CFR 402.02 (emphasis added).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1679</SU>
                             The Services' prior regulations defined “effects of the action” in relevant part as “the direct and indirect effects of an action on the species or critical habitat, together with the effects of other activities that are interrelated or interdependent with that action, that will be added to the environmental baseline.” 50 CFR 402.02 (as in effect prior to Oct. 28, 2019). Indirect effects were defined as “those that are caused by the proposed action and are later in time, but still are reasonably certain to occur.” 
                            <E T="03">Id.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1680</SU>
                             84 FR 44977 (Aug. 27, 2019) (“As discussed in the proposed rule, the Services have applied the `but for' test to determine causation for decades. That is, we have looked at the consequences of an action and used the causation standard of `but for' plus an element of foreseeability (
                            <E T="03">i.e.,</E>
                             reasonably certain to occur) to determine whether the consequence was caused by the action under consultation.”). We note that as the Services do not consider this to be a change in their longstanding application of the ESA, this interpretation applies equally under the prior regulations (which were effective through October 28, 2019) and the current regulations (as amended on April 5, 2024). 
                            <E T="03">See</E>
                             89 FR 24268.
                        </P>
                    </FTNT>
                    <P>
                        The Services have previously provided legal and technical guidance about whether CO
                        <E T="52">2</E>
                         emissions associated with a specific proposed Federal action trigger ESA section 7(a)(2) consultation. NHTSA analyzed the Services' history of actions, analysis, and guidance in Appendix G of the model year 2012-2016 CAFE standards EIS and now adopts by reference that appendix here.
                        <SU>1681</SU>
                        <FTREF/>
                         In that appendix, NHTSA looked at the history of the Polar Bear Special Rule and several guidance memoranda provided by FWS and the U.S. Geological Survey. Ultimately, DOI concluded that a causal link could not be made between CO
                        <E T="52">2</E>
                         emissions associated with a proposed Federal action and specific effects on listed species; therefore, no section 7(a)(2) consultation would be required.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1681</SU>
                             Available on NHTSA's Corporate Average Fuel Economy website at 
                            <E T="03">https://static.nhtsa.gov/nhtsa/downloads/CAFE/2012-2016%20Docs-PCLT/2012-2016%20Final%20Environmental%20Impact%20Statement/Appendix_G_Endangered_Species_Act_Consideration.pdf</E>
                            .
                        </P>
                    </FTNT>
                    <P>
                        Subsequent to the publication of that appendix, a court vacated the Polar Bear Special Rule on NEPA grounds, though it upheld the ESA analysis as having a rational basis.
                        <SU>1682</SU>
                        <FTREF/>
                         FWS then issued a revised Final Special Rule for the Polar Bear.
                        <SU>1683</SU>
                        <FTREF/>
                         In that final rule, FWS provided that for ESA section 7, the determination of whether consultation is triggered is narrow and focused on the discrete effect of the proposed agency action. FWS wrote, “[T]he consultation requirement is triggered only if there is a causal connection between the proposed action and a discernible effect to the species or critical habitat that is reasonably certain to occur. One must be able to `connect the dots' between an effect of a proposed action and an impact to the species and there must be a reasonable certainty that the effect will occur.” 
                        <SU>1684</SU>
                        <FTREF/>
                         The statement in the revised Final Special Rule is consistent with the prior guidance published by FWS and remains valid today.
                        <SU>1685</SU>
                        <FTREF/>
                         If the consequence is not reasonably certain to occur, it is not an “effect of a proposed action” and does not trigger the consultation requirement.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1682</SU>
                             
                            <E T="03">In re: Polar Bear Endangered Species Act Listing and Section 4(D) Rule Litigation,</E>
                             818 F.Supp.2d 214 (D.D.C. Oct. 17, 2011).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1683</SU>
                             78 FR 11766 (Feb. 20, 2013).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1684</SU>
                             78 FR 11784-11785 (Feb. 20, 2013).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1685</SU>
                             See DOI. 2008. Guidance on the Applicability of the Endangered Species Act Consultation Requirements to Proposed Actions Involving the Emissions of Greenhouse Gases. Solicitor's Opinion No. M-37017. Oct. 3, 2008.
                        </P>
                    </FTNT>
                    <P>
                        In this NPRM for this action, NHTSA stated that pursuant to section 7(a)(2) of the ESA, NHTSA considered the effects of the proposed CAFE and HDPUV FE standards and reviewed applicable ESA regulations, case law, and guidance to determine what, if any, impact there might be to listed species or designated critical habitat. NHTSA considered issues related to emissions of CO
                        <E T="52">2</E>
                         and other GHGs, and issues related to non-GHG emissions. NHTSA stated that, based on this assessment, the agency determined that the action of setting CAFE and HDPUV FE standards does not require consultation under section 7(a)(2) of the ESA. NHTSA's determination remains unchanged from the NPRM and has concluded the agency's review of this action under section 7 of the ESA.
                    </P>
                    <HD SOURCE="HD3">7. Floodplain Management (Executive Order 11988 and DOT Order 5650.2)</HD>
                    <P>These Orders require Federal agencies to avoid the long- and short-term adverse impacts associated with the occupancy and modification of floodplains, and to restore and preserve the natural and beneficial values served by floodplains. E.O. 11988, “Floodplain management” (May 24, 1977), also directs agencies to minimize the impacts of floods on human safety, health and welfare, and to restore and preserve the natural and beneficial values served by floodplains through evaluating the potential effects of any actions the agency may take in a floodplain and ensuring that its program planning and budget requests reflect consideration of flood hazards and floodplain management. DOT Order 5650.2, “Floodplain Management and Protection” (April 23, 1979), sets forth DOT policies and procedures for implementing E.O. 11988. The DOT Order requires that the agency determine if a proposed action is within the limits of a base floodplain, meaning it is encroaching on the floodplain, and whether this encroachment is significant. If significant, the agency is required to conduct further analysis of the proposed action and any practicable alternatives. If a practicable alternative avoids floodplain encroachment, then the agency is required to implement it.</P>
                    <P>In this final rule, NHTSA is not occupying, modifying, and/or encroaching on floodplains. NHTSA therefore concludes that the Orders do not apply to this final rule. NHTSA has, however, conducted a review of the alternatives on potentially affected resources, including floodplains, in its Final EIS.</P>
                    <HD SOURCE="HD3">8. Preservation of the Nation's Wetlands (Executive Order 11990 and DOT Order 5660.1a)</HD>
                    <P>
                        These Orders require Federal agencies to avoid, to the extent possible, undertaking or providing assistance for new construction located in wetlands 
                        <PRTPAGE P="52941"/>
                        unless the agency head finds that there is no practicable alternative to such construction and that the proposed action includes all practicable measures to minimize harms to wetlands that may result from such use. E.O. 11990, “Protection of Wetlands” (May 24, 1977), also directs agencies to take action to minimize the destruction, loss, or degradation of wetlands in “conducting Federal activities and programs affecting land use, including but not limited to water and related land resources planning, regulating, and licensing activities.” DOT Order 5660.1a, “Preservation of the Nation's Wetlands” (August 24, 1978), sets forth DOT policy for interpreting E.O. 11990 and requires that transportation projects “located in or having an impact on wetlands” should be conducted to assure protection of the Nation's wetlands. If a project does have a significant impact on wetlands, an EIS must be prepared.
                    </P>
                    <P>NHTSA is not undertaking or providing assistance for new construction located in wetlands. NHTSA therefore concludes that these Orders do not apply to this rulemaking. NHTSA has, however, conducted a review of the alternatives on potentially affected resources, including wetlands, in its Final EIS.</P>
                    <HD SOURCE="HD3">9. Migratory Bird Treaty Act (MBTA), Bald and Golden Eagle Protection Act (BGEPA), Executive Order 13186</HD>
                    <P>
                        The MBTA (16 U.S.C. 703-712) provides for the protection of certain migratory birds by making it illegal for anyone to “pursue, hunt, take, capture, kill, attempt to take, capture, or kill, possess, offer for sale, sell, offer to barter, barter, offer to purchase, purchase, deliver for shipment, ship, export, import, cause to be shipped, exported, or imported, deliver for transportation, transport or cause to be transported, carry or cause to be carried, or receive for shipment, transportation, carriage, or export” any migratory bird covered under the statute.
                        <SU>1686</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1686</SU>
                             16 U.S.C. 703(a).
                        </P>
                    </FTNT>
                    <P>
                        The BGEPA (16 U.S.C. 668-668d) makes it illegal to “take, possess, sell, purchase, barter, offer to sell, purchase or barter, transport, export or import” any bald or golden eagles.
                        <SU>1687</SU>
                        <FTREF/>
                         E.O. 13186, “Responsibilities of Federal Agencies to Protect Migratory Birds,” helps to further the purposes of the MBTA by requiring a Federal agency to develop an MOU with FWS when it is taking an action that has (or is likely to have) a measurable negative impact on migratory bird populations.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1687</SU>
                             16 U.S.C. 668(a).
                        </P>
                    </FTNT>
                    <P>NHTSA concludes that the MBTA, BGEPA, and E.O. 13186 do not apply to this rulemaking because there is no disturbance, take, measurable negative impact, or other covered activity involving migratory birds or bald or golden eagles involved in this rulemaking.</P>
                    <HD SOURCE="HD3">10. Department of Transportation Act (Section 4(f))</HD>
                    <P>Section 4(f) of the Department of Transportation Act of 1966 (49 U.S.C. 303), as amended, is designed to preserve publicly owned park and recreation lands, waterfowl and wildlife refuges, and historic sites. Specifically, section 4(f) provides that DOT agencies cannot approve a transportation program or project that requires the use of any publicly owned land from a public park, recreation area, or wildlife or waterfowl refuge of national, State, or local significance, unless a determination is made that:</P>
                    <P>(1) There is no feasible and prudent alternative to the use of land, and</P>
                    <P>(2) The program or project includes all possible planning to minimize harm to the property resulting from the use.</P>
                    <P>These requirements may be satisfied if the transportation use of a section 4(f) property results in a de minimis impact on the area.</P>
                    <P>NHTSA concludes that section 4(f) does not apply to this rulemaking because this rulemaking is not an approval of a transportation program nor project that requires the use of any publicly owned land.</P>
                    <HD SOURCE="HD3">11. Executive Order 12898: “Federal Actions To Address Environmental Justice in Minority Populations and Low-Income Populations”; Executive Order 14096: “Revitalizing Our Nation's Commitment to Environmental Justice for All”</HD>
                    <P>
                        E.O. 12898, 
                        <E T="03">“Federal Actions to Address EJ in Minority Populations and Low-Income Populations”</E>
                         (Feb. 16, 1994), directs Federal agencies to promote nondiscrimination in federal programs substantially affecting human health and the environment, and provide minority and low-income communities access to public information on, and an opportunity for public participation in, matters relating to human health or the environment. E.O. 14096, “
                        <E T="03">Revitalizing Our Nation's Commitment to Environmental Justice for All,”</E>
                         (April 21, 2023), builds on and supplements E.O. 12898, and further directs Federal agencies to prioritize EJ initiatives in their core missions.
                        <SU>1688</SU>
                        <FTREF/>
                         Additionally, the 2021 DOT Order 5610.2C, “U.S. Department of Transportation Actions to Address Environmental Justice in Minority Populations and Low-Income Populations” (May 16, 2021), describes the process for DOT agencies to incorporate EJ principles in programs, policies, and activities. Section VI and the Final EIS discuss NHTSA's consideration of EJ issues associated with this final rule.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1688</SU>
                             E.O. 14096 on environmental justice does not rescind E.O. 12898—“Federal Actions to Address Environmental Justice in Minority Populations and Low-Income Populations,” which has been in effect since February 11, 1994 and is currently implemented through DOT Order 5610.2C. This implementation will continue until further guidance is provided regarding the implementation of the new E.O. 14096 on environmental justice.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">12. Executive Order 13045: “Protection of Children From Environmental Health Risks  and Safety Risks”</HD>
                    <P>This action is subject to E.O. 13045 (62 FR 19885, Apr. 23, 1997) because is a significant regulatory action under section 3(f)(1) of E.O. 12866, and NHTSA has reason to believe that the environmental health and safety risks related to this action, although small, may have a disproportionate effect on children. Specifically, children are more vulnerable to adverse health effects related to mobile source emissions, as well as to the potential long-term impacts of climate change. Pursuant to E.O. 13045, NHTSA must prepare an evaluation of the environmental health or safety effects of the planned action on children and an explanation of why the planned action is preferable to other potentially effective and reasonably feasible alternatives considered by NHTSA. Further, this analysis may be included as part of any other required analysis.</P>
                    <P>
                        All of the action alternatives would reduce CO
                        <E T="52">2</E>
                         emissions relative to the reference baseline and thus have positive effects on mitigating global climate change, and thus environmental and health effects associated with climate change. While environmental and health effects associated with criteria pollutant and toxic air pollutant emissions vary over time and across alternatives, negative effects, when estimated, are extremely small. This preamble and the Final EIS discuss air quality, climate change, and their related environmental and health effects. In addition, Section VI of this preamble explains why NHTSA believes that the CAFE and HDPUV FE final standards are preferable to other alternatives considered. Together, this 
                        <PRTPAGE P="52942"/>
                        preamble and Final EIS satisfy NHTSA's responsibilities under E.O. 13045.
                    </P>
                    <HD SOURCE="HD2">E. Regulatory Flexibility Act</HD>
                    <P>
                        Pursuant to the Regulatory Flexibility Act (5 U.S.C. 601 
                        <E T="03">et seq.,</E>
                         as amended by the Small Business Regulatory Enforcement Fairness Act (SBREFA) of 1996), whenever an agency is required to publish a NPRM or final rule, it must prepare and make available for public comment a regulatory flexibility analysis that describes the effect of the rule on small entities (
                        <E T="03">i.e.,</E>
                         small businesses, small organizations, and small governmental jurisdictions). No regulatory flexibility analysis is required if the head of an agency certifies the rule will not have a significant economic impact on a substantial number of small entities. SBREFA amended the Regulatory Flexibility Act to require Federal agencies to provide a statement of the factual basis for certifying that a rule will not have a significant economic impact on a substantial number of small entities.
                    </P>
                    <P>NHTSA has considered the impacts of this final rule under the Regulatory Flexibility Act and the head of NHTSA certifies that this final rule will not have a significant economic impact on a substantial number of small entities. The following is NHTSA's statement providing the factual basis for this certification pursuant to 5 U.S.C. 605(b).</P>
                    <P>
                        Small businesses are defined based on the North American Industry Classification System (NAICS) code.
                        <SU>1689</SU>
                        <FTREF/>
                         One of the criteria for determining size is the number of employees in the firm. For establishments primarily engaged in manufacturing or assembling automobiles, including HDPUVs, the firm must have less than 1,500 employees to be classified as a small business. This rulemaking would affect motor vehicle manufacturers. As shown in Table VII-1, NHTSA has identified eighteen small manufacturers that produce passenger cars, light trucks, SUVs, HD pickup trucks, and vans of electric, hybrid, and ICEs. NHTSA acknowledges that some very new manufacturers may potentially not be listed. However, those new manufacturers tend to have transportation products that are not part of the LD and HDPUV vehicle fleet and have yet to start production of relevant vehicles. Moreover, NHTSA does not believe that there are a “substantial number” of these companies.
                        <SU>1690</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1689</SU>
                             Classified in NAICS under Subsector 336—Transportation Equipment Manufacturing for Automobile and Light Duty Motor Vehicle Manufacturing (336110) and Heavy Duty Truck Manufacturing (336120). Available at: 
                            <E T="03">https://www.sba.gov/document/support--table-size-standards</E>
                            . (last accessed Feb. 22, 2024).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1690</SU>
                             5 U.S.C. 605(b).
                        </P>
                        <P>
                            <SU>1691</SU>
                             Estimated number of employees as of February 2024, source: 
                            <E T="03">linkedin.com, zoominfo.com, rocketreach.co, and datanyze.com</E>
                            .
                        </P>
                        <P>
                            <SU>1692</SU>
                             Rough estimate of LDV production for model year 2022.
                        </P>
                    </FTNT>
                    <GPH SPAN="3" DEEP="345">
                        <GID>ER24JN24.280</GID>
                    </GPH>
                    <P>
                        NHTSA believes that the final rule would not have a significant economic impact on small vehicle manufacturers, because under 49 CFR part 525 passenger car manufacturers building less than 10,000 vehicles per year can petition NHTSA to have alternative standards determined for them. Listed manufacturers producing ICE vehicles 
                        <PRTPAGE P="52943"/>
                        do not currently meet the standard and must already petition NHTSA for relief. If the standard is raised, it has no meaningful impact on these manufacturers—they still must go through the same process and petition for relief. Given there already is a mechanism for relieving burden on small businesses, a regulatory flexibility analysis was not prepared.
                    </P>
                    <P>All HDPUV manufacturers listed in Table VIII-1 build BEVs, and consequently far exceed the fuel efficiency standards. We designate those vehicles to have no fuel consumption. NHTSA has researched the HDPUV manufacturing industry and found no small manufacturers of ICE vehicles that would be impacted by the final rule.</P>
                    <P>
                        Further, small manufacturers of EVs would not face a significant economic impact. The method for earning credits applies equally across manufacturers and does not place small entities at a significant competitive disadvantage. In any event, even if the rulemaking had a “significant economic impact” on these small EV manufacturers, the number of these companies is not “a substantial number.” 
                        <SU>1693</SU>
                        <FTREF/>
                         For these reasons, their existence does not alter NHTSA's analysis of the applicability of the Regulatory Flexibility Act.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1693</SU>
                             5 U.S.C. 605.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD2">F. Executive Order 13132 (Federalism)</HD>
                    <P>E.O. 13132, “Federalism” (64 FR 43255, Aug. 10, 1999), requires Federal agencies to develop an accountable process to ensure “meaningful and timely input by State and local officials in the development of regulatory policies that have federalism implications.” The order defines the term “[p]olicies that have federalism implications” to include regulations that have “substantial direct effects on the States, on the relationship between the national government and the States, or on the distribution of power and responsibilities among the various levels of government.” Under the order, agencies may not issue a regulation that has federalism implications, that imposes substantial direct compliance costs, unless the Federal Government provides the funds necessary to pay the direct compliance costs incurred by the State and local governments, or the agencies consult with State and local officials early in the process of developing the final rule.</P>
                    <P>
                        Similar to the CAFE preemption final rule,
                        <SU>1694</SU>
                        <FTREF/>
                         NHTSA continues to believe that this final rule does not implicate E.O. 13132, because it neither imposes substantial direct compliance costs on State, local, or Tribal governments, nor does it preempt State law. Thus, this final rule does not implicate the consultation procedures that E.O. 13132 imposes on agency regulations that would either preempt State law or impose substantial direct compliance costs on State, local, or Tribal governments, because the only entities subject to this final rule are vehicle manufacturers. Nevertheless, NHTSA has complied with the Order's requirements and consulted directly with CARB in developing a number of elements of this final rule.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1694</SU>
                             
                            <E T="03">See</E>
                             86 FR 74236, 74365 (Dec. 29, 2021).
                        </P>
                    </FTNT>
                    <P>
                        A few commenters (a comment from several states led by West Virginia,
                        <SU>1695</SU>
                        <FTREF/>
                         Valero,
                        <SU>1696</SU>
                        <FTREF/>
                         CEI,
                        <SU>1697</SU>
                        <FTREF/>
                         a group of organizations by led by the Renewable Fuels Association (RFA),
                        <SU>1698</SU>
                        <FTREF/>
                         and a group of organizations led by the Clean Fuels Development Coalition 
                        <SU>1699</SU>
                        <FTREF/>
                        ), though, claimed that this rule raised preemption issues, specifically NHTSA's consideration of California's ZEV program in the reference baseline and out years. In particular, these commenters believed that the ZEV program is a “law or regulation related to fuel economy standards” and, thus, preempted under section 32919(a).
                        <SU>1700</SU>
                        <FTREF/>
                         A few of these commenters referenced NHTSA's 2019 attempt to dictate the contours EPCA preemption through the SAFE I rule, and criticized the agency's subsequent repeal of that rule. In particular, those commenters advocated for NHTSA to make a substantive determination of whether state programs are preempted by EPCA.
                        <SU>1701</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1695</SU>
                             West Virginia Attorney General's Office, Docket No. NHTSA-2023-0022-63056 at 9-10.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1696</SU>
                             Valero, Docket No. NHTSA-2023-0022-58547 at 13.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1697</SU>
                             CEI, Docket No. NHTSA-2023-0022-61121 at 8.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1698</SU>
                             RFA et al, Docket No. NHTSA-2023-0022-57625 at 12.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1699</SU>
                             CFDC et al, NHTSA-2023-0022-62242 at 6.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1700</SU>
                             
                            <E T="03">See, e.g,.</E>
                             West Virginia Attorney General's Office, Docket No. NHTSA-2023-0022-63056 at 9 (“ZEV programs relate to fuel economy standards, so incorporating them into the Proposed Rule turns Congress's preemption judgment upside down.”); Valero, NHTSA-2023-0022-58547 at 13 (“the state ZEV mandates that NHTSA incorporated into its regulatory baseline are independently unlawful under EPCA's preemption provision.”).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1701</SU>
                             West Virginia Attorney General's Office, Docket No. NHTSA-2023-0022-63056 at 9 (“So one would think that California's program and others like it are `related to' fuel economy standards. But the agency refuses to `tak[e] a position on whether' ZEV `programs are preempted' here. . . . NHTSA is wrong.”)
                        </P>
                    </FTNT>
                    <P>
                        NHTSA is not taking any action regarding preemption in this final rule, as this rule's purpose is to establish new final CAFE and HDPUV standards. Nothing in EPCA or EISA provides that NHTSA must, or even should, make a determination or pronouncement on preemption.
                        <SU>1702</SU>
                        <FTREF/>
                         As such, the agency continues to believe that it is not appropriate to opine in a sweeping manner on the legality of State programs—particularly in a generalized rulemaking. Moreover, this type of legal determination is unnecessary for this action because the agency's decision to incorporate the ZEV program is not based on an assessment of its legality, but rather the agency's empirical observation that the program seems likely to have an actual impact on the compositions of vehicle fleets in California and other states that adopt similar programs. To date, a court has not determined that this program is preempted by EPCA. In fact, the D.C. Circuit recently rejected consolidated challenges to the EPA's waiver to CARB for the Advanced Clean Car Program.
                        <SU>1703</SU>
                        <FTREF/>
                         As a result, California programs and those of other states appear likely to remain in place at least long enough to influence fleet composition decisions by vehicle manufacturers over the relevant timeframes for this rule's analysis. Should future changes in the legal status of those programs occur, NHTSA would, of course, adjust its analysis as needed to reflect the likely empirical effects of such developments. Separately, RFA and the Clean Fuels Development Coalition also argued that the renewable fuel standards (RFS) program preempts the ZEV program.
                        <E T="51">1704 1705</E>
                        <FTREF/>
                         NHTSA does not administer this program but notes that the ZEV program has never been found to be preempted by the RFS and thus, the program, as a factual matter, is not preempted. Therefore, much like their EPCA preemption arguments, the commenters' RFS preemption arguments also do not change the empirical effect that the ZEV program has on manufacturers' decisions and projections about the compositions of their fleets.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1702</SU>
                             
                            <E T="03">See, e.g.,</E>
                             NHTSA, Final Rule: 
                            <E T="03">CAFE Preemption,</E>
                             86 FR 74,236, 74,241 (Dec. 29, 2021).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1703</SU>
                             
                            <E T="03">Ohio</E>
                             v. 
                            <E T="03">EPA,</E>
                             No. 22-1081 (D.C. Cir. Sept. 15, 2023).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>1704</SU>
                             RFA et al, NHTSA-2023-0022-57625 at 12.
                        </P>
                        <P>
                            <SU>1705</SU>
                             CFDC et al, NHTSA-2023-0022-62242 at 6.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD2">G. Executive Order 12988 (Civil Justice Reform)</HD>
                    <P>
                        Pursuant to E.O. 12988, “Civil Justice Reform” (61 FR 4729, Feb. 7, 1996), NHTSA has considered whether this final rule would have any retroactive effect. This final rule does not have any retroactive effect.
                        <PRTPAGE P="52944"/>
                    </P>
                    <HD SOURCE="HD2">H. Executive Order 13175 (Consultation and Coordination With Indian Tribal Governments)</HD>
                    <P>This final rule does not have tribal implications, as specified in E.O. 13175, “Consultation and Coordination with Indian Tribal Governments” (65 FR 67249, Nov. 9, 2000). This final rule would be implemented at the Federal level and would impose compliance costs only on vehicle manufacturers. Thus, E.O. 13175, which requires consultation with Tribal officials when agencies are developing policies that have “substantial direct effects” on Tribes and Tribal interests, does not apply to this final rule.</P>
                    <HD SOURCE="HD2">I. Unfunded Mandates Reform Act</HD>
                    <P>
                        Section 202 of the Unfunded Mandates Reform Act of 1995 (UMRA) requires Federal agencies to prepare a written assessment of the costs, benefits, and other effects of a proposed or final rule that includes a Federal mandate likely to result in the expenditure by State, local, or Tribal governments, in the aggregate, or by the private sector, of more than $100 million in any one year (adjusted for inflation with base year of 1995). Adjusting this amount by the implicit gross domestic product price deflator for 2021 results in $165 million (110.213/66.939 = 1.65).
                        <SU>1706</SU>
                        <FTREF/>
                         Before promulgating a rule for which a written statement is needed, section 205 of UMRA generally requires NHTSA to identify and consider a reasonable number of regulatory alternatives and adopt the least costly, most cost-effective, or least burdensome alternative that achieves the objective of the rule. The provisions of section 205 do not apply when they are inconsistent with applicable law. Moreover, section 205 allows NHTSA to adopt an alternative other than the least costly, most cost-effective, or least burdensome alternative if NHTSA publishes with the rule an explanation of why that alternative was not adopted.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1706</SU>
                             U.S. Bureau of Economic Analysis (BEA). 2024. National Income and Product Accounts, Table 1.1.9: Implicit Price Deflators for Gross Domestic Product (use Interactive Data Tables to select years). Available at: 
                            <E T="03">https://apps.bea.gov/iTable/?reqid=19&amp;step=2&amp;isuri=1&amp;categories=survey</E>
                            . (Accessed: Feb, 28, 2024).
                        </P>
                    </FTNT>
                    <P>This final rule will not result in the expenditure by State, local, or Tribal governments, in the aggregate, of more than $165 million annually, but it will result in the expenditure of that magnitude by vehicle manufacturers and/or their suppliers. In developing this final rule, we considered a range of alternative fuel economy and fuel efficiency standards. As explained in detail in Section V of the preamble above, NHTSA concludes that our selected alternatives are the maximum feasible alternatives that achieve the objectives of this rulemaking, as required by EPCA/EISA.</P>
                    <HD SOURCE="HD2">J. Regulation Identifier Number</HD>
                    <P>The DOT assigns a regulation identifier number (RIN) to each regulatory action listed in the Unified Agenda of Federal Regulations. The Regulatory Information Service Center publishes the Unified Agenda in April and October of each year. The RIN contained in the heading at the beginning of this document may be used to find this action in the Unified Agenda.</P>
                    <HD SOURCE="HD2">K. National Technology Transfer and Advancement Act</HD>
                    <P>
                        Section 12(d) of the National Technology Transfer and Advancement Act (NTTAA) requires NHTSA evaluate and use existing voluntary consensus standards in its regulatory activities unless doing so would be inconsistent with applicable law (
                        <E T="03">e.g.,</E>
                         the statutory provisions regarding NHTSA's vehicle safety authority) or otherwise impractical.
                        <SU>1707</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1707</SU>
                             15 U.S.C. 272.
                        </P>
                    </FTNT>
                    <P>Voluntary consensus standards are technical standards developed or adopted by voluntary consensus standards bodies. Technical standards are defined by the NTTAA as “performance-based or design-specific technical specification and related management systems practices.” They pertain to “products and processes, such as size, strength, or technical performance of a product, process or material.”</P>
                    <P>Examples of organizations generally regarded as voluntary consensus standards bodies include the American Society for Testing and Materials, International, the SAE, and the American National Standards Institute (ANSI). If NHTSA does not use available and potentially applicable voluntary consensus standards, it is required by the Act to provide Congress, through OMB, an explanation of reasons for not using such standards. There are currently no consensus standards that NHTSA administers relevant to these CAFE and HDPUV standards.</P>
                    <HD SOURCE="HD2">L. Department of Energy Review</HD>
                    <P>
                        In accordance with 49 U.S.C. 32902(j)(2), NHTSA submitted this final rule to the DOE for review. That agency did not make any comments that NHTSA did not address.
                        <SU>1708</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1708</SU>
                             DOE's letter of review of the final rule.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD2">M. Paperwork Reduction Act</HD>
                    <P>
                        Under the procedures established by the Paperwork Reduction Act of 1995 (PRA) (44 U.S.C. 3501,
                        <E T="03"> et seq.</E>
                        ), Federal agencies must obtain approval from the OMB for each collection of information they conduct, sponsor, or require through regulations. A person is not required to respond to a collection of information by a Federal Agency unless the collection displays a valid OMB control number. This final rule implements changes that relate to information collections that are subject to the PRA, but the changes are not expected to substantially or materially modify the information collections nor increase the burden associated with the information collections. Additional details about NHTSA's information collection for its Corporate Average Fuel Economy (CAFE) program (OMB control number 2127-0019, Current Expiration: 02/28/2026) and how NHTSA estimated burden for this collection are available in the supporting statements for the currently approved collection.
                        <SU>1709</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>1709</SU>
                             Office of Information and Regulatory Affairs. 2022. Supporting Statements: Part A, Corporate Average Fuel Economy Reporting. OMB 2127-0019. Available at: 
                            <E T="03">https://www.reginfo.gov/public/do/PRAViewDocument?ref_nbr=202210-2127-003</E>
                            . (Accessed: Feb, 28, 2024).
                        </P>
                    </FTNT>
                    <HD SOURCE="HD2">N. Congressional Review Act</HD>
                    <P>
                        The Congressional Review Act, 5 U.S.C. 801 
                        <E T="03">et seq.</E>
                        , as added by the Small Business Regulatory Enforcement Fairness Act of 1996, generally provides that before a rule may take effect, the agency promulgating the rule must submit a rule report, which includes a copy of the rule, to each House of the Congress and to the Comptroller General of the United States. NHTSA will submit a report containing this rule and other required information to the U.S. Senate, the U.S. House of Representatives, and the Comptroller General of the United States prior to publication of the rule in the 
                        <E T="04">Federal Register</E>
                        . Because this rule meets the criteria in 5 U.S.C. 804(2), it will be effective sixty days after the date of publication in the 
                        <E T="04">Federal Register</E>
                        .
                    </P>
                    <LSTSUB>
                        <HD SOURCE="HED">List of Subjects in 49 CFR Parts 523, 531, 533, 535, 536 and 537</HD>
                        <P>Fuel economy, Reporting and recordkeeping requirements.</P>
                    </LSTSUB>
                    <P>For the reasons discussed in the preamble, NHTSA is amending 49 CFR parts 523, 531, 533, 535, 536, and 537 as follows:</P>
                    <PART>
                        <HD SOURCE="HED">PART 523—VEHICLE CLASSIFICATION</HD>
                    </PART>
                    <REGTEXT TITLE="49" PART="523">
                        <AMDPAR>1. The citation for part 523 continues to read as follows:</AMDPAR>
                        <AUTH>
                            <PRTPAGE P="52945"/>
                            <HD SOURCE="HED">Authority:</HD>
                            <P>49 U.S.C. 32901; delegation of authority at 49 CFR 1.95.</P>
                        </AUTH>
                    </REGTEXT>
                    <REGTEXT TITLE="49" PART="523">
                        <AMDPAR>2. Amend § 523.2 by revising the definitions of “Base tire (for passenger automobiles, light trucks, and medium-duty passenger vehicles)”, “Basic vehicle frontal area”, “Emergency vehicle”, “Full-size pickup truck”, “Light truck”, and “Medium duty passenger vehicle” to read as follows:</AMDPAR>
                        <SECTION>
                            <SECTNO>§ 523.2</SECTNO>
                            <SUBJECT>Definitions.</SUBJECT>
                            <STARS/>
                            <P>
                                <E T="03">Base tire (for passenger automobiles, light trucks, and medium-duty passenger vehicles)</E>
                                 means the tire size specified as standard equipment by the manufacturer on each unique combination of a vehicle's footprint and model type. Standard equipment is defined in 40 CFR 86.1803.
                            </P>
                            <P>
                                <E T="03">Basic vehicle frontal area</E>
                                 is used as defined in 40 CFR 86.1803-01 for passenger automobiles, light trucks, medium-duty passenger vehicles and Class 2b through 3 pickup trucks and vans. For heavy-duty tracts and vocational vehicles, it has the meaning given in 40 CFR 1037.801.
                            </P>
                            <STARS/>
                            <P>
                                <E T="03">Emergency vehicle</E>
                                 means one of the following:
                            </P>
                            <P>(1) For passenger cars, light trucks and medium-duty passenger vehicles, emergency vehicle has the meaning given in 49 U.S.C. 32902(e).</P>
                            <P>(2) For heavy-duty vehicles, emergency vehicle has the meaning given in 40 CFR 1037.801.</P>
                            <STARS/>
                            <P>
                                <E T="03">Full-size pickup truck</E>
                                 means a light truck, including a medium-duty passenger vehicle, that meets the specifications in 40 CFR 86.1803-01 for a full-size pickup truck.
                            </P>
                            <STARS/>
                            <P>
                                <E T="03">Light truck</E>
                                 means a non-passenger automobile meeting the criteria in § 523.5. The term light truck includes medium-duty passenger vehicles that meet the criteria in § 523.5 for non-passenger automobiles.
                            </P>
                            <STARS/>
                            <P>
                                <E T="03">Medium-duty passenger vehicle</E>
                                 means any complete or incomplete motor vehicle rated at more than 8,500 pounds GVWR and less than 10,000 pounds GVWR that is designed primarily to transport passengers, but does not include a vehicle that—
                            </P>
                            <P>(1) Is an “incomplete truck,” meaning any truck which does not have the primary load carrying device or container attached; or</P>
                            <P>(2) Has a seating capacity of more than 12 persons; or</P>
                            <P>(3) Is designed for more than 9 persons in seating rearward of the driver's seat; or</P>
                            <P>
                                (4) Is equipped with an open cargo area (for example, a pick-up truck box or bed) of 72.0 inches in interior length or more. A covered box not readily accessible from the passenger compartment will be considered an open cargo area for purposes of this definition. (See paragraph (1) of the definition of 
                                <E T="03">medium-duty passenger vehicle</E>
                                 at 40 CFR 86.1803-01).
                            </P>
                            <STARS/>
                        </SECTION>
                    </REGTEXT>
                    <REGTEXT TITLE="49" PART="523">
                        <AMDPAR>3. Revise § 523.3 to read as follows:</AMDPAR>
                        <SECTION>
                            <SECTNO>§ 523.3</SECTNO>
                            <SUBJECT>Automobile.</SUBJECT>
                            <P>An automobile is any 4-wheeled vehicle that is propelled by fuel, or by alternative fuel, manufactured primarily for use on public streets, roads, and highways and rated at less than 10,000 pounds gross vehicle weight, except:</P>
                            <P>(a) A vehicle operated only on a rail line;</P>
                            <P>(b) A vehicle manufactured in different stages by 2 or more manufacturers, if no intermediate or final-stage manufacturer of that vehicle manufactures more than 10,000 multi-stage vehicles per year; or</P>
                            <P>(c) A work truck.</P>
                        </SECTION>
                    </REGTEXT>
                    <REGTEXT TITLE="49" PART="523">
                        <AMDPAR>4. Revise § 523.4 to read as follows:</AMDPAR>
                        <SECTION>
                            <SECTNO>§ 523.4</SECTNO>
                            <SUBJECT>Passenger automobile.</SUBJECT>
                            <P>A passenger automobile is any automobile (other than an automobile capable of off-highway operation) manufactured primarily for use in the transportation of not more than 10 individuals. A medium-duty passenger vehicle that does not meet the criteria for non-passenger motor vehicles in § 523.6 is a passenger automobile.</P>
                        </SECTION>
                    </REGTEXT>
                    <REGTEXT TITLE="49" PART="523">
                        <AMDPAR>5. Revise the introductory text of § 523.5 to read as follows:</AMDPAR>
                        <SECTION>
                            <SECTNO>§ 523.5</SECTNO>
                            <SUBJECT>Non-passenger automobile.</SUBJECT>
                            <P>A non-passenger automobile means an automobile that is not a passenger automobile or a work truck and includes vehicles described in paragraphs (a) and (b) of this section. A medium-duty passenger motor vehicle that meets the criteria in either paragraph (a) or (b) of this section is a non-passenger automobile.</P>
                            <STARS/>
                        </SECTION>
                    </REGTEXT>
                    <REGTEXT TITLE="49" PART="523">
                        <AMDPAR>6. Revise § 523.6(a) to read as follows:</AMDPAR>
                        <SECTION>
                            <SECTNO>§ 523.6</SECTNO>
                            <SUBJECT>Heavy-duty vehicle.</SUBJECT>
                            <P>(a) A heavy-duty vehicle is any commercial medium- or heavy-duty on-highway vehicle or a work truck, as defined in 49 U.S.C. 32901(a)(7) and (19). For the purpose of this section, heavy-duty vehicles are divided into four regulatory categories as follows:</P>
                            <P>(1) Heavy-duty pickup trucks and vans;</P>
                            <P>(2) Heavy-duty vocational vehicles;</P>
                            <P>(3) Truck tractors with a GVWR above 26,000 pounds; and</P>
                            <P>(4) Heavy-duty trailers.</P>
                            <STARS/>
                        </SECTION>
                    </REGTEXT>
                    <REGTEXT TITLE="49" PART="523">
                        <AMDPAR>7. Revise § 523.8(b) to read as follows:</AMDPAR>
                        <SECTION>
                            <SECTNO>§ 523.8</SECTNO>
                            <SUBJECT>Heavy-duty vocational vehicle.</SUBJECT>
                            <STARS/>
                            <P>(b) Medium-duty passenger vehicles; and</P>
                            <STARS/>
                        </SECTION>
                    </REGTEXT>
                    <PART>
                        <HD SOURCE="HED">PART 531—PASSENGER AUTOMOBILE AVERAGE FUEL ECONOMY STANDARDS</HD>
                    </PART>
                    <REGTEXT TITLE="49" PART="531">
                        <AMDPAR>8. The authority citation for part 531 continues to read as follows:</AMDPAR>
                        <AUTH>
                            <HD SOURCE="HED">Authority: </HD>
                            <P> 49 U.S.C. 32902; delegation of authority at 49 CFR 1.95.</P>
                        </AUTH>
                    </REGTEXT>
                    <REGTEXT TITLE="49" PART="531">
                        <AMDPAR>9. Revise § 531.1 to read as follows:</AMDPAR>
                        <SECTION>
                            <SECTNO>§ 531.1</SECTNO>
                            <SUBJECT>Scope.</SUBJECT>
                            <P>This part establishes average fuel economy standards pursuant to 49 U.S.C. 32902 for passenger automobiles.</P>
                        </SECTION>
                    </REGTEXT>
                    <REGTEXT TITLE="49" PART="531">
                        <AMDPAR>10. Revise § 531.4 to read as follows:</AMDPAR>
                        <SECTION>
                            <SECTNO>§ 531.4</SECTNO>
                            <SUBJECT>Definitions.</SUBJECT>
                            <P>
                                (a) 
                                <E T="03">Statutory terms.</E>
                                 (1) The terms 
                                <E T="03">average fuel economy, manufacture, manufacturer,</E>
                                 and 
                                <E T="03">model year</E>
                                 are used as defined in 49 U.S.C. 32901.
                            </P>
                            <P>
                                (2) The terms 
                                <E T="03">automobile</E>
                                 and 
                                <E T="03">passenger automobile</E>
                                 are used as defined in 49 U.S.C. 32901 and in accordance with the determination in part 523 of this chapter.
                            </P>
                            <P>
                                (b) 
                                <E T="03">Other terms.</E>
                                 As used in this part, unless otherwise required by the context—
                            </P>
                            <P>
                                (1) The term 
                                <E T="03">domestically manufactured passenger automobile</E>
                                 means the vehicle is deemed to be manufactured domestically under 49 U.S.C. 32904(b)(3) and 40 CFR 600.511-08.
                            </P>
                            <P>(2) [Reserved]</P>
                        </SECTION>
                    </REGTEXT>
                    <REGTEXT TITLE="49" PART="531">
                        <AMDPAR>11. Amend § 531.5 by revising paragraphs (a) through (d) to read as follows:</AMDPAR>
                        <SECTION>
                            <SECTNO>§ 531.5</SECTNO>
                            <SUBJECT>Fuel economy standards.</SUBJECT>
                            <P>
                                (a) Except as provided in paragraph (e) of this section, each manufacturer of passenger automobiles shall comply with the fleet average fuel economy standards in table 1 to this paragraph (a), expressed in miles per gallon, in the model year specified as applicable:
                                <PRTPAGE P="52946"/>
                            </P>
                            <GPOTABLE COLS="2" OPTS="L2,i1" CDEF="s200,18">
                                <TTITLE>
                                    Table 1 to 
                                    <E T="01">Paragraph (a)</E>
                                </TTITLE>
                                <BOXHD>
                                    <CHED H="1">Model year</CHED>
                                    <CHED H="1">Average fuel economy standard (miles per gallon)</CHED>
                                </BOXHD>
                                <ROW>
                                    <ENT I="01">1978</ENT>
                                    <ENT>18.0</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">1979</ENT>
                                    <ENT>19.0</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">1980</ENT>
                                    <ENT>20.0</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">1981</ENT>
                                    <ENT>22.0</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">1982</ENT>
                                    <ENT>24.0</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">1983</ENT>
                                    <ENT>26.0</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">1984</ENT>
                                    <ENT>27.0</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">1985</ENT>
                                    <ENT>27.5</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">1986</ENT>
                                    <ENT>26.0</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">1987</ENT>
                                    <ENT>26.0</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">1988</ENT>
                                    <ENT>26.0</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">1989</ENT>
                                    <ENT>26.5</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">1990-2010</ENT>
                                    <ENT>27.5</ENT>
                                </ROW>
                            </GPOTABLE>
                            <P>(b) Except as provided in paragraph (e) of this section, for model year 2011, a manufacturer's passenger automobile fleet shall comply with the fleet average fuel economy level calculated for that model year according to figure 1 and the appropriate values in table 2 to this paragraph (b).</P>
                            <P>Figure 1 to Paragraph (b)</P>
                            <GPH SPAN="3" DEEP="39">
                                <GID>ER24JN24.281</GID>
                            </GPH>
                            <EXTRACT>
                                <FP SOURCE="FP-2">Where:</FP>
                                <FP SOURCE="FP-2">
                                    <E T="03">N</E>
                                     is the total number (sum) of passenger automobiles produced by a manufacturer;
                                </FP>
                                <FP SOURCE="FP-2">
                                    <E T="03">N</E>
                                    <E T="52">i</E>
                                     is the number (sum) of the 
                                    <E T="03">ith</E>
                                     passenger automobile model produced by the manufacturer; and
                                </FP>
                                <FP SOURCE="FP-2">
                                    <E T="03">T</E>
                                    <E T="52">i</E>
                                     is the fuel economy target of the 
                                    <E T="03">ith</E>
                                     model passenger automobile, which is determined according to the following formula, rounded to the nearest hundredth:
                                </FP>
                            </EXTRACT>
                            <GPH SPAN="3" DEEP="39">
                                <GID>ER24JN24.282</GID>
                            </GPH>
                            <EXTRACT>
                                <FP SOURCE="FP-2">Where:</FP>
                                <FP SOURCE="FP-2">
                                    Parameters 
                                    <E T="03">a, b, c,</E>
                                     and 
                                    <E T="03">d</E>
                                     are defined in table 2 to this paragraph (b);
                                </FP>
                                <FP SOURCE="FP-2">
                                    <E T="03">e</E>
                                     = 2.718; and
                                </FP>
                                <FP SOURCE="FP-2">
                                    <E T="03">x</E>
                                     = footprint (in square feet, rounded to the nearest tenth) of the vehicle model.
                                </FP>
                            </EXTRACT>
                            <GPOTABLE COLS="5" OPTS="L1,i1" CDEF="s50,12C,12C,12C,12C">
                                <TTITLE>Table 2 to paragraph (b)— Parameters for the Passenger Automobile Fuel Economy Targets</TTITLE>
                                <BOXHD>
                                    <CHED H="1">Model year</CHED>
                                    <CHED H="2">
                                        a 
                                        <LI>(mpg)</LI>
                                    </CHED>
                                    <CHED H="2">
                                        b 
                                        <LI>(mpg)</LI>
                                    </CHED>
                                    <CHED H="2">
                                        c 
                                        <LI>(gal/mi/ft2)</LI>
                                    </CHED>
                                    <CHED H="2">
                                        d 
                                        <LI>(gal/mi)</LI>
                                    </CHED>
                                    <CHED H="1">Parameters</CHED>
                                </BOXHD>
                                <ROW>
                                    <ENT I="01">2011</ENT>
                                    <ENT>31.20</ENT>
                                    <ENT>24.00</ENT>
                                    <ENT>51.41</ENT>
                                    <ENT>1.91</ENT>
                                </ROW>
                            </GPOTABLE>
                            <P>(c) Except as provided in paragraph (e) of this section, for model years 2012-2031, a manufacturer's passenger automobile fleet shall comply with the fleet average fuel economy level calculated for that model year according to this figure 2 and the appropriate values in this table 3 to this paragraph (c).</P>
                            <PRTPAGE P="52947"/>
                            <HD SOURCE="HD3">Figure 2 to Paragraph (c)</HD>
                            <GPH SPAN="3" DEEP="41">
                                <GID>ER24JN24.283</GID>
                            </GPH>
                            <EXTRACT>
                                <FP SOURCE="FP-2">Where:</FP>
                                <FP SOURCE="FP-2">
                                    <E T="03">CAFE</E>
                                    <E T="52">required</E>
                                     is the fleet average fuel economy standard for a given fleet (domestic passenger automobiles or import passenger automobiles);
                                </FP>
                            </EXTRACT>
                            <P>
                                Subscript 
                                <E T="03">i</E>
                                 is a designation of multiple groups of automobiles, where each group's designation, 
                                <E T="03">i.e., i</E>
                                 = 1, 2, 3, etc., represents automobiles that share a unique model type and footprint within the applicable fleet, either domestic passenger automobiles or import passenger automobiles;
                            </P>
                            <P>
                                <E T="03">Production</E>
                                <E T="52">i</E>
                                 is the number of passenger automobiles produced for sale in the United States within each 
                                <E T="03">ith</E>
                                 designation, 
                                <E T="03">i.e.,</E>
                                 which share the same model type and footprint;
                            </P>
                            <P>
                                <E T="03">TARGET</E>
                                <E T="52">i</E>
                                 is the fuel economy target in miles per gallon (mpg) applicable to the footprint of passenger automobiles within each 
                                <E T="03">ith</E>
                                 designation, 
                                <E T="03">i.e.,</E>
                                 which share the same model type and footprint, calculated according to figure 3 to this paragraph (c) and rounded to the nearest hundredth of a mpg, 
                                <E T="03">i.e.,</E>
                                 35.455 = 35.46 mpg, and the summations in the numerator and denominator are both performed over all models in the fleet in question.
                            </P>
                            <HD SOURCE="HD3">Figure 3 to Paragraph (c)</HD>
                            <GPH SPAN="3" DEEP="40">
                                <GID>ER24JN24.284</GID>
                            </GPH>
                            <EXTRACT>
                                <FP SOURCE="FP-2">Where:</FP>
                                <FP SOURCE="FP-2">
                                    <E T="03">TARGET</E>
                                     is the fuel economy target (in mpg) applicable to vehicles of a given footprint (
                                    <E T="03">FOOTPRINT,</E>
                                     in square feet);
                                </FP>
                                <FP SOURCE="FP-2">
                                    Parameters 
                                    <E T="03">a, b, c,</E>
                                     and 
                                    <E T="03">d</E>
                                     are defined in table 3 to this paragraph (c); and
                                </FP>
                                <FP SOURCE="FP-2">
                                    The 
                                    <E T="03">MIN</E>
                                     and 
                                    <E T="03">MAX</E>
                                     functions take the minimum and maximum, respectively, of the included values.
                                </FP>
                            </EXTRACT>
                            <GPOTABLE COLS="5" OPTS="L2,i1" CDEF="s50,12,12,12,12">
                                <TTITLE>
                                    Table 3 to Paragraph (
                                    <E T="01">c</E>
                                    )—Parameters for the Passenger Automobile Fuel Economy Targets, MYs 2012-2031
                                </TTITLE>
                                <BOXHD>
                                    <CHED H="1">Model year</CHED>
                                    <CHED H="1">Parameters</CHED>
                                    <CHED H="2">
                                        a 
                                        <LI>(mpg)</LI>
                                    </CHED>
                                    <CHED H="2">
                                        b 
                                        <LI>(mpg)</LI>
                                    </CHED>
                                    <CHED H="2">
                                        c 
                                        <LI>(gal/mi/ft2)</LI>
                                    </CHED>
                                    <CHED H="2">
                                        d 
                                        <LI>(gal/mi)</LI>
                                    </CHED>
                                </BOXHD>
                                <ROW>
                                    <ENT I="01">2012</ENT>
                                    <ENT>35.95</ENT>
                                    <ENT>27.95</ENT>
                                    <ENT>0.0005308</ENT>
                                    <ENT>0.006057</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2013</ENT>
                                    <ENT>36.80</ENT>
                                    <ENT>28.46</ENT>
                                    <ENT>0.0005308</ENT>
                                    <ENT>0.005410</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2014</ENT>
                                    <ENT>37.75</ENT>
                                    <ENT>29.03</ENT>
                                    <ENT>0.0005308</ENT>
                                    <ENT>0.004725</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2015</ENT>
                                    <ENT>39.24</ENT>
                                    <ENT>29.90</ENT>
                                    <ENT>0.0005308</ENT>
                                    <ENT>0.003719</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2016</ENT>
                                    <ENT>41.09</ENT>
                                    <ENT>30.96</ENT>
                                    <ENT>0.0005308</ENT>
                                    <ENT>0.002573</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2017</ENT>
                                    <ENT>43.61</ENT>
                                    <ENT>32.65</ENT>
                                    <ENT>0.0005131</ENT>
                                    <ENT>0.001896</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2018</ENT>
                                    <ENT>45.21</ENT>
                                    <ENT>33.84</ENT>
                                    <ENT>0.0004954</ENT>
                                    <ENT>0.001811</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2019</ENT>
                                    <ENT>46.87</ENT>
                                    <ENT>35.07</ENT>
                                    <ENT>0.0004783</ENT>
                                    <ENT>0.001729</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2020</ENT>
                                    <ENT>48.74</ENT>
                                    <ENT>36.47</ENT>
                                    <ENT>0.0004603</ENT>
                                    <ENT>0.001643</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2021</ENT>
                                    <ENT>49.48</ENT>
                                    <ENT>37.02</ENT>
                                    <ENT>0.000453</ENT>
                                    <ENT>0.00162</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2022</ENT>
                                    <ENT>50.24</ENT>
                                    <ENT>37.59</ENT>
                                    <ENT>0.000447</ENT>
                                    <ENT>0.00159</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2023</ENT>
                                    <ENT>51.00</ENT>
                                    <ENT>38.16</ENT>
                                    <ENT>0.000440</ENT>
                                    <ENT>0.00157</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2024</ENT>
                                    <ENT>55.44</ENT>
                                    <ENT>41.48</ENT>
                                    <ENT>0.000405</ENT>
                                    <ENT>0.00144</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2025</ENT>
                                    <ENT>60.26</ENT>
                                    <ENT>45.08</ENT>
                                    <ENT>0.000372</ENT>
                                    <ENT>0.00133</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2026</ENT>
                                    <ENT>66.95</ENT>
                                    <ENT>50.09</ENT>
                                    <ENT>0.000335</ENT>
                                    <ENT>0.00120</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2027</ENT>
                                    <ENT>68.32</ENT>
                                    <ENT>51.12</ENT>
                                    <ENT>0.00032841</ENT>
                                    <ENT>0.00117220</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2028</ENT>
                                    <ENT>69.71</ENT>
                                    <ENT>52.16</ENT>
                                    <ENT>0.00032184</ENT>
                                    <ENT>0.00114876</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2029</ENT>
                                    <ENT>71.14</ENT>
                                    <ENT>53.22</ENT>
                                    <ENT>0.00031541</ENT>
                                    <ENT>0.00112579</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2030</ENT>
                                    <ENT>72.59</ENT>
                                    <ENT>54.31</ENT>
                                    <ENT>0.00030910</ENT>
                                    <ENT>0.00110327</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2031</ENT>
                                    <ENT>74.07</ENT>
                                    <ENT>55.42</ENT>
                                    <ENT>0.00030292</ENT>
                                    <ENT>0.00108120</ENT>
                                </ROW>
                            </GPOTABLE>
                            <PRTPAGE P="52948"/>
                            <P>(d) In addition to the requirements of paragraphs (b) and (c) of this section, each manufacturer, other than manufacturers subject to standards in paragraph (e) of this section, shall also meet the minimum fleet standard for domestically manufactured passenger automobiles expressed in table 4 to this paragraph (d):</P>
                            <GPOTABLE COLS="2" OPTS="L2,i1" CDEF="s25,10">
                                <TTITLE>
                                    Table 4 to Paragraph (
                                    <E T="01">d</E>
                                    )—Minimum Fuel Economy Standards for Domestically Manufactured Passenger Automobiles, MYs 2011-2031
                                </TTITLE>
                                <BOXHD>
                                    <CHED H="1">Model year</CHED>
                                    <CHED H="1">
                                        Minimum 
                                        <LI>standard</LI>
                                    </CHED>
                                </BOXHD>
                                <ROW>
                                    <ENT I="01">2011</ENT>
                                    <ENT>27.8</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2012</ENT>
                                    <ENT>30.7</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2013</ENT>
                                    <ENT>31.4</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2014</ENT>
                                    <ENT>32.1</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2015</ENT>
                                    <ENT>33.3</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2016</ENT>
                                    <ENT>34.7</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2017</ENT>
                                    <ENT>36.7</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2018</ENT>
                                    <ENT>38.0</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2019</ENT>
                                    <ENT>39.4</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2020</ENT>
                                    <ENT>40.9</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2021</ENT>
                                    <ENT>39.9</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2022</ENT>
                                    <ENT>40.6</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2023</ENT>
                                    <ENT>41.1</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2024</ENT>
                                    <ENT>44.3</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2025 </ENT>
                                    <ENT>48.1</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2026</ENT>
                                    <ENT>53.5</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2027</ENT>
                                    <ENT>55.2</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2028 </ENT>
                                    <ENT>56.3</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2029</ENT>
                                    <ENT>57.5</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2030</ENT>
                                    <ENT>58.6</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2031</ENT>
                                    <ENT>59.8</ENT>
                                </ROW>
                            </GPOTABLE>
                            <STARS/>
                        </SECTION>
                    </REGTEXT>
                    <REGTEXT TITLE="49" PART="531">
                        <AMDPAR>9. Amend § 531.6 by revising paragraph (b) to read as follows:</AMDPAR>
                        <SECTION>
                            <SECTNO>§ 531.6</SECTNO>
                            <SUBJECT>Measurement and calculation procedures.</SUBJECT>
                            <STARS/>
                            <P>(b) For model years 2017 through 2031, a manufacturer is eligible to increase the fuel economy performance of passenger cars in accordance with procedures established by the Environmental Protection Agency (EPA) set forth in 40 CFR part 600, subpart F, including adjustments to fuel economy for fuel consumption improvements related to air conditioning (AC) efficiency and off-cycle technologies. Starting in model year 2027, fuel economy increases for fuel consumption improvement values under 40 CFR 86.1868-12 and 40 CFR 86.1869-12 only apply for vehicles propelled by internal combustion engines. Manufacturers must provide reporting on these technologies as specified in § 537.7 of this chapter by the required deadlines.</P>
                            <P>
                                (1) 
                                <E T="03">Efficient AC technologies.</E>
                                 A manufacturer may increase its fleet average fuel economy performance through the use of technologies that improve the efficiency of AC systems pursuant to the requirements in 40 CFR 86.1868-12. Fuel consumption improvement values resulting from the use of those AC systems must be determined in accordance with 40 CFR 600.510-12(c)(3)(i).
                            </P>
                            <P>
                                (2) 
                                <E T="03">Off-cycle technologies on EPA's predefined list.</E>
                                 A manufacturer may increase its fleet average fuel economy performance through the use of off-cycle technologies pursuant to the requirements in 40 CFR 86.1869-12 for predefined off-cycle technologies in accordance with 40 CFR 86.1869-12(b). The fuel consumption improvement is determined in accordance with 40 CFR 600.510-12(c)(3)(ii).
                            </P>
                            <P>
                                (3) 
                                <E T="03">Off-cycle technologies using 5-cycle testing.</E>
                                 Through model year 2026, a manufacturer may increase its fleet average fuel economy performance through the use of off-cycle technologies tested using the EPA's 5-cycle methodology in accordance with 40 CFR 86.1869-12(c). The fuel consumption improvement is determined in accordance with 40 CFR 600.510-12(c)(3)(ii).
                            </P>
                            <P>
                                (4) 
                                <E T="03">Off-cycle technologies using the alternative EPA-approved methodology.</E>
                                 Through model year 2026, a manufacturer may seek to increase its fuel economy performance through use of an off-cycle technology requiring an application request made to the EPA in accordance with 40 CFR 86.1869-12(d).
                            </P>
                            <P>
                                (i) 
                                <E T="03">Eligibility under the Corporate Average Fuel Economy (CAFE) program requires compliance with paragraphs (b)(4)(i)(A) through (C) of this section.</E>
                                 Paragraphs (b)(4)(i)(A), (B) and (D) of this section apply starting in model year 2024. Paragraph (b)(4)(i)(E) of this section applies starting in model year 2025.
                            </P>
                            <P>(A) A manufacturer seeking to increase its fuel economy performance using the alternative methodology for an off-cycle technology, should submit a detailed analytical plan to EPA prior to the applicable model year. The detailed analytical plan may include information, such as planned test procedure and model types for demonstration. The plan will be approved or denied in accordance with 40 CFR 86.1869.12(d).</P>
                            <P>(B) A manufacturer seeking to increase its CAFE program fuel economy performance using the alternative methodology for an off-cycle technology must submit an official credit application to EPA and obtain approval in accordance with 40 CFR 86.1869.12(e) prior to September of the given model year.</P>
                            <P>(C) A manufacturer's plans, applications and requests approved by the EPA must be made in consultation with NHTSA. To expedite NHTSA's consultation with the EPA, a manufacturer must concurrently submit its application to NHTSA if the manufacturer is seeking off-cycle fuel economy improvement values under the CAFE program for those technologies. For off-cycle technologies that are covered under 40 CFR 86.1869-12(d), NHTSA will consult with the EPA regarding NHTSA's evaluation of the specific off-cycle technology to ensure its impact on fuel economy and the suitability of using the off-cycle technology to adjust the fuel economy performance.</P>
                            <P>
                                (D) A manufacturer may request an extension from NHTSA for more time to obtain an EPA approval. Manufacturers should submit their requests 30 days before the deadlines in paragraphs (b)(4)(i)(A) through (C) of this section. Requests should be submitted to NHTSA's Director of the Office of Vehicle Safety Compliance at 
                                <E T="03">cafe@dot.gov</E>
                                .
                            </P>
                            <P>(E) For MYs 2025 and 2026, a manufacturer must respond within 60-days to any requests from EPA or NHTSA for additional information or clarifications to submissions provided pursuant to paragraphs (b)(4)(i)(A) and (B) of this section. Failure to respond within 60 days may result in denial of the manufacturer's request to increase its fuel economy performance through use of an off-cycle technology requests made to the EPA in accordance with 40 CFR 86.1869-12(d).</P>
                            <P>
                                (ii) 
                                <E T="03">Review and approval process.</E>
                                 NHTSA will provide its views on the suitability of the technology for that purpose to the EPA. NHTSA's evaluation and review will consider:
                            </P>
                            <P>(A) Whether the technology has a direct impact upon improving fuel economy performance;</P>
                            <P>(B) Whether the technology is related to crash-avoidance technologies, safety critical systems or systems affecting safety-critical functions, or technologies designed for the purpose of reducing the frequency of vehicle crashes;</P>
                            <P>(C) Information from any assessments conducted by the EPA related to the application, the technology and/or related technologies; and</P>
                            <P>(D) Any other relevant factors.</P>
                            <P>
                                (iii) 
                                <E T="03">Safety.</E>
                                 (A) Technologies found to be defective or non-compliant, subject to recall pursuant to part 573 of this chapter, Defect and Noncompliance Responsibility and Reports, due to a risk to motor vehicle safety, will have the values of approved off-cycle credits removed from the manufacturer's credit 
                                <PRTPAGE P="52949"/>
                                balance or adjusted to the population of vehicles the manufacturer remedies as required by 49 U.S.C. chapter 301. NHTSA will consult with the manufacturer to determine the amount of the adjustment.
                            </P>
                            <P>(B) Approval granted for innovative and off-cycle technology credits under NHTSA's fuel efficiency program does not affect or relieve the obligation to comply with the Vehicle Safety Act (49 U.S.C. chapter 301), including the “make inoperative” prohibition (49 U.S.C. 30122), and all applicable Federal motor vehicle safety standards (FMVSSs) issued thereunder (part 571 of this chapter). In order to generate off-cycle or innovative technology credits manufacturers must state—</P>
                            <P>
                                (
                                <E T="03">1</E>
                                ) That each vehicle equipped with the technology for which they are seeking credits will comply with all applicable FMVSS(s); and
                            </P>
                            <P>
                                (
                                <E T="03">2</E>
                                ) Whether or not the technology has a fail-safe provision. If no fail-safe provision exists, the manufacturer must explain why not and whether a failure of the innovative technology would affect the safety of the vehicle.
                            </P>
                        </SECTION>
                    </REGTEXT>
                    <PART>
                        <HD SOURCE="HED">PART 533—LIGHT TRUCK FUEL ECONOMY STANDARDS</HD>
                    </PART>
                    <REGTEXT TITLE="49" PART="533">
                        <AMDPAR>10. The authority citation for part 533 continues to read as follows:</AMDPAR>
                        <AUTH>
                            <HD SOURCE="HED">Authority:</HD>
                            <P>49 U.S.C. 32902; delegation of authority at 49 CFR 1.95.</P>
                        </AUTH>
                    </REGTEXT>
                    <REGTEXT TITLE="49" PART="533">
                        <AMDPAR>11. Revise § 533.1 to read as follows:</AMDPAR>
                        <SECTION>
                            <SECTNO>§ 533.1</SECTNO>
                            <SUBJECT>Scope.</SUBJECT>
                            <P>This part establishes average fuel economy standards pursuant to 49 U.S.C. 32902 for light trucks.</P>
                        </SECTION>
                    </REGTEXT>
                    <REGTEXT TITLE="49" PART="533">
                        <AMDPAR>12. Revise § 533.4 to read as follows:</AMDPAR>
                        <SECTION>
                            <SECTNO>§ 533.4</SECTNO>
                            <SUBJECT>Definitions.</SUBJECT>
                            <P>
                                (a) 
                                <E T="03">Statutory terms.</E>
                                 (1) The terms 
                                <E T="03">average fuel economy, average fuel economy standard, fuel economy, import, manufacture, manufacturer,</E>
                                 and 
                                <E T="03">model year</E>
                                 are used as defined in 49 U.S.C. 32901.
                            </P>
                            <P>
                                (2) The term 
                                <E T="03">automobile</E>
                                 is used as defined in 49 U.S.C. 32901 and in accordance with the determinations in part 523 of this chapter.
                            </P>
                            <P>
                                (b) 
                                <E T="03">Other terms.</E>
                                 As used in this part, unless otherwise required by the context—
                            </P>
                            <P>
                                (1) 
                                <E T="03">Light truck</E>
                                 is used in accordance with the determinations in part 523 of this chapter.
                            </P>
                            <P>
                                (2) 
                                <E T="03">Captive import</E>
                                 means with respect to a light truck, one which is not domestically manufactured, as defined in section 502(b)(2)(E) of the Motor Vehicle Information and Cost Savings Act, but which is imported in the 1980 model year or thereafter by a manufacturer whose principal place of business is in the United States.
                            </P>
                            <P>
                                (3) 
                                <E T="03">4-wheel drive, general utility vehicle</E>
                                 means a 4-wheel drive, general purpose automobile capable of off-highway operation that has a wheelbase of not more than 280 centimeters, and that has a body shape similar to 1977 Jeep CJ-5 or CJ-7, or the 1977 Toyota Land Cruiser.
                            </P>
                            <P>
                                (4) 
                                <E T="03">Basic engine</E>
                                 means a unique combination of manufacturer, engine displacement, number of cylinders, fuel system (as distinguished by number of carburetor barrels or use of fuel injection), and catalyst usage.
                            </P>
                            <P>
                                (5) 
                                <E T="03">Limited product line light truck</E>
                                 means a light truck manufactured by a manufacturer whose light truck fleet is powered exclusively by basic engines which are not also used in passenger automobiles.
                            </P>
                        </SECTION>
                    </REGTEXT>
                    <REGTEXT TITLE="49" PART="533">
                        <AMDPAR>13. Amend § 533.5 by revising table 7 to paragraph (a) and paragraph (j) to read as follows:</AMDPAR>
                        <SECTION>
                            <SECTNO>§ 533.5</SECTNO>
                            <SUBJECT>Requirements.</SUBJECT>
                            <P>(a) * * *</P>
                            <GPOTABLE COLS="9" OPTS="L2,i1" CDEF="s25,7,7,12,10,7,7,12,8">
                                <TTITLE>
                                    Table 7 to Paragraph 
                                    <E T="01">(a)</E>
                                    -Parameters for the Light Truck Fuel Economy Targets for MYs, 2017-2031
                                </TTITLE>
                                <BOXHD>
                                    <CHED H="1">Model year</CHED>
                                    <CHED H="1">Parameters</CHED>
                                    <CHED H="2">
                                        a
                                        <LI>(mpg)</LI>
                                    </CHED>
                                    <CHED H="2">
                                        b
                                        <LI>(mpg)</LI>
                                    </CHED>
                                    <CHED H="2">
                                        c
                                        <LI>(gal/mi/ft2)</LI>
                                    </CHED>
                                    <CHED H="2">
                                        d
                                        <LI>(gal/mi)</LI>
                                    </CHED>
                                    <CHED H="2">
                                        e
                                        <LI>(mpg)</LI>
                                    </CHED>
                                    <CHED H="2">
                                        f
                                        <LI>(mpg)</LI>
                                    </CHED>
                                    <CHED H="2">
                                        g
                                        <LI>(gal/mi/ft2)</LI>
                                    </CHED>
                                    <CHED H="2">
                                        h
                                        <LI>(gal/mi)</LI>
                                    </CHED>
                                </BOXHD>
                                <ROW>
                                    <ENT I="01">2017</ENT>
                                    <ENT>36.26</ENT>
                                    <ENT>25.09</ENT>
                                    <ENT>0.0005484</ENT>
                                    <ENT>0.005097</ENT>
                                    <ENT>35.10</ENT>
                                    <ENT>25.09</ENT>
                                    <ENT>0.0004546</ENT>
                                    <ENT>0.009851</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2018</ENT>
                                    <ENT>37.36</ENT>
                                    <ENT>25.20</ENT>
                                    <ENT>0.0005358</ENT>
                                    <ENT>0.004797</ENT>
                                    <ENT>35.31</ENT>
                                    <ENT>25.20</ENT>
                                    <ENT>0.0004546</ENT>
                                    <ENT>0.009682</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2019</ENT>
                                    <ENT>38.16</ENT>
                                    <ENT>25.25</ENT>
                                    <ENT>0.0005265</ENT>
                                    <ENT>0.004623</ENT>
                                    <ENT>35.41</ENT>
                                    <ENT>25.25</ENT>
                                    <ENT>0.0004546</ENT>
                                    <ENT>0.009603</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2020</ENT>
                                    <ENT>39.11</ENT>
                                    <ENT>25.25</ENT>
                                    <ENT>0.0005140</ENT>
                                    <ENT>0.004494</ENT>
                                    <ENT>35.41</ENT>
                                    <ENT>25.25</ENT>
                                    <ENT>0.0004546</ENT>
                                    <ENT>0.009603</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2021</ENT>
                                    <ENT>39.71</ENT>
                                    <ENT>25.63</ENT>
                                    <ENT>0.000506</ENT>
                                    <ENT>0.00443</ENT>
                                    <ENT>NA</ENT>
                                    <ENT>NA</ENT>
                                    <ENT>NA</ENT>
                                    <ENT>NA</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2022</ENT>
                                    <ENT>40.31</ENT>
                                    <ENT>26.02</ENT>
                                    <ENT>0.000499</ENT>
                                    <ENT>0.00436</ENT>
                                    <ENT>NA</ENT>
                                    <ENT>NA</ENT>
                                    <ENT>NA</ENT>
                                    <ENT>NA</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2023</ENT>
                                    <ENT>40.93</ENT>
                                    <ENT>26.42</ENT>
                                    <ENT>0.000491</ENT>
                                    <ENT>0.00429</ENT>
                                    <ENT>NA</ENT>
                                    <ENT>NA</ENT>
                                    <ENT>NA</ENT>
                                    <ENT>NA</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2024</ENT>
                                    <ENT>44.48</ENT>
                                    <ENT>26.74</ENT>
                                    <ENT>0.000452</ENT>
                                    <ENT>0.00395</ENT>
                                    <ENT>NA</ENT>
                                    <ENT>NA</ENT>
                                    <ENT>NA</ENT>
                                    <ENT>NA</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2025</ENT>
                                    <ENT>48.35</ENT>
                                    <ENT>29.07</ENT>
                                    <ENT>0.000416</ENT>
                                    <ENT>0.00364</ENT>
                                    <ENT>NA</ENT>
                                    <ENT>NA</ENT>
                                    <ENT>NA</ENT>
                                    <ENT>NA</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2026</ENT>
                                    <ENT>53.73</ENT>
                                    <ENT>32.30</ENT>
                                    <ENT>0.000374</ENT>
                                    <ENT>0.00327</ENT>
                                    <ENT>NA</ENT>
                                    <ENT>NA</ENT>
                                    <ENT>NA</ENT>
                                    <ENT>NA</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2027</ENT>
                                    <ENT>53.73</ENT>
                                    <ENT>32.30</ENT>
                                    <ENT>0.00037418</ENT>
                                    <ENT>0.00327158</ENT>
                                    <ENT>NA</ENT>
                                    <ENT>NA</ENT>
                                    <ENT>NA</ENT>
                                    <ENT>NA</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2028</ENT>
                                    <ENT>53.73</ENT>
                                    <ENT>32.30</ENT>
                                    <ENT>0.00037418</ENT>
                                    <ENT>0.00327158</ENT>
                                    <ENT>NA</ENT>
                                    <ENT>NA</ENT>
                                    <ENT>NA</ENT>
                                    <ENT>NA</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2029</ENT>
                                    <ENT>54.82</ENT>
                                    <ENT>32.96</ENT>
                                    <ENT>0.00036670</ENT>
                                    <ENT>0.00320615</ENT>
                                    <ENT>NA</ENT>
                                    <ENT>NA</ENT>
                                    <ENT>NA</ENT>
                                    <ENT>NA</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2030</ENT>
                                    <ENT>55.94</ENT>
                                    <ENT>33.63</ENT>
                                    <ENT>0.00035936</ENT>
                                    <ENT>0.00314202</ENT>
                                    <ENT>NA</ENT>
                                    <ENT>NA</ENT>
                                    <ENT>NA</ENT>
                                    <ENT>NA</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2031</ENT>
                                    <ENT>57.08</ENT>
                                    <ENT>34.32</ENT>
                                    <ENT>0.00035218</ENT>
                                    <ENT>0.00307918</ENT>
                                    <ENT>NA</ENT>
                                    <ENT>NA</ENT>
                                    <ENT>NA</ENT>
                                    <ENT>NA</ENT>
                                </ROW>
                            </GPOTABLE>
                            <STARS/>
                            <P>(j) For model years 2017-2031, a manufacturer's light truck fleet shall comply with the fleet average fuel economy standard calculated for that model year according to figures 2 and 4 to paragraph (a) of this section and the appropriate values in table 7 to paragraph (a) of this section.</P>
                        </SECTION>
                    </REGTEXT>
                    <REGTEXT TITLE="49" PART="533">
                        <AMDPAR>14. Amend § 533.6 by:</AMDPAR>
                        <AMDPAR>a. Revising paragraph (c) to read as follows:</AMDPAR>
                        <SECTION>
                            <SECTNO>§ 533.6</SECTNO>
                            <SUBJECT>Measurement and calculation procedures.</SUBJECT>
                            <STARS/>
                            <P>
                                (c) For model years 2017 through 2031, a manufacturer is eligible to increase the fuel economy performance of light trucks in accordance with procedures established by the Environmental Protection Agency (EPA) set forth in 40 CFR part 600, subpart F, including adjustments to fuel economy for fuel consumption improvements related to air conditioning (AC) efficiency, off-cycle technologies, and hybridization and other performance-based technologies for full-size pickup trucks that meet the requirements specified in 40 CFR 86.1803. Starting in model year 2027, fuel economy increases for fuel consumption improvement values under 40 CFR 86.1868-12 and 40 CFR 86.1869-12 only apply for vehicles propelled by internal combustion engines. 
                                <PRTPAGE P="52950"/>
                                Manufacturers must provide reporting on these technologies as specified in § 537.7 of this chapter by the required deadlines.
                            </P>
                            <P>
                                (1) 
                                <E T="03">Efficient AC technologies.</E>
                                 A manufacturer may seek to increase its fleet average fuel economy performance through the use of technologies that improve the efficiency of AC systems pursuant to the requirements in 40 CFR 86.1868-12. Fuel consumption improvement values resulting from the use of those AC systems must be determined in accordance with 40 CFR 600.510-12(c)(3)(i).
                            </P>
                            <P>
                                (2) 
                                <E T="03">Incentives for advanced full-size light-duty pickup trucks.</E>
                                 For model year 2023 and 2024, the eligibility of a manufacturer to increase its fuel economy using hybridized and other performance-based technologies for full-size pickup trucks must follow 40 CFR 86.1870-12 and the fuel consumption improvement of these full-size pickup truck technologies must be determined in accordance with 40 CFR 600.510-12(c)(3)(iii). Manufacturers may also combine incentives for full size pickups and dedicated alternative fueled vehicles when calculating fuel economy performance values in 40 CFR 600.510-12.
                            </P>
                            <P>
                                (3) 
                                <E T="03">Off-cycle technologies on EPA's predefined list.</E>
                                 A manufacturer may seek to increase its fleet average fuel economy performance through the use of off-cycle technologies pursuant to the requirements in 40 CFR 86.1869-12 for predefined off-cycle technologies in accordance with 40 CFR 86.1869-12(b). The fuel consumption improvement is determined in accordance with 40 CFR 600.510-12(c)(3)(ii).
                            </P>
                            <P>
                                (4) 
                                <E T="03">Off-cycle technologies using 5-cycle testing.</E>
                                 Through model year 2026, a manufacturer may only increase its fleet average fuel economy performance through the use of off-cycle technologies tested using the EPA's 5-cycle methodology in accordance with 40 CFR 86.1869-12(c). The fuel consumption improvement is determined in accordance with 40 CFR 600.510-12(c)(3)(ii).
                            </P>
                            <P>
                                (5) 
                                <E T="03">Off-cycle technologies using the alternative EPA-approved methodology.</E>
                                 Through model year 2026, a manufacturer may seek to increase its fuel economy performance through the use of an off-cycle technology requiring an application request made to the EPA in accordance with 40 CFR 86.1869-12(d).
                            </P>
                            <P>
                                (i) 
                                <E T="03">Eligibility under the Corporate Average Fuel Economy (CAFE) program requires compliance with paragraphs (c)(5)(i)(A) through (C) of this section.</E>
                                 Paragraphs (c)(5)(i)(A), (B) and (D) of this section apply starting in model year 2024. Paragraph (b)(5)(i)(E) of this section applies starting in model year 2025.
                            </P>
                            <P>(A) A manufacturer seeking to increase its fuel economy performance using the alternative methodology for an off-cycle technology, should submit a detailed analytical plan to EPA prior to the applicable model year. The detailed analytical plan may include information such as, planned test procedure and model types for demonstration. The plan will be approved or denied in accordance with 40 CFR 86.1869-12(d).</P>
                            <P>(B) A manufacturer seeking to increase its fuel economy performance using the alternative methodology for an off-cycle technology must submit an official credit application to EPA and obtain approval in accordance with 40 CFR 86.1869-12(e) prior to September of the given model year.</P>
                            <P>(C) A manufacturer's plans, applications and requests approved by the EPA must be made in consultation with NHTSA. To expedite NHTSA's consultation with the EPA, a manufacturer must concurrently submit its application to NHTSA if the manufacturer is seeking off-cycle fuel economy improvement values under the CAFE program for those technologies. For off-cycle technologies that are covered under 40 CFR 86.1869-12(d), NHTSA will consult with the EPA regarding NHTSA's evaluation of the specific off-cycle technology to ensure its impact on fuel economy and the suitability of using the off-cycle technology to adjust the fuel economy performance.</P>
                            <P>
                                (D) A manufacturer may request an extension from NHTSA for more time to obtain an EPA approval. Manufacturers should submit their requests 30 days before the deadlines above. Requests should be submitted to NHTSA's Director of the Office of Vehicle Safety Compliance at 
                                <E T="03">cafe@dot.gov</E>
                                .
                            </P>
                            <P>(E) For MYs 2025 and 2026, a manufacturer must respond within 60-days to any requests from EPA or NHTSA for additional information or clarifications to submissions provided pursuant to paragraphs (b)(4)(i)(A) and (B) of this section. Failure to respond within 60 days may result in denial of the manufacturer's request to increase its fuel economy performance through use of an off-cycle technology requests made to the EPA in accordance with 40 CFR 86.1869-12(d).</P>
                            <P>
                                (ii) 
                                <E T="03">Review and approval process.</E>
                                 NHTSA will provide its views on the suitability of the technology for that purpose to the EPA. NHTSA's evaluation and review will consider:
                            </P>
                            <P>(A) Whether the technology has a direct impact upon improving fuel economy performance;</P>
                            <P>(B) Whether the technology is related to crash-avoidance technologies, safety critical systems or systems affecting safety-critical functions, or technologies designed for the purpose of reducing the frequency of vehicle crashes;</P>
                            <P>(C) Information from any assessments conducted by the EPA related to the application, the technology and/or related technologies; and</P>
                            <P>(D) Any other relevant factors.</P>
                            <P>(E) NHTSA will collaborate to host annual meetings with EPA at least once by July 30th before the model year begins to provide general guidance to the industry on past off-cycle approvals.</P>
                            <P>
                                (iii) 
                                <E T="03">Safety.</E>
                                 (A) Technologies found to be defective or non-compliant, subject to recall pursuant to part 573 of this chapter, Defect and Noncompliance Responsibility and Reports, due to a risk to motor vehicle safety, will have the values of approved off-cycle credits removed from the manufacturer's credit balance or adjusted to the population of vehicles the manufacturer remedies as required by 49 U.S.C. chapter 301. NHTSA will consult with the manufacturer to determine the amount of the adjustment.
                            </P>
                            <P>(B) Approval granted for innovative and off-cycle technology credits under NHTSA's fuel efficiency program does not affect or relieve the obligation to comply with the Vehicle Safety Act (49 U.S.C. chapter 301), including the “make inoperative” prohibition (49 U.S.C. 30122), and all applicable Federal motor vehicle safety standards issued thereunder (FMVSSs) (part 571 of this chapter). In order to generate off-cycle or innovative technology credits manufacturers must state—</P>
                            <P>
                                (
                                <E T="03">1</E>
                                ) That each vehicle equipped with the technology for which they are seeking credits will comply with all applicable FMVSS(s); and
                            </P>
                            <P>
                                (
                                <E T="03">2</E>
                                ) Whether or not the technology has a fail-safe provision. If no fail-safe provision exists, the manufacturer must explain why not and whether a failure of the innovative technology would affect the safety of the vehicle.
                            </P>
                        </SECTION>
                    </REGTEXT>
                    <PART>
                        <HD SOURCE="HED">PART 535 MEDIUM- AND HEAVY-DUTY VEHICLE FUEL EFFICIENCY PROGRAM</HD>
                    </PART>
                    <REGTEXT TITLE="49" PART="535">
                        <AMDPAR>15. The authority citation for part 535 continues to read as follows:</AMDPAR>
                        <AUTH>
                            <HD SOURCE="HED">Authority:</HD>
                            <P>49 U.S.C. 32902 and 30101; delegation of authority at 49 CFR 1.95.</P>
                        </AUTH>
                    </REGTEXT>
                    <REGTEXT TITLE="49" PART="535">
                        <AMDPAR>
                            16. Amend § 535.4 by revising the introductory text, removing the definition for “Alterers”, and adding the 
                            <PRTPAGE P="52951"/>
                            definition for “Alterer”, in alphabetical order, to read as follows:
                        </AMDPAR>
                        <SECTION>
                            <SECTNO>§ 535.4</SECTNO>
                            <SUBJECT>Definitions.</SUBJECT>
                            <P>The terms manufacture, manufacturer, commercial medium-duty on highway vehicle, commercial heavy-duty on highway vehicle, fuel, and work truck are used as defined in 49 U.S.C. 32901. See 49 CFR 523.2 for general definitions related to NHTSA's fuel efficiency programs.</P>
                            <STARS/>
                            <P>
                                <E T="03">Alterer</E>
                                 means a manufacturer that modifies an altered vehicle as defined in 49 CFR 567.3
                            </P>
                            <STARS/>
                        </SECTION>
                    </REGTEXT>
                    <REGTEXT TITLE="49" PART="535">
                        <AMDPAR>17. Amend § 535.5 by revising paragraphs (a)(1), (2) and (9) to read as follows:</AMDPAR>
                        <SECTION>
                            <SECTNO>§ 535.5</SECTNO>
                            <SUBJECT>Standards.</SUBJECT>
                            <P>(a) * * *</P>
                            <P>
                                (1) 
                                <E T="03">Mandatory standards.</E>
                                 For model years 2016 and later, each manufacturer must comply with the fleet average standard derived from the unique subconfiguration target standards (or groups of subconfigurations approved by EPA in accordance with 40 CFR 86.1819) of the model types that make up the manufacturer's fleet in a given model year. Each subconfiguration has a unique attribute-based target standard, defined by each group of vehicles having the same payload, towing capacity and whether the vehicles are equipped with a 2-wheel or 4-wheel drive configuration. Phase 1 target standards apply for model years 2016 through 2020. Phase 2 target standards apply for model years 2021 through 2029. NHTSA's Phase 3 HDPUV target standards apply for model year 2030 and later.
                            </P>
                            <P>
                                (2) 
                                <E T="03">Subconfiguration target standards.</E>
                                 (i) Two alternatives exist for determining the subconfiguration target standards for Phase 1. For each alternative, separate standards exist for compression-ignition and spark-ignition vehicles:
                            </P>
                            <P>(A) The first alternative allows manufacturers to determine a fixed fuel consumption standard that is constant over the model years; and</P>
                            <P>(B) The second alternative allows manufacturers to determine standards that are phased-in gradually each year.</P>
                            <P>(ii) Calculate the subconfiguration target standards as specified in this paragraph (a)(2)(ii), using the appropriate coefficients from table 1 to paragraph (a)(2)(ii), choosing between the alternatives in paragraph (a)(2)(i) of this section. For electric or fuel cell heavy-duty vehicles, use compression-ignition vehicle coefficients “c” and “d” and for hybrid (including plug-in hybrid), dedicated and dual-fueled vehicles, use coefficients “c” and “d” appropriate for the engine type used. Round each standard to the nearest 0.001 gallons per 100 miles and specify all weights in pounds rounded to the nearest pound. Calculate the subconfiguration target standards using equation: 1 to this paragraph (a)(2)(ii).</P>
                            <HD SOURCE="HD3">Equation 1 to Paragraph (a)(2)(ii)</HD>
                            <FP SOURCE="FP-2">Subconfiguration Target Standard (gallons per 100 miles) = [c × (WF)] + d</FP>
                            <EXTRACT>
                                <FP SOURCE="FP-2">Where:</FP>
                                <FP SOURCE="FP-2">WF = Work Factor = [0.75 × (Payload Capacity + Xwd)] + [0.25 × Towing Capacity]</FP>
                                <FP SOURCE="FP-2">Xwd = 4wd Adjustment = 500 lbs. if the vehicle group is equipped with 4wd and all-wheel drive, otherwise equals 0 lbs. for 2wd.</FP>
                                <FP SOURCE="FP-2">Payload Capacity = GVWR (lbs.) − Curb Weight (lbs.) (for each vehicle group) Towing Capacity = GCWR (lbs.) − GVWR (lbs.) (for each vehicle group)</FP>
                            </EXTRACT>
                            <GPOTABLE COLS="3" OPTS="L2,i1" CDEF="s200,12,12">
                                <TTITLE>
                                    Table 1 to Paragraph (
                                    <E T="01">a</E>
                                    )(2)(
                                    <E T="01">ii</E>
                                    )—Coefficients for Mandatory Subconfiguration Target Standards
                                </TTITLE>
                                <BOXHD>
                                    <CHED H="1">Model year(s)</CHED>
                                    <CHED H="1">c</CHED>
                                    <CHED H="1">d</CHED>
                                </BOXHD>
                                <ROW EXPSTB="02">
                                    <ENT I="21">
                                        <E T="02">Phase 1 Alternative 1—Fixed Target Standards</E>
                                    </ENT>
                                </ROW>
                                <ROW EXPSTB="02" RUL="s">
                                    <ENT I="21">
                                        <E T="02">Compression Ignition (CI) Vehicle Coefficients</E>
                                    </ENT>
                                </ROW>
                                <ROW EXPSTB="00">
                                    <ENT I="01">2016 to 2018</ENT>
                                    <ENT>0.0004322</ENT>
                                    <ENT>3.330</ENT>
                                </ROW>
                                <ROW RUL="s">
                                    <ENT I="01">2019 to 2020</ENT>
                                    <ENT>0.0004086</ENT>
                                    <ENT>3.143</ENT>
                                </ROW>
                                <ROW EXPSTB="02" RUL="s">
                                    <ENT I="21">
                                        <E T="02">SI Vehicle Coefficients</E>
                                    </ENT>
                                </ROW>
                                <ROW EXPSTB="00">
                                    <ENT I="01">2016 to 2017</ENT>
                                    <ENT>0.0005131</ENT>
                                    <ENT>3.961</ENT>
                                </ROW>
                                <ROW RUL="s">
                                    <ENT I="01">2018 to 2020</ENT>
                                    <ENT>0.0004086</ENT>
                                    <ENT>3.143</ENT>
                                </ROW>
                                <ROW EXPSTB="02" RUL="s">
                                    <ENT I="21">
                                        <E T="02">Phase 1 Alternative 2—Phased-in Target Standards</E>
                                    </ENT>
                                </ROW>
                                <ROW EXPSTB="02" RUL="s">
                                    <ENT I="21">
                                        <E T="02">CI Vehicle Coefficients</E>
                                    </ENT>
                                </ROW>
                                <ROW EXPSTB="00">
                                    <ENT I="01">2016</ENT>
                                    <ENT>0.0004519</ENT>
                                    <ENT>3.477</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2017</ENT>
                                    <ENT>0.0004371</ENT>
                                    <ENT>3.369</ENT>
                                </ROW>
                                <ROW RUL="s">
                                    <ENT I="01">2018 to 2020</ENT>
                                    <ENT>0.0004086</ENT>
                                    <ENT>3.143</ENT>
                                </ROW>
                                <ROW EXPSTB="02" RUL="s">
                                    <ENT I="21">
                                        <E T="02">SI Vehicle Coefficients</E>
                                    </ENT>
                                </ROW>
                                <ROW EXPSTB="00">
                                    <ENT I="01">2016</ENT>
                                    <ENT>0.0005277</ENT>
                                    <ENT>4.073</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2017</ENT>
                                    <ENT>0.0005176</ENT>
                                    <ENT>3.983</ENT>
                                </ROW>
                                <ROW RUL="s">
                                    <ENT I="01">2018 to 2020</ENT>
                                    <ENT>0.0004951</ENT>
                                    <ENT>3.815</ENT>
                                </ROW>
                                <ROW EXPSTB="02" RUL="s">
                                    <ENT I="21">
                                        <E T="02">Phase 2—Fixed Target Standards</E>
                                    </ENT>
                                </ROW>
                                <ROW EXPSTB="02" RUL="s">
                                    <ENT I="21">
                                        <E T="02">CI Vehicle Coefficients</E>
                                    </ENT>
                                </ROW>
                                <ROW EXPSTB="00">
                                    <ENT I="01">2021</ENT>
                                    <ENT>0.0003988</ENT>
                                    <ENT>3.065</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2022</ENT>
                                    <ENT>0.0003880</ENT>
                                    <ENT>2.986</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2023</ENT>
                                    <ENT>0.0003792</ENT>
                                    <ENT>2.917</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2024</ENT>
                                    <ENT>0.0003694</ENT>
                                    <ENT>2.839</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2025</ENT>
                                    <ENT>0.0003605</ENT>
                                    <ENT>2.770</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2026</ENT>
                                    <ENT>0.0003507</ENT>
                                    <ENT>2.701</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2027 to 2029</ENT>
                                    <ENT>0.0003418</ENT>
                                    <ENT>2.633</ENT>
                                </ROW>
                                <ROW>
                                    <PRTPAGE P="52952"/>
                                    <ENT I="01">2030</ENT>
                                    <ENT>0.00030762</ENT>
                                    <ENT>2.370</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2031</ENT>
                                    <ENT>0.00027686</ENT>
                                    <ENT>2.133</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2032</ENT>
                                    <ENT>0.00024917</ENT>
                                    <ENT>1.919</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2033</ENT>
                                    <ENT>0.00022924</ENT>
                                    <ENT>1.766</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2034</ENT>
                                    <ENT>0.00021090</ENT>
                                    <ENT>1.625</ENT>
                                </ROW>
                                <ROW RUL="s">
                                    <ENT I="01">2035</ENT>
                                    <ENT>0.00019403</ENT>
                                    <ENT>1.495</ENT>
                                </ROW>
                                <ROW EXPSTB="02" RUL="s">
                                    <ENT I="21">
                                        <E T="02">SI Vehicle Coefficients</E>
                                    </ENT>
                                </ROW>
                                <ROW EXPSTB="00">
                                    <ENT I="01">2021</ENT>
                                    <ENT>0.0004827</ENT>
                                    <ENT>3.725</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2022</ENT>
                                    <ENT>0.0004703</ENT>
                                    <ENT>3.623</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2023</ENT>
                                    <ENT>0.0004591</ENT>
                                    <ENT>3.533</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2024</ENT>
                                    <ENT>0.0004478</ENT>
                                    <ENT>3.443</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2025</ENT>
                                    <ENT>0.0004366</ENT>
                                    <ENT>3.364</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2026</ENT>
                                    <ENT>0.0004253</ENT>
                                    <ENT>3.274</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2027 to 2029</ENT>
                                    <ENT>0.0004152</ENT>
                                    <ENT>3.196</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2030</ENT>
                                    <ENT>0.00037368</ENT>
                                    <ENT>2.876</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2031</ENT>
                                    <ENT>0.00033631</ENT>
                                    <ENT>2.589</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2032</ENT>
                                    <ENT>0.00030268</ENT>
                                    <ENT>2.330</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2033</ENT>
                                    <ENT>0.00027847</ENT>
                                    <ENT>2.143</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2034</ENT>
                                    <ENT>0.00025619</ENT>
                                    <ENT>1.972</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">2035</ENT>
                                    <ENT>0.00023569</ENT>
                                    <ENT>1.814</ENT>
                                </ROW>
                            </GPOTABLE>
                            <STARS/>
                            <P>
                                (9) 
                                <E T="03">Advanced, innovative, and off-cycle technologies.</E>
                                 For vehicles subject to Phase 1 standards, manufacturers may generate separate credit allowances for advanced and innovative technologies as specified in § 535.7(f)(1) and (2). For vehicles subject to Phase 2 standards, manufacturers may generate separate credits allowance for off-cycle technologies in accordance with § 535.7(f)(2) through model year 2029. Separate credit allowances for advanced technology vehicles cannot be generated; instead, manufacturers may use the credit specified in § 535.7(f)(1)(ii) through model year 2027.
                            </P>
                            <STARS/>
                        </SECTION>
                    </REGTEXT>
                    <REGTEXT TITLE="49" PART="535">
                        <AMDPAR>18. Amend § 535.6 by revising paragraph (a)(1) to read as follows:</AMDPAR>
                        <SECTION>
                            <SECTNO>§ 535.6</SECTNO>
                            <SUBJECT>easurement and calculation procedures.</SUBJECT>
                            <STARS/>
                            <P>(a) * * *</P>
                            <P>(1) For the Phase 1 program, if the manufacturer's fleet includes conventional vehicles (gasoline, diesel and alternative fueled vehicles) and advanced technology vehicles (hybrids with powertrain designs that include energy storage systems, vehicles with waste heat recovery, electric vehicles and fuel cell vehicles), it may divide its fleet into two separate fleets each with its own separate fleet average fuel consumption performance rate. For Phase 2 and later, manufacturers may calculate their fleet average fuel consumption rates for a conventional fleet and separate advanced technology vehicle fleets. Advanced technology vehicle fleets should be separated into plug-in hybrid electric vehicles, electric vehicles and fuel cell vehicles.</P>
                            <STARS/>
                        </SECTION>
                    </REGTEXT>
                    <REGTEXT TITLE="49" PART="535">
                        <AMDPAR>19. Amend § 535.7 by revising paragraphs (a)(1)(iii) and (iv), (a)(2)(iii), (a)(4)(i) and (ii), (b)(2), (f)(2) introductory text, (f)(2)(ii), and (f)(2)(vi)(B) to read as follows:</AMDPAR>
                        <SECTION>
                            <SECTNO>§ 535.7</SECTNO>
                            <SUBJECT>Averaging, banking, and trading (ABT) credit program.</SUBJECT>
                            <P>(a) * * *</P>
                            <P>(1) * * *</P>
                            <P>
                                (iii) 
                                <E T="03">Advanced technology credits.</E>
                                 Credits generated by vehicle or engine families or subconfigurations containing vehicles with advanced technologies (
                                <E T="03">i.e.,</E>
                                 hybrids with regenerative braking, vehicles equipped with Rankine-cycle engines, electric and fuel cell vehicles) as described in paragraph (f)(1) of this section.
                            </P>
                            <P>
                                (iv) 
                                <E T="03">Innovative and off-cycle technology credits.</E>
                                 Credits can be generated by vehicle or engine families or subconfigurations having fuel consumption reductions resulting from technologies not reflected in the GEM simulation tool or in the Federal Test Procedure (FTP) chassis dynamometer and that were not in common use with heavy-duty vehicles or engines before model year 2010 that are not reflected in the specified test procedure. Manufacturers should prove that these technologies were not in common use in heavy-duty vehicles or engines before model year 2010 by demonstrating factors such as the penetration rates of the technology in the market. NHTSA will not approve any request if it determines that these technologies do not qualify. The approach for determining innovative and off-cycle technology credits under this fuel consumption program is described in paragraph (f)(2) of this section and by the Environmental Protection Agency (EPA) under 40 CFR 86.1819-14(d)(13), 1036.610, and 1037.610. Starting in model year 2030, manufacturers certifying vehicles under § 535.5(a) may not earn off-cycle technology credits under 40 CFR 86.1819-14(d)(13).
                            </P>
                            <P>(2) * * *</P>
                            <P>(iii) Positive credits, other than advanced technology credits in Phase 1, generated and calculated within an averaging set may only be used to offset negative credits within the same averaging set.</P>
                            <STARS/>
                            <P>(4) * * *</P>
                            <P>(i) Manufacturers may only trade banked credits to other manufacturers to use for compliance with fuel consumption standards. Traded FCCs, other than advanced technology credits earned in Phase 1, may be used only within the averaging set in which they were generated. Manufacturers may only trade credits to other entities for the purpose of expiring credits.</P>
                            <P>(ii) Advanced technology credits earned in Phase 1 can be traded across different averaging sets.</P>
                            <STARS/>
                            <P>
                                (b) * * *
                                <PRTPAGE P="52953"/>
                            </P>
                            <P>(2) Adjust the fuel consumption performance of subconfigurations with advanced technology for determining the fleet average actual fuel consumption value as specified in paragraph (f)(1) of this section and 40 CFR 86.1819-14(d)(6)(iii). Advanced technology vehicles can be separated in a different fleet for the purpose of applying credit incentives as described in paragraph (f)(1) of this section.</P>
                            <STARS/>
                            <P>(f) * * *</P>
                            <P>
                                (2) 
                                <E T="03">Innovative and off-cycle technology credits.</E>
                                 This provision allows fuel saving innovative and off-cycle engine and vehicle technologies to generate fuel consumption credits (FCCs) comparable to CO
                                <SU>2</SU>
                                 emission credits consistent with the provisions of 40 CFR 86.1819-14(d)(13) (for heavy-duty pickup trucks and vans), 40 CFR 1036.610 (for engines), and 40 CFR 1037.610 (for vocational vehicles and tractors). Heavy-duty pickup trucks and vans may only generate FCCs through model year 2029.
                            </P>
                            <STARS/>
                            <P>(ii) For model years 2021 and later, or for model years 2021 through 2029, for heavy-duty pickup trucks and vans manufacturers may generate off-cycle technology credits for introducing technologies that are not reflected in the EPA specified test procedures. Upon identification and joint approval with EPA, NHTSA will allow equivalent FCCs into its program to those allowed by EPA for manufacturers seeking to obtain innovative technology credits in a given model year. Such credits must remain within the same regulatory subcategory in which the credits were generated. NHTSA will adopt FCCs depending upon whether—</P>
                            <P>(A) The technology meets paragraphs (f)(2)(i)(A) and (B) of this section.</P>
                            <P>(B) For heavy-duty pickup trucks and vans, manufacturers using the 5-cycle test to quantify the benefit of a technology are not required to obtain approval from the agencies to generate results.</P>
                            <STARS/>
                            <P>(vi) * * *</P>
                            <P>(B) For model years 2021 and later, or for model years 2021 through 2029 for heavy-duty pickup trucks and vans, manufacturers may not rely on an approval for model years before 2021. Manufacturers must separately request the agencies' approval before applying an improvement factor or credit under this section for 2021 and later engines and vehicle, even if the agencies approve the improvement factor or credit for similar engine and vehicle models before model year 2021.</P>
                            <STARS/>
                        </SECTION>
                    </REGTEXT>
                    <PART>
                        <HD SOURCE="HED">PART 536—TRANSFER AND TRADING OF FUEL ECONOMY CREDITS</HD>
                    </PART>
                    <REGTEXT TITLE="49" PART="536">
                        <AMDPAR>20. The authority citation for part 536 continues to read as follows:</AMDPAR>
                        <AUTH>
                            <HD SOURCE="HED">Authority:</HD>
                            <P>49 U.S.C. 32903; delegation of authority at 49 CFR 1.95.</P>
                        </AUTH>
                    </REGTEXT>
                    <REGTEXT TITLE="49" PART="536">
                        <AMDPAR>21. Revise Table 1 to § 536.4(c) to read as follows:</AMDPAR>
                        <SECTION>
                            <SECTNO>§ 536.4</SECTNO>
                            <SUBJECT>Credits.</SUBJECT>
                            <STARS/>
                            <GPOTABLE COLS="7" OPTS="L2,i1" CDEF="s50,10,10,10,10,10,10">
                                <TTITLE>
                                    Table 1 to § 536.4(
                                    <E T="01">c</E>
                                    )—Lifetime Vehicle Miles Traveled
                                </TTITLE>
                                <BOXHD>
                                    <CHED H="1">Model year</CHED>
                                    <CHED H="1">
                                        Lifetime vehicle miles traveled 
                                        <LI>(VMT)</LI>
                                    </CHED>
                                    <CHED H="2">2012</CHED>
                                    <CHED H="2">2013</CHED>
                                    <CHED H="2">2014</CHED>
                                    <CHED H="2">2015</CHED>
                                    <CHED H="2">2016</CHED>
                                    <CHED H="2">2017-2031</CHED>
                                </BOXHD>
                                <ROW>
                                    <ENT I="01">Passenger Cars</ENT>
                                    <ENT>177,238</ENT>
                                    <ENT>177,366</ENT>
                                    <ENT>178,652</ENT>
                                    <ENT>180,497</ENT>
                                    <ENT>182,134</ENT>
                                    <ENT>195,264</ENT>
                                </ROW>
                                <ROW>
                                    <ENT I="01">Light Trucks</ENT>
                                    <ENT>208,471</ENT>
                                    <ENT>208,537</ENT>
                                    <ENT>209,974</ENT>
                                    <ENT>212,040</ENT>
                                    <ENT>213,954</ENT>
                                    <ENT>225,865</ENT>
                                </ROW>
                            </GPOTABLE>
                        </SECTION>
                    </REGTEXT>
                    <PART>
                        <HD SOURCE="HED">PART 537—AUTOMOTIVE FUEL ECONOMY REPORTS</HD>
                    </PART>
                    <REGTEXT TITLE="49" PART="537">
                        <AMDPAR>22. The authority citation for part 537 continues to read as follows:</AMDPAR>
                        <AUTH>
                            <HD SOURCE="HED">Authority:</HD>
                            <P>49 U.S.C. 32907; delegation of authority at 49 CFR 1.95.</P>
                        </AUTH>
                    </REGTEXT>
                    <REGTEXT TITLE="49" PART="537">
                        <AMDPAR>23. Revise § 537.2 to read as follows:</AMDPAR>
                        <SECTION>
                            <SECTNO>§ 537.2</SECTNO>
                            <SUBJECT>Purpose.</SUBJECT>
                            <P>The purpose of this part is to obtain information to aid the National Highway Traffic Safety Administration in evaluating automobile manufacturers' plans for complying with average fuel economy standards and in preparing an annual review of the average fuel economy standards.</P>
                        </SECTION>
                    </REGTEXT>
                    <REGTEXT TITLE="49" PART="537">
                        <AMDPAR>24. Revise § 537.3 to read as follows:</AMDPAR>
                        <SECTION>
                            <SECTNO>§ 537.3</SECTNO>
                            <SUBJECT>Applicability.</SUBJECT>
                            <P>This part applies to automobile manufacturers, except for manufacturers subject to an alternate fuel economy standard under 49 U.S.C. 32902(d).</P>
                        </SECTION>
                    </REGTEXT>
                    <REGTEXT TITLE="49" PART="537">
                        <AMDPAR>25. Revise § 537.4 to read as follows:</AMDPAR>
                        <SECTION>
                            <SECTNO>§ 537.4</SECTNO>
                            <SUBJECT>Definitions.</SUBJECT>
                            <P>
                                (a) 
                                <E T="03">Statutory terms.</E>
                                 (1) The terms 
                                <E T="03">average fuel economy standard, fuel, manufacture,</E>
                                 and 
                                <E T="03">model year</E>
                                 are used as defined in 49 U.S.C. 32901.
                            </P>
                            <P>
                                (2) The term 
                                <E T="03">manufacturer</E>
                                 is used as defined in 49 U.S.C. 32901 and in accordance with part 529 of this chapter.
                            </P>
                            <P>
                                (3) The terms 
                                <E T="03">average fuel economy, fuel economy,</E>
                                 and 
                                <E T="03">model type</E>
                                 are used as defined in subpart A of 40 CFR part 600.
                            </P>
                            <P>
                                (4) The terms 
                                <E T="03">automobile, automobile capable of off-highway operation,</E>
                                 and 
                                <E T="03">passenger automobile</E>
                                 are used as defined in 49 U.S.C. 32901 and in accordance with the determinations in part 523 of this chapter.
                            </P>
                            <P>
                                (b) 
                                <E T="03">Other terms.</E>
                                 (1) The term 
                                <E T="03">loaded vehicle weight</E>
                                 is used as defined in subpart A of 40 CFR part 86.
                            </P>
                            <P>
                                (2) The terms 
                                <E T="03">axle ratio, base level, body style, car line, combined fuel economy, engine code, equivalent test weight, gross vehicle weight, inertia weight, transmission class,</E>
                                 and 
                                <E T="03">vehicle configuration</E>
                                 are used as defined in subpart A of 40 CFR part 600.
                            </P>
                            <P>
                                (3) The term 
                                <E T="03">light truck</E>
                                 is used as defined in part 523 of this chapter and in accordance with determinations in that part.
                            </P>
                            <P>
                                (4) The terms 
                                <E T="03">approach angle, axle clearance, brakeover angle, cargo carrying volume, departure angle, passenger carrying volume, running clearance,</E>
                                 and 
                                <E T="03">temporary living quarters</E>
                                 are used as defined in part 523 of this chapter.
                            </P>
                            <P>
                                (5) The term 
                                <E T="03">incomplete automobile manufacturer</E>
                                 is used as defined in part 529 of this chapter.
                            </P>
                            <P>(6) As used in this part, unless otherwise required by the context:</P>
                            <P>
                                (i) 
                                <E T="03">Administrator</E>
                                 means the Administrator of the National Highway Traffic Safety Administration or the Administrator's delegate.
                            </P>
                            <P>
                                (ii) 
                                <E T="03">Current model year</E>
                                 means:
                            </P>
                            <P>(A) In the case of a pre-model year report, the full model year immediately following the period during which that report is required by § 537.5(b) to be submitted.</P>
                            <P>
                                (B) In the case of a mid-model year report, the model year during which 
                                <PRTPAGE P="52954"/>
                                that report is required by § 537.5(b) to be submitted.
                            </P>
                            <P>
                                (iii) 
                                <E T="03">Average</E>
                                 means a production-weighted harmonic average.
                            </P>
                            <P>
                                (iv) 
                                <E T="03">Total drive ratio</E>
                                 means the ratio of an automobile's engine rotational speed (in revolutions per minute) to the automobile's forward speed (in miles per hour).
                            </P>
                        </SECTION>
                    </REGTEXT>
                    <REGTEXT TITLE="49" PART="537">
                        <AMDPAR>26. Amend § 537.7 by revising paragraphs (c)(7)(i) through (iii) to read as follows:</AMDPAR>
                        <SECTION>
                            <SECTNO>§ 537.7</SECTNO>
                            <SUBJECT>Pre-model year and mid-model year reports.</SUBJECT>
                            <STARS/>
                            <P>(c) * * *</P>
                            <P>(7) * * *</P>
                            <P>(i) Provide a list of each air conditioning (AC) efficiency improvement technology utilized in your fleet(s) of vehicles for each model year for which the manufacturer qualifies for fuel consumption improvement values under 49 CFR 531.6 or 533.6. For each technology identify vehicles by make and model types that have the technology, which compliance category those vehicles belong to and the number of vehicles for each model equipped with the technology. For each compliance category (domestic passenger car, import passenger car, and light truck), report the AC fuel consumption improvement value in gallons/mile in accordance with the equation specified in 40 CFI00.510-12(c)(3)(i).</P>
                            <P>(ii) Manufacturers must provide a list of off-cycle efficiency improvement technologies utilized in its fleet(s) of vehicles for each model year that is pending or approved by the Environmental Protection Agency (EPA) for which the manufacturer qualifies for fuel consumption improvement values under 49 CFR 531.6 or 533.6. For each technology, manufacturers must identify vehicles by make and model types that have the technology, which compliance category those vehicles belong to, the number of vehicles for each model equipped with the technology, and the associated off-cycle credits (grams/mile) available for each technology. For each compliance category (domestic passenger car, import passenger car, and light truck), manufacturers must calculate the fleet off-cycle fuel consumption improvement value in gallons/mile in accordance with the equation specified in 40 CFR 600.510-12(c)(3)(ii).</P>
                            <P>(iii) For model years up to 2024, manufacturers must provide a list of full-size pickup trucks in its fleet that meet the mild and strong hybrid vehicle definitions. For each mild and strong hybrid type, manufacturers must identify vehicles by make and model types that have the technology, the number of vehicles produced for each model equipped with the technology, the total number of full-size pickup trucks produced with and without the technology, the calculated percentage of hybrid vehicles relative to the total number of vehicles produced, and the associated full-size pickup truck credits (grams/mile) available for each technology. For the light truck compliance category, manufacturers must calculate the fleet pickup truck fuel consumption improvement value in gallons/mile in accordance with the equation specified in 40 CFR 600.510-12(c)(3)(iii).</P>
                        </SECTION>
                    </REGTEXT>
                    <SIG>
                        <P>Issued in Washington, DC, under authority delegated in 49 CFR 1.95 and 501.5.</P>
                        <NAME>Sophie Shulman,</NAME>
                        <TITLE>Deputy Administrator.</TITLE>
                    </SIG>
                </SUPLINF>
                <FRDOC>[FR Doc. 2024-12864 Filed 6-13-24; 8:45 am]</FRDOC>
                <BILCOD>BILLING CODE 4910-59-P</BILCOD>
            </RULE>
        </RULES>
    </NEWPART>
    <VOL>89</VOL>
    <NO>121</NO>
    <DATE>Monday, June 24, 2024</DATE>
    <UNITNAME>Rules and Regulations</UNITNAME>
    <NEWPART>
        <PTITLE>
            <PRTPAGE P="52955"/>
            <PARTNO>Part III</PARTNO>
            <AGENCY TYPE="P">Department of Transportation</AGENCY>
            <SUBAGY>Pipeline and Hazardous Materials Safety Administration</SUBAGY>
            <HRULE/>
            <CFR>49 CFR Parts 171, 174, and 180</CFR>
            <TITLE>Hazardous Materials: FAST Act Requirements for Real-Time Train Consist Information; Final Rule</TITLE>
        </PTITLE>
        <RULES>
            <RULE>
                <PREAMB>
                    <PRTPAGE P="52956"/>
                    <AGENCY TYPE="S">DEPARTMENT OF TRANSPORTATION</AGENCY>
                    <SUBAGY>Pipeline and Hazardous Materials Safety Administration</SUBAGY>
                    <CFR>49 CFR Parts 171, 174, and 180</CFR>
                    <DEPDOC>[Docket No. PHMSA-2016-0015 (HM-263)]</DEPDOC>
                    <RIN>RIN 2137-AF21</RIN>
                    <SUBJECT>Hazardous Materials: FAST Act Requirements for Real-Time Train Consist Information</SUBJECT>
                    <AGY>
                        <HD SOURCE="HED">AGENCY:</HD>
                        <P>Pipeline and Hazardous Materials Safety Administration (PHMSA), Department of Transportation (DOT).</P>
                    </AGY>
                    <ACT>
                        <HD SOURCE="HED">ACTION:</HD>
                        <P>Final rule.</P>
                    </ACT>
                    <SUM>
                        <HD SOURCE="HED">SUMMARY:</HD>
                        <P>PHMSA is amending the Hazardous Materials Regulations to require railroads that carry hazardous materials to generate in electronic form, maintain, and provide to first responders, emergency response officials, and law enforcement personnel, certain information regarding hazardous materials in rail transportation to enhance emergency response and investigative efforts. The amendments in this final rule address a safety recommendation of the National Transportation Safety Board and statutory mandates in The Fixing America's Surface Transportation Act, as amended by the Infrastructure, Investment, and Jobs Act, and complement existing regulatory requirements pertaining to the generation, maintenance, and provision of similar information in hard copy form, as well as other hazard communication requirements.</P>
                    </SUM>
                    <EFFDATE>
                        <HD SOURCE="HED">DATES:</HD>
                        <P/>
                        <P>
                            <E T="03">Effective Date:</E>
                             July 24, 2024.
                        </P>
                        <P>
                            <E T="03">Voluntary Compliance Date:</E>
                             June 24, 2024.
                        </P>
                        <P>
                            <E T="03">Delayed Compliance Date:</E>
                             For Class I Railroads June 24, 2025. For Class II and III Railroads June 24, 2026.
                        </P>
                    </EFFDATE>
                    <FURINF>
                        <HD SOURCE="HED">FOR FURTHER INFORMATION CONTACT:</HD>
                        <P>Eamonn Patrick, 202-366-8553, Standards and Rulemaking Division, Pipeline and Hazardous Materials Safety Administration, U.S. Department of Transportation, 1200 New Jersey Avenue SE, Washington, DC 20590-0001.</P>
                    </FURINF>
                </PREAMB>
                <SUPLINF>
                    <HD SOURCE="HED">SUPPLEMENTARY INFORMATION:</HD>
                    <P/>
                    <HD SOURCE="HD1">Table of Contents</HD>
                    <EXTRACT>
                        <FP SOURCE="FP-2">I. Executive Summary</FP>
                        <FP SOURCE="FP1-2">A. What is the purpose of the regulatory action?</FP>
                        <FP SOURCE="FP1-2">B. What are the key provisions?</FP>
                        <FP SOURCE="FP1-2">C. What changed between the NPRM and the final rule?</FP>
                        <FP SOURCE="FP1-2">D. What is the economic impact?</FP>
                        <FP SOURCE="FP-2">II. Electronic Hazard Communication for Rail Transportation Emergency Response</FP>
                        <FP SOURCE="FP1-2">A. What action is being taken?</FP>
                        <FP SOURCE="FP1-2">B. What is PHMSA's authority for this action?</FP>
                        <FP SOURCE="FP1-2">C. Does this action apply to me?</FP>
                        <FP SOURCE="FP-2">III. Background</FP>
                        <FP SOURCE="FP1-2">A. What is train consist information?</FP>
                        <FP SOURCE="FP1-2">B. What was required regarding train consist information prior to this final rule?</FP>
                        <FP SOURCE="FP1-2">C. How does this final rule impact existing special permits for electronic train consist information?</FP>
                        <FP SOURCE="FP1-2">D. How does train consist information affect rail transportation safety?</FP>
                        <FP SOURCE="FP1-2">E. How will the requirements for electronic train consist information adopted in this final rule affect rail transportation safety?</FP>
                        <FP SOURCE="FP1-2">F. What does PHMSA mean by real-time?</FP>
                        <FP SOURCE="FP1-2">G. How has PHMSA engaged stakeholders?</FP>
                        <FP SOURCE="FP-2">IV. Summary and Discussion of Comments</FP>
                        <FP SOURCE="FP1-2">A. Summary of Comments Received</FP>
                        <FP SOURCE="FP1-2">B. Applicability of Real-Time Electronic Train Consist Information Requirements to Regional and Short Line Railroads</FP>
                        <FP SOURCE="FP1-2">C. Emergency Notification of Rail Accidents and Incidents Involving Hazardous Materials</FP>
                        <FP SOURCE="FP1-2">D. Defining the Recipients of Train Consist Information</FP>
                        <FP SOURCE="FP1-2">E. Maintenance of Both Paper and Electronic Train Consists</FP>
                        <FP SOURCE="FP1-2">F. Availability of Train Consist Information in Real-Time</FP>
                        <FP SOURCE="FP1-2">G. Timing of Updates to Train Consist Information</FP>
                        <FP SOURCE="FP1-2">H. Applicability of Requirements to Freight Lines Operating on Commuter/Passenger Rail Track</FP>
                        <FP SOURCE="FP1-2">I. Origin/Destination Information</FP>
                        <FP SOURCE="FP1-2">J. Emergency Response Point of Contact</FP>
                        <FP SOURCE="FP1-2">K. Use of the Existing AskRail® Application To Comply With This Rulemaking</FP>
                        <FP SOURCE="FP1-2">L. Cost, Benefit, and Delayed Compliance Period</FP>
                        <FP SOURCE="FP1-2">M. Comments Beyond the Scope of This Rulemaking</FP>
                        <FP SOURCE="FP1-2">N. Additional Notice and Opportunity To Comment</FP>
                        <FP SOURCE="FP-2">V. Section-by-Section Review of Amendments</FP>
                        <FP SOURCE="FP1-2">A. Sections 171.8 and 180.503</FP>
                        <FP SOURCE="FP1-2">B. Section 174.26</FP>
                        <FP SOURCE="FP1-2">C. Section 174.28</FP>
                        <FP SOURCE="FP-2">VI. Regulatory Analyses and Notices</FP>
                        <FP SOURCE="FP1-2">A. Statutory/Legal Authority for This Rulemaking</FP>
                        <FP SOURCE="FP1-2">B. Executive Orders 12866 and 14094, and DOT Regulatory Policies and Procedures</FP>
                        <FP SOURCE="FP1-2">C. Executive Order 13132</FP>
                        <FP SOURCE="FP1-2">D. Executive Order 13175</FP>
                        <FP SOURCE="FP1-2">E. Regulatory Flexibility Act and Executive Order 13272</FP>
                        <FP SOURCE="FP1-2">F. Paperwork Reduction Act</FP>
                        <FP SOURCE="FP1-2">G. Unfunded Mandates Reform Act of 1995</FP>
                        <FP SOURCE="FP1-2">H. Environmental Assessment</FP>
                        <FP SOURCE="FP1-2">I. Privacy Act</FP>
                        <FP SOURCE="FP1-2">J. Executive Order 13609 and International Trade Analysis</FP>
                        <FP SOURCE="FP1-2">K. National Technology Transfer and Advancement Act</FP>
                        <FP SOURCE="FP1-2">L. Cybersecurity and Executive Order 14082</FP>
                        <FP SOURCE="FP1-2">M. Severability</FP>
                    </EXTRACT>
                    <HD SOURCE="HD1">I. Executive Summary</HD>
                    <HD SOURCE="HD2">A. What is the purpose of the regulatory action?</HD>
                    <P>
                        The Pipeline and Hazardous Materials Safety Administration (PHMSA) is amending the Hazardous Materials Regulations (HMR; 49 Code of Federal Regulations (CFR) parts 171 to 180) in response to congressional mandates and a safety recommendation of the National Transportation Safety Board (NTSB) and its existing statutory safety authorities. This final rule requires railroads transporting hazardous materials to generate train consist information in electronic form, maintain that information off-the-train, and update that information in real-time. Railroads must provide that information to authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel 
                        <SU>1</SU>
                        <FTREF/>
                         along the train route who could be or are involved in the response to, or investigation of, an accident, incident, or public health or safety emergency involving the rail transportation of hazardous materials in advance of their arrival to an accident or incident.
                    </P>
                    <FTNT>
                        <P>
                            <SU>1</SU>
                             PHMSA understands “authorized Federal, State, and local first responders, emergency response officials, and law enforcement personnel” may include personnel from any of federal agencies (
                            <E T="03">e.g.,</E>
                             PHMSA, Federal Railroad Administration, National Transportation Safety Board, U.S. Environmental Protection Agency, or Federal Emergency Management personnel) involved in the response to or investigation of a hazmat incident during rail transportation, or organizations that state or local governments authorize to perform emergency response activities. PHMSA further understands that “local first responders” includes tribal and territorial first responders.
                        </P>
                    </FTNT>
                    <P>
                        Additionally, immediately following either an accident involving a train carrying hazardous materials or an incident involving the release or suspected release of hazardous material from a train, the railroad operating the train must make an emergency notification telephonically and provide train consist information electronically to the primary Public Safety Answering Point (PSAP) 
                        <SU>2</SU>
                        <FTREF/>
                         responsible for the area where the event occurred as well as the track owner (if the track owner is different from the railroad operating the train). PHMSA also adopts a requirement that railroads must test their emergency notification system at least annually. In updating that electronic train consist information, railroads must also update the local copy version of the same information 
                        <PRTPAGE P="52957"/>
                        provided to train crews in printed paper copy. Updating both the local printed paper copy maintained by the train crew and the electronic version of that information maintained off the train ensures the information is consistent, accurate, and available when needed most.
                    </P>
                    <FTNT>
                        <P>
                            <SU>2</SU>
                             A PSAP is an entity responsible for receiving 9-1-1 calls and processing those calls according to a specific operational policy. Primary PSAPs are responsible for directly receiving 9-1-1 and other emergency calls and may route them to other PSAPs for response.
                        </P>
                    </FTNT>
                    <P>PHMSA expects this enhanced, proactive approach will ensure that emergency response personnel have timely, accurate, actionable information regarding the hazardous materials being transported and the hazards they may encounter when they are en route to or reach the scene of a rail accident or incident, thereby reducing the risks to surrounding communities and the environment while expediting site remediation, restoration of rail service, and community engagement efforts as investigation activity proceeds. While PHMSA understands the availability of electronic real-time train consist information may not have changed the outcome of the recent Norfolk Southern train derailment in East Palestine, Ohio, that accident and similar events that have occurred in recent years highlight the importance of providing emergency response personnel with timely, complete, and accurate information regarding hazardous materials within a train—as any additional time for responders to prepare for what they will encounter may reduce risks and result in significant public safety, commercial, and environmental benefits.</P>
                    <P>
                        The amendments in this final rule respond to a mandate in Section 7302 of The Fixing America's Surface Transportation Act (FAST Act, Pub. L. 114-94), as amended by the Investment Infrastructure and Jobs Act (Pub. L. 117-58),
                        <SU>3</SU>
                        <FTREF/>
                         to require Class I railroads 
                        <SU>4</SU>
                        <FTREF/>
                         transporting hazardous materials to generate accurate, real-time, electronic train consist information that must be provided “to State and local first responders, emergency response officials, and law enforcement personnel that are involved in the response to or investigation of an accident, incident, or public health or safety emergency involving the rail transportation of hazardous materials.” However, consistent with the broader language within an NTSB safety recommendation following the 2005 collision of two freight trains near Anding, Mississippi, PHMSA is applying the final rule requirements to all railroads that transport hazardous materials in light of the risks to public safety and the environment from delay in responding to releases from smaller Class II and III railroads. In this final rule, PHMSA is adopting alternative compliance methods as an option for Class III railroads to reduce the regulatory burden on these small businesses while still improving the ability of emergency responders to access accurate train consist information from these railroads. Additionally, while the proposed rule was more narrowly focused on providing information to emergency response personnel, thanks to public comments, this final rule adopts an approach that provides critical information to a broader group of responders while reducing the burden on railroads.
                    </P>
                    <FTNT>
                        <P>
                            <SU>3</SU>
                             Codified at 49 U.S.C. 20103 note.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>4</SU>
                             The Surface Transportation Board categorizes rail carriers into Class I, Class II, and Class III based on carrier's annual revenues. The threshold for Class I is a carrier earning revenue greater than approximately $1 billion/year (2023); the threshold for Class II rail carriers is approximately $46 million/year; and the threshold for Class III rail carriers is any value less than the threshold for Class II railroads.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD2">B. What are the key provisions?</HD>
                    <P>
                        This section outlines the key provisions of the final rule. For benefit of the reader, a discussion of the changes made between this final rule and the notice of proposed rulemaking (NPRM) 
                        <SU>5</SU>
                        <FTREF/>
                         follows in section I.C. below.
                    </P>
                    <FTNT>
                        <P>
                            <SU>5</SU>
                             88 FR 41541 (Jun. 27, 2023). 
                            <E T="03">https://www.govinfo.gov/content/pkg/FR-2023-06-27/pdf/2023-13467.pdf.</E>
                        </P>
                    </FTNT>
                    <P>
                        <E T="03">Definition of “Train Consist Information:”</E>
                         PHMSA is amending the definition of “train consist” at § 171.8 to be recharacterized as “train consist information,” meaning a hard (printed) copy or electronic record of the position and contents of hazardous materials rail cars of a train where the record includes information required by § 174.26. Specifically, the information includes the contact information for a railroad-designated emergency point of contact; the point of origin and destination of the train; shipping paper information required by §§ 172.201 to 172.203; and emergency response information required by § 172.602(a). PHMSA also makes a conforming revision to § 180.503 to delete a definition of “train consist” that is not used in that part.
                    </P>
                    <P>
                        <E T="03">Notice to Train Crews:</E>
                         PHMSA is amending the requirements in § 174.26 to provide train consist information (as PHMSA defines that term at § 171.8) in local printed paper form to train crews prior to movement of hazardous materials by rail. Specifically, PHMSA clarifies responsibilities for railroads to provide a local printed paper copy version of train consist information to train crews; for train crews to update that local copy version of train consist information; and that the local copy of the train consist information must be maintained in a conspicuous location of an occupied locomotive or in the possession of a train crew member if they evacuate the locomotive during an accident or incident. Railroads must also ensure that train consist information is generated and updated in electronic form; maintained offsite of the train itself; and immediately accessible by the railroad's designated emergency response point of contact. Railroads must ensure the local printed paper copy and electronic train consist information maintained off the train are at all times accurate and consistent.
                    </P>
                    <P>Note that Class III railroads complying with the alternative compliance method adopted in this final rule are not required to maintain and update train consist information in electronic form. Instead, they must have a written plan that identifies how the railroad will provide accurate train consist information to local emergency responders; inform local emergency response organizations and PSAPs about their plan (and any material changes made to the plan after the original notification); enact the plan during incidents or accidents requiring emergency response; and test the plan at least annually.</P>
                    <P>
                        <E T="03">Emergency Response Information Sharing Requirements:</E>
                         PHMSA creates a new section at § 174.28 that establishes real-time, electronic train consist information-sharing requirements for hazardous materials transported by rail. Railroads transporting hazardous materials must generate and provide train consist information by electronic means to authorized federal, state, and local first responders; emergency response officials; and law enforcement personnel who could be involved in the response to—or investigation of—an accident, incident, or public health or safety emergency involving the rail transportation of hazardous material. Information generated and shared in accordance with this section must be accurate; provided in a secure and confidential manner consistent with the intent of the FAST Act; and accessible at any time by authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel.
                    </P>
                    <P>
                        In the event of either an accident involving a train carrying hazardous materials, or incident involving the release or suspected release of hazardous material, railroads operating trains carrying hazardous material are required to immediately notify the primary PSAP responsible for the area where the incident occurred telephonically and the track owner (if 
                        <PRTPAGE P="52958"/>
                        the track owner and the railroad operating the train are different), and provide the train consist information to the primary PSAP/track owner electronically in a form that the PSAP/track owner is capable of readily accessing (
                        <E T="03">i.e.,</E>
                         a form the PSAP/track owner can access and use based on the specific information technology resources they have available) to assist in response and investigation efforts. This emergency notification requirement applies to situations that require response from local emergency response agencies. For example, PHMSA does not expect that a railroad will provide emergency notification and train consist information to the primary PSAP responsible for the area where the incident occurred due to the release of a minimal amount of material from the routine operation of service equipment, provided the release does not cause property damage, injury to employees, or any danger to public safety or health. PHMSA emphasizes that the emergency notification requirement adopted in this final rule does not affect a railroad's responsibility to continue to comply with all applicable local, state, and federal reporting requirements related to releases of hazardous materials, hazardous substances, oil, or any similar subjects.
                    </P>
                    <P>
                        Class III railroads may comply with the requirements applicable to Class I and II railroads, or they may comply with an alternative method for providing train consist information to authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel. This alternative method is discussed in greater detail in Sections IV.B and V.C below. To summarize the alternative requirements, Class III railroads must develop a written plan that identifies how the railroad will provide emergency notification and accurate train consist information to local emergency responders; notify emergency responders along their route of the contents of the plan (and any material changes made to the plan after the original notification); 
                        <SU>6</SU>
                        <FTREF/>
                         conduct a test at least annually to demonstrate the effectiveness of the plan; and enact the plan in the event of a rail incident or accident requiring response from local emergency response agencies.
                    </P>
                    <FTNT>
                        <P>
                            <SU>6</SU>
                             In this context, PHMSA notes our expectation that a Class III railroad utilizing the alternate compliance method will notify local emergency response agencies of any significant changes to the procedures outlined in the plan, such as a change to the type of technology used to provide accurate train consist information.
                        </P>
                    </FTNT>
                    <P>Finally, railroads must develop a test program and conduct tests of their emergency notification and electronic train consist transmission system at least annually, to ensure reliability of these systems across their network. Class III railroads complying with the alternative compliance method must conduct a test, at least annually, demonstrating that their written plan is effective for emergency notification and transmission of train consist information.</P>
                    <HD SOURCE="HD2">C. What changed between the NPRM and the final rule?</HD>
                    <P>In response to comments received to the NPRM, PHMSA is making the following changes in this final rule. See Section IV for further details on the reasoning and impact of these changes.</P>
                    <GPOTABLE COLS="3" OPTS="L2,nj,p7,7/8,i1" CDEF="xl100,xl100,xl100">
                        <TTITLE>Table—Changes Between the NPRM and the Final Rule</TTITLE>
                        <BOXHD>
                            <CHED H="1">NPRM proposal</CHED>
                            <CHED H="1">Final rule requirement</CHED>
                            <CHED H="1">Explanation</CHED>
                        </BOXHD>
                        <ROW>
                            <ENT I="01">• One-year compliance period for all railroads.</ENT>
                            <ENT>
                                • One-year compliance period for Class I railroads.
                                <LI>• Two-year compliance period for Class II and III railroads.</LI>
                            </ENT>
                            <ENT>• This extension in the compliance period for Class II and III railroads provides these smaller entities with additional time to make the necessary changes to their operations and systems to comply with the requirements of this final rule.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">• Train consist information must include information on the origin and destination of all hazardous materials transported on the train.</ENT>
                            <ENT>• Train consist information must include the origin and destination of the train.</ENT>
                            <ENT>• This revision of a proposed requirement aligns the final rule more closely with the FAST Act mandate for data on train origin and destination, which will provide responders with information on the train's direction of travel.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">• Railroads must provide prompt emergency notification of an accident or incident involving hazardous materials to every state-authorized local first responder within a 10-mile radius.</ENT>
                            <ENT>
                                • Railroads must provide immediate emergency notification of an accident or incident involving hazardous materials to the primary PSAP responsible for the area where the incident occurred telephonically and the track owner (if the track owner is different than the railroad operating the train).
                                <LI>
                                    • Railroads must test their emergency notification system at least annually, and create and retain records of the results of the tests (
                                    <E T="03">e.g.,</E>
                                     was the test notification received and acknowledged immediately).
                                </LI>
                            </ENT>
                            <ENT>
                                • This revision is intended to ensure the incident commander receives critical train consist information without providing confusing notifications to unaffected jurisdictions.
                                <LI>• This adjusted notification requirement is intended to ensure railroads have an operable system in place to make the emergency notification, and that operational procedures are practiced regularly.</LI>
                            </ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">• The contact information for the railroad's designated emergency point of contact must include name, title, e-mail address, and phone number.</ENT>
                            <ENT>• The contact information for the railroad's designated emergency point of contact must include a phone number.</ENT>
                            <ENT>• This revision to a proposed requirement acknowledges that including a specific individual's name, title, and email address is not practical for the constant, round-the-clock operational nature of rail transportation of hazardous materials.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">• All railroads are subject to the same requirements in § 174.28 for Electronic Train Consist Information.</ENT>
                            <ENT>• There are alternative compliance requirements for Class III railroads.</ENT>
                            <ENT>• PHMSA concludes that different operational considerations for Class III railroads and relative economic burdens for small businesses must be accounted for to facilitate effective implementation, and thus has created an alternative compliance requirement for Class III railroads.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">• Train crews may use electronic or radio communications to notify the railroad to update electronic train consist information.</ENT>
                            <ENT>• Train crews may use electronic, radio communications, or other means to notify the railroad to update the electronic train consist information.</ENT>
                            <ENT>• This editorial revision to the proposed requirement clarifies further the flexibility railroads can use to communicate train consist changes to their centralized electronic system.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">• The requirements for electronic real-time train consist information apply to a railroad carrying hazardous material.</ENT>
                            <ENT>• The requirements for electronic real-time train consist information apply to a railroad operating a train carrying hazardous material.</ENT>
                            <ENT>• This editorial revision to a proposed requirement clarifies that the railroad operating a train carrying hazardous materials is subject to the requirements of this rule, rather than the track owner (if the track owner is different that the railroad operating the train).</ENT>
                        </ROW>
                        <ROW>
                            <PRTPAGE P="52959"/>
                            <ENT I="01">• Emergency notifications must be made promptly.</ENT>
                            <ENT>• Emergency notifications must be made immediately.</ENT>
                            <ENT>• This editorial revision (replacing “promptly” with “immediately”) better conveys PHMSA's intention in the NPRM that railroads notify the primary PSAP/track owner as quickly as possible after learning of the accident or incident. “Immediately” is understood to have more urgency than “promptly.”</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">• n/a.</ENT>
                            <ENT>• The proposed paragraphs in § 174.28(c) (security) and (d) (provision of train consist information) are redesignated (d) and (e), respectively.</ENT>
                            <ENT>• The creation of a new paragraph (c) in § 174.28 to authorize alternative compliance requirements for Class III railroads requires redesignation of the proposed (c) and (d) to (d) and (e).</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">• The NPRM provided no clarification on the types of accidents or incidents involving release or suspected release of hazardous materials requiring emergency notification.</ENT>
                            <ENT>• PHMSA is clarifying that only accidents and incidents that require activation of local emergency response resources must be immediately reported and accompanied with electronic train consist information.</ENT>
                            <ENT>• It was not PHMSA's intent to require the notification of local emergency response resources and provision of train consist information in circumstances that do not require emergency response.</ENT>
                        </ROW>
                    </GPOTABLE>
                    <HD SOURCE="HD2">D. What is the economic impact?</HD>
                    <P>PHMSA estimates the final rule impacts six Class I railroads, 14 Class II railroads, and 638 Class III railroads, and estimates the undiscounted total financial impact of the rule over a 10 year analysis period to be about $17.7 million in 2022 dollars, for an average annual cost of $1.8 million. The discounted total cost of the rule over the analysis period is estimated to be $15.8 million in 2022 dollars at a two percent discount rate, for an average annual cost of $1.6 million. The benefits of this final rule will depend greatly on the effectiveness of having timely access to real-time train consist information to improve authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel's ability to respond to rail accidents and incidents, which may be a high-consequence/low-probability event such as the Norfolk Southern train derailment at East Palestine, Ohio.</P>
                    <P>PHMSA anticipates the final rule will improve authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel's ability to promptly identify all the hazardous materials cars involved in an accident and to assess the threat from a hazardous materials release in a timely manner. PHMSA estimated the annual damage cost of hazardous material incidents on rail to be $15 million in 2022 dollars. Therefore, the rule would have to reduce damage costs by about 12 percent for the monetized benefits of the rule to equal costs. The following table summarizes the annual costs and benefits of the major provisions of the final rule in constant 2022 dollars.</P>
                    <GPOTABLE COLS="5" OPTS="L2,nj,tp0,i1" CDEF="s50,12,12,r100,r100">
                        <TTITLE> </TTITLE>
                        <BOXHD>
                            <CHED H="1">Requirement</CHED>
                            <CHED H="1">Average annual cost</CHED>
                            <CHED H="2">Undiscounted</CHED>
                            <CHED H="2">2%</CHED>
                            <CHED H="1">Benefit</CHED>
                            <CHED H="1">Breakeven</CHED>
                        </BOXHD>
                        <ROW>
                            <ENT I="01">Amending the definition of train consist information</ENT>
                            <ENT>$327,847</ENT>
                            <ENT>$291,089</ENT>
                            <ENT>
                                <E T="03">By aligning the definition of the FAST Act with the language in the existing regulation, this amendment improves regulatory clarity</E>
                            </ENT>
                            <ENT>
                                <E T="03">Cost-effective if this requirement reduces the consequences of hazardous material incidents by rail by about 11.8 percent.</E>
                            </ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">Amending notice to train crew</ENT>
                            <ENT>1,169,018</ENT>
                            <ENT>1,036,601</ENT>
                            <ENT>
                                <E T="03">By improving emergency personnel's ability to promptly identify all the hazardous materials involved in an accident and assess the threat from a hazardous materials release, the provisions will reduce injuries and fatalities, material loss and response costs, and delays caused by closures</E>
                            </ENT>
                        </ROW>
                        <ROW RUL="n,s">
                            <ENT I="01">New emergency response information sharing requirement</ENT>
                            <ENT>275,018</ENT>
                            <ENT>251,219</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="03">Total</ENT>
                            <ENT>1,771,883</ENT>
                            <ENT>1,578,908</ENT>
                        </ROW>
                    </GPOTABLE>
                    <P>
                        As illustrated by the Norfolk Southern train derailment incident at East Palestine, Ohio, such accidents can have substantial impacts that are not quantified by the final regulatory impact analysis (RIA) in this rulemaking—including the long-term environmental concerns and health risks (both physiological and psychological) for local residents. Research also shows that such accidents can reduce property values, which—in turn—can slow down economic activity in the area.
                        <SU>7</SU>
                        <FTREF/>
                         Additionally, of the 140,000 total route-miles of track in the U.S., 104,000 miles are in rural and tribal areas, suggesting that train-related hazardous material incidents mainly happen in areas populated by disadvantaged communities.
                        <SU>8</SU>
                        <FTREF/>
                         PHMSA acknowledged and considered these unquantified factors in adopting the provisions of the rulemaking.
                    </P>
                    <FTNT>
                        <P>
                            <SU>7</SU>
                             For example, a study that examines the impact of 33 derailments involving hazardous material on property values in New York State between 2004 and 2013 found that, on average, a derailment depreciates housing values within a one-mile radius by five to eight percent (Chuan Tang et al. (2020). Rail accidents and property values in the era of unconventional energy production. Journal of Urban Economics, 120, 
                            <E T="03">https://doi.org/10.1016/j.jue.2020.103295.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>8</SU>
                             
                            <E T="03">See</E>
                             PHMSA, “Improving Rail in Rural Communities,” 
                            <E T="03">https://railroads.dot.gov/rural</E>
                             (last accessed May 3, 2023).
                        </P>
                    </FTNT>
                    <PRTPAGE P="52960"/>
                    <HD SOURCE="HD1">II. Electronic Hazard Communication for Rail Transportation Emergency Response</HD>
                    <HD SOURCE="HD2">A. What action is being taken?</HD>
                    <P>
                        In this final rule, PHMSA adopts a requirement for railroads transporting hazardous materials to generate, maintain externally to the train itself, and update in real-time, accurate train consist information in electronic form, and to make this information available to authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel at all times upon request. Further, PHMSA requires that, in the event of either an accident involving a train carrying hazardous materials, or an incident involving the release or suspected release of hazardous material, railroads operating trains carrying hazardous material must immediately telephonically notify the primary PSAP responsible for the area (
                        <E T="03">i.e.,</E>
                         having jurisdiction) where the incident occurred, and forward that train consist information to the primary PSAP and the track owner (if the railroad operating the train and the track owner are different) in a form that the PSAP and track owner are capable of readily accessing. Class III railroads may comply with the requirements adopted for Class I and II railroads, or they may comply with the alternative requirements adopted in this rule for planning, notifying, and providing accurate train consist information to local emergency response agencies. PHMSA also makes conforming and clarifying revisions to previously existing HMR requirements governing notification (via local printed paper copy documentation) of train crews for trains carrying hazardous material.
                    </P>
                    <P>PHMSA is adopting a delayed compliance period of one year from the date of publication of this final rule for Class I railroads to allow railroads sufficient time to implement (via conducting training, procurement and installation of pertinent equipment and software, and development of procedures and security protocols) measures for generating, organizing, and providing train consist information in electronic form to authorized federal, state and local first responders, emergency response officials, and law enforcement personnel. PHMSA is adopting a delayed compliance period of two years for Class II and III railroads to allow these smaller railroads additional time to implement the systems and procedures necessary to comply with this final rule. Detailed discussions of comments received to the rulemaking docket are provided in Section IV below, and discussion of changes to sections of the HMR based on this rule are provided in Section V below.</P>
                    <HD SOURCE="HD2">B. What is PHMSA's authority for this action?</HD>
                    <P>PHMSA's statutory authority for this action is twofold. Section of 7302 of the FAST Act, as amended by the Investment Infrastructure and Jobs Act, directs the Secretary of Transportation (Secretary) to issue regulations to require Class I railroads transporting hazardous materials to generate accurate, real-time, electronic train consist information that must be provided “to State and local first responders, emergency response officials, and law enforcement personnel that are involved in the response to or investigation of an accident, incident, or public health or safety emergency involving the rail transportation of hazardous materials.” Specifically, Section 7302(a)(1) directs the Secretary to require that Class I railroads include the following data in connection with such electronic, real-time train consist information:</P>
                    <P>• Identity, quantity, and location of hazardous materials on a train;</P>
                    <P>• Point of origin and destination of the train;</P>
                    <P>• Emergency response information or resources required by the Secretary; and</P>
                    <P>• Emergency response point of contact designated by the Class I railroad.</P>
                    <P>Section 7302(a)(4) directs the Secretary to prohibit any Class I railroad, employee, or agent from withholding, or causing to be withheld, that information from authorized entities. Section 7302(a)(5) directs the Secretary to establish security and confidentiality protections, including protections from the public release of proprietary information or security-sensitive information, to prevent the release of real-time train consist information to unauthorized persons. Finally, Section 7302(a)(6) directs the Secretary to allow each Class I railroad to enter into a memorandum of understanding with any Class II railroad or Class III railroad that operates trains over the Class I railroad's line to incorporate the Class II railroad's or Class III railroad's train consist information.</P>
                    <P>
                        In addition to the FAST Act mandate, the Federal Hazardous Materials Transportation Act (HMTA; 49 U.S.C. 5101 
                        <E T="03">et seq.</E>
                        ) at 49 U.S.C. 5103 gives the Secretary general authority to issue regulations for the safe transportation of hazardous material in commerce.
                    </P>
                    <P>The Secretary delegates the above statutory authorities to PHMSA at 49 CFR 1.97.</P>
                    <HD SOURCE="HD2">C. Does this action apply to me?</HD>
                    <P>The action in this final rule applies to all railroads that transport hazardous materials in commerce. Although the FAST Act contains an explicit requirement only for Class I railroads transporting hazardous materials to generate and provide accurate, real-time, electronic train consist information, in this final rule PHMSA adopts requirements—pursuant to its delegated general authority under the HMTA to make regulations for the safe transportation of hazardous materials including those materials transported by rail—for Class II railroads to also compile, update, and forward accurate, real-time train consist information in electronic form. Class III railroads may comply with the requirements adopted for Class I and II railroads, or they may comply with the alternative requirements adopted in this rule for planning, notifying, and providing accurate train consist information to local emergency response agencies.</P>
                    <P>
                        PHMSA notes that this broader approach to include all railroads transporting hazardous materials in the United States is consistent with the inclusive language within NTSB safety recommendation R-07-04 issued following the 2005 collision of two freight trains containing hazardous materials near Anding, Mississippi. Safety recommendation R-07-04 called on PHMSA to require that all railroads immediately provide real-time train consist information to emergency responders following an accident or incident involving rail transportation of hazardous material.
                        <SU>9</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>9</SU>
                             NTSB, NTSB/RAR-07/01, “Collision of Two CN Freight Trains near Anding, Mississippi on July 10, 2005” at 48 (Mar. 2007) (NTSB Report), 
                            <E T="03">https://www.ntsb.gov/investigations/AccidentReports/Reports/RAR0701.pdf.</E>
                        </P>
                    </FTNT>
                    <P>
                        NTSB's safety recommendation is consistent with the common-sense proposition that rail transportation of hazardous material is not limited to Class I railroads, and thus the prospect of an accident or emergency is also not limited to those railroads. Class II and III railroads (hereinafter referred to as “regional and short line railroads”) also transport hazardous material and account for more than one third of freight rail in the United States, covering about 50,000 miles of the 140,000-mile U.S. freight rail network. Further, regional and short line railroads are typically the first and last mile of service, and often serve as the only connection of rural, small town, 
                        <PRTPAGE P="52961"/>
                        and tribal areas of the United States to the nationwide network of railroads—similarly, emergency response personnel within those areas are likely to be the only personnel close enough to the incident or accident to respond quickly. Thus, it is vital for authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel in areas served by these railroads to also have access to accurate and real-time train consist information. In this final rule, PHMSA is providing a longer delayed compliance period (two years) for Class II and III railroads in recognition that they may need additional time to develop the necessary systems and procedures to comply with this final rule.
                    </P>
                    <P>Finally, PHMSA is providing clarification in this final rule that the requirement to provide real-time train consist information applies to the railroad operating the train carrying hazardous materials, not the track owner—if the track owner and the railroad operating the train are different entities. For example, if a freight railroad is utilizing a passenger railroad's tracks to move a train carrying hazardous materials, the freight railroad is the entity responsible for complying with the real-time train consist requirements PHMSA is adopting in this final rule.</P>
                    <HD SOURCE="HD1">III. Background</HD>
                    <HD SOURCE="HD2">A. What is train consist information?</HD>
                    <P>
                        The train consist generally refers to the contents of a train including the position of locomotives and cars, as well as both non-hazardous and hazardous freight within those cars. Prior to the adoption of this final rule, the HMR defined “train consist” in § 171.8 as “a written record of the contents and location of each rail car 
                        <SU>10</SU>
                        <FTREF/>
                         in a train.” In this final rule, PHMSA is adopting the definition of train consist information as proposed in the NPRM: “
                        <E T="03">Train consist information</E>
                         means hard (printed) copy or electronic record of the position and contents of each hazardous material rail car where the record includes the information required by § 174.26 of this subchapter.”
                    </P>
                    <FTNT>
                        <P>
                            <SU>10</SU>
                             A rail car means a car designed to carry freight or non-passenger personnel by rail, and includes a box car, flat car, gondola car, hopper car, tank car, and occupied caboose.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD2">B. What was required regarding train consist information prior to this final rule?</HD>
                    <P>
                        Prior to publication of this final rule, the HMR at § 174.26(a) required that railroad train crews must have a local paper document that reflects the current position in the train of each rail car containing a hazardous material, and must update it to indicate changes in the placement of a hazardous material rail car within the train.
                        <SU>11</SU>
                        <FTREF/>
                         The regulations required the train crew to update the document, and allowed for updates by handwriting or by appending or attaching another document. Additionally, § 174.26(b) required that the train crew must also have a copy of a document showing the information required on hazardous materials shipping papers, including applicable emergency response information.
                    </P>
                    <FTNT>
                        <P>
                            <SU>11</SU>
                             PHMSA notes that the train consist documentation requirements discussed throughout this final rule complement other hazard communication requirements within part 172 pertaining to marking (subpart D), labelling (subpart E), and placarding (subpart F) of hazardous material packages and transport containers and vehicles.
                        </P>
                    </FTNT>
                    <P>A common practice for railroads in satisfying the above regulatory requirements was capturing all required information in a single hard copy (generally printed) document (sometimes referred to as the “train consist” or “train list”) that is provided to train crews. Some railroads, primarily those designated as Class I, compile information in an electronic database (which could be maintained by the railroad itself, or by a third-party vendor utilizing the “cloud”) and provide hard copies of some of the database information to the train crew. Those electronic databases may include more information than just the contents and location of a hazardous material rail car in the train; they may incorporate information linking the hazardous material at each location in the train with shipping papers (commonly referred to as bills of lading, required by part 172, subpart C) and emergency response information (required by part 172, subpart G).</P>
                    <HD SOURCE="HD2">C. How does this final rule impact existing special permits for electronic train consist information?</HD>
                    <P>
                        Starting in 2019, several railroads applied for and were granted special permits to allow train consist information documentation to be maintained and communicated using only electronic means in connection with specific service routes. To date, seven special permits (SPs) have been issued,
                        <SU>12</SU>
                        <FTREF/>
                         including for six Class I railroads: DOT-SP 20954 (issued to BNSF Railway Company); DOT-SP 21046 (issued to CSX Transportation and currently expired); DOT-SP 21053 (issued to Canadian National Railway Company); DOT-SP 21323 (issued to Canadian Pacific Railway Company and currently expired); DOT-SP 21059 (issued to Union Pacific Railroad Company); and DOT-SP 21110 (issued to Norfolk Southern Railroad). A single special permit (DOT-SP 21266) has been issued to a Class III railroad: Richmond Pacific Railroad. The special permits provide operational controls and reporting requirements, including the following:
                    </P>
                    <FTNT>
                        <P>
                            <SU>12</SU>
                             Special permits may be reviewed at 
                            <E T="03">www.phmsa.dot.gov/approvals-and-permits/hazmat/special-permits-search.</E>
                             DOT-SPs 20954, 21059, 21110 and 21266 are active while DOT-SP 21053 is active under pending renewal, along with several party-to applications, and DOT-SPs 21046 and 21323 expired by its terms. PHMSA also notes that although Norfolk Southern is a grantee of a special permit, the routes that they included in their application did not include the route along East Palestine, Ohio.
                        </P>
                    </FTNT>
                    <P>
                        • Train consist information must be readily available by electronic means to government officials (
                        <E T="03">e.g.,</E>
                         emergency response personnel);
                    </P>
                    <P>• Updates of the train consist information must be done electronically and in real-time;</P>
                    <P>
                        • More than one method of electronic information-sharing must be available to first responders should the primary method (
                        <E T="03">i.e.,</E>
                         cellular network devices) not work, as well as a redundant communication option should electronic service be unavailable;
                    </P>
                    <P>• Upon notification of an incident to response authorities, the train consist information must be provided;</P>
                    <P>• Training must be provided to first responders along portions of a route without cellular service on methods of communication during an incident; and</P>
                    <P>• Incidents where information was shared electronically with first responders must be documented, and a consolidated report must be provided to PHMSA discussing successes and any corrective actions.</P>
                    <P>
                        Electronic train consist information has been provided to emergency responders in accordance with the requirements of these special permits. For example, BNSF Railway Company has reported four occasions where electronic train consist information was shared with first responders to assist in prompt emergency response. However, PHMSA is not prepared to adopt the requirements of these special permits into the HMR for general use at this time. We believe more operational experience is needed in both ordinary service—particularly in remote areas where communication services may not be available—and during rail emergencies before we can rely on electronic devices for the train crew's copy of train consist information for all 
                        <PRTPAGE P="52962"/>
                        routes in the United States. Therefore, PHMSA will continue to consider requests for renewal, party status, and new applications for special permits related to electronic devices used to display and transmit the train crew's copy of train consist information in accordance with our standard procedures. (See 49 CFR part 107, subpart B.)
                    </P>
                    <HD SOURCE="HD2">D. How does train consist information affect rail transportation safety?</HD>
                    <P>
                        Train consist information aids federal, state, and local first responders, emergency response officials, and law enforcement personnel in ensuring coordinated action to assess an accident, incident, or public health or safety emergency involving hazardous materials in rail transportation. This communication in turn informs the appropriate response action (
                        <E T="03">e.g.,</E>
                         selecting the correct fire suppression media) precisely when every second counts.
                    </P>
                    <P>
                        Officials typically rely heavily on this information—along with hazard communication on the railcars themselves required pursuant to part 172 requirements pertaining to marking (subpart D), labeling (subpart E), and placarding (subpart F)—for timely awareness about hazardous material on a train in emergency situations. The local copy of train consist information maintained by the crew can often be the only accurate basis of knowledge on the hazardous material within a train because marking, labeling, and placarding may be damaged or inaccessible (due to fire, hazardous material release, or orientation of the rail car); train crews may be injured or unavailable; or wireless telecommunications service may be limited. There is a premium on having a common understanding of the hazardous material on the train as coordinated response efforts commence because emergency response may involve personnel from different and distant jurisdictions converging on a single location at different times.
                        <SU>13</SU>
                        <FTREF/>
                         Timely, accurate train consist information also ensures investigation efforts by federal and state personnel can promptly identify systemic safety issues meriting broader dissemination, and address community concerns regarding the availability and reliability of information following an accident or incident.
                    </P>
                    <FTNT>
                        <P>
                            <SU>13</SU>
                             PHMSA notes that if an incident or accident occurs in a rural, small town, or tribal areas, local emergency response personnel may be the only personnel who can respond promptly to the incident or accident.
                        </P>
                    </FTNT>
                    <P>
                        An example taken from a 2007 NTSB investigation report 
                        <SU>14</SU>
                        <FTREF/>
                         underscores the importance of the availability of timely, accurate train consist information documentation. In the early morning hours of July 10, 2005, two Canadian National Railway Company (CN) trains carrying mixed freight including hazardous material collided head-on in Anding, Mississippi. The collision resulted in the derailment of six locomotives and 17 cars. About 15,000 gallons of diesel fuel were released from the locomotives and resulted in a fire that burned for roughly 15 hours. There also was a limited release of hazardous materials from venting tank cars; however, that did not contribute to the severity of the accident. Two crewmembers from each train were killed in the accident and the train consist information aboard the locomotives was destroyed. Nearly 100 residents from the surrounding community were evacuated from the area as a precaution. The accident ultimately resulted in approximately $10 million (in 2005 dollars) of property damage and environmental clean-up costs.
                    </P>
                    <FTNT>
                        <P>
                            <SU>14</SU>
                             NTSB Report at 2-10.
                        </P>
                    </FTNT>
                    <P>
                        When emergency responders arrived on the accident scene within a half-hour of the collision, it was dark; the fire was intense; and heavy black smoke prevented visual identification of all the hazardous material tank cars in the wreckage. The first CN official arrived at the scene an hour after the collision and told emergency responders that he did not have any train consist information documentation or knowledge about the hazardous materials on either train. The absence of train crews to pass along train consist information and the inability to access the information on the locomotive—
                        <E T="03">i.e.,</E>
                         the lack of immediately available train consist information—severely restricted the ability of emergency responders to make a quick assessment of the potential for a hazardous materials release and thus respond appropriately.
                    </P>
                    <P>
                        The CN official obtained accurate train consist information on the northbound train via cell phone from the CN dispatcher and provided it to emergency responders, but cell phone service was disrupted before any information about the southbound train could be obtained. Without a document for the southbound train, unsuccessful attempts were made by response personnel on-scene to identify potential hazardous material threats based on placarding and tank car stenciling—
                        <E T="03">i.e.,</E>
                         visible hazard signage and markings on the rail cars. More than two-and-a-half hours after the collision, another CN employee who traveled from Jackson, Mississippi, (roughly 45 minutes away from the accident) delivered copies of the train consist information for both trains—but the information he delivered for the southbound train did not accurately reflect the actual makeup of the southbound train at the time of the accident. It was nearly another hour (almost four hours since the collision) before CN officials and emergency responders were able to develop an accurate listing of the derailed cars from the southbound train involved in the fire by visually surveying the scene. Only after being able to determine which hazardous materials were being conveyed on the train was it safe for emergency responders to begin moving cars and applying aqueous film forming foam to suppress the fires at the site. It would be roughly 14 hours after the collision before the fire was declared suppressed.
                    </P>
                    <P>
                        In reviewing the collision and emergency response efforts, the NTSB concluded that the lack of timely information on the contents of each train—between the loss of train crew personnel, the damaging of stenciling and hazard placarding, and CN's failure to provide timely and accurate train consist information for both trains (particularly the southbound train)—significantly hampered emergency response efforts. The NTSB consequently issued safety recommendation R-07-04 calling on PHMSA to require that all railroads immediately provide real-time train consist information to emergency responders following an accident or incident involving rail transportation of hazardous material.
                        <SU>15</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>15</SU>
                             
                            <E T="03">See</E>
                             NTSB Report at 48 (“With the assistance of the Federal Railroad Administration, require that railroads immediately provide to emergency responders accurate, real-time information regarding the identity and location of all hazardous materials on a train.”).
                        </P>
                    </FTNT>
                    <P>
                        The importance of timely, accurate train consist information is also underscored by the recent Norfolk Southern train derailment in East Palestine, Ohio. Although NTSB's investigation of that derailment is ongoing, the NTSB noted during a press conference announcing their preliminary findings on February 23, 2023, that many of the hazardous materials placards displayed on the tank cars melted in the ensuing fire following the derailment.
                        <SU>16</SU>
                        <FTREF/>
                         Firefighters who 
                        <PRTPAGE P="52963"/>
                        responded to the incident from more than 30 minutes away also noted that they didn't gain access to information about the train consist until well after they arrived on scene. PHMSA notes that in such scenarios, emergency response personnel may have to rely on the train consist information provided by the train crew during their initial assessment of the incident and while planning initial response actions. Notably, too, the East Palestine, Ohio, accident exemplifies how investigation efforts by regulatory officials into potential systemic issues revealed by an incident (or to assuage community anxieties regarding the response effort) can often occur simultaneously with incident response efforts at the site.
                    </P>
                    <FTNT>
                        <P>
                            <SU>16</SU>
                             NTSB, Preliminary Report No. RRD23MR005, “Norfolk Southern Railway Train Derailment with Subsequent Hazardous Material Release and Fires—East Palestine, Ohio—Feb. 3, 2023 (Feb. 23, 2023), 
                            <E T="03">
                                https://www.ntsb.gov/investigations/Documents/
                                <PRTPAGE/>
                                RRD23MR005%20East%20Palestine%20OH%20Prelim.pdf.
                            </E>
                        </P>
                    </FTNT>
                    <HD SOURCE="HD2">E. How will the requirements for electronic train consist information adopted in this final rule affect rail transportation safety?</HD>
                    <P>Prior to the adoption of this final rule, the HMR imposed some documentation requirements pertaining to hazardous material within a train. Specifically, each of §§ 171.8 (“written record”) and 174.26 (“copy of a document”) contemplated that a “train consist” is a printed, hard copy, relating only high-level information (the “contents and location of each rail car in a train”) pertaining to any hazardous materials being transported. Although provisions elsewhere in the HMR governing emergency response (specifically, part 172, subpart G) contemplate that train crews will need to have, or have “immediate” access to, more fulsome information (regarding hazardous material technical name, emergency response information, emergency response telephone numbers, etc.), § 172.602(b) similarly contemplates that information will be in hard copy (“printed”) form rather than electronic form.</P>
                    <P>
                        The limited documentation requirements in the HMR prior to the adoption of this final rule contributed to delays in emergency response actions and potentially inaccurate information being provided to emergency response personnel at precisely the same moment when accurate, timely information was critical to response efforts. The success of any response effort turns on the accuracy of information regarding the precise hazards confronting emergency response personnel and the surrounding community. But as illustrated by both the Anding, Mississippi, collision and the East Palestine, Ohio, derailment, emergency response personnel may not be able to rely on hazard communication placarding or stenciling to know with confidence whether, and in which car, a train is carrying hazardous material as those hazard communication tools may have been obscured (
                        <E T="03">e.g.,</E>
                         through burning) or been rendered inaccessible. Moreover, emergency response personnel cannot necessarily rely on the train crew or the hard copy of the train consist information they may have onboard. As in the Anding, Mississippi, collision, train crews can become incapacitated and hard copies of the train consist information may be destroyed in the incident. Even if those resources are available, they may only be available in the form of a single document or to a limited number of persons on the train crew, thereby creating the potential for conflicting information or bottlenecking of critical information within (potentially multi-disciplinary and multi-jurisdictional) response efforts.
                        <SU>17</SU>
                        <FTREF/>
                         Additionally, the fact that emergency response personnel converging on the site from multiple jurisdictions may not have access to that information until they arrive forfeits opportunities to begin reviewing pertinent immediate actions and coordinating response efforts while en route to the site—which may add more delay in the critical moments immediately following an accident or incident.
                        <SU>18</SU>
                        <FTREF/>
                         Lastly, because investigation efforts often proceed nearly simultaneously with emergency response, delays in obtaining accurate train consist information can hamper investigation efforts to identify systemic issues or even an imminent hazardous materials transportation safety hazard that could result in similar incidents elsewhere, or to address community concerns regarding the adequacy of response efforts.
                    </P>
                    <FTNT>
                        <P>
                            <SU>17</SU>
                             PHMSA submits that some of the same limitations from reliance solely on hard-copy, locally maintained train consist information could also arise in connection with reliance on electronic copies (
                            <E T="03">e.g.,</E>
                             on an e-tablet) maintained by train crews.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>18</SU>
                             This risk can be particularly acute if the accident or incident occurs in a remote rural, small town, or tribal area, as local first responders may be the only personnel who can quickly respond to the accident or incident.
                        </P>
                    </FTNT>
                    <P>
                        PHMSA finds that maintaining electronic train consist information away from the train and updating this information in real-time as the position and number of railcars containing hazardous materials on a train change, addresses many of those shortcomings from reliance solely on the local copy of train consist information. Remote (
                        <E T="03">e.g.,</E>
                         in the “cloud”) compilation and maintenance of an electronic copy of train consist information that is synced in real-time with the local copy of that information maintained by train crews per § 174.26 as hard (printed) copy promotes the accuracy of both remote and local copy versions of that information, each of which can be checked against the other. And, to the extent that the compilation and updating of that remote electronic record occurs automatically, it can minimize the introduction of human error into either hard or electronic versions of the train consist information.
                    </P>
                    <P>Additionally, as illustrated by the Anding, Mississippi, collision, the local copy of train consist information maintained in the locomotive may be destroyed or inaccessible, or train crews may become injured, rendering them ineffective for the exchange of information to emergency response personnel. Reliance on a single hard or electronic copy document, or on a limited number of personnel, risks bottlenecking or creating conflicting accountings of critical information. In contrast, remote compilation and maintenance of an electronic version of train consist information will provide necessary redundancy for a railroad's ability to exchange critical information with emergency response personnel, promising distribution of critical information that is more uniform, fulsome, well-distributed, and timely than reliance on hard copies and train crew personnel alone. Additionally, remotely maintained, electronic train consist information promotes earlier coordination of emergency response efforts; emergency response personnel traveling to an incident site from various jurisdictions may be able to access electronic train consist information (as well as pertinent training and immediate actions) en route, saving precious time in identifying immediate actions and coordinating response efforts. Electronic train consist information can also facilitate investigation efforts in parallel with emergency response efforts, thereby allowing more timely identification and remediation of systemic issues across the industry, as well as helping to assure affected communities of the adequacy of response efforts.</P>
                    <P>
                        PHMSA notes that the experience with the special permits authorizing limited use of electronic approaches to maintaining train consist information discussed in Section III.C above provides additional evidence of the potential safety-enhancing benefits of requiring use of such tools more broadly. PHMSA also notes that stakeholders within the emergency response community have also 
                        <PRTPAGE P="52964"/>
                        submitted comments in this rulemaking proceeding, calling on PHMSA to codify a requirement for electronic, real-time train consist information to supplement existing hard copy documentation requirements.
                        <SU>19</SU>
                        <FTREF/>
                         See Section IV below for further information on comments received to this rulemaking proceeding, including supportive comments from emergency response organizations.
                    </P>
                    <FTNT>
                        <P>
                            <SU>19</SU>
                             
                            <E T="03">See, e.g.,</E>
                             Intl. Assn. of Fire Chiefs, Doc. No. PHMSA-2016-0015-0009, “Comments on PHMSA's Advanced Notice of Proposed Rulemaking [under RIN 2137-AF21]” at 3 &amp; 6 (Apr. 19, 2017) (IAFC Comments). The IAFC comments urged a defense-in-depth approach utilizing both electronic and hard copy train consist information because exclusive reliance on electronic train consist information maintained remotely may be impractical in rural, small-town, or tribal areas where internet connectivity is limited or unreliable.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD2">F. What does PHMSA mean by real-time?</HD>
                    <P>A plain language meaning of real-time is simultaneous (or nearly simultaneous) with the time which something takes place. PHMSA interprets the references in the FAST Act instruction and NTSB safety recommendation R-07-04 to “real-time” train consist information to have a dual meaning: (1) that the update of train consist information during transportation should occur at the time changes to the hazardous material on the train are being made, thereby ensuring the accuracy of information; and (2) that the required train consist information is provided to authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel at the time a response to or investigation of an accident, incident, or public health or safety emergency is occurring. This latter element in turn means that the required electronic train consist information should be provided and accessible to authorized personnel before an accident or incident—and pushed immediately following initiation of an accident or incident to emergency response personnel needing that information to identify potential hazardous material threats, take appropriate measures, and commence investigation activities.</P>
                    <P>Although PHMSA understands that the HMR as written prior to the publication of this final rule required operators to update hard (printed) copy train consist information as there are changes to that information, in practice that hard-copy exclusive approach can introduce the potential for human error. Often a member of the train crew (in most circumstances, the conductor) must update by hand the local printed paper copy of the train consist information in the crew's possession to provide an accurate listing of the position of hazardous material cars. Additionally, PHMSA understands that the HMR as written prior to the publication of this final rule did not contain specific requirements for railroads to either (1) make accurate, electronic, real-time train consist information available to authorized emergency response personnel at all times so they have it in advance of an accident or incident, or (2) take affirmative steps to immediately notify and forward that same information to state-authorized local first responders or primary PSAP following either an accident involving a train carrying hazardous material, or an incident involving a train carrying hazardous material where a release of that hazardous material has occurred or is suspected. As discussed in Section III.B. above, the HMR as written prior to the publication of this final rule required the use of local printed paper copies that may not lend themselves to real-time updating or transfer to a person off the train. The HMR also lacked specificity regarding railroads' obligations to forward that information to authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel in a proactive and timely manner; rather, the HMR spoke in terms of making that information “accessible” to train crews (§ 172.602(c)); merely “available” to first responders, emergency response officials, or law enforcement personnel (§ 172.600(c)); in the possession of train crews (§ 174.26(a)); and submitted to the National Response Center “as soon as practical but no later than 12 hours after the occurrence of any incident . . . ” (§ 171.15).</P>
                    <P>PHMSA expects that implementation of equipment and procedures to enable real-time updating of electronic train consist information—as well as more explicit requirements for railroads to make that information available to authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel at all times and to push the information to them via the primary PSAP following an accident or incident—will be practicable for Class I, Class II, and for many Class III railroads.</P>
                    <P>
                        As a general matter, PHMSA submits that the requirements adopted in this final rule should not come as a surprise to any railroad transporting hazardous material as the Section 7302 FAST Act mandate (focused by its terms on Class I railroads) dates from 2015 and NTSB safety recommendation R-07-04 (which contains no such limitation to Class I railroads) dates from 2007.
                        <SU>20</SU>
                        <FTREF/>
                         Nor are the requirements adopted in this final rule on the cutting edge of technology—the sort of equipment and procedures needed for implementation are likely to be incremental adaptations of supply chain management software, equipment, and procedures employed in ordinary course by a variety of retail providers and logistics companies for tracking goods within national and global supply chains (of which the railroads themselves are a critical component). PHMSA submits the fact that commercial entities can implement cost-effective, real-time status tracking procedures and equipment for non-hazardous goods suggests that reasonably prudent railroad operators would be incentivized to employ similar equipment and procedures when transporting materials known to be hazardous to public safety and the environment.
                        <SU>21</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>20</SU>
                             In this final rule, PHMSA provides a one-year delayed compliance period for Class I railroads, and a two-year delayed compliance period for Class II and III railroads. This provides ample time for the railroads to make any necessary changes to their operations and systems to comply with the requirements of the final rule. PHMSA is also adopting an alternative compliance method for Class III railroads to reduce compliance burdens on these small businesses.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>21</SU>
                             PHMSA also submits that such incentives would have been underscored by the significant environmental consequences, increased regulatory oversight, legal liability, and loss of community goodwill as a result of the East Palestine, Ohio, derailment.
                        </P>
                    </FTNT>
                    <P>
                        Additionally, railroads will not be implementing the requirements of this final rule against a blank canvas. As discussed above, much of the train consist information that PHMSA contemplates would be generated, maintained, and provided in electronic form is largely already maintained by the railroads pursuant to existing HMR requirements in printed form; and PHMSA's requirement adopted in this final rule that such information be readily accessible in advance of an accident or incident, and forwarded to primary PSAPs electronically in a form the PSAP is capable of readily accessing immediately following an accident or certain incidents, is similar to existing HMR requirements to make certain information available to emergency response personnel and train crews. As discussed in Section III.C above, a number of the Class I railroads (and at least one short line railroad) have already demonstrated the feasibility of compiling electronic real-time train consist information pursuant to special permits along specific routes; those special permits contain requirements for the update and prompt relay of that 
                        <PRTPAGE P="52965"/>
                        electronic train consist information to emergency response personnel in the event of an accident or incident.
                    </P>
                    <P>
                        PHMSA also submits that railroads may be able to leverage existing software platforms to satisfy this final rule's electronic train consist information maintenance, updating, and forwarding requirements. One such platform suggested by stakeholders in this rulemaking proceeding is the AskRail® system developed by the American Association of Railroads (AAR), the International Association of Fire Chiefs, the Operation Respond Institute, and others.
                        <SU>22</SU>
                        <FTREF/>
                         This platform—which is available for use in both desktop and mobile device applications—provides authorized emergency response personnel and primary PSAPs with accurate, continuous access in electronic format to most of the train consist information contemplated by PHMSA's proposed revisions, including the following: the proper shipping name and United Nations ID number of the hazardous material; packing group and placarding requirements and links to pertinent Emergency Response Guidebook (ERG) and safety data sheets; quantity and location of the material on the train; car type, DOT specification, and location within the train; and the emergency response point of contact for the railroad. Changes in train consist information are uploaded to the AskRail® system from central processing centers operated by the railroads or vendors based on data delivered via any of the following:
                    </P>
                    <FTNT>
                        <P>
                            <SU>22</SU>
                             
                            <E T="03">See</E>
                             IAFC Comments at 3, 6; AAR, Doc. No. PHMSA-2016-0015-0007, “Comments Submitted by AAR re FAST Act Requirements for Real-Time Train Consist Information by Rail” at 1, 3, 7 (Apr. 19, 2017) (AAR Comments) (recommending use of AskRail® with respect to Class I railroads only).
                        </P>
                    </FTNT>
                    <P>• Voice reports from train crews;</P>
                    <P>• Digital communications with mobile devices operated by train crews; or</P>
                    <P>• Digital communications with automatic equipment identification (AEI) systems (discussed further below).</P>
                    <P>
                        Although AskRail® may currently operate as a “near real-time” system based on associated use of AEI systems (
                        <E T="03">i.e.,</E>
                         there may be a lag between a change to the train's makeup and the update to AskRail® prior to passing the next AEI reader), PHMSA believes that it is well within the capabilities of railroads operating under this system to ensure that updates to train consist information are made in real-time, before movement of the train. To the extent that the AskRail® system (or any alternative platform or methods used in complying with the final rule's requirements) may lack certain information (
                        <E T="03">e.g.,</E>
                         origin-destination information), functionalities (in particular, the ability for railroads to forward information to pertinent emergency response personnel in the event of an emergency), or extensive access requirements during emergencies, PHMSA expects that such systems could be designed or modified and railroads could proactively engage the response community to address those concerns. Although PHMSA understands that current use of the AskRail® system may currently be largely limited to Class I railroads,
                        <SU>23</SU>
                        <FTREF/>
                         it is unaware of any fundamental bar to modification of that system (or for that matter, the design or modification of alternative systems) to accommodate increased use by regional and short line railroads.
                        <SU>24</SU>
                        <FTREF/>
                         PHMSA itself commissioned a pilot program that in 2020 demonstrated the technical feasibility of integrating a leading proprietary commercial train consist information platform for Class II and III railroads (the Wabtec Train Management System) with the AskRail® system.
                        <SU>25</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>23</SU>
                             
                            <E T="03">See</E>
                             ASLRRA, Doc. No. PHMSA-2016-0015-0006, “Docket No. PHMSA-2016-0015 (HM-263): FAST Act Requirements for Real Time Train Consist Information by Rail” 3-4 (Apr. 19, 2017) (ASLRRA Comments).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>24</SU>
                             
                            <E T="03">See</E>
                             AAR Comments at 3 (“Currently, AskRail® has the ability to show single car information for all Class II and III railroads. If they choose to do so, Class II and III railroads can upload their train consist information so that it is available through the app . . . .”). The AAR echoed ASLRRA comments that extending AskRail® to Class II and III railroads would necessarily involve compliance costs.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>25</SU>
                             
                            <E T="03">See</E>
                             PHMSA, Notice ID No. 693JK320P000014, “Statement of Work and Sole Source Justification: Transportation Management Consist Information” (Award Date May 14, 2020). PHMSA maintains a copy of the project closeout report.
                        </P>
                    </FTNT>
                    <P>
                        Some railroads may also opt to reduce the risk of human error by employing automatic means of updating the electronic train consist information. Some railroads already employ such AEI systems consisting of identification tags mounted on each train car (locomotives, end-of-train units, rail cars, and intermodal containers) and installed, trackside AEI readers (
                        <E T="03">i.e.,</E>
                         antennas) or portable, handheld AEI readers that record and relay switching of cars to the railroad's computer system. Installed, trackside AEI readers are placed at key locations, such as the entrances and exits of rail yards; identify cars on a train by the tags on the cars as they pass; and automatically relay information back to the railroad's computer system to update the electronic train consist information. Appropriate placement of installed, trackside AEI readers is imperative for ensuring accurate train consist information is relayed to the railroad computer systems. For example, in the 2005 Anding, Mississippi, collision, a contributing factor in the confusion regarding the contents of the southbound train was that the last change in the train consist occurred between installed, trackside AEI readers.
                        <SU>26</SU>
                        <FTREF/>
                         PHMSA submits that challenges associated with identifying proper placement of installed, trackside AEI readers could be mitigated somewhat by timely supplementation with one or more portable, handheld AEI readers and voice reports by train crew personnel of changes to the local train consist information.
                    </P>
                    <FTNT>
                        <P>
                            <SU>26</SU>
                             NTSB Report at 6.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD2">G. How has PHMSA engaged stakeholders?</HD>
                    <P>PHMSA and the Federal Railroad Administration (FRA) had previously sought input from stakeholders on the topic of electronic train consist information as part of the Rail Safety Advisory Committee (RSAC) Hazardous Materials Issues Working Group. The RSAC is a federal advisory committee established by FRA and is governed by the process and transparency requirements of the Federal Advisory Committee Act (Pub. L. 92-463). The RSAC develops recommendations for certain new regulatory standards through a collaborative process with all segments of the rail community working together to find solutions to safety issues. The RSAC in turn has assembled a Hazardous Materials Issues Working Group to develop recommendations for changes and updates to the regulations for rail transportation of hazardous material.</P>
                    <P>
                        In 2016, the Hazardous Materials Issues Working Group (hereafter referred to as “Working Group”) met several times to discuss updates to the HMR's rail transportation safety requirements.
                        <SU>27</SU>
                        <FTREF/>
                         On two occasions, the Working Group discussed the issue of accurate and real-time electronic train consist information and whether existing technology could achieve the accurate and real-time exchange of train consist information. Several stakeholders contended that the AskRail® system could provide the information required by the FAST Act. However, representatives from industry asserted that some information required by the FAST Act (specifically, origin and destination information) may not be relevant in an emergency response 
                        <PRTPAGE P="52966"/>
                        situation and did not see a need to include these data in AskRail® entries; similarly, industry representatives also asserted that there was limited safety value in emergency response personnel having real-time electronic train consist information unless there had actually been an accident or incident. Some stakeholders also expressed concern that the limited access rights currently authorized in the AskRail® system could limit its effectiveness, as the current version of the AskRail® system requires rigorous security vetting for would-be users. In the event of an accident or incident at a location where authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel had not been provided access to the AskRail® system in advance, access to train consist information may be unavailable to them through AskRail®.
                    </P>
                    <FTNT>
                        <P>
                            <SU>27</SU>
                             Meeting minutes from HMIWG meetings are available in the public docket for this rulemaking.
                        </P>
                    </FTNT>
                    <P>
                        Additionally, the Working Group discussed the prevalence of installed, trackside AEI readers and whether those AEI readers can provide accurate, real-time updates to train consist information. That discussion highlighted a challenge in increasing reliance on installed, trackside AEI readers to provide accurate, real-time updates to electronic train consist information—namely, their placement across the nation's railroad system is not uniform. All participants noted that more frequent and uniform placement of AEI readers throughout the nation's railroad system would be required before that equipment could be relied on to provide accurate, real-time updates to electronic train consist information. Although the Working Group discussed a variety of potential approaches to address this concern—including supplementation by train crew voice reports and a standardized requirement for placement of installed, trackside AEI readers within three miles of each train yard (
                        <E T="03">i.e.,</E>
                         the location where rail car switching operations are likely to be completed)—no consensus was reached on any one solution or suite of solutions. Further, at least one stakeholder—American Short Line and Regional Railroad Association (ASLRRA), the industry trade group representing regional and short line railroads—strongly opposed any suggestion of a regulatory requirement for installed, trackside AEI readers in implementing FAST Act requirements.
                    </P>
                    <P>
                        Following those meetings, PHMSA issued an Advance Notice of Proposed Rulemaking (ANPRM) in 2017 soliciting comments on implementing the FAST Act's then-effective mandate to employ “fusion centers” as clearinghouses for receiving from railroads, and forwarding electronic real-time train consist information to emergency response personnel.
                        <SU>28</SU>
                        <FTREF/>
                         Although many questions posed by PHMSA and written comments received from stakeholders were focused on implementation mechanics specific to fusion centers, a number of entities submitted comments speaking to other implementation dimensions of the FAST Act mandate.
                    </P>
                    <FTNT>
                        <P>
                            <SU>28</SU>
                             PHMSA, “Advance Notice of Proposed Rulemaking—Hazardous Materials: FAST Act Requirements for Real-Time Train Consist Information by Rail,” 82 FR 6451 (Jan. 19, 2017). The fusion center framework was subsequently abandoned in amendments to the FAST Act by the Investment Infrastructure and Jobs Act.
                        </P>
                    </FTNT>
                    <P>
                        AAR and ASLRRA 
                        <SU>29</SU>
                        <FTREF/>
                         repeated contentions made in the Working Group discussions regarding the limited value of origin-destination information, or 24/7 availability of electronic real-time train consist information for emergency response efforts. Their respective comments also highlighted potential implementation challenges (pertaining to cost and gaps in internet connectivity) associated with use of portable, handheld AEI readers, as well as the existing gaps in coverage for installed, trackside AEI readers. However, the AAR comments ultimately concluded that electronic train consist information could be a valuable option for improving emergency response efforts, and the AskRail® system could be extended beyond Class I railroads—even as they argued against mandating electronic real-time train consist information as a substitute or supplement for hard copy documentation and bemoaned the potential costs of ensuring regional and short line railroad participation in the AskRail® system.
                        <SU>30</SU>
                        <FTREF/>
                         The International Association of Fire Fighters (IAFC) also submitted comments to the ANPRM “strongly” arguing for the forwarding of electronic train consist information in the event of an accident or incident, noting that the AskRail® system could—when supplemented by existing hard copy documentation requirements—serve that purpose.
                        <SU>31</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>29</SU>
                             ASLRRA, “Docket No. PHMSA-2016-0015 (HM-263): FAST Act Requirements for Real-Time Train Consist Information by Rail” (Apr. 19, 2017). The ASLRRA comments explicitly endorsed the AAR Comments.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>30</SU>
                             AAR “Docket No. PHMSA-2016-0015 (HM-263): FAST Act Requirements for Real-Time Train Consist Information by Rail” (Apr. 19, 2017). 
                            <E T="03">https://www.regulations.gov/comment/PHMSA-2016-0015-0007.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>31</SU>
                             IAFC “Docket No. PHMSA-2016-0015 (HM-263): FAST Act Requirements for Real-Time Train Consist Information by Rail” (Apr. 21, 2017) at 6.
                        </P>
                    </FTNT>
                    <P>
                        On June 27, 2023, PHMSA published an NPRM 
                        <SU>32</SU>
                        <FTREF/>
                         on this topic, and solicited comments from the regulated community and other interested parties on implementing real-time train consist information. PHMSA extended the comment period for an additional 60 days.
                        <SU>33</SU>
                        <FTREF/>
                         PHMSA received 32 sets of comments to the NPRM, which are discussed in detail in Section IV below. In this final rule, PHMSA is adopting modified requirements related to the delayed compliance period for Class II and III railroads; information on the origin and destination of the train; the emergency notification required after an accident or incident; the railroad's designated emergency point of contact; and creating an alternate compliance method for Class III railroads based on comments submitted to the NPRM. See Section I.C. above for a summary of the changes made to the final rule, and Section IV below for a summary and discussion of comments.
                    </P>
                    <FTNT>
                        <P>
                            <SU>32</SU>
                             88 FR 41541 (June 27, 2023). 
                            <E T="03">https://www.govinfo.gov/content/pkg/FR-2023-06-27/pdf/2023-13467.pdf</E>
                            .
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>33</SU>
                             88 FR 55430 (Aug. 15, 2023). 
                            <E T="03">https://www.govinfo.gov/content/pkg/FR-2023-08-15/pdf/2023-17472.pdf</E>
                            .
                        </P>
                    </FTNT>
                    <HD SOURCE="HD1">IV. Summary and Discussion of Comments</HD>
                    <HD SOURCE="HD2">A. Summary of Comments Received</HD>
                    <P>
                        PHMSA received 32 sets of public comments to the NPRM.
                        <SU>34</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>34</SU>
                             This figure accounts for the two sets of comments submitted by ASLRRA, one of which was a request to extend the comment period by 60 days, which was granted, and two sets of comments submitted by NENA/NASNA.
                        </P>
                    </FTNT>
                    <GPOTABLE COLS="2" OPTS="L2,i1" CDEF="s150,xs100">
                        <TTITLE>Table—Comments Submitted to the NPRM</TTITLE>
                        <BOXHD>
                            <CHED H="1">Commenter</CHED>
                            <CHED H="1">Docket Identifier</CHED>
                        </BOXHD>
                        <ROW>
                            <ENT I="01">
                                <E T="03">Mitchel Berger</E>
                            </ENT>
                            <ENT>PHMSA-2016-0015-0014.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                <E T="03">ASLRRA</E>
                            </ENT>
                            <ENT>PHMSA-2016-0015-0016.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                <E T="03">Petrina Harrison</E>
                            </ENT>
                            <ENT>PHMSA-2016-0015-0017.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                <E T="03">Sally Blake</E>
                            </ENT>
                            <ENT>PHMSA-2016-0015-0018.</ENT>
                        </ROW>
                        <ROW>
                            <PRTPAGE P="52967"/>
                            <ENT I="01">
                                <E T="03">Elizabeth Smith</E>
                            </ENT>
                            <ENT>PHMSA-2016-0015-0019.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                <E T="03">Pinsky Law Group</E>
                            </ENT>
                            <ENT>PHMSA-2016-0015-0021.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                <E T="03">Mark Nichols</E>
                            </ENT>
                            <ENT>PHMSA-2016-0015-0022.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                <E T="03">NTSB</E>
                            </ENT>
                            <ENT>PHMSA-2016-0015-0023.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                <E T="03">NENA/NASNA</E>
                            </ENT>
                            <ENT>PHMSA-2016-0015-0024.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                <E T="03">Washington State Department of Ecology and Washington Utilities and Transportation Commission</E>
                            </ENT>
                            <ENT>PHMSA-2016-0015-0025.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                <E T="03">Todd Jackson</E>
                            </ENT>
                            <ENT>PHMSA-2016-0015-0026.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                <E T="03">Anonymous (PHMSA-2016-0015-0027)</E>
                            </ENT>
                            <ENT>PHMSA-2016-0015-0027.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                <E T="03">Public Utilities Commission of Ohio</E>
                            </ENT>
                            <ENT>PHMSA-2016-0015-0028.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                <E T="03">New York State Metropolitan Transportation Authority</E>
                            </ENT>
                            <ENT>PHMSA-2016-0015-0029.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                <E T="03">Ohio Department of Public Safety—Ohio Emergency Management Agency</E>
                            </ENT>
                            <ENT>PHMSA-2016-0015-0030.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                <E T="03">IAFC</E>
                            </ENT>
                            <ENT>PHMSA-2016-0015-0031.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                <E T="03">SMART-TD</E>
                            </ENT>
                            <ENT>PHMSA-2016-0015-0032.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                <E T="03">Amtrak</E>
                            </ENT>
                            <ENT>PHMSA-2016-0015-0033.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                <E T="03">Coalition to Stop CPKC</E>
                            </ENT>
                            <ENT>PHMSA-2016-0015-0034.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                <E T="03">Transportation Trades Department</E>
                            </ENT>
                            <ENT>PHMSA-2016-0015-0035.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                <E T="03">The Attorneys General of Pennsylvania, New York, Maryland, Delaware, Connecticut, Illinois, District of Columbia, Wisconsin, Maine, Massachusetts, New Jersey, Oregon, and Vermont</E>
                                 (hereinafter “the Attorneys General”)
                            </ENT>
                            <ENT>PHMSA-2016-0015-0036</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                <E T="03">AFPM</E>
                            </ENT>
                            <ENT>PHMSA-2016-0015-0037.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                <E T="03">Association of Public-Safety Communications Officials</E>
                            </ENT>
                            <ENT>PHMSA-2016-0015-0038.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                <E T="03">Illinois Commerce Commission</E>
                            </ENT>
                            <ENT>PHMSA-2016-0015-0039.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                <E T="03">Maine DEP and Maine EMA</E>
                            </ENT>
                            <ENT>PHMSA-2016-0015-0040.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                <E T="03">Anonymous (PHMSA-2016-0015-0041)</E>
                            </ENT>
                            <ENT>PHMSA-2016-0015-0041.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                <E T="03">Commuter Rail Coalition</E>
                            </ENT>
                            <ENT>PHMSA-2016-0015-0042.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                <E T="03">Association of American Railroads (AAR)</E>
                            </ENT>
                            <ENT>PHMSA-2016-0015-0043.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                <E T="03">ASLRRA</E>
                            </ENT>
                            <ENT>PHMSA-2016-0015-0044.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                <E T="03">National Association of SARA Title III Program Officials</E>
                            </ENT>
                            <ENT>PHMSA-2016-0015-0045.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">
                                <E T="03">American Public Transportation Association</E>
                            </ENT>
                            <ENT>PHMSA-2016-0015-0046.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">NENA/NASNA</ENT>
                            <ENT>PHMSA-2016-0015-0053.</ENT>
                        </ROW>
                    </GPOTABLE>
                    <P>Overall, the majority of the comments received supported the requirements proposed in the NPRM. In addition to the supportive comments, PHMSA received suggestions to improve the proposed requirements, as well as objections, primarily lodged by AAR and ASLRRA, to the proposed requirements. Summaries of these substantive comments, and PHMSA's response to them, is provided below.</P>
                    <P>PHMSA also notes that between January 22 and March 6, 2024, it held listening sessions with some of the above stakeholders who had submitted written comments on the NPRM to provide them an opportunity to elaborate on those comments. PHMSA has filed summaries of those listening sessions to the rulemaking docket:</P>
                    <GPOTABLE COLS="2" OPTS="L2,i1" CDEF="s50,r50">
                        <TTITLE>Table—Stakeholder Listening Sessions on Comments Submitted to the NPRM</TTITLE>
                        <BOXHD>
                            <CHED H="1">Commenter</CHED>
                            <CHED H="1">Docket Identifier</CHED>
                        </BOXHD>
                        <ROW>
                            <ENT I="01">ASLRRA</ENT>
                            <ENT>PHMSA-2016-0015-0048.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">AAR</ENT>
                            <ENT>PHMSA-2016-0015-0049.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">IAFC</ENT>
                            <ENT>PHMSA-2016-0015-0051.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">NENA</ENT>
                            <ENT>PHMSA-2016-0015-0050.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">NASNA</ENT>
                            <ENT>PHMSA-2016-0015-0052.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">SMART-TD</ENT>
                            <ENT>PHMSA-2016-0015-0054.</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">AFL-CIO TTD &amp; Affiliated Unions</ENT>
                            <ENT>PHMSA-2016-0015-0056.</ENT>
                        </ROW>
                    </GPOTABLE>
                    <P>PHMSA notes that the above listening sessions generally recapitulated each stakeholder's written comments. That said, the discussions below identify any distinguishable comments from those sessions.</P>
                    <HD SOURCE="HD2">B. Applicability of Real-Time Electronic Train Consist Information Requirements  to Regional and Short Line Railroads</HD>
                    <P>
                        In the NPRM, PHMSA proposed to apply the same real-time electronic train consist requirements to all railroads that transport hazardous materials in the United States. The NTSB, Attorneys General, and International Association of Sheet Metal, Air, Rail and Transportation Workers Transportation Division (SMART-TD) expressed support for the inclusion of regional and short line—Class II and III—railroads in the scope of the rule. These comments noted that the same types of hazardous materials are transported by regional and short line railroads as the national Class I railroads and present the same possibility for significant accidents impacting the public. NTSB additionally urged PHMSA to ensure that emergency responders operating in areas served by regional and short line railroads have the same access to critical train consist information as those that operate in areas served by Class I railroads. ASLRRA, a trade organization that represents regional and short line railroads, objected to the decision to include them in the scope of the rule. In its comment, ASLRRA stated that PHMSA lacks statutory authority for this action; has failed to account for lower risks presented by these railroads; and performed a faulty regulatory flexibility and cost/benefit analysis. Additionally, on January 22, 2024, ASLRRA met with the Office of Hazardous Materials Safety (OHMS) and presented verbal comments in support of their written comment. A meeting summary 
                        <SU>35</SU>
                        <FTREF/>
                         is available in the public docket.
                    </P>
                    <FTNT>
                        <P>
                            <SU>35</SU>
                             
                            <E T="03">https://www.regulations.gov/document/PHMSA-2016-0015-0048</E>
                        </P>
                    </FTNT>
                    <P>
                        ASLRRA noted that the FAST Act, as modified by the 2021 Investment Infrastructure and Jobs Act, directs PHMSA to implement a real-time electronic train consist information requirement for Class I railroads, and does not mention regional or short line 
                        <PRTPAGE P="52968"/>
                        railroads in association with this mandate, unlike other instances in the FAST Act that do specifically mention these classes of railroads.
                    </P>
                    <P>
                        ASLRRA stated that regional and short line railroad operations are safer than those of larger railroads, due to shorter trains, lower speeds and less complex operations. ASLRRA cited data for the period 2015-2022 that indicates their member railroads accounted for 1.23 percent of the total damages caused by hazardous materials releases in the rail mode, while Class I railroads accounted for the remaining 98.77 percent.
                        <SU>36</SU>
                        <FTREF/>
                         ASLRRA stated the majority of movement on regional and short line railroads are at or below 25 mph, which reduces the consequences of a derailment due to the lower amount of kinetic energy and could decrease the chances of a derailment by allowing shorter stopping distance and additional time to detect a visually apparent hazard along the tracks. Additionally, ASLRRA notes the 2005 incident in Anding, Mississippi, which led NTSB to issue Safety Recommendation R-07-04, involved a Class I railroad. ASLRRA also stated that regional and short line railroads, which operate in much smaller geographic areas than Class I railroads, maintain close ties with local emergency response organizations, making the provision of real-time train consist information in electronic format redundant and potentially less effective than existing arrangements.
                    </P>
                    <FTNT>
                        <P>
                            <SU>36</SU>
                             ASLRRA members accounted for $ 1.3 million dollars in damages related to hazardous materials releases in the rail mode in the United States, compared to $1.06 billion dollars of damages caused by Class I railroads.
                        </P>
                    </FTNT>
                    <P>
                        Further, ASLRRA stated there are substantial financial and operational barriers to integrate regional and short line railroads into the existing AskRail® electronic train consist system created by Class I railroads, and that PHMSA failed to account for these burdens properly. ASLRRA estimated that approximately 100 regional and short line railroads provide electronic train consist information to AskRail through Wabtec's Train Management System (TMS).
                        <SU>37</SU>
                        <FTREF/>
                         ASLRRA identified an additional 210 Wabtec TMS users who do not integrate their data into AskRail®, and would need to retrain staff and modify existing processes to integrate data into AskRail®. ASLRRA identified a final group of approximately 200 regional and short line railroads who do not use Wabtec TMS and would also need to modify existing systems and processes to integrate into AskRail®. ASLRRA grouped these regional and short line railroads together and stated that a total of 410 regional and short line railroads would be subject to economic burdens associated with providing real-time electronic train consist information.
                    </P>
                    <FTNT>
                        <P>
                            <SU>37</SU>
                             PHMSA provided the funding for this integration through a grant in 2020. 
                            <E T="03">See</E>
                             PHMSA, Notice ID No. 693JK320P000014, “Statement of Work and Sole Source Justification: Transportation Management Consist Information” (Award Date May 14, 2020).
                        </P>
                    </FTNT>
                    <P>ASLRRA claimed PHMSA substantially undervalued the cost burden by indicating that only 41 regional and short line railroads would bear significant economic burdens in the preliminary regulatory impact analysis (PRIA) that supported the NPRM. ASLRRA also stated that the estimate of $18,000 to obtain and implement a real-time electronic train consist system and $5,500 per year to maintain the system was significantly too low; they estimated that a more reasonable estimate was at least $100,000 to obtain and implement a system that would meet the requirements of the proposed rule.</P>
                    <P>Finally, ASLRRA stated PHMSA failed to account for the unique challenges faced by small businesses, including failure to propose a delayed compliance date for small businesses, and failure to account for the overall lower level of technological integration among the regional and short line railroads.</P>
                    <HD SOURCE="HD3">PHMSA's Response</HD>
                    <P>In this final rule, PHMSA is adopting the scope of the requirement as proposed—all railroads that carry hazardous materials in the United States must comply with the requirements adopted in this rule. However, acknowledging the additional organizational and technological challenges facing Class II and III railroads, PHMSA is providing a two-year delayed compliance period for those railroads. This two-year period is intended to allow time for these railroads to make the necessary changes to their operating systems and staffing to comply with the real-time electronic train consist information requirements.</P>
                    <P>PHMSA acknowledges that Class III railroads have unique operational and resource constraints that make the retention and real-time transmission of electronic train consist information more difficult for these small businesses compared to larger Class I and II railroads. Therefore, PHMSA is adopting an alternative compliance method for Class III railroads. This alternative compliance method is discussed in depth below.</P>
                    <P>PHMSA does not concur with ASLRRA's assessment that it lacks the statutory authority to implement real-time train consist requirements for all railroads that transport hazardous materials in commerce. Applying this rulemaking to regional and short line railroads is neither in conflict with PHMSA's statutory authority nor the FAST Act as amended. PHMSA also disagrees that it failed to account for different risks presented by regional and short line railroads, or that PHMSA failed to meet its responsibilities under the Regulatory Flexibility Act to reduce unnecessary burdens on small businesses.</P>
                    <P>
                        First, although the statutory mandate in the FAST Act—as modified by the Investment Infrastructure and Jobs Act—directed PHMSA to apply the rulemaking to Class I railroads, PHMSA has a separate general authority to regulate the transportation of hazardous materials. The Federal Hazardous Materials Transportation Act (HMTA; 49 U.S.C. 5101 
                        <E T="03">et seq.</E>
                        ) at 49 U.S.C. 5103 gives the Secretary broad general authority to issue regulations for the safe transportation of hazardous material in commerce. The Secretary delegates the above statutory authorities to PHMSA at 49 CFR 1.97. PHMSA is utilizing this general authority to include regional and short line railroads in the scope of this rulemaking. The NTSB, Attorneys General, and SMART-TD support the inclusion of all railroads that transport hazardous materials in the United States in this rulemaking.
                    </P>
                    <P>
                        Second, although the 2005 incident in Anding, Mississippi, that led to NTSB Safety Recommendation R-07-04 involved a Class I railroad, Safety Recommendation R-07-04 recommends all railroads immediately provide real-time train consist information to emergency responders following an accident or incident involving rail transportation of hazardous material. Additionally, regional and short line railroads have been involved in serious hazardous materials incidents in the past. These incidents include the 2012 derailment of a Conrail (Class III) freight train in Paulsboro, New Jersey; 
                        <SU>38</SU>
                        <FTREF/>
                         the devastating 2013 derailment of a unit train of crude oil operated by the Montreal, Maine, &amp; Atlantic railroad (Class II) in Lac Megantic, Quebec; 
                        <SU>39</SU>
                        <FTREF/>
                         and the 2023 derailment of a Montana Rail Link (Class II) train near Reed Point, Montana, which released molten sulfur and asphalt into the Yellowstone River.
                        <SU>40</SU>
                        <FTREF/>
                         Regional and short line railroads move substantial amounts of 
                        <PRTPAGE P="52969"/>
                        hazardous materials—as of late 2023, six Class II railroads and six Class III railroads had filed Comprehensive Oil Spill Response Plans with PHMSA, indicating they transport or plan to transport a train carrying 20 or more loaded tank cars of liquid petroleum oil in a continuous block, or train carrying 35 or more loaded tank cars of liquid petroleum oil throughout the train consist.
                        <SU>41</SU>
                        <FTREF/>
                         Regional and short line railroads transport hazardous materials, and therefore their operations create a risk of serious incidents involving the releases of hazardous materials.
                    </P>
                    <FTNT>
                        <P>
                            <SU>38</SU>
                             
                            <E T="03">See https://www.ntsb.gov/investigations/AccidentReports/Reports/RAR1401.pdf.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>39</SU>
                             
                            <E T="03">See https://www.tsb.gc.ca/eng/rapports-reports/rail/2013/r13d0054/r13d0054-r-es.html.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>40</SU>
                             
                            <E T="03">See https://www.ntsb.gov/investigations/Pages/HMD23LR002.aspx.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>41</SU>
                             
                            <E T="03">See</E>
                             49 CFR 130.100.
                        </P>
                    </FTNT>
                    <P>
                        Third, PHMSA finds ASLRRA's argument that movement of hazardous materials by regional and short line railroads represents lower risks due to lower speed and less complex train operations unpersuasive. For example, ASLRRA's comment fails to present information related to the class of track used by these railroads when discussing low-speed operations. While ASLRRA is correct that lower speeds are associated with lower conditional probability of releases during derailments, operating on lower class track also is associated with a higher risk of derailment.
                        <SU>42</SU>
                        <FTREF/>
                         Lower speed derailments do not eliminate the possibility of hazardous materials releases during accidents—tank shell breaches, service equipment failures, and other causes of hazardous materials releases can, and do, still occur with derailments below 25 mph.
                    </P>
                    <FTNT>
                        <P>
                            <SU>42</SU>
                             See Barkan and Kawprasert 2010 “Track with higher Federal Railroad Administration classes has lower accident rates. . .” (
                            <E T="03">https://railtec.illinois.edu/wp/wp-content/uploads/pdf-archive/Kawprasert-and-Barkan-2010.pdf</E>
                            ) and Barkan et al. 2014. “The analysis shows that signaled track with higher FRA track class and higher traffic density is associated with a lower derailment rate.” (
                            <E T="03">https://railtec.illinois.edu/wp/wp-content/uploads/pdf-archive/Liu-et-al-2017-Freight-train-derailment-rates-for-railroad-safety-and-risk-analysis.pdf</E>
                            ).
                        </P>
                    </FTNT>
                    <P>Lower speed operations do not impact the probability of non-accident releases (NARs) at all. NARs are typically caused by failures in tank car service equipment used to load and unload tank cars, such as the tank car's manway or valves due to poor maintenance, improper usage, or environmental conditions. While many NARs are minor, some NARs create emergency situations that would implicate the notification requirements adopted in this final rule due to the volume or hazards of the materials released.</P>
                    <P>
                        Finally, ASLRRA's argument fails to acknowledge that a significant percentage of regional and short line train movements do occur at the full operating speed for train equipment, up to 70 miles per hour for a train containing tank cars, the predominant bulk packaging used for the rail transportation of hazardous materials.
                        <SU>43</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>43</SU>
                             See HM-251 pgs. 26683-26692 for further details on considerations related to train operating speed (
                            <E T="03">https://www.govinfo.gov/content/pkg/FR-2015-05-08/pdf/2015-10670.pdf</E>
                            ).
                        </P>
                    </FTNT>
                    <P>Despite less complex operations and slower average speeds, trains operated by regional and short line railroads have derailed and released hazardous materials with serious consequences and likely will again. Therefore, PHMSA does not believe it is justifiable to exclude these types of railroads from the scope of this rule.</P>
                    <P>Fourth and finally, PHMSA does not agree this rulemaking places an undue burden on small businesses, or that PHMSA has failed to properly account for this burden. In its comment, ASLRRA stated PHMSA substantially under-counted the number of regional and short line railroads that would be subject to significant financial burdens. In the PRIA that supported the NPRM, PHMSA estimated 500 regional and short line railroads are working with Wabtec (250 using TMS, and 250 not using TMS). In its comment, ASLRRA stated that 100 of their member railroads are using Wabtec's TMS and sending data to AskRail®; 210 use Wabtec's TMS with no AskRail integration; and 200 railroads are either not using Wabtec's TMS or using a competing suite of train management system software. Of the 95 regional and short line railroads that PHMSA estimated are not working with Wabtec, PHMSA further estimated that 41 had fewer than five employees, and would therefore face the highest compliance costs, primarily by hiring additional staff to comply with the designated emergency point of contact requirement. PHMSA's intention in highlighting these 41 short line railroads was not to say they were the only regional or short line railroads that would bear additional compliance costs, but that this population of railroads would bear the highest percentage of compliance costs due to their very small size.</P>
                    <P>PHMSA concurs that some Class III railroads may be unable to comply with the real-time electronic train consist requirements due to their very small size, which limits both the number and type of employees available for their operations and constrains their ability to acquire necessary technology. PHMSA also acknowledges that Class III railroads, which have very short rail networks compared to Class I and II railroads, are in a strong position to develop close relationships with emergency response organizations and primary PSAPs in their area of operation. Therefore, in this final rule, PHMSA is adopting an alternative compliance method for Class III railroads, allowing them to comply with either the requirements applicable to Class I and II railroads or this alternative compliance method. Wabtec data shows that many Class III railroads already provide information to the AskRail® or could provide data to AskRail® with only very minor modifications to their systems, and PHMSA expects these railroads will likely choose to comply with the requirements on this final rule in the same ways as Class I and II railroads. Otherwise, Class III railroads must follow all key provisions of the alternative compliance method, which are listed below:</P>
                    <P>1. Create a written plan that identifies the procedures the Class III railroad will follow to provide emergency notification and transmit accurate train consist information in the event of an incident or accident involving hazardous materials that requires a response from local emergency response agencies. The procedure must assign at least one person not onboard the locomotive with the responsibility to provide accurate train consist information to local emergency response agencies and/or primary PSAPs in addition to assigning this responsibility to the train crew onboard the locomotive, unless there are no employees of the Class III railroad capable of fulfilling this function.</P>
                    <P>2. Provide notification to all local emergency response agencies and primary PSAPs along their route about the contents of the written plan (and any material changes thereto after initial notification).</P>
                    <P>3. Enact the written plan when an incident or accident occurs.</P>
                    <P>4. Retain a copy of the written plan and provide a copy to authorized representatives of the Department upon request.</P>
                    <P>5. Conduct a test at least annually that demonstrates that the plan is effective for providing emergency notification and accurate train consist information to local emergency response agencies.</P>
                    <P>
                        This alternative compliance requirement will provide an improved level of safety from the status quo by requiring Class III railroads to plan for emergency situations and inform local emergency response agencies and primary PSAPs about how they will provide notification of the emergency and train consist information to the responding agencies. Class III railroads have the flexibility to determine how they will provide train consist information. Example methods that 
                        <PRTPAGE P="52970"/>
                        PHMSA anticipates Class III railroads may use include, but are not limited to, telephone call; radio call on a pre-arranged emergency communication frequency; email transmission to a pre-arranged email address; and physical handover of train consist documents. PHMSA emphasizes the importance of training, especially function-specific training that complies with Part 172 subpart H, for any employee assigned the responsibility to provide train consist information to emergency response agencies, whether an engineer, conductor, office staff, or other.
                    </P>
                    <P>We also require that Class III railroads assign the responsibility for providing train consist information to at least one person who is not on the locomotive in order to address the possibility that the train crew is incapacitated or unavailable after the incident occurs. There may be scenarios, in particular for very small Class III railroads with fewer than five employees, where there is no employee capable of providing train consist information to emergency response organizations except for those employees operating the locomotive. In this situation, it is acceptable for the plan to only assign the responsibility to provide train consist information to emergency response organizations to those employees on the locomotive. PHMSA understands that Class III railroads operating locomotives without employing any office staff capable of transmitting train consist information during train operation represent a very small fraction of trains that carry hazardous materials daily in the United States.</P>
                    <P>Based on the information received from commenters and the creation of the Class III alternative compliance method, PHMSA has adjusted the cost estimates in the final Regulatory Impact Analysis (RIA) supporting this rulemaking in the following ways:</P>
                    <P>• Updated the number of railroads to six Class I railroads, 14 Class II railroads, and 638 Class III railroads.</P>
                    <P>• Removed the cost of assigning an emergency point of contact from the cost estimation because Class III railroads are allowed to designate personnel in the locomotive as an emergency response point of contact if there are no other employees capable of performing this function.</P>
                    <P>• For Class III railroads that are not currently working with a vendor and using train management systems (TMS), removed the cost of producing and sharing electronic real-time train consist information and added the cost of the alternative method of compliance.</P>
                    <P>In conclusion, PHMSA will adopt the scope of the rule as proposed—all railroads that transport hazardous materials in commerce in the United States must comply with the requirements adopted here. However, in consideration of the challenges facing Class II and III railroads, PHMSA will allow a longer compliance period for these railroads, and PHMSA will allow an alternative compliance method for Class III railroads.</P>
                    <HD SOURCE="HD2">C. Emergency Notification of Rail Accidents and Incidents Involving Hazardous Materials</HD>
                    <P>In the NPRM, PHMSA proposed a requirement for railroads to promptly notify and provide real-time train consist information electronically to every state-authorized local first responder organization within at least a 10-mile radius of an accident or incident involving the transportation of hazardous materials by rail. PHMSA received numerous comments on this proposed requirement. The Ohio Department of Public Safety (Ohio DPS), NTSB, and the Attorneys General support the emergency notification requirement. These organizations stated that providing real-time train consist information directly to local first responder organizations in the immediate aftermath of an emergency situation involving rail transportation of hazardous materials is the best way to ensure critical information regarding the contents and position of railcars makes it to the responders who need it most.</P>
                    <P>NTSB and the Attorneys General additionally requested that PHMSA define “promptly” with a specific time period within which the notification must be made. NTSB suggested PHMSA expand the proposed notification requirement to include all accidents involving trains transporting hazardous materials, even if no hazardous materials release was suspected.</P>
                    <P>Other commenters, including the Maine Department of Environmental Protection &amp; Maine Emergency Management Agency (Maine DEP &amp; EMA), Association of Public Safety Communications Officials (APCO), IAFC, the National Emergency Number Association/National Association of State 911 Administrators (NENA/NASNA), the Pinsky Law Group, and American Federation of Labor and Congress of Industrial Organizations Transportation Trades Department (AFL-CIO TTD), generally supported the emergency notification requirement, but requested substantive modifications or clarification to improve the effectiveness of the notification.</P>
                    <P>
                        Maine DEP &amp; EMA and AFL-CIO TTD requested that PHMSA expand the minimum notification radius beyond 10 miles to account for rural areas where there are no first response organizations within 10 miles of railroad tracks, and to ensure the notification is also received directly by organizations with mutual-aid agreements with the first response organization covering the incident location. Maine DEP &amp; EMA, AFL-CIO TTD, and APCO suggested providing the emergency notification to the primary PSAP (
                        <E T="03">e.g.,</E>
                         9-1-1 call center) that covers the incident location, in addition to direct notification of first response organizations, in order to provide redundancy and improve the chances that the notification and train consist are received by the responding agency in a timely manner. IAFC and the Pinsky Law Group requested that the emergency notification be made only to the primary PSAP to avoid confusion, and to align with existing procedures for centralized command and control of response resources during emergencies. Specifically, IAFC and the Pinsky Law Group noted that especially in metropolitan areas, a mass notification provided directly to all response organizations within 10 miles could create confusion among the recipients of the notification and prevent the orderly dispatch of the proper response assets to the incident site.
                    </P>
                    <P>NENA/NASNA and APCO cautioned PHMSA that while primary PSAPs are designed to accept telephone calls regarding emergency situations, their capacity to accept email or app-based notifications of emergencies, as well as to transmit information to responders, is limited and not consistently similar across their network. In particular, transmission of information is limited by training and technology, and could require substantial investment by primary PSAPs to enable the transmission of electronic train consist information in graphical format to responders in the field. They stated that while primary PSAPs must be notified of emergencies involving the rail transportation of hazardous materials, they should not be relied upon as the sole way to provide train consist information to responding agencies.</P>
                    <P>
                        Several organizations that represent commuter and passenger railroads—New York State Metropolitan Transportation Authority, Commuter Rail Coalition, and the American Public Transportation Association—requested that PHMSA include them in the category of persons who must be notified if there is a release or suspected release of a hazardous material from a freight train operating on their tracks. Amtrak additionally requested that PHMSA include them in the category of 
                        <PRTPAGE P="52971"/>
                        persons who must be notified if there is a release or suspected release of a hazardous material from a freight train operating on their tracks or within a 10-mile radius of their tracks.
                    </P>
                    <P>Washington State Department of Ecology and Washington Utilities and Transportation Commission (Ecology and UTC) and the Attorneys General requested that PHMSA adopt a requirement for railroads to conduct periodic tests of their emergency notification system to ensure the system will function in an actual emergency.</P>
                    <P>AAR opposed the inclusion of the emergency notification requirement as proposed. AAR stated that the 10-mile radius is arbitrary, inconsistent with current emergency response procedures, and not mandated by the FAST Act. AAR stated that the 10-mile radius is inconsistent with existing DOT Special Permits for train consists maintained on electronic devices, which require railroads to notify the emergency response agency having jurisdiction, rather than every first response organization in an area. Finally, AAR made an argument similar to IAFC and the Pinsky Law Group that the mass notification of all first responders in an area was likely to create confusion and prevent the incident commander from exercising control over the incident scene.</P>
                    <HD SOURCE="HD3">PHMSA's Response</HD>
                    <P>PHMSA appreciates the comments received on this issue. Based on the comments received, PHMSA has determined the original proposal that required providing broad notification directly to all local first responders within a 10-mile radius, while likely to be effective in ensuring that the train consist information is received firsthand by the responding entity, could also create negative consequences during the initial stages of emergency response. In particular, the requirement to notify all local response organizations within a 10-mile radius could disrupt the incident command structure by causing unneeded self-deployments by entities receiving train consist information to the incident area and create confusion among jurisdictions not directly impacted by the event. However, PHMSA concurs with commenters who point out the value in a proactive emergency notification requirement, which provides another avenue to share train consist information with the incident commander and aid responders in preparing for arrival at the scene.</P>
                    <P>Therefore, in this final rule, PHMSA adopts an emergency notification requirement but modifies the required recipients to only the:</P>
                    <P>
                        • Primary PSAP (
                        <E T="03">e.g.,</E>
                         9-1-1 call center) responsible for the area where the incident occurred; and
                    </P>
                    <P>• Track owner (if the track owner is different than the railroad operating the train).</P>
                    <P>The primary PSAP is best positioned to receive a telephonic notification of an accident/incident; receive an electronic copy of the train consist information; and then efficiently provide the electronic train consist information to the appropriate entities within incident command structure according to operating policy.</P>
                    <P>PHMSA recognizes that training, technology, and resource availability constrain primary PSAPs, particularly in rural areas, and some may lack the ability to electronically transmit train consist information from the railroad directly to responders' equipment. However, PHMSA expects that even in these circumstances, the primary PSAP is best positioned to identify the responding entity to the railroad and serve as a conduit for passing contact information, verbally if necessary, to connect the railroad and the responding agency. In addition, PHMSA provides funds to all states through the Hazardous Materials Emergency Preparedness (HMEP) grant program that can be used to ensure PSAPs can make changes to train personnel and prepare for implementation of this rule. In this final rule, PHMSA is also clarifying our expectation that the railroad coordinate with the primary PSAP to provide the electronic train consist information in a format that is readily accessible to the PSAP based on the information technology resources they have available.</P>
                    <P>
                        PHMSA, in this final rule, is adopting a series of adjustments to the proposals in the NPRM—including longer compliance timelines for Class II and III railroads; annual testing requirements for railroad emergency notification systems (§ 174.28(b)(2)); and requirements for Class III railroads to provide to local emergency response personnel and primary PSAPs (and annually test) written emergency notification plans (§ 174.28(c))—to facilitate collaboration between railroads, emergency response organizations, and primary PSAPs in navigating any obstacles to effective implementation of the final rule's requirements. PHMSA also provides millions of dollars of grant funding annually to states through the HMEP program 
                        <SU>44</SU>
                        <FTREF/>
                         that can be used to prepare primary PSAPs to receive and disseminate this information.
                    </P>
                    <FTNT>
                        <P>
                            <SU>44</SU>
                             
                            <E T="03">https://www.phmsa.dot.gov/about-phmsa/working-phmsa/grants/hazmat/hazardous-materials-emergency-preparedness-hmep-grant</E>
                            .
                        </P>
                    </FTNT>
                    <P>Lastly, PHMSA expects that railroad trade organizations will (consistent with their historical practices and commitments to public safety and environmental protection) serve as resources to assist their members and other stakeholders in complying with the requirements introduced by the final rule.</P>
                    <P>PHMSA emphasizes that the emergency notification to the primary PSAP adopted in this final rule is the minimum requirement. PHMSA expects that during emergencies railroads will work closely with the primary PSAP to identify the responding entity and incident commander, and provide the train consist information to the incident commander as quickly as possible given the circumstances of the accident or incident.</P>
                    <P>
                        Regarding NTSB and the Attorneys' General request that PHMSA define “promptly” with a specific time period, PHMSA concurs that some additional specificity related to this requirement would be helpful because use of the term “prompt” may not create the same sense of urgency for all parties subject to the requirement. However, PHMSA's position is not to adopt a requirement for a specific time period, which may be too prescriptive for all circumstances and not materially impact safety while diverting attention to whether the specific time requirement is satisfied rather than whether train consist information is transferred to the appropriate persons. In this context, our intent in the NPRM was that “promptly” meant that railroads must issue the notification as soon as railroad personnel became aware of an accident, or incident involving the release or suspected release of hazardous materials.
                        <SU>45</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>45</SU>
                             See, 
                            <E T="03">e.g.,</E>
                             88 FR at 41542 and 41550 (emphasizing the importance of immediate availability of train consist information for the railroad emergency points of contact); 41544-46 (emphasizing the importance of immediate availability of consist information in the NTSB's analysis of the Anding, Mississippi, accident); and 41546-47 (emphasizing the importance of the availability of avoiding delay in getting train consist information to emergency response personnel in the “critical moments immediately following an accident or incident.”).
                        </P>
                    </FTNT>
                    <P>
                        Railroads should not delay the emergency primary PSAP notification to contact other entities first (
                        <E T="03">e.g.,</E>
                         private hazardous materials response contractors). Notification and provision of train consist information to other entities, like private response contractors, may occur simultaneously with the primary PSAP emergency notification; however, the railroad must 
                        <PRTPAGE P="52972"/>
                        prioritize notification and transmission of train consist information to the primary PSAP to protect the lives of local first responders, emergency response officials, law enforcement personnel, and other persons near the incident site.
                    </P>
                    <P>
                        Therefore, in order to communicate the NPRM's intent more clearly for the emergency notification requirement in § 174.28(b), in this final rule, PHMSA is revising the regulatory text by replacing “promptly” with “immediately.” PHMSA finds this clarifying revision would better align with current HMR requirements using the word “immediately” in similar contexts (
                        <E T="03">e.g.,</E>
                         § 172.600 “Emergency response information conforming to this subpart is 
                        <E T="03">immediately</E>
                         available for use . . .”). PHMSA believes aligning § 174.28(b) with this existing language will better communicate the urgency of the emergency notification requirement.
                    </P>
                    <P>Regarding the NTSB's comments suggesting that PHMSA require notification for accidents involving trains carrying hazardous materials even when a hazardous materials release does not occur or is not suspected, PHMSA's original intent for the proposed requirement aligns with this suggestion. Yet, because the proposed requirement was not clear to entities such as the NTSB, PHMSA believes further clarification is warranted. The proposed language required emergency notification in two circumstances for a train carrying hazardous materials:</P>
                    <P>
                        • Accident (
                        <E T="03">e.g.,</E>
                         a collision, derailment or fire); or
                    </P>
                    <P>
                        • Incident involving the release or suspected release of a hazardous material from a rail car (
                        <E T="03">e.g.,</E>
                         release of hazardous material through an improperly secured tank car manway or malfunctioning valve).
                    </P>
                    <P>In this final rule, PHMSA adopts this requirement with an editorial revision to clarify that railroads must send the emergency notification and train consist information for accidents and incidents that would each require a response from local emergency response agencies. A railroad must provide the emergency notification for any accident involving a train carrying hazardous materials, even if there is no release or suspected release of hazardous materials, if the circumstances of the accident require response from local emergency response agencies. This will ensure that emergency response agencies are aware of the hazardous materials on a train involved in an accident in their jurisdiction, even if those hazardous materials do not initially present an immediate danger.</P>
                    <P>For example, the five tank cars containing vinyl chloride involved in the East Palestine, Ohio, derailment and fire did not release their contents during the accident, yet their presence in the accident area eventually resulted in a controlled vent and burn procedure several days later. In future rail accidents and incidents, it is likely that similar situations will occur—specifically that hazardous materials will not be released immediately but their presence will necessitate evacuations or other specific emergency response activities to mitigate the hazards that they pose even while still contained in their packaging. Notifying the emergency response command of the presence of hazardous materials in a rail accident, even if those materials are not immediately released, or suspected to have been released, is critical to ensuring that proper response and mitigation resources are activated for the event.</P>
                    <P>Regarding the comments submitted by New York State Metropolitan Transportation Authority, Commuter Rail Coalition, the American Public Transportation Association, and Amtrak, PHMSA concurs that there is value in requiring a freight railroad to provide immediate notification of an accident or incident to the track owner when a freight railroad uses another railroad's tracks. It is PHMSA's understanding that many local first responders are trained to contact the track owner when a rail accident or incident is reported, so ensuring the track owner is informed of the event and also has train consist information at hand will increase the likelihood that the information is successfully provided to the appropriate responding agencies. Additionally, some commuter and passenger railroads, like Amtrak, employ authorized local first responders, emergency response officials, and law enforcement personnel, who would likely be among the first responders to any hazardous materials accident or incident on their tracks.</P>
                    <P>
                        Regarding the comments submitted by Ecology and UTC, and the Attorneys General, suggesting the creation of a requirement to test the emergency notification system, PHMSA concurs. It is a logical extension of the proposed emergency notification requirement to have railroads conduct tests of their system to ensure it functions effectively in an emergency. PHMSA anticipates these system tests will create only a minor burden for railroads, and since the number of tests and locations for the tests scale with a railroad's network (
                        <E T="03">i.e.,</E>
                         a smaller railroad with a small track network will require fewer tests to validate system reliability across that network), the requirement will not create an undue burden for regional and short line railroads. Class III railroads implementing the alternative compliance requirements adopted in this final rule must also conduct an annual test of their emergency notification and communication plan. PHMSA's analysis shows that this requirement will create an average annual cost burden of $19,843 for all Class I railroads combined, $46,229 for all Class II railroads combined, and $149,393 for Class III railroads combined (2022 dollars).
                    </P>
                    <P>
                        In consideration of comments received and our analysis, PHMSA adopts a requirement for railroads to test their emergency notification system or emergency communication plan at least annually; to create and retain records of the results of the test; and to review any test failures to determine corrective action to prevent reoccurrence. PHMSA is not adopting prescriptive, one-size-fits-all requirements regarding the number and location of these tests. Each railroad is best positioned to determine the number of tests and their locations required in order to demonstrate that their emergency notification system is reliable and serves the intended purpose to notify primary PSAPs and track owners of a hazardous materials-related incident.
                        <SU>46</SU>
                        <FTREF/>
                         PHMSA is also requiring that in the event the recipient of the test notification does not receive and acknowledge receipt of the notification, the railroad involved must conduct a review to determine the cause of the test failure, and identify corrective action to avoid a similar failure in a real accident or incident scenario.
                    </P>
                    <FTNT>
                        <P>
                            <SU>46</SU>
                             PHMSA notes that it expects that railroad operators will perform such testing in good faith and in a manner that will be effective in light of the unique public safety and environmental risks they are best positioned to identify along their routes. By way of example, annual testing verifying communications with the same primary PSAP(s) year-after-year while entirely neglecting others along their routes would likely not be an effective approach. Similarly, it may be prudent for railroads to prioritize verification of effective communications and response as coordinated by a sample of resource-constrained primary PSAPs in rural areas along their routes.
                        </P>
                    </FTNT>
                    <P>
                        In conclusion, PHMSA is modifying the emergency notification requirement to require the railroad operating the train involved in an accident that requires response from local emergency response agencies, or an incident involving the release or suspected release of a hazardous material that requires response from local emergency response agencies, must provide immediate telephonic notification and 
                        <PRTPAGE P="52973"/>
                        an electronic copy of the train consist information to the primary PSAP responsible for the area where the incident occurred and the track owner (if the track owner is different than the railroad operating the train). PHMSA is also adopting a requirement for railroads to conduct tests of their emergency notification system or emergency communication plan, and create and retain records of the results of the tests and any necessary corrective action.
                    </P>
                    <HD SOURCE="HD2">D. Defining the Recipients of Train Consist Information</HD>
                    <P>In the NPRM, PHMSA proposed to require that railroads provide electronic train consist information to authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel along the train route that could be or are involved in the response to, or investigation of, an accident, incident, or public health or safety emergency involving the rail transportation of hazardous materials such that the information is immediately available for use at the time it is needed. Separately, PHMSA proposed to require that railroads provide prompt notification of an incident to state-authorized local first responders within a 10-mile radius of an accident involving a train carrying hazardous materials or an incident involving the release or suspected release of hazardous materials.</P>
                    <P>Several commenters, including the Ohio Department of Public Safety (Ohio DPS), Attorneys General, Maine DEP &amp; EMA, and Illinois Commerce Commission (CC) requested greater specificity regarding the intended recipient of the real-time train consist information. The Attorneys General and Maine DEP &amp; EMA specifically noted that as written, the regulatory language does not specify who determines which emergency response entities are authorized to receive the train consist information, and further stated their position that all relevant first responders must have access to and receive electronic train consist information, without overburdening local PSAPs.</P>
                    <P>The National Association of SARA Title III Program Officials (NASTTPO) and a private individual requested that PHMSA expand the intended audience of real-time train consist information to any person or organization involved in emergency response to a rail incident involving hazardous materials, including volunteers and those without “.gov” email addresses. NASTTPO requested that PHMSA either remove the word “authorized” from § 174.28(a) or clearly describe an appropriate authorization process for persons seeking access to real-time train consist information. NASTTPO suggested several revisions to § 174.28, with the intention of prohibiting railroads from excluding persons or organizations from access to real-time train consist information based on factors like a lack of a “.gov” email address, or membership in non-traditional response organizations beyond the typical fire, law enforcement, and emergency medical services agencies.</P>
                    <P>
                        AAR requested greater clarity on the intended audience for real-time train consist information, and that PHMSA narrow the scope to only those personnel directly involved with accident/incident response and mitigation. Specifically, AAR criticized the NPRM's proposals for “seem[ing] to disregard the accepted, streamlined approach to emergency response as outlined in the Federal Emergency Management Agency's (FEMA) National Incident Management System (NIMS)” in favor of a “shotgun approach that sprays information out to people that do not need the information and requires the provision of information . . . at times unnecessary for emergency response.” 
                        <SU>47</SU>
                        <FTREF/>
                         AAR elaborated on this criticism by noting that in the NPRM, PHMSA used the phrase “emergency response personnel” to describe the intended audience of real-time train consist information in the rule preamble and defined that term as “any personnel from any federal [agency] (
                        <E T="03">e.g.,</E>
                         PHMSA, FRA, NTSB, U.S. Environmental Protection Agency (EPA), or Federal Emergency Management Agency personnel), or organizations that state or local governments authorize to perform emergency response activities.” AAR stated that this definition conflicts with the definition of “emergency response personnel” in 15 U.S.C. 2223e,
                        <SU>48</SU>
                        <FTREF/>
                         which defines the term as “personnel responsible for mitigation activities in a medical emergency, fire emergency, hazardous material emergency, or natural disaster.” AAR requested that PHMSA adopt this 15 U.S.C. 2223e definition as the intended recipient of the real-time train consist information, and specifically remove reference to federal agencies involved in post-incident investigations, inspections, or management.
                    </P>
                    <FTNT>
                        <P>
                            <SU>47</SU>
                             AAR, Doc. No. PHMSA-2016-0015-0043, “Comments Submitted by AAR” at 3.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>48</SU>
                             
                            <E T="03">https://www.govinfo.gov/content/pkg/USCODE-2021-title15/pdf/USCODE-2021-title15-chap49-sec2223e.pdf</E>
                            .
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">PHMSA's Response</HD>
                    <P>First, as discussed above in Section IV.C, PHMSA is, in response to comments received on the NPRM, adjusting its proposed requirement to provide emergency notification to every state-authorized local first responder within a 10-mile radius of the incident/accident with a requirement to notify and provide electronic train consist information to the primary PSAP responsible for the area where the accident or incident has occurred, and the track owner (if the railroad operating the train is not the track owner) in a form they are capable of readily accessing. This revision provides further clarity on the intended recipient of the emergency notification, as requested by Ohio DPS and Illinois CC.</P>
                    <P>This adjusted approach better channels notifications of an incident/accident and safety-critical train consist information through primary PSAPs that are critical elements within NIMS's emergency response infrastructure precisely because they are well-positioned to identify resources that can effectively respond to an accident/incident or which are most likely to be adversely affected by an accident/incident.</P>
                    <P>PHMSA further submits that other measures adopted in this final rule—pertaining to compliance timelines, development parameters, annual testing requirements for emergency notification systems, and written emergency notification plans (each discussed in section IV.C above)—will also provide opportunities for continual fine-tuning practical implementation (including integration within NIMS architecture) of the notification requirements adopted in this final rule.</P>
                    <P>PHMSA appreciates the comments from the Attorneys General, AAR, and NASTPPO, Maine EMA &amp; DEP, and a private individual seeking greater clarity on the intended audience for real-time train consist information. PHMSA does not concur with AAR's request to revise the requirements of § 174.28(a) to exclude federal agencies involved in the investigation of an accident, incident, or public health or safety emergency involving the rail transportation of hazardous materials from the intended audience of real-time train consist information. PHMSA is not aware of, and AAR has provided no evidence of, any real-world situations where provision of train consist information to federal agencies or other emergency response organizations has in fact hindered emergency response activities.</P>
                    <P>
                        PHMSA stresses that this requirement does not require that railroads provide 
                        <PRTPAGE P="52974"/>
                        any federal employee from any agency with train consist information. Certain federal agencies are involved in the response to, and investigation of, rail accidents and incidents involving the transportation of hazardous materials. Accurate real-time train consist information is critical to employees performing these functions. Therefore, railroads must provide real-time train consist information to those federal personnel who are performing these emergency response and investigatory functions. This requirement does not impose burdens on railroads that work to the detriment of emergency response. Federal agencies are not seeking preferential treatment, or special consideration for access to real time train consist information. Federal agencies simply seek access to real-time train consist information commensurate with their response and investigatory mandates. However, PHMSA does acknowledge that since the term “emergency response personnel” is already defined in a federal statute, it would be appropriate to consistently use language that aligns more closely with the FAST Act mandate, specifically “authorized Federal, State, and local first responders, emergency response officials, and law enforcement personnel” when discussing the intended audience of the real-time train consist information in this rulemaking.
                    </P>
                    <P>
                        Regarding the Attorneys General, Maine DEP &amp; EMA, a private individual, and NASTPPO's comments, it is PHMSA's opinion that the word “authorized” in the phrase “authorized Federal, State, and local first responders, emergency response officials, and law enforcement personnel” means those persons authorized by an appropriate authority (
                        <E T="03">e.g.,</E>
                         a town, city, county, state, or federal agency) to take part in the response to, or investigation of, an accident or incident involving the transportation of hazardous materials by rail. PHMSA is unaware of any single entity that performs this authorization process for all response organizations nationwide.
                    </P>
                    <P>As suggested by Maine DEP &amp; EMA, state-level Emergency Management Agencies (EMAs) have a substantial role to play in determining which organizations within a state are authorized to respond to and investigate accidents and incidents involving the transportation of hazardous materials by rail. However, PHMSA does not have sufficient information to require that state-level EMAs, and only state-level EMAs, perform this function. PHMSA submits that as a federal agency with the responsibility and authority to enforce regulations related to the transportation of hazardous materials, PHMSA could serve as an informal arbiter of disputes related to access to electronic train consist information.</P>
                    <P>
                        Regarding NASTPPO and a private individual's comments that PHMSA should recognize the value of emergency response carried out by volunteers and members of organizations not traditionally responsible for responding to a rail emergency involving hazardous materials (
                        <E T="03">e.g.,</E>
                         health care providers), PHMSA acknowledges that in many communities, especially in rural areas, emergency response responsibilities fall on volunteers and non-traditional responders. PHMSA appreciates NASTTPO's suggestions for revisions to the language in § 174.28. PHMSA concurs that the variety of jurisdictions, legal authorities, and scenarios regarding emergency response would make it impossible to define a separate authorization process in this rule or fully discuss every possible eventuality in this document or any associated guidance. However, revising the text of the proposed rule as requested 
                        <SU>49</SU>
                        <FTREF/>
                         is too substantial a departure from the text of the FAST Act and the NPRM proposal.
                    </P>
                    <FTNT>
                        <P>
                            <SU>49</SU>
                             NASTTPO's suggested revision to § 174.28: In determining which individuals should have access to train consist information via a software application, railroads may not limit access to only individuals with government email addresses. The railroads must allow access to individuals that can document membership in a volunteer organization that may be engaged in emergency response activities during a hazardous materials incident. Such documentation may include a letter from the management of the volunteer organization, local emergency manager, fire or police chief, or a local emergency preparedness organization, such as the local emergency planning committee, state homeland security, emergency management or transportation agency, or state emergency response commission. In each community the first persons responding to an incident may be variable and may well be beyond formal fire, law enforcement, and emergency medical services agencies. These individuals and each community should self-identify to the railroad when obtaining access to software applications providing train consist information consistent with the provisions of part (d).
                        </P>
                    </FTNT>
                    <P>Although PHMSA is not adopting the regulatory language suggested by NASTTPO, PHMSA cautions railroads that refusing to allow access to electronic train consist information simply because the requestor lacks a “.gov” email address is too simplistic. Railroads must consider additional information and context, including a person's membership in volunteer response organizations and documentation verifying their authorization to conduct emergency response on behalf of communities they support when determining eligibility for access to electronic real-time train consist information.</P>
                    <HD SOURCE="HD2">E. Maintenance of Both Paper and Electronic Train Consists</HD>
                    <P>
                        In the NPRM, PHMSA proposed to require that railroads maintain two forms of up-to-date copies of the train consist information. One copy was proposed to be a physical, printed (
                        <E T="03">i.e.,</E>
                         paper) copy in the possession of the locomotive's crew—note that the HMR currently requires this—while the other copy was the real-time train consist maintained in electronic form off the train.
                    </P>
                    <P>Ecology and UTC, AFL-CIO TTD, Attorneys General, IAFC, SMART-TD, and NTSB supported the requirement to maintain both an up-to-date printed paper copy of the train consist in the locomotive or with the train crew and an electronic copy maintained off the train. These organizations cited benefits to emergency response by maintaining redundant copies of the train consist information so that responders would be more likely to be able to access the information during emergency scenarios when cellular data connectivity is lost or is not available, especially in rural and remote areas.</P>
                    <P>AAR opposed this proposed requirement to maintain two copies of the train consist information, including a printed paper copy document in the locomotive. AAR stated that proposed requirement exceeded the FAST Act mandate, was unnecessarily duplicative, and provided no safety benefit. AAR stated that real-time electronic train consist information maintained off the train is more accurate than relying on train crews to manually update stacks of paper train consists, and that if the copies of the consist did not match, it would create confusion during emergency response.</P>
                    <P>
                        Finally, AAR stated that continuing to require printed paper train consist documents in locomotives would prevent railroads from realizing economic savings and reducing their carbon footprint caused by printing “millions of sheets of paper” and providing the electricity and ink required to maintain printers across their network. AAR requested that PHMSA eliminate the requirement for railroads to maintain duplicate copies of the train consist and allow railroads the ability to choose the form of the copy of train consist information in the locomotive, including the option of a paper copy, or maintaining a local electronic copy.
                        <PRTPAGE P="52975"/>
                    </P>
                    <HD SOURCE="HD3">PHMSA's Response</HD>
                    <P>In this final rule, PHMSA is adopting the proposed requirement for the train crew to maintain an up-to-date printed paper copy of the train consist information in the locomotive. This preserves the requirement that existed in the HMR prior to the adoption of this final rule. The printed paper copy of train consist information maintained in the locomotive or with the train crew has historically served as a critical resource for emergency responders during rail emergencies, and emergency responders are familiar with this format of information. At this time, the requirements for electronic maintenance and transmission of train consist information adopted in this final rule will complement—but not replace—the local printed paper copy of train consist information in the locomotive. PHMSA intends the crew's local printed paper copy to serve as a redundant backup to the electronic train consist requirements adopted in this final rule. The printed paper copy provides information to the crew on the location and hazards of the materials they are moving to protect themselves and others.</P>
                    <P>As noted above in Section IV.C, PHMSA has issued several special permits to railroads that allow these railroads to provide train crews with an electronic device that is capable of displaying and transmitting train consist information. PHMSA believes there is benefit in exercising these “pilot projects” to allow more time to evaluate their effectiveness in ordinary use and during rail emergencies before adopting this option into the HMR. In the meantime, PHMSA will allow holders of these special permits to continue operating in accordance with the conditions of the permits in order to gain this experience.</P>
                    <P>PHMSA may revisit this issue in the future, as we gain more experience with the existing special permits and other electronic hazard communication projects. As such and for the time being, we are retaining the baseline requirement that the train crew's copy of train consist information must be a printed paper document, and must be updated to reflect any changes in the train's composition due to pickups, set outs, or other work.</P>
                    <HD SOURCE="HD2">F. Availability of Train Consist Information in Real-Time</HD>
                    <P>
                        In the NPRM, PHMSA proposed that each railroad must provide electronic train consist information in such a way that it is immediately available for use by its intended recipients. In the NPRM preamble, PHMSA clarified the intent of this requirement by stating that the electronic train consist information must be provided and be accessible to recipients 
                        <E T="03">prior to</E>
                         the occurrence of an accident or incident in order to ensure it is immediately available at the onset of response efforts. Several commenters requested clarification or modification of this requirement.
                    </P>
                    <P>AAR stated that PHMSA improperly implemented the FAST Act mandate by conflating the requirement to create and maintain train consist information in real-time, which they state is required by the FAST Act, with a requirement to provide real-time information to authorized recipients at all times, which they state is not required by the FAST Act. AAR requested that PHMSA revise § 174.28(a) to state that the real-time information must only be supplied during an accident, incident, or public health or safety emergency involving rail transport of hazmat.</P>
                    <P>The Attorneys General requested that PHMSA revise the regulatory language in § 174.28(a) to replace the word “provide” with the phrase “make available.” The Attorneys General stated that as written, paragraph (a) appears to require railroads to send notification of train movements and consist information to every authorized recipient at all times, which does not appear to be the stated intention of the requirement. Ohio DPS supported the requirement that train consist information be accessible at any time by authorized emergency response personnel, in order to inform responders of the risks at the scene as soon as possible. AFL-CIO TTD requested that PHMSA require railroads to proactively notify all PSAPs along the route of a train and provide the train consist information to these PSAPs, so that the train consist information would be immediately available in event of an emergency.</P>
                    <HD SOURCE="HD3">PHMSA's Response</HD>
                    <P>It is not the intention of § 174.28(a) to require that railroads provide proactive notification about a train's movement and consist information to every emergency response organization or primary PSAP along the route during normal operations. This volume of information would be overwhelming; likely could not be managed in a safe and secure way by all recipients; and would ultimately defeat the purpose of the requirement by flooding authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel with huge volumes of non-critical information that could be confused with the critical information when an emergency event actually occurred. The only “notification” requirement in this final rule is found in § 174.28(b), which only applies when there is an actual accident involving a train carrying hazardous materials requiring response from local emergency response organizations or incident involving the release or suspected release of a hazardous material requiring response from local emergency response organizations.</P>
                    <P>
                        The intent of the requirement in § 174.28(a) is that railroads 
                        <SU>50</SU>
                        <FTREF/>
                         must create and maintain accurate train consist information for all trains carrying hazardous materials, and must maintain that information in an accessible or transmissible electronic format in such a way that it can be used by an authorized person at any point in time (
                        <E T="03">i.e.,</E>
                         in real time). This ensures that the train consist information is available prior to an accident or incident and can therefore be accessed immediately when needed. PHMSA stresses the distinction between maintaining train consist information in a secure manner for availability (
                        <E T="03">i.e.,</E>
                         at the ready) versus sending a notification of train movements. The former strikes the balance between security and accessibility of information while the latter is too insecure and unfocused to be useful.
                    </P>
                    <FTNT>
                        <P>
                            <SU>50</SU>
                             As noted in Section IV.B and V.C, PHMSA is adopting an alternative compliance method for Class III railroads that does not require electronic transmission of train consist information. Class III railroads may choose to comply with the requirements in § 174.28(a) and (b) (requiring electronic transmission) or the alternative method in § 174.28(c).
                        </P>
                    </FTNT>
                    <P>In this final rule, PHMSA adopts the language as proposed, which aligns with the FAST Act mandate. Specifically, this requires that railroads transporting hazardous materials must “provide” electronic train consist information, to federal, state, and local first responders, emergency response officials, and law enforcement personnel along the train route that could be or are involved in the response to, or investigation of, an accident, incident, or public health or safety emergency involving the rail transportation of hazardous materials. PHMSA acknowledges the Attorneys General's concerns regarding potential confusion over the meaning and usage of “provide,” but believes this preamble discussion adequately explains the regulatory intent.</P>
                    <P>
                        Regarding the method(s) used to fulfill this requirement, railroads have the flexibility to choose how to comply with this performance standard. Most will likely use an electronic database system, like the AskRail® system developed and used by all Class I 
                        <PRTPAGE P="52976"/>
                        railroads and some Class II and III railroads, that allows authorized individuals to access real-time train consist information with a query based on a railcar reporting mark or other train identifier. However, it is not PHMSA's intention to mandate use of the AskRail® system in the HMR. Railroads may choose other methods of providing this information than standing up an electronic database system, as long as they meet the standard in § 174.28(a).
                    </P>
                    <HD SOURCE="HD2">G. Timing of Updates to Train Consist Information</HD>
                    <P>
                        In the NPRM, PHMSA proposed to require that train consist information be updated prior to continued movement of the train whenever a change to the train's makeup occurs (
                        <E T="03">e.g.,</E>
                         addition or removal of railcars from the train) on both the train crew's printed paper copy, and on the electronic copy maintained off the train. The Attorneys General supported this requirement because requiring updates before the train moves ensures that authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel will have access to accurate information at all times.
                    </P>
                    <P>
                        AAR opposed this requirement. AAR stated that there are areas of the rail system that are not covered by any type of communication technology, and therefore the train crew would be unable to update the central train consist information database using electronic devices or radio communications in these locations.
                        <SU>51</SU>
                        <FTREF/>
                         AAR requested that PHMSA revise the requirement and have train crews update the copy of train consist information maintained on the central electronic database “when practicable.”
                    </P>
                    <FTNT>
                        <P>
                            <SU>51</SU>
                             SMART-TD, a rail labor organization, also confirmed to PHMSA that there are areas of the rail network with no cellular data coverage.
                        </P>
                    </FTNT>
                    <P>AAR also requested revisions to § 174.26(b) to authorize means of notification besides electronic or radio communication; replace the word “notify” with “synchronize;” and make conforming edits to align with their request to remove the requirement that train consist information be maintained in both printed paper copy format in the locomotive and electronically off the train. See Section IV.E. “Maintenance of Both Paper and Electronic Train Consists” for more information on the latter request.</P>
                    <HD SOURCE="HD3">PHMSA's Response</HD>
                    <P>
                        It would defeat the purpose of the real-time train consist rule to allow the train to move without updating the train consist information maintained off the train, which acts as the primary method for providing electronic train consist information to responders. In the Anding, Mississippi, accident (see Sections III. D. “How Does Train Consist Information Affect Rail Transportation Safety?” and III. E. “How Does Requiring Electronic Train Consist Information Affect Rail Transportation Safety?” for further information on the Anding, Mississippi, incident), a change was made to the southbound CN train's make-up, and the train began moving without updating dispatch on the change to the train consist, which was a typical occurrence at the time.
                        <SU>52</SU>
                        <FTREF/>
                         When the accident occurred, the train consist information stored in CN's computer systems reflected the train's original makeup when it departed the Memphis yard, and did not reflect changes made to the train's makeup in the Greenwood, Mississippi, railyard—the setting out (removal) of 21 cars and pickup of 9 cars. After the changes made at Greenwood, the train did not pass an AEI reader before the collision occurred, and there was no way for the crew to communicate the change back to the central system.
                    </P>
                    <FTNT>
                        <P>
                            <SU>52</SU>
                             NTSB Report at 7.
                        </P>
                    </FTNT>
                    <P>It took hours to provide an accurate picture of the contents of railcars involved in the derailment to the responders after the accident because the crew was killed and the printed paper copy maintained by the crew was destroyed in the collision and subsequent fire; meanwhile, the electronic consist information maintained in CN's database was not up to date. The intention of this final rule is to prevent this kind of communication breakdown from occurring again.</P>
                    <P>Therefore, PHMSA adopts, as proposed, the requirement that the crew must update the off-train electronic consist information prior to movement of the train (note that Class III railroads complying with the alternative method adopted in this final rule are not subject to this requirement because they are not required to maintain train consist information in electronic form). If, for example, a railroad uses a system that involves AEI readers and changes to the train's makeup occurs in areas between AEI readers and without cellular data coverage, PHMSA expects that train crews will use methods such as voice radio or satellite communication to provide updates to a dispatch center where staff can make the necessary updates to the master electronic train consist to reflect the changes—the set outs and pickups.</P>
                    <P>AAR's suggested revision to allow the train crew to utilize means besides electronic or radio communication is acceptable. PHMSA encourages railroads to maintain flexibility around the means used to update the off-train electronic train consist, where PHMSA's concern is only that it is updated and accurate before the train moves again. However, PHMSA is not adopting the requested revision to replace “notify” with “synchronize” as PHMSA believes the proposed language is the clearest way to express our intention that both the local copy of the train consist information maintained in the locomotive and the remote electronic train consist information maintained off the train are updated and accurate at all times before movement of the train.</P>
                    <HD SOURCE="HD2">H. Applicability of Requirements to Freight Lines Operating on Commuter/Passenger Rail Track</HD>
                    <P>PHMSA received several comments from organizations representing commuter and passenger railroads who own tracks that are used by freight railroads transporting hazardous materials. These organizations—New York State Metropolitan Transportation Authority, Commuter Rail Coalition, and the American Public Transportation Association—requested clarification regarding the applicability of the real-time train consist rule to their operations. As described, the railroads represented by these organizations do not operate freight trains, except for work trains engaged in maintenance of way activities.</P>
                    <HD SOURCE="HD3">PHMSA's Response</HD>
                    <P>
                        PHMSA's concurs with the commenters that the proposed language did not clearly distinguish applicability of proposed requirements between the railroad operating a train carrying hazardous materials and the railroad maintaining ownership of the track, and is therefore editorially revising the language in new § 174.28 in this final rule. The intention of the proposed requirements in the NPRM was to apply the real-time electronic train consist requirements to the railroad transporting hazardous materials—
                        <E T="03">i.e.,</E>
                         the railroad operating the train.
                    </P>
                    <P>
                        In the scenario where a freight railroad is operating on tracks owned by a commuter or passenger railroad, the freight railroad operating the hazardous material train is responsible for complying with the real-time train consist requirements adopted in this final rule. To clarify this point, in this final rule PHMSA is modifying the regulatory language in § 174.28(a) and (b) to clearly indicate that the 
                        <PRTPAGE P="52977"/>
                        requirements in this section apply to the railroad operating a train carrying hazardous materials.
                    </P>
                    <HD SOURCE="HD2">I. Origin/Destination Information</HD>
                    <P>In the NPRM, PHMSA proposed to require that railroads include origin and destination information with train consist information, in conformance with the FAST Act's mandate. In the NPRM, PHMSA explained its understanding of the “origin and destination information” information requirement to mean the origin and destination of the hazardous materials on the train subject to shipping paper information requirements.</P>
                    <P>PHMSA received several comments regarding this requirement. APCO and the Attorneys General supported inclusion of origin and destination information with train consist information. The Illinois CC requested clarification—specifically whether origin and destination can be recorded as a city/county; or whether the information on the origin also would include actual shipper information. IAFC supported inclusion of origin and destination information because it encodes information on the direction of travel of the train, which can be difficult to determine in the initial stages of a chaotic accident such as a derailment. IAFC explained that identifying direction of travel is important for determining railcar identity, and therefore the commodity contained within, during a response.</P>
                    <P>AAR opposed the inclusion of origin and destination information as proposed in the NPRM. AAR stated the proposed requirement to include the origin and destination of the hazardous materials carried on the train would be impossible to comply with, in particular for multi-modal shipments. AAR argued that a similar requirement for origin and destination information for hazardous materials is not required to be provided for any other mode of transportation, and that railroads would not be able to obtain origin and destination information from highway or vessel carriers performing the prior or subsequent legs of transportation. Additionally, AAR stated that origin and destination information is proprietary information for each carrier, and that revealing such information would compromise sensitive business information about their own operations and customers. Finally, AAR stated that origin and destination information is irrelevant for emergency response purposes and does not assist responders in the initial stages of an incident.</P>
                    <HD SOURCE="HD3">PHMSA's Response</HD>
                    <P>PHMSA acknowledges AAR's assessment that, as proposed, the requirement for origin and destination information for the hazardous material contained in each railcar would be too burdensome for railroads to compile and may be of limited value in emergency response scenarios. PHMSA agrees with IAFC's comment that the origin and destination information encodes information about train direction, which is an important factor in the initial stages of a response.</P>
                    <P>
                        Therefore, in this final rule, PHMSA is adopting a requirement that the railroad include the origin point of the train (
                        <E T="03">e.g.,</E>
                         the railyard where the train was assembled), and the next destination (
                        <E T="03">e.g.,</E>
                         the next railyard with a scheduled stop in the direction of travel). This requirement maintains alignment with the FAST Act's mandate to include origin and destination information for the train and is responsive to AAR's valid concerns about realities of information available in the logistics system about hazardous materials on a train, yet still addresses IAFC's comment that origin and destination information about a train is helpful by assisting responders with identifying the train's direction of travel after an accident.
                    </P>
                    <P>
                        PHMSA stresses that this origin/destination data requirement is a minimum requirement to assist authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel to identify the position of railcars during the initial stages of an emergency response. PHMSA expects that railroads and emergency response officials will continue to contact and collaborate with hazardous materials producers through the emergency response telephone number provided on hazardous materials shipping papers (see § 172.604) and through dedicated industry response assistance programs (
                        <E T="03">e.g.,</E>
                         CHLOREP 
                        <SU>53</SU>
                        <FTREF/>
                        ).
                    </P>
                    <FTNT>
                        <P>
                            <SU>53</SU>
                             
                            <E T="03">https://www.chlorineinstitute.org/chlorep</E>
                            .
                        </P>
                    </FTNT>
                    <HD SOURCE="HD2">J. Emergency Response Point of Contact</HD>
                    <P>In the NPRM, PHMSA proposed to require that railroads designate an emergency response point of contact and provide that person's contact information including name, title, phone number and email address. The purpose of this requirement is to ensure that authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel have access to a dedicated railroad contact who could provide emergency response support including but not limited to having knowledge and response and mitigation information, or access to personnel with this expertise, related to the hazardous materials included in the train consist information.</P>
                    <P>PHMSA received several comments regarding this requirement. The Attorneys General supported the proposed requirement because it would promote the timely sharing of train consist information during an emergency. AAR opposed the inclusion of name, title, phone number, and email address for the designated emergency response point of contact. AAR stated that the details of the name, title, and email address of the emergency response point of contact were subject to constant change as personnel changes, while a railroad's dedicated emergency response phone number, for example, would likely remain constant. Additionally, AAR expressed concern that focus on the name and title of the designated emergency response point of contact would take away from the quality of the information to be provided. AAR suggested that PHMSA align the designated emergency response point of contact requirement with the existing emergency response telephone number requirement that applies to the shipper of a hazardous material found in § 172.604 of the HMR.</P>
                    <HD SOURCE="HD3">PHMSA's Response</HD>
                    <P>PHMSA intended the inclusion of the name, title, phone number, and email address for the railroad's designated emergency response point of contact to increase a local first responder's ability to contact the designated contact person. However, PHMSA acknowledges that AAR's comments about the unintended consequences of the inclusion of name, title, and email address are valid. Therefore, in this final rule PHMSA is removing the requirement that the train consist information include an emergency response point of contact include a name, title, and email address.</P>
                    <P>
                        The purpose of the emergency response point of contact is to provide a link between the railroad and response personnel for emergency response information-sharing and support in an emergency. Railroads must provide a dedicated phone number and may satisfy this requirement by designating a third-party organization that has immediate access to railroad information (
                        <E T="03">e.g.,</E>
                         train consist information) and is capable of providing supportive response information to authorized federal, state, and local first responders, emergency response 
                        <PRTPAGE P="52978"/>
                        officials, and law enforcement personnel during an emergency. If a railroad elects to use a third-party, it is ultimately responsible for ensuring that necessary contractual/procedural relationships are structured in a way to fulfill the emergency response point of contact role.
                    </P>
                    <HD SOURCE="HD2">K. Use of the Existing AskRail® Application To Comply With This Rulemaking</HD>
                    <P>AAR described the AskRail® application that is operated by the AAR subsidiary, Railinc, and stated their belief that the AskRail® application satisfies the major components of real-time train consist information requirements mandated in the FAST Act.</P>
                    <P>PHMSA concurs that AskRail®, as currently implemented, satisfies some of the requirements adopted in this final rule. The AskRail® application is designed to provide train consist information in electronic form to registered federal, state, and local first responders, emergency response officials, and law enforcement personnel. However, PHMSA stresses that it is the responsibility of each railroad transporting hazardous materials to meet the real-time performance standards implemented in §§ 174.26 and 174.28 in this final rule. For example, it is PHMSA's understanding that as currently implemented, AskRail® is a “near real-time” system rather than fully real-time because train consist information is not uploaded prior to train movement in all cases, due to spacing between AEI readers. To be clear, sole reliance on AEI readers in all circumstances would not meet the requirements adopted in this final rule to ensure that the centralized electronic train consist information is always updated prior to movement of the train.</P>
                    <P>PHMSA encourages the use of existing systems and services, like Askrail®, where possible to meet the requirements of this final rule. The use of existing systems and services reduces retraining needs for authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel, and reduces burden on railroads. However, these existing systems and services may need to be modified to meet the standards adopted in this final rule.</P>
                    <HD SOURCE="HD2">L. Cost, Benefit, and Delayed Compliance Period</HD>
                    <P>AAR stated their belief that the adoption of the FAST Act mandates for real-time train consists will not be cost-beneficial. They noted that the PRIA break-even analysis stated the rulemaking will be cost-effective if it reduces the consequences of hazardous material incidents by approximately 30 percent. AAR expressed their belief that this was not possible. AAR also suggested that PHMSA does not have a valid justification for exceeding the requirements that are in the FAST Act mandate, such as the emergency notification requirement, because ultimately it will not be cost-beneficial. Finally, AAR requests at least a two-year delayed compliance period to allow Class I railroads to make necessary updates to their electronic systems without unnecessary disruption of operations.</P>
                    <HD SOURCE="HD3">PHMSA's Response</HD>
                    <P>PHMSA does not agree with AAR's characterization of the benefits and costs of the rulemaking. First, PHMSA notes that this rulemaking responds to both a congressional mandate and an NTSB recommendation; PHMSA's evaluation of the costs and benefits of the rulemaking were necessarily informed by that direction.</P>
                    <P>
                        Second, AAR provides no information to support their claim that the requirements proposed in the NPRM could not reduce the consequences of hazardous materials incidents by 30 percent, the breakeven point identified in the PRIA.
                        <SU>54</SU>
                        <FTREF/>
                         Additionally, due to the changes adopted in this final rule (see Section I.C. for additional details), the overall cost burden of the rulemaking has been decreased, and PHMSA's analysis shows that the breakeven point is now about 12 percent. Serious rail incidents involving the release of hazardous materials are high-consequence, low-probability events whose harms do not lend themselves to easy quantification as they can entail more than mere bodily injury or property damage (
                        <E T="03">e.g.,</E>
                         environmental and mental health-related harms).
                    </P>
                    <FTNT>
                        <P>
                            <SU>54</SU>
                             PHMSA further notes that the premise of AAR's argument here—that the benefits from mitigating accident/incident consequence by making train consist information available to emergency response personnel cannot justify implementing costs—is hard to square with its and its members' decisions to make (significant) investments in developing the AskRail® application.
                        </P>
                    </FTNT>
                    <P>
                        These harms vary as a function of which of the thousands of hazardous materials regulated by PHMSA, each of which have their own environmental and public safety risk profiles, are involved. Many of those harms, moreover, may not arise instantaneously at the moment of initiation of an incident/accident initiation. Some may emerge well after the incident/accident because of the unique risk profile of the hazardous material or because the decisions made by emergency response personnel. There may be greater magnitude of harms to public safety and the environment (
                        <E T="03">e.g.,</E>
                         by exposing more emergency response personnel) experienced as a result of the accident/incident.
                    </P>
                    <P>PHMSA understands, therefore, that immediate, reliable provision of train consist information to authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel for use in emergency situations will support site/hazard assessment and onset of response efforts that can reduce likelihood of hazmat-related death and injury, environmental damage, and property damage—including those consequences that may develop in the moments following accident/incident initiation.</P>
                    <P>For example, in an accident scenario involving derailed tank cars carrying flammable liquids or gases that are exposed to a fire, responders without access to train consist information may approach too close to the tank cars during response efforts if they are unable to visually identify the contents of the tank cars from markings or placards. If tank cars were to catastrophically fail or begin venting contents through pressure relief devices while responders are within the danger area, death or injury could occur from debris and exposure to the material release.</P>
                    <P>Similarly, if the hazardous materials on a train required certain resources and emergency response officials lacked resources, training, or personnel to ensure effective response, the train consist information content and notification requirements will help ensure that emergency response personnel can quickly identify those gaps and seek additional resources as appropriate. The incidents in Anding, Mississippi, and Paulsboro, New Jersey, serve as examples of the hours that can be lost during the critical early stages of a response when updated train consist information is not available to authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel. Timely access to accurate train consist information can help to reduce such negative outcomes.</P>
                    <P>
                        Finally, PHMSA does not concur with AAR's request for a two-year delayed compliance period for Class I railroads. The NPRM proposed a one-year delayed compliance period, and AAR has not presented any specific information as to why this is not achievable for Class I railroads. Class I railroads have the 
                        <PRTPAGE P="52979"/>
                        resources, wherewithal, and expertise to be able to upgrade their systems to comply within a year and any further delay in safety improvements is viewed as unnecessary. Therefore, PHMSA is adopting the one-year delayed compliance period for Class I railroads as proposed. As discussed above in Section IV. B., PHMSA is allowing a two-year delayed compliance period for Class II and III railroads.
                    </P>
                    <HD SOURCE="HD2">M. Comments Beyond the Scope of This Rulemaking</HD>
                    <P>PHMSA received comments suggesting changes to the NPRM that it has determined are beyond the scope of this rulemaking. These comments are discussed in this section.</P>
                    <HD SOURCE="HD3">1. Require a Standardized Format for All Paper and Electronic Train Consists</HD>
                    <P>Maine DEP &amp; EMA, the Illinois CC, and a private citizen requested that PHMSA require the use of a standardized format for train consist information for all railroads. These commenters noted that different railroads have different formats and layouts for their train consist information, which can make it potentially difficult for responders to identify the critical hazardous materials information during an emergency depending on the format they are looking at. Similarly, the IAFC requested that PHMSA identify which electronic application or other service the railroads must use to meet the requirements of this final rule.</P>
                    <HD SOURCE="HD3">PHMSA's Response</HD>
                    <P>PHMSA recognizes that different formats and layouts for paper train consist information, and different electronic applications create difficulties for authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel. However, it is beyond the scope of this rulemaking to mandate a single format for train consist information or require the use of a specific electronic application or service.</P>
                    <P>
                        PHMSA encourages federal, state, and local first responders, emergency response officials, and law enforcement personnel to take advantage of training opportunities, especially those offered by railroads and through organizations like TRANSCAER®,
                        <SU>55</SU>
                        <FTREF/>
                         to familiarize themselves with the train consist information format and electronic systems in use by railroads in their response areas. PHMSA provides grant funding for emergency response training through its ALERT program 
                        <SU>56</SU>
                        <FTREF/>
                         to assist local authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel with this type of training.
                    </P>
                    <FTNT>
                        <P>
                            <SU>55</SU>
                             
                            <E T="03">https://www.transcaer.com/.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>56</SU>
                             
                            <E T="03">https://www.phmsa.dot.gov/grants/hazmat/assistance-local-emergency-response-training-alert.</E>
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">2. Emergency Notification for State Emergency Response Commissions (SERCs)</HD>
                    <P>The Illinois CC requested that PHMSA require railroads notify appropriate SERCs when they provide an emergency notification of an accident involving a train carrying hazardous materials, or an incident involving the release or suspected release of a hazardous material.</P>
                    <P>Inclusion of SERCs is beyond the scope of this rulemaking because SERCs generally do not have a role in the immediate emergency response to an incident. SERCs are responsible for implementing the Emergency Planning and Community Right-to-Know Act (Pub. L. 99-499) and are not designed to receive this kind of emergency notification, disseminate it, or act on it. PHMSA notes that railroads may voluntarily notify SERCs of a rail accident or incident involving hazardous materials in their state.</P>
                    <HD SOURCE="HD3">3. Require a Standardized Procedure for Maintenance of Local Responder Contact Information</HD>
                    <P>The Attorneys General requested that PHMSA develop a required procedure for railroads to gather, maintain, and update the contact information for all local first responders within 10 miles of their routes to support accurate emergency notification.</P>
                    <P>As discussed above, in this final rule PHMSA is adopting a revised requirement for the emergency notification. Specifically, PHMSA is replacing the requirement to notify all local first responders within 10 miles of the accident or incident with a requirement for railroads to notify the primary PSAP responsible for the area where the accident or incident occurred as well as the track owner—if the track owner is different than the railroad operating the train. It is beyond the scope of this rule to develop a standard procedure regarding the gathering, maintenance, and updating of contact information for primary PSAPs. We agree that railroads must have accurate contact information and geographic coverage information for the primary PSAPs along their routes in order to comply with the requirement adopted in this final rule, and it is PHMSA's understanding that such information is already available to railroads.</P>
                    <P>However, PHMSA believes it will be more efficient and effective to allow railroads to define their own procedures to comply with this requirement, rather than to create a “one-size-fits-all” approach in the HMR. Additionally, PHMSA is adopting a requirement for all railroads to test their emergency notification system or emergency communications plan at least annually, which will serve to demonstrate that each railroad is maintaining and updating this contact information.</P>
                    <HD SOURCE="HD3">4. Contingency Planning and Local Connectivity</HD>
                    <P>Ecology and UTC, and the Attorneys General requested that PHMSA require railroads to create contingency plans for provision of electronic train consist information to authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel in areas with no or limited data connectivity.</P>
                    <HD SOURCE="HD3">PHMSA's Response</HD>
                    <P>PHMSA believes that the system of hazard communication for the rail transportation of hazardous materials, including the requirements adopted in this final rule, represents a redundant, resilient system that will be effective in ensuring authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel have access to information on the position and contents of railcars containing hazardous materials, even in areas with no data connectivity. However, it is beyond the scope of this rulemaking to require that railroads develop contingency plans for scenarios where the provision of train consist information to authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel required by § 174.28(a) fails due to local connectivity issues.</P>
                    <P>
                        In this final rule, PHMSA maintains the existing requirement that the train crew must keep an up-to-date local printed paper copy of train consist information in their possession. Next, PHMSA adopts a requirement for railroads to provide an immediate emergency telephonic notification to the primary PSAP responsible for the area where the incident or accident occurred and provide a copy of train consist information directly to the primary PSAP so they can disseminate further, as appropriate. As discussed in Section IV. C. “Emergency Notification of Rail Accidents and Incidents Involving Hazardous Materials” above, the primary PSAP is best positioned to 
                        <PRTPAGE P="52980"/>
                        understand the incident command structure that will be formed, which agencies will respond, and how to overcome any local connectivity issues.
                    </P>
                    <P>Finally, the existing system of hazard communication on rail cars carrying hazardous materials, including placards (Part 172, subpart F) and markings (§ 172.330, including UN ID number and proper shipping name or common name) on the rail cars used to transport hazardous materials, remains unchanged in this rulemaking. While environmental conditions, such as darkness, smoke, and firefighting foam or the destruction of hazard communication during an accident can make visual identification of the contents of a rail car difficult, these marks and placards continue to play an important role in hazard identification.</P>
                    <HD SOURCE="HD3">5. Commodity Flow Reporting</HD>
                    <P>
                        The Public Utility Commission of Ohio and the Maine DEP &amp; Maine EMA requested that PHMSA require railroads to provide aggregated information on the identity and quantity of hazardous materials transported by rail to state and county emergency planners. The NTSB also noted that Safety Recommendation R-14-14,
                        <SU>57</SU>
                        <FTREF/>
                         issued to the U.S. Department of Transportation, remains open, and the requirements adopted in this final rule could potentially address this safety recommendation.
                    </P>
                    <FTNT>
                        <P>
                            <SU>57</SU>
                             Safety Recommendation R-14-014 TO THE UNITED STATES DEPARTMENT OF TRANSPORTATION: Require railroads transporting hazardous materials through communities to provide emergency responders and local and state emergency planning committees with current commodity flow data and assist with the development of emergency operations and response plans.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">PHMSA's Response</HD>
                    <P>
                        PHMSA appreciates these comments and concurs that aggregated commodity flow information is important for emergency planners. However, this request is beyond the scope of this rulemaking. This rulemaking is intended to improve communication between railroads and federal, state, and local first responders, emergency response officials, and law enforcement personnel related to the hazardous materials involved in a rail incident or accident. The requirement proposed in the comments would require reporting of aggregated hazardous materials transportation data unrelated to a particular incident or accident, which is a substantially different requirement, and would require additional notice and opportunity for comment. PHMSA may consider this topic in a future rule. Emergency planners can request commodity flow information from TRANSCAER® and PHMSA has grant funding available to defray the cost of commodity flow studies.
                        <SU>58</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>58</SU>
                             
                            <E T="03">See https://www.transcaer.com/resources/commodity-flow-studies</E>
                             and 
                            <E T="03">https://www.phmsa.dot.gov/about-phmsa/working-phmsa/grants/hazmat/hazardous-materials-emergency-preparedness-hmep-grant.</E>
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">6. Training and Promotion of Availability of Real-Time Train Consist</HD>
                    <P>AFL-CIO TTD requested that PHMSA require Class I railroads to notify every fire department within their service area about the availability of electronic real-time train consist information and how to access it. Additionally, they encouraged PHMSA to require that Class I railroads provide training to first responders to ensure they are able to accurately read and interpret train consist information in either in-person training sessions or via online modules. The Attorneys General included a similar comment—they requested that PHMSA require railroads to coordinate with the appropriate state agencies to account for state-specific needs for real-time train consist information.</P>
                    <HD SOURCE="HD3">PHMSA's Response</HD>
                    <P>PHMSA is committed to increasing awareness of the availability of real-time electronic train consist information and the availability of training in the use of this information to protect human lives and the environment. However, imposing an additional requirement on the railroads to promote the availability of the information and provide training is beyond the scope of this rulemaking.</P>
                    <P>PHMSA plans to increase our outreach and engagement with the emergency response community to publicize the availability of real-time train consist information, as well as the resources that PHMSA has made available to receive training. Additionally, the annual test requirement adopted in this final rule is intended to both increase local responder awareness of the availability of real-time electronic train consist information and ensure that railroads can reliably provide the information during emergencies. PHMSA also expects that railroads will use the rule's compliance period to engage with emergency response organizations along their routes to prepare for implementation. Note that Class III railroads that choose to comply with the alternative compliance method adopted in this final rule must inform all emergency response organizations along their route about the contents of their written plan that identifies how the railroad will provide accurate train consist information in emergency situations.</P>
                    <HD SOURCE="HD3">7. Role-Based Repository</HD>
                    <P>
                        The Attorneys General requested that PHMSA develop, or require others to develop, a “role-based repository” of real-time train consist information. Summarily, the Attorneys General describe a centralized database containing all real-time train consist information for hazardous materials moving across the nationwide rail system. Access to the repository would be governed by a user's role—
                        <E T="03">e.g.,</E>
                         a railroad would be granted access to the database to fulfill their responsibilities to create, update, and transmit train consist information, while an emergency response organization would be granted a different level of access so they could view train consist information during an emergency scenario. The Attorneys General suggest that PHMSA could host this database and provide role-based access to it to ensure that all authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel who need access to real-time train consist information are able to access it.
                    </P>
                    <HD SOURCE="HD3">PHMSA's Response</HD>
                    <P>The creation of a centralized repository for train consist information is beyond the scope of this rulemaking. PHMSA lacks the staff, resources, and legal authority to create, manage, and secure such an extensive and critical database.</P>
                    <HD SOURCE="HD3">8. Additional Train Consist Information</HD>
                    <P>APCO submitted a comment that requested that PHMSA expand the type of information included with the emergency notification of an accident involving hazardous materials or an incident involving the release or suspected release of a hazardous material. Specifically, APCO requested that PHMSA require railroads to report:</P>
                    <P>• Size and location of the release of hazardous materials;</P>
                    <P>• Relevant placard number(s);</P>
                    <P>• Information about individuals impacted by the incident, if applicable; and</P>
                    <P>• Contact information for railroad personnel on scene in the event the designated emergency response point of contact is not present at the incident.</P>
                    <PRTPAGE P="52981"/>
                    <HD SOURCE="HD3">PHMSA's Response</HD>
                    <P>PHMSA is concerned that requiring railroads to provide information on the size and location of the release of hazardous materials with the emergency notification will slow down the notification to the primary PSAP, because railroads would likely not have access to that information immediately. One of the major purposes of providing train consist information to federal, state, and local first responders, emergency response officials, and law enforcement personnel is to allow them to assess the incident or accident scene safely and effectively. The information requested by APCO would need to be gathered through an accident assessment, likely conducted by local emergency responders themselves, and it would be counter-productive and potentially dangerous to require an accident assessment be conducted before the railroad could provide the required train consist information to the primary PSAP.</P>
                    <P>PHMSA emphasizes that these regulatory requirements are minimums, and PHMSA expects that a railroad would take steps to share any and all available information on the size and location of the hazardous materials release with the incident command, through the primary PSAP or directly, as soon as possible to help responders assess the threats of hazardous material. The four-digit number displayed on a placard, also known as a UN ID number, is already included in train consist information as a required data point (this information is part of the required §§ 172.201 to 172.203 shipping paper information). Again, PHMSA expects that if a railroad is aware of which specific railcars within the train have been involved in the accident or incident, and therefore the UN ID numbers of the hazardous materials contained in those railcars, they will share that information with the primary PSAP and incident command immediately.</P>
                    <P>However, PHMSA understands that in the initial chaotic stages of a train accident, it is more important for the railroad to share the entire train consist immediately and allow responders arriving on the scene to use the unique reporting marks on the cars and their position in the accident site to determine the contents of the cars involved in the accident or incident. Similarly, information on the individuals impacted would likely not be available to a railroad immediately. PHMSA believes the railroad should remain focused on sharing the train consist information as quickly as possible in a directed manner, and not delay its provision to gather more information on the scene.</P>
                    <P>Finally, it may be confusing to provide additional contact information about railroad personnel to local responders. The train consist information includes a railroad designated emergency point of contact, and that contact information should be counted upon to create a reliable, simple single line of communication between the incident command and the railroad during the initial stages of an emergency. Therefore, PHMSA will not require that railroads provide this additional information. PHMSA emphasizes that the regulatory standards adopted in this final rule are minimum requirements, and PHMSA encourages railroads to provide any additional relevant information regarding an accident or incident to authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel as soon as possible.</P>
                    <HD SOURCE="HD3">9. Prohibition of Non-Disclosure Agreements</HD>
                    <P>Ecology and UTC requested that PHMSA prohibit the use of non-disclosure agreements as a condition of using an electronic system that provides train consist information to federal, state, and local first responders, emergency response officials, and law enforcement personnel. Ecology and UTC state that if a non-disclosure agreement is required to access electronic train consist information, as it is for AskRail® for example, some response personnel working for state, local, and tribal response organizations that require their employees to comply with public disclosure laws will not be able to use these means of information sharing. AFPM submitted a comment requesting that PHMSA expressly prohibit the dissemination of emergency response information to protect against unauthorized access by international or domestic terrorists seeking to disrupt train operations and endanger civilian lives.</P>
                    <P>PHMSA's Response</P>
                    <P>
                        PHMSA will not prohibit railroads from taking measures to prevent the re-transmission of real-time train consist information to unauthorized persons. In the NPRM in § 174.28(c), PHMSA proposed to require that railroads must implement security and confidentiality protections in generating, updating, providing, and forwarding train consist information in electronic form to ensure they provide access only to authorized persons. PHMSA is adopting those requirements in the final rule.
                        <SU>59</SU>
                        <FTREF/>
                         PHMSA considers a provision that real-time train consist information may not be disseminated publicly without permission to be a reasonable requirement for railroads to include in an application to comply with PHMSA's information security requirements. PHMSA does not currently believe that this type of requirement unnecessarily restricts legitimate usage of real-time train consist information during rail accidents and incidents. Therefore, in this final rule, PHMSA will not prohibit the inclusion of provisions that require recipients of real-time train consist information to protect the information they receive.
                    </P>
                    <FTNT>
                        <P>
                            <SU>59</SU>
                             Please note that the security requirements have moved to paragraph (d) to accommodate a new paragraph for the Class III railroad alternate compliance method.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD2">N. Additional Notice and Opportunity to Comment</HD>
                    <P>NENA/NASNA, in supplemental comments filed on March 18, 2024, requested that PHMSA re-open the comment period of the rulemaking to allow additional time for stakeholders in the PSAP community to review the proposed rule and submit comments. NENA/NASNA states that, in their opinion, the NPRM comment period did not allow adequate notice for local PSAP stakeholders to participate in the rulemaking process.</P>
                    <HD SOURCE="HD3">PHMSA's Response</HD>
                    <P>PHMSA does not concur that this rulemaking action did not afford local PSAP or other interested stakeholders in the emergency communication and response communities sufficient opportunity to submit their views on the role of PSAPs in the provision of real-time train consist information to emergency response personnel. PHMSA notes that since publication of the ANPRM in January 2017, the mechanics for channeling real-time train consist information from the railroads to emergency responders has been a principal area of focus of the rulemaking. Indeed, the ANPRM posed a series of questions on how fusion centers would, in-practice, interface with diverse emergency response assets—of which PSAPs are a prominent example. The ANPRM also posed questions regarding current practices among railroads for notifying the emergency responders of accident and incidents similarly naturally touches on the role of PSAPs in those efforts.</P>
                    <P>
                        NENA and NASNA submitted joint comments on the NPRM emphasizing the centrality of PSAPs in emergency response, and calling on PHMSA to 
                        <PRTPAGE P="52982"/>
                        adjust its proposals because of limited internet access for PSAPs; the revisions to the notification requirements in this final rule are informed by those comments. Further, PHMSA held additional listening sessions with both NENA and NASNA to afford opportunity to clarify further the comments already presented by the organizations.
                    </P>
                    <P>It is not in the interest of public safety to further delay the implementation of the crucial safety improvements implemented in this final rule by re-opening the comment period. Therefore, we elect not to accommodate this request. However, PHMSA notes to NENA/NASNA that there are delayed compliance timeframes of one year and two years, respectively, depending on railroad class, which will allow time for PSAPs to participate in implementation. Moreover, PHMSA's expectation is that railroads (especially Class I) take the initiative to collaborate with PSAPs in providing assurances train consist information that is provided to PSAPs in accordance with this rulemaking is then proven to be accessible to emergency responders.</P>
                    <HD SOURCE="HD1">V. Section-by-Section Review of Amendments</HD>
                    <HD SOURCE="HD1">Parts 171 and 180</HD>
                    <HD SOURCE="HD2">A. Sections 171.8 and 180.503</HD>
                    <P>
                        Section 171.8 defines key terms used in the HMR. Prior to the adoption of this final rule, a train consist was defined in this section as a “written record of the contents and location of each rail car in a train” 
                        <SU>60</SU>
                        <FTREF/>
                        —which PHMSA and industry have historically understood to refer to the printed paper copy documentation maintained and updated by train crews pursuant to § 174.26(a). Prior to adoption of this final rule train crews were also obliged by § 174.26(b) to maintain a paper copy of certain “emergency response information” specified in part 172, subpart G, as well as other shipping paper information specified in part 172, subpart C.
                    </P>
                    <FTNT>
                        <P>
                            <SU>60</SU>
                             Mirror language appears in the definition of the same term at § 180.503.
                        </P>
                    </FTNT>
                    <P>As discussed in Section II.B above, Section 7302 of the FAST Act (consistent with NTSB safety recommendation R-07-004) directs PHMSA to require Class I railroads to (in real-time) generate, maintain, update, and share certain real-time train consist information in electronic form with emergency response personnel. That list of information specified in the FAST Act is by-and-large consistent with the suite of safety-critical information in the definitions of “train consist” at § 171.8 in use before the adoption of this final rule (which in turn is aligned with the information contained in the notice provided to train crews at § 174.26) and the “emergency response information” specified at § 172.602. In the NPRM, PHMSA proposed to replace the term “train consist” with the term “train consist information” at § 171.8 to more fully capture the intended meaning in light of the FAST Act, and specifically to mean a record of information (as required by § 174.26) of the position and content(s) of hazardous materials rail cars of a train.</P>
                    <P>The comments PHMSA received about the creation of the definition of “train consist information” were generally positive and supportive. Therefore, in this final rule, PHMSA adopts the definition of “train consist information” in § 171.8, as proposed. Additionally, PHMSA removes the definition of “train consist” from § 180.503, as proposed. However, please note that PHMSA adopts changes to certain information included as “train consist information” in § 174.26. These changes are discussed in depth below in Section V.B.</P>
                    <HD SOURCE="HD1">Part 174</HD>
                    <HD SOURCE="HD2">B. Section 174.26</HD>
                    <P>
                        Prior to the adoption of this final rule, § 174.26 required railroads to provide each train crew with a printed, hard copy document (
                        <E T="03">i.e.,</E>
                         a record of information) reflecting the current position in the train of each rail car containing a hazardous material. This provision also required the train crew to update the document to indicate changes in the placement of a hazardous material rail car within the train. Additionally, § 174.26(b) required that the train crew must have a hard copy of a document showing the information required by part 172 (
                        <E T="03">e.g.,</E>
                         shipping paper information), and emergency response information specified in § 172.604. The HMR's emergency response information standards at part 172, subpart G, also contain requirements that (1) pursuant to § 172.600(c), railroads and other carriers make that hard copy information immediately available for use at all times hazardous material is present—by, for example, making it immediately available to a representative of a federal, state, or local government agency responding to an incident involving a hazardous material or conducting an investigation that involves a hazardous material; and (2) pursuant to § 172.602(c)(1), railroads must maintain hard copy emergency response information that is immediately accessible to train crews in the event of an accident or incident involving hazardous materials.
                    </P>
                    <P>
                        Consistent with the FAST Act Section 7302 mandate, PHMSA proposed to supplement those existing requirements by amending § 174.26 in several ways to ensure that train consist information held in hard (printed) copy by train crews for all railroads is itself updated in real-time for accuracy based on changes in the hazardous material within the train consist, and that train crews ensure that their locally-maintained hard copies match the electronic versions of the train consist information maintained off the train at all times. Those proposed revisions to § 174.26 were as follows: (1) replace existing references in § 174.26 to the hard copy “document” memorializing train car position in this provision with references to the hard copy versions of the “train consist information” proposed at § 171.8; (2) specify the information to be included as part of the “train consist information;” (3) specify that a hard (printed) copy version of train consist information must be provided to train crews before initial train movement and maintained in a conspicuous location of an occupied locomotive during transportation, 
                        <E T="03">i.e.,</E>
                         when the train crew is aboard the locomotive; (4) specify that train crews must update that local, hard (printed) copy version to reflect changes in the train consist information at intermediate stops before the train re-commences movement from those stops; and (5) specify that the train crews must also update or notify the railroad to update the electronic form of train consist information maintained off the train to synchronize with the local hard (printed) copy of the train consist information employing (as appropriate) electronic devices compliant with the requirements of 49 CFR part 220.
                    </P>
                    <P>In this final rule, PHMSA adopts § 174.26 with the following revisions to the proposed requirements:</P>
                    <P>
                        <E T="03">1. In paragraph (a), a revision removing the requirement to include the name, title, and email address of the designated emergency response point of contact.</E>
                    </P>
                    <P>
                        This revision acknowledges that railroads transport hazardous materials 24/7, 365 days a year, and it is not a reasonable requirement to include the name, title, and email address of a specific individual as the designated emergency response point of contact. Name, title, and  email address information may change frequently and necessitate administrative updates to information that may introduce 
                        <PRTPAGE P="52983"/>
                        inefficiencies or confusion if not properly communicated to all parties, while a dedicated phone number for emergency response will likely remain static. See Section IV.J. for additional discussion on this revision.
                    </P>
                    <P>
                        <E T="03">2. In paragraph (a)(1), revise the requirement for origin and destination information to “point of origin and destination of the train.”</E>
                    </P>
                    <P>This revision is discussed in greater detail in Section IV.I. above. Although PHMSA believes we have discretion to implement as proposed, based on commenter feedback we are adopting a stricter reading and bringing the requirements of the final rule into closer alignment with the FAST Act mandate. As noted in feedback by commenters, this origin/destination data will still provide authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel with important information about the train's direction of travel that can be used in assessing the threat of that hazardous material carried aboard the train.</P>
                    <P>
                        <E T="03">3. In paragraph (b), make a minor revision to allow train crews to use other means besides electronic or radio communications to make updates to the electronic train consist information.</E>
                    </P>
                    <P>This revision is intended to provide railroads additional flexibility as to how train consist information is updated in the railroad's centralized electronic database. To be clear, PHMSA is generally not concerned about how the update is made, only that the update is made and is accurate before the train moves.</P>
                    <P>
                        <E T="03">4. In paragraph (b), make a conforming edit to clarify that Class III railroads complying with the alternative compliance method adopted in this final rule are not required to update electronic train consist information.</E>
                    </P>
                    <P>As discussed in Section IV.B and V. C, in this final rule PHMSA is adopting an alternative compliance method for Class III railroads that does not require that train consist information be maintained or transmitted electronically. Therefore, we are making a conforming edit to this paragraph to clarify that Class III railroads that choose to use the alternative compliance method adopted in this final rule are not required to update electronic train consist information in real time, because they are not required to maintain electronic train consist information.</P>
                    <P>
                        Therefore, the requirements of § 174.26 adopted in this final rule are as follows: (1) replace existing references in § 174.26 to the paper “document” memorializing train car position in this provision with references to “train consist information” as defined in § 171.8; (2) specify the information to be included as part of the “train consist information;” (3) specify that a local printed paper copy version of train consist information must be provided to train crews before initial train movement and maintained in a conspicuous location of an occupied locomotive during transportation, 
                        <E T="03">i.e.,</E>
                         when the train crew is aboard the locomotive; (4) specify that train crews must update the local printed paper copy of train consist information to reflect changes in the train consist information at intermediate stops before the train re-commences movement from those stops; and (5) specify that the train crews must also update or notify the railroad to update the electronic form of train consist information (if used—see Class III alternative compliance method requirements) maintained off the train to ensure consistency with the local printed paper copy of the train consist information prior to moving the train.
                    </P>
                    <HD SOURCE="HD2">C. Section 174.28</HD>
                    <P>Prior to the adoption of this final rule, the HMR did not impose a crystal-clear requirement for railroads to ensure that safety-critical train consist information is available to emergency response personnel at all times, much less placed in the hands of emergency response personnel during an accident or incident involving rail transportation of hazardous material. Rather, the HMR instructs in terms of making such information “accessible” to train crews (§ 172.602(c)), “available” to first responders, emergency response officials, or law enforcement personnel (§ 172.600(c)), in the possession of train crews (§ 174.26(a)), and submitted to the National Response Center “as soon as practical but no later than 12 hours after the occurrence of any incident . . .” (§ 171.15).</P>
                    <P>Section 7302 of the FAST Act requires PHMSA to issue regulations to supplement the aforementioned requirements by creating an explicit obligation for railroads to “provide” accurate, real-time train consist information in electronic form to authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel involved in a rail accident or incident involving transportation of hazardous materials. As discussed in Section IV.F. above, PHMSA understands that the congressional mandate to “provide” real-time train consist information requires that railroads take concrete action both: (1) by making that electronic train consist information available to emergency response personnel at all times, including before an accident or incident occurs; and (2) immediately after an accident or incident, ensuring that railroads take action to provide emergency notification and train consist information.</P>
                    <P>PHMSA consequently proposed a new § 174.28 implementing that FAST Act mandate. For the same reasons described in the above discussion of the proposed § 174.26, PHMSA proposed that this new provision's requirements would apply to all railroads, and not just those that were the subject of the FAST Act mandate. However, in this final rule, PHMSA is adopting an alternative compliance method that does not require train consists to be maintained or transmitted in electronic form for Class III railroads, due to their small size and closer integration with local emergency response resources. Consistent with PHMSA's understanding of congressional intent, paragraph (a) of this section requires railroads to ensure that authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel along routes in which they transport hazardous material have access to up-to-date, electronic real-time train consist information at any time—including before an accident or incident occurs.</P>
                    <P>PHMSA notes that this element of its new information-sharing requirements can help to address concerns regarding the effectiveness of any requirement for only post-accident/incident notification arising from: (1) internet or phone connectivity gaps/intermittency; or (2) delayed or incomplete distribution of real-time electronic train consist by railroad personnel who may be juggling many tasks following reports of an accident or incident involving rail transportation of hazardous material. As discussed above in Sections III.F.-G., PHMSA understands that the industry may already have tools (including the AskRail® system) that could be employed for this purpose without material modification—or could develop new platforms for this purpose.</P>
                    <P>In the final rule, PHMSA is adopting paragraph (a) as proposed, with a minor revision to clarify that the party responsible for compliance is the railroad operating a train carrying hazardous materials, rather than the track owner—if the track owner is different than the railroad operating the train.</P>
                    <P>
                        For paragraph (b) within the new § 174.28, PHMSA proposed to establish an obligation for all railroads to supplement the above advance information sharing requirement with 
                        <PRTPAGE P="52984"/>
                        an explicit obligation for railroads to “push” electronic train consist information to state-authorized local first responders within a 10-mile radius of an accident or certain incidents promptly following the accident or incident. In this final rule, PHMSA is revising the proposed requirement. PHMSA is replacing the proposed requirement to provide emergency notification to all state-authorized local first responders within a 10-mile radius of an accident or incident with a requirement to provide telephonic emergency notification and an electronic copy of train consist information to the primary PSAP responsible for the area where the accident or incident occurred and, separately, to the track owner (if the track owner is different than the railroad operating the train). This notification would be largely similar to the special permit conditions discussed in Section III.C. above. The decision to change the recipient of the emergency notification from all local first responders within a 10-mile radius to the primary PSAP responsible for the accident or incident location and the track owner is discussed in greater detail in Section IV.C above.
                    </P>
                    <P>
                        At its core, this requirement is performance-based—in scrutinizing compliance with this requirement, PHMSA will focus on: (1) before an accident or incident, ensuring that railroads have adopted protocols and resources providing a high degree of confidence that the emergency notifications will succeed in immediately placing train consist information in the hands of a primary PSAP or track owner; and (2) after an accident or incident occurs, that those notifications did in fact reach the intended audience in a timely manner.
                        <SU>61</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>61</SU>
                             PHMSA expects that railroads will not approach their “push” notification requirement as a check-the-box exercise whereby their regulatory obligation is discharged when they send an email or leave a voicemail with emergency response personnel. Rather, PHMSA expects that they will continue to attempt to contact emergency response personnel by a variety of means until they receive positive (non-automated) receipt of the notification by those personnel.
                        </P>
                    </FTNT>
                    <P>
                        Similarly, PHMSA will be less concerned with the particular tools used to provide electronic train consist information to the primary PSAP or track owner after the initial telephone notification of the incident or accident (
                        <E T="03">e.g.,</E>
                         instant message to mobile devices, email, fax notification functionalities within the AskRail® system) than whether railroads have ensured that: (1) their personnel have, in advance of rail transportation of hazardous material, a comprehensive, verified list with pertinent contact information for primary PSAPs and other track owners (if applicable) along a route; and (2) appropriate protocols and training for railroad personnel to ensure that such emergency notifications can occur immediately following an accident or incident. To verify that each railroad has a system in place to meet this performance-based approach, PHMSA is adopting a new requirement in paragraph (b)(2) for railroads to conduct annual tests of their emergency notification system. These tests must be sufficient in number and location to ensure reliability across the railroad's network.
                    </P>
                    <P>PHMSA also is adopting a recordkeeping requirement in association with the test requirement to require railroads to create a record of each test to include: (1) the date of the test; (2) the method used to provide the notification; (3) the name and location of the primary PSAP or track owner to whom the notification was sent; (4) whether or not the test notification was received and acknowledged; and (5) for system tests that are not received and acknowledged, an analysis of the factors contributing to the failure and corrective actions taken by the railroad to prevent such a failure from recurring. Test records must be retained for at least five years.</P>
                    <P>Finally, PHMSA is replacing the word “promptly” with “immediately” in this paragraph in order to more clearly communicate our intent that the railroad operating the train provide the emergency notification and train consist information as quickly as possible.</P>
                    <P>In this final rule, PHMSA is adopting an alternative compliance method for Class III railroads that does not require the transmission of electronic train consists to authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel. Class III railroads may either comply with the electronic real-time train consist and emergency notification requirements adopted in paragraphs (a) and (b), or they may comply with the alternative method adopted in § 174.28(c).</P>
                    <P>The alternative method requires a Class III railroad to develop a written plan that describes how the railroad will notify local emergency response organizations about an incident or accident involving hazardous materials that requires an emergency response. This plan must also describe how the Class III railroad will provide accurate, updated train consist information to local emergency responders, and must assign the responsibility for providing this information to at least one person not on board a locomotive, unless there are no such employees of the Class III railroad capable of performing this function. PHMSA expects that only the smallest of Class III railroads would be unable to assign an office employee with this responsibility; provide this employee with any necessary training; and ensure at least one such employee is available to communicate with emergency responders in the event of an emergency situation during all train movements. Class III railroads must inform all local emergency response agencies along their route about the contents of the plan. In the event of an accident involving a train carrying hazardous materials requiring response from local emergency response agencies, or an incident involving the release or suspected release of a hazardous material from a rail car in the train requiring response from local emergency response agencies, the Class III railroad must immediately notify the primary PSAP responsible for the area where the incident or accident occurred telephonically, and enact their plan to provide accurate, updated train consist information to appropriate emergency response agencies. Class III railroads must retain a copy of this plan and provide it to authorized representatives of the Department upon request. Finally, Class III railroads must conduct a test at least annually to demonstrate the effectiveness of their written plan. The Class III railroad must retain a record of each test event, and, in the event of a failed test, conduct an analysis of contributing factors and revise the plan accordingly to avoid such a failure in a real emergency situation.</P>
                    <P>
                        PHMSA also proposed a new paragraph (c) implementing the FAST Act mandate that the exchange of real-time electronic train consist information must be performed in a secure and confidential manner so as to protect proprietary and security-sensitive information,
                        <SU>62</SU>
                        <FTREF/>
                         and that regional and short line railroads be permitted to enter into memoranda of understanding with Class I railroads whose track they use to facilitate such transfers of train consist information to emergency response personnel 
                        <SU>63</SU>
                        <FTREF/>
                         and directed toward 
                        <PRTPAGE P="52985"/>
                        information-sharing and identification of best practices. Those industry initiatives are backstopped by recent guidance issued by the Transportation Security Administration (TSA) in October 2022 
                        <SU>64</SU>
                        <FTREF/>
                         directing most railroads to undertake a series of measures to reduce the risk of cybersecurity threats to their operations.
                    </P>
                    <FTNT>
                        <P>
                            <SU>62</SU>
                             PHMSA acknowledges that the precise statutory language employed in Section 7302(a)(5) of the FAST Act (“security-sensitive information”) differs slightly from the language (“Sensitive Security Information”) employed in the Transportation Security Administration directive referenced below and in regulation at 49 CFR parts 15 and 1520.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>63</SU>
                             Among the members of the Railroad Information Security Committee are the chief information security officers of several Class I railroads, Amtrak, Railinc. The Committee is supported by each of AAR and ASLRRA.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>64</SU>
                             TSA, Sec. Dir. No. 1580/82-2022-01, “Rail Cybersecurity Mitigation Actions and Testing” (Oct. 2022), sd-1580-82-2022-01.pdf (
                            <E T="03">tsa.gov</E>
                            ).
                        </P>
                    </FTNT>
                    <P>
                        PHMSA expects that railroads will be able to build on those existing resources to ensure that their execution of the requirements adopted in this final rule are compliant with the security requirements adopted in this final rule. Further, PHMSA notes that nothing in this rulemaking would restrict railroads from collaborating on a platform (
                        <E T="03">e.g.,</E>
                         the AskRail® system) for electronic sharing of accurate and real-time train consist information with authorized emergency response personnel, whether pursuant to a memorandum of understanding or other form of agreement. Therefore, PHMSA is adopting the requirements of paragraph (c) as proposed; however, PHMSA is redesignating this paragraph as (d) to accommodate the alternative compliance method adopted for Class III railroads.
                    </P>
                    <P>Lastly, in the NPRM, PHMSA included proposed language at paragraph (d) that would prohibit railroads and their personnel (or their designees) from withholding or causing to withhold electronic train consist information from emergency response personnel responding to an incident or accident. PHMSA's proposed regulatory language elaborated that railroads employing technology for such notifications must ensure that any such emergency response personnel have access to that software and the train consist information therein throughout the accident or incident—from the initial notification pursuant to § 174.28(b) until the conclusion of response and investigation efforts. PHMSA submits that this proposed language is another essential measure for backstopping both the obligation for railroads to provide accurate, real-time train consist information in electronic form in paragraph (a) and the accident/incident notification performance standard at paragraph (b). PHMSA is adopting the requirements of paragraph (d) as proposed; however, PHMSA is redesignating this paragraph as (e) to accommodate the alternative compliance method adopted for Class III railroads.</P>
                    <HD SOURCE="HD1">VI. Regulatory Analyses and Notices</HD>
                    <HD SOURCE="HD2">A. Statutory/Legal Authority for This Rulemaking</HD>
                    <P>
                        Statutory authority for this rulemaking is provided by the federal hazardous materials transportation law (HMTA; 49 U.S.C. 5101 
                        <E T="03">et seq.</E>
                        ). As discussed at greater length in Section II.B. above, Section 5103(b) of the HMTA authorizes the Secretary of Transportation to “prescribe regulations for the safe transportation, including security, of hazardous materials in intrastate, interstate, and foreign commerce.” The Secretary has delegated this authority under the HMTA to the PHMSA Administrator at 49 CFR 1.97(b).
                    </P>
                    <HD SOURCE="HD2">B. Executive Orders 12866 and 14094, and DOT Regulatory Policies and Procedures</HD>
                    <P>
                        Executive Order 12866 (“Regulatory Planning and Review”),
                        <SU>65</SU>
                        <FTREF/>
                         as amended by Executive Order 14094 (“Modernizing Regulatory Review”),
                        <SU>66</SU>
                        <FTREF/>
                         requires that agencies “should assess all costs and benefits of available regulatory alternatives, including the alternative of not regulating.” Agencies should consider quantifiable measures and qualitative measures of costs and benefits that are difficult to quantify. Further, Executive Order 12866 requires that “agencies should select those [regulatory] approaches that maximize net benefits (including potential economic, environmental, public health and safety, and other advantages; distributive impacts; and equity), unless a statute requires another regulatory approach.” Similarly, DOT Order 2100.6A (“Rulemaking and Guidance Procedures”) requires that regulations issued by PHMSA and other DOT Operating Administrations should consider an assessment of the potential benefits, costs, and other important impacts of the proposed action and should quantify (to the extent practicable) the benefits, costs, and any significant distributional impacts, including any environmental impacts.
                    </P>
                    <FTNT>
                        <P>
                            <SU>65</SU>
                             58 FR 51735 (Oct. 4, 1993).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>66</SU>
                             88 FR 21879 (April 11, 2023).
                        </P>
                    </FTNT>
                    <P>Executive Order 12866 and DOT Order 2100.6A require that PHMSA submit “significant regulatory actions” to the Office of Management and Budget (OMB) for review. This rulemaking is not considered a significant regulatory action under section 3(f) of Executive Order 12866 (as amended) and, therefore, was not formally reviewed by OMB. This rulemaking is also not considered a significant rule under DOT Order 2100.6A.</P>
                    <P>The following is a brief summary and table of costs, savings, and net benefits of some of the amendments adopted in this final rule. PHMSA has developed a more detailed economic analysis in the final RIA, a copy of which has been placed in the docket.</P>
                    <P>PHMSA has determined that the final rule impacts six Class I railroads, 14 Class II railroads, and 638 Class III railroads, and estimates the undiscounted total financial impact of the rule over a 10-year analysis period to be about $17.7 million in 2022 dollars, for an average annual cost of $1.8 million. The discounted total cost of the rule over the analysis period is estimated to be $15.8 million in 2022 dollars at a two percent discount rate, for an average annual cost of $1.6 million. Further, PHMSA notes that the benefits of the action are difficult to quantify as it is reliant on the degree to which having real-time access to train consist information improves authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel's ability to respond to rail incidents.</P>
                    <P>
                        Based on lessons learned from major hazardous material incidents on rail, PHMSA anticipates the action would improve authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel's ability to promptly identify all rail cars containing hazardous materials, as well as the specific hazardous material contained therein, that are involved in an accident or investigation, and to assess the threat from a hazardous materials release in a timely manner. This would likely reduce injuries and fatalities, material loss and response costs, and delays caused by closures to major transportation routes. PHMSA estimated the annual damage cost of hazardous material incidents on rail that could be impacted by this action to be about 15 million in 2022 dollars. Therefore, the final rule would have to reduce damage costs by about 12 percent for the monetized benefits of the final rule to equal costs. The following table summarizes the quantified annual costs and qualified benefits of the major provisions of this rulemaking.
                        <PRTPAGE P="52986"/>
                    </P>
                    <GPOTABLE COLS="5" OPTS="L2,tp0,i1" CDEF="s50,12,12,r50,r50">
                        <TTITLE> </TTITLE>
                        <BOXHD>
                            <CHED H="1">Requirement</CHED>
                            <CHED H="1">Average annual cost</CHED>
                            <CHED H="2">Undiscounted</CHED>
                            <CHED H="2">2%</CHED>
                            <CHED H="1">Benefit</CHED>
                            <CHED H="1">Breakeven</CHED>
                        </BOXHD>
                        <ROW>
                            <ENT I="01">Amending the definition of train consist information</ENT>
                            <ENT>$327,847</ENT>
                            <ENT>$291,089</ENT>
                            <ENT O="xl">
                                <E T="03">By aligning the definition of the FAST Act with the language in the existing regulation, this amendment improves regulatory clarity</E>
                            </ENT>
                            <ENT O="xl">
                                <E T="03">Cost-effective if this requirement reduces the consequences of hazardous material incidents by rail by about 11.8 percent</E>
                            </ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">Amending notice to train crew</ENT>
                            <ENT>1,169,018</ENT>
                            <ENT>1,036,601</ENT>
                            <ENT O="xl">
                                <E T="03">By improving emergency personnel's ability to promptly identify all the hazardous materials involved in an accident and assess the threat from a hazardous materials release, the provisions will reduce injuries and fatalities, material loss and response costs, and delays caused by closures</E>
                            </ENT>
                        </ROW>
                        <ROW RUL="n,s,s,n,n">
                            <ENT I="01">New emergency response information sharing requirement</ENT>
                            <ENT>275,018</ENT>
                            <ENT>251,219</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="03">Total</ENT>
                            <ENT>1,771,883</ENT>
                            <ENT>1,578,908</ENT>
                        </ROW>
                    </GPOTABLE>
                    <P>
                        As illustrated by the Norfolk Southern train derailment at East Palestine, Ohio, such incidents can have substantial consequences that are not captured by this regulatory impact analysis, including the long-term environmental concerns and health risks (both physiological and psychological) for residents. Research also shows that such incidents can have significant impacts on property values, which, in turn, can slow down economic activity in the area.
                        <SU>67</SU>
                        <FTREF/>
                         Additionally, of the 140,000 total route miles of track in the United States, 104,000 miles are in rural and tribal areas, suggesting that train related hazardous material incidents mainly happen in areas populated by disadvantaged communities.
                        <SU>68</SU>
                        <FTREF/>
                         Time is of the essence during the initial stages of emergency response to a hazardous materials incident. Reducing the lag in provision of critical hazardous material identification and response information during rail hazardous materials incidents will provide environmental and safety benefits, although these benefits are difficult to quantify. PHMSA acknowledges and considers these unquantified benefits in selecting the provisions of the rulemaking.
                    </P>
                    <FTNT>
                        <P>
                            <SU>67</SU>
                             For example, a study that examines the impact of 33 derailments involving hazardous material on property values in New York State between 2004 and 2013 found that, on average, a derailment depreciates housing values within a one-mile radius by five to eight percent (Chuan Tang et al. (2020). Rail accidents and property values in the era of unconventional energy production. Journal of Urban Economics, 120, 
                            <E T="03">https://doi.org/10.1016/j.jue.2020.103295.</E>
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>68</SU>
                             Improving Rail in Rural Communities | FRA (
                            <E T="03">dot.gov</E>
                            ).
                        </P>
                    </FTNT>
                    <HD SOURCE="HD2">C. Executive Order 13132</HD>
                    <P>
                        PHMSA analyzed this rulemaking in accordance with the principles and criteria contained in Executive Order 13132 (“Federalism”) 
                        <SU>69</SU>
                        <FTREF/>
                         and the presidential memorandum (“Preemption”).
                        <SU>70</SU>
                        <FTREF/>
                         Executive Order 13132 requires agencies to assure meaningful and timely input by state and local officials in the development of regulatory policies that may have “substantial direct effects on the States, on the relationship between the national government and the States, or on the distribution of power and responsibilities among the various levels of government.”
                    </P>
                    <FTNT>
                        <P>
                            <SU>69</SU>
                             64 FR 43255 (Aug. 10, 1999).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>70</SU>
                             74 FR 24693 (May 22, 2009).
                        </P>
                    </FTNT>
                    <P>The federal hazardous materials transportation law contains an express preemption provision at 49 U.S.C. 5125(a) in the event compliance with a state, local, or tribal requirement is not possible or presents an obstacle to compliance. Additionally, the federal hazardous materials transportation law contains an express preemption provision at 49 U.S.C.5125(b) that preempts state, local, and tribal requirements on the following covered subjects:</P>
                    <P>1. Designation, description, and classification of hazardous materials;</P>
                    <P>2. Packing, repacking, handling, labeling, marking, and placarding of hazardous materials;</P>
                    <P>3. Preparation, execution, and use of shipping documents related to hazardous materials and requirements related to the number, contents, and placement of those documents;</P>
                    <P>4. Written notification, recording, and reporting of the unintentional release in transportation of hazardous materials; and</P>
                    <P>5. Design, manufacture, fabrication, inspection, marking, maintenance, recondition, repair, or testing of a packaging or container represented, marked, certified, or sold as qualified for use in transporting hazardous materials in commerce.</P>
                    <P>This final rule addresses covered subject items (3) and (4) above and is expected to preempt state, local, and Indian tribe requirements not meeting the “substantively the same” standard. In this instance, the preemptive effect of the final rule is necessary to achieve the objectives of the FAST Act and the hazardous materials transportation law under which the final rule is promulgated. The final rule will not have substantial direct effects on states, the relationship between the national government and states, or the distribution of power and responsibilities among the various levels of government. Therefore, PHMSA has concluded that the consultation and funding requirements of Executive Order 13132 do not apply.</P>
                    <HD SOURCE="HD2">D. Executive Order 13175</HD>
                    <P>
                        PHMSA analyzed this rulemaking in accordance with the principles and criteria contained in Executive Order 13175 (“Consultation and Coordination with Indian Tribal Governments”) 
                        <SU>71</SU>
                        <FTREF/>
                         and DOT Order 5301.1A (“Department of Transportation Tribal Consultation Policy and Procedures”). Executive Order 13175 and DOT Order 5301.1A require DOT agencies to assure meaningful and timely input from Indian tribal government representatives in the development of rules that significantly or uniquely affect tribal communities by imposing “substantial direct compliance costs” or “substantial direct effects” on such communities or 
                        <PRTPAGE P="52987"/>
                        the relationship and distribution of power between the Federal Government and Native American tribes.
                    </P>
                    <FTNT>
                        <P>
                            <SU>71</SU>
                             65 FR 67249 (Nov. 9, 2000).
                        </P>
                    </FTNT>
                    <P>PHMSA assessed the impact of this action and has determined that it will not significantly or uniquely affect tribal communities or Native American tribal governments. The changes to the rail transportation requirements in the HMR as part of this action have national scope, and also are limited to establishing baseline requirements for the compilation, updating, and electronic exchange of hazardous materials information between railroads and authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel. Therefore, PHMSA finds this action will neither significantly nor uniquely affect tribal communities, nor impose substantial compliance costs on Native American tribal governments or mandate tribal action. Because this rulemaking will not adversely affect the safe transportation of hazardous materials, it will not cause disproportionately high adverse risks for tribal communities. For these reasons, the funding and consultation requirements of Executive Order 13175 and DOT Order 5301.1A do not apply.</P>
                    <HD SOURCE="HD2">E. Regulatory Flexibility Act and Executive Order 13272</HD>
                    <P>
                        The Regulatory Flexibility Act (5 U.S.C. 601 
                        <E T="03">et seq.</E>
                        ) requires agencies to review regulations to assess their impact on small entities, unless the agency head certifies that a rulemaking will not have a significant economic impact on a substantial number of small entities, including small businesses; not-for-profit organizations that are independently owned and operated and are not dominant in their fields; and governmental jurisdictions with populations under 50,000. The Regulatory Flexibility Act directs agencies to establish exceptions and differing compliance standards for small businesses, where possible to do so and still meet the objectives of applicable regulatory statutes. Executive Order 13272 (“Proper Consideration of Small Entities in Agency Rulemaking”) requires agencies to establish procedures and policies to promote compliance with the Regulatory Flexibility Act and to “thoroughly review draft rules to assess and take appropriate account of the potential impact” of the rules on small businesses, governmental jurisdictions, and small organizations. The DOT posts its implementing guidance on a dedicated web page.
                        <SU>72</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>72</SU>
                             DOT, “Rulemaking Requirements Related to Small Entities,” 
                            <E T="03">https://www.transportation.gov/regulations/rulemaking-requirements-concerning-small-entities</E>
                             (last accessed June 17, 2021).
                        </P>
                    </FTNT>
                    <P>This final rule has been developed in accordance with Executive Order 13272 and with DOT's procedures and policies to promote compliance with the Regulatory Flexibility Act to ensure that potential impacts of draft rules on small entities are properly considered. This action promotes the exchange of information about hazardous material on a train between railroads and emergency response personal and law enforcement for the benefit of response to, or investigation of, accidents or emergencies involving a train carrying hazardous material. The action applies to railroads, some of which are small entities, such as regional and short line railroads. As discussed at length in the final RIA—posted in the rulemaking docket—the actions adopted in this final rule do not have a significant economic impact on a substantial number of small entities.</P>
                    <P>PHMSA determined that all 638 Class III railroads (100 percent) and 13 Class II railroads (93 percent) can be considered small entities. None of the Class I railroads can be considered small entities.</P>
                    <GPOTABLE COLS="6" OPTS="L2,tp0,i1" CDEF="s50,12,12,12,12,12">
                        <TTITLE> </TTITLE>
                        <BOXHD>
                            <CHED H="1">Railroad</CHED>
                            <CHED H="1">
                                Affected
                                <LI>entities</LI>
                            </CHED>
                            <CHED H="1">&gt;1,500 employees</CHED>
                            <CHED H="2">Count</CHED>
                            <CHED H="2">Percent</CHED>
                            <CHED H="1">1,500 or fewer employees</CHED>
                            <CHED H="2">Count</CHED>
                            <CHED H="2">Percent</CHED>
                        </BOXHD>
                        <ROW>
                            <ENT I="01">Class I</ENT>
                            <ENT>6</ENT>
                            <ENT>6</ENT>
                            <ENT>100</ENT>
                            <ENT>0</ENT>
                            <ENT>0</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">Class II</ENT>
                            <ENT>14</ENT>
                            <ENT>1</ENT>
                            <ENT>7</ENT>
                            <ENT>13</ENT>
                            <ENT>93</ENT>
                        </ROW>
                        <ROW RUL="n,s">
                            <ENT I="01">Class III</ENT>
                            <ENT>638</ENT>
                            <ENT>0</ENT>
                            <ENT>0</ENT>
                            <ENT>638</ENT>
                            <ENT>100</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="03">Total</ENT>
                            <ENT>658</ENT>
                            <ENT>7</ENT>
                            <ENT/>
                            <ENT>651</ENT>
                            <ENT/>
                        </ROW>
                    </GPOTABLE>
                    <P>According to ASLRRA's report, in 2017, the average annual revenues of a Class II and Class III railroads were approximately $79 million and $4.75 million, respectively. PHMSA converted these into 2022 dollars by using a deflation index of 1.17, resulting in an average annual revenue of $92.43 million and $5.5 million for Class II and Class III, respectively. Based on estimates, for Class II and III railroads, the per railroad undiscounted average annual cost of the final rule is $17,017 and $521, respectively.</P>
                    <GPOTABLE COLS="9" OPTS="L2,tp0,p7,7/8,i1" CDEF="s50,10,10,10,10,10,10,10,10">
                        <TTITLE> </TTITLE>
                        <BOXHD>
                            <CHED H="1">Railroad class</CHED>
                            <CHED H="1">
                                Number of
                                <LI>railroads</LI>
                            </CHED>
                            <CHED H="1">
                                Amending the
                                <LI>definition of train</LI>
                                <LI>consist information</LI>
                            </CHED>
                            <CHED H="2">
                                Average
                                <LI>annual cost</LI>
                            </CHED>
                            <CHED H="2">
                                Average
                                <LI>annual</LI>
                                <LI>cost per</LI>
                                <LI>railroad</LI>
                            </CHED>
                            <CHED H="1">
                                Amending notice to
                                <LI>train crew</LI>
                            </CHED>
                            <CHED H="2">
                                Average
                                <LI>annual cost</LI>
                            </CHED>
                            <CHED H="2">
                                Average
                                <LI>annual</LI>
                                <LI>cost per</LI>
                                <LI>railroad</LI>
                            </CHED>
                            <CHED H="1">
                                New emergency
                                <LI>response information</LI>
                                <LI>sharing requirement</LI>
                            </CHED>
                            <CHED H="2">
                                Average
                                <LI>annual cost</LI>
                            </CHED>
                            <CHED H="2">
                                Average
                                <LI>annual</LI>
                                <LI>cost per</LI>
                                <LI>railroad</LI>
                            </CHED>
                            <CHED H="1">
                                Final rule
                                <LI>average</LI>
                                <LI>annual cost</LI>
                            </CHED>
                        </BOXHD>
                        <ROW>
                            <ENT I="01">Class III</ENT>
                            <ENT>638</ENT>
                            <ENT>$32,714</ENT>
                            <ENT>$51</ENT>
                            <ENT>$155,659</ENT>
                            <ENT>$244</ENT>
                            <ENT>$134,322</ENT>
                            <ENT>$226</ENT>
                            <ENT>$521</ENT>
                        </ROW>
                        <ROW>
                            <ENT I="01">Class II</ENT>
                            <ENT>14</ENT>
                            <ENT>12,895</ENT>
                            <ENT>921</ENT>
                            <ENT>156,581</ENT>
                            <ENT>11,184</ENT>
                            <ENT>68,762</ENT>
                            <ENT>4,912</ENT>
                            <ENT>17,017</ENT>
                        </ROW>
                    </GPOTABLE>
                    <PRTPAGE P="52988"/>
                    <P>PHMSA estimates the average annual cost of the rule is less than 0.1 percent of the average annual revenue of Class II and Class III railroads. In consideration of the unique needs of Class III railroads, in this final rule, PHMSA adopts an alternative compliance method for Class III railroads that does not require the deployment of an electronic train consist system. The alternative compliance method will provide an increase in the level of safety from the status quo, without unduly burdening these small businesses. Additionally, PHMSA is adopting a two-year delayed compliance period for Class II and III railroads to allow them sufficient time to make any operational, cultural, or technological changes to comply with the requirements of this final rule.</P>
                    <P>Based on this analysis, PHMSA certifies that this action will not have a significant economic impact on a substantial number of small entities.</P>
                    <HD SOURCE="HD2">F. Paperwork Reduction Act</HD>
                    <P>
                        Under the Paperwork Reduction Act of 1995 (PRA; 44 U.S.C. 3501 
                        <E T="03">et seq.</E>
                        ), no person is required to respond to an information collection unless it has been approved by the Office of Management and Budget (OMB) and displays a valid OMB control number. Section 1320.8(d) of 5 CFR requires PHMSA to provide interested members of the public and affected agencies an opportunity to comment on information and recordkeeping requests. This action will result in an increase in annual burden and costs for information collection due to additional railroad information requirements for hazardous materials transported by rail.
                    </P>
                    <P>PHMSA has analyzed this final rule in accordance with the PRA, which requires federal agencies to minimize paperwork burden imposed on the American public by ensuring maximum utility and quality of federal information, ensuring the use of information technology to improve government performance and improving the Federal Government's accountability for managing information collection activities. Under the PRA, no person is required to respond to any information collection unless it has been approved by OMB and displays a valid OMB control number.</P>
                    <P>
                        In this final rule, PHMSA is adding six new information collections to OMB Control No. 2137-0559, “Rail Carrier and Tank Car Tanks Requirements, Rail Tank Car Tanks—Transportation of Hazardous Materials by Rail.” PHMSA estimates that this final rule will result in an overall increase in burden attributed to the requirement for additional emergency response information on hazardous materials by rail. The amendments adopted in this final rule will require railroads to make certain train consist information available electronically. Much of this required information is already required of, and generally applied to, shippers who must then provide the information to carriers (
                        <E T="03">e.g.,</E>
                         railroads). Shippers are also generally required to supply emergency response information with the hazardous material shipping paper information. For purposes of facilitating emergency response measures, the additional information collection applied to railroads by this rule is expanded hazardous material train consist information that includes the origin and destination of hazardous materials on a train and the specific identification of hazardous material location in rail cars. Additionally, PHMSA is requiring railroads to provide notice to state-authorized local responders when an accident or incident involving hazardous material occurs.
                    </P>
                    <HD SOURCE="HD3">Hazardous Materials Train Consist Information</HD>
                    <P>As a result of the changes adopted in this final rule, PHMSA estimates that 658 railroads (Class I, II, and III) will produce hazardous material train consist information approximately 131,042 times annually. PHMSA estimates the additional burden for this information collection will take five minutes per response, resulting in approximately 10,876 additional burden hours for the railroads (Class I, II, and III) (131,042 responses × five minutes). Additionally, PHMSA estimates railroads will need to make an initial investment in building a system for electronic sharing of train consist information. PHMSA conservatively assumes the initial cost of building out a system will result in $500,000 in burden cost associated with this information collection.</P>
                    <HD SOURCE="HD3">Notification of Hazardous Materials Accidents or Incidents</HD>
                    <P>Additionally, PHMSA estimates that 658 railroads (Class I, II, and III) will need to notify local authorities of hazardous materials incidents 491 times annually. PHMSA understands that not all Class II and III railroads transport hazardous materials, yet is estimating these costs using a conservative assumption that all railroads may at some point transport hazardous material. PHMSA estimates the additional burden added in this final rule will take 15 minutes resulting in 122.75 burden hours (491 hazardous materials incidents × 15 minutes per notification). There are no additional burden costs associated with this information collection.</P>
                    <HD SOURCE="HD3">Creation of Records of Emergency Notification System Tests</HD>
                    <P>In this final rule, PHMSA is adopting a requirement for railroads to test their ability to provide train consist information to primary PSAPs and emergency responders. In the first year, PHMSA estimates it will take Class I and II railroads 40 hours each to create a test plan, and it will take Class III railroads one hour to create a test plan. PHMSA estimates it will take Class I, II, and III railroads one hour each succeeding year to review and update the plan as necessary to account for changes in operations or geographic scope. The estimated information collection burden hours in the first year is 1,438 burden hours ((20 Class I and II railroads × 40 hours) + (638 Class III railroads × one hour)). This information collection will decrease in subsequent years to 658 burden hours overall.</P>
                    <HD SOURCE="HD3">Retention of Records of Emergency Notification System Tests</HD>
                    <P>PHMSA estimates that 20 Class I and II railroads will each conduct six tests of their emergency notification system (see § 174.28(b)) annually, and the 638 Class III railroads will conduct one test each. PHMSA estimates that it will take five minutes to retain and file the test record for each test event. The estimated information collection burden hours for this requirement is 62.9 hours ((20 Class I, Class II, railroads × six tests × five minutes) + (638 Class III railroads × one test × five minutes)).</P>
                    <HD SOURCE="HD3">Creation of Records of Class III Railroad Alternative Compliance Method</HD>
                    <P>
                        In this final rule, PHMSA is adopting an alternative compliance method for Class III railroads to account for the challenges in creating and providing electronic train consist information. As part of this requirement, Class III railroads must create a plan that describes how the railroad will provide accurate train consist information to primary PSAPs and local emergency response organizations. PHMSA estimates that this requirement will apply to 388 Class III railroads. PHMSA estimates it will take a Class III railroad four hours to develop this plan the first year, and one hour annually to review and update the plan to account for operational or network changes. The estimated burden hours in the first year is 1,552 hours (388 × 4 hours). The estimated burden will decrease in subsequent years to 388 hours.
                        <PRTPAGE P="52989"/>
                    </P>
                    <HD SOURCE="HD3">Retention of Records of Class III Railroad Alternative Compliance Method</HD>
                    <P>PHMSA estimates it will take a Class III railroad five minutes to retain a record of the plan, as required § 174.28(c). The estimated information collection burden is 32.2 hours (388 Class III railroads × five minutes).</P>
                    <P>A summary of the total increases for information collections under this OMB control number are as follows:</P>
                    <P>
                        <E T="03">Annual Increase in Number of Respondents:</E>
                         3,408.
                    </P>
                    <P>
                        <E T="03">Annual Increase in Number of Responses</E>
                        : 133,725.
                    </P>
                    <P>
                        <E T="03">Annual Increase in Burden Hours:</E>
                         14,084.
                    </P>
                    <P>
                        <E T="03">Annual Increase in Burden Costs:</E>
                         $500,000.
                    </P>
                    <P>PHMSA has submitted the revised information collection and recordkeeping requirements to OMB for approval.</P>
                    <P>Requests for a copy of this information collection should be directed to Steven Andrews or Nina Vore, Office of Hazardous Materials Standards, Pipeline and Hazardous Materials Safety Administration, 1200 New Jersey Avenue SE, Washington, DC 20590-0001, 202-366-8553.</P>
                    <HD SOURCE="HD2">G. Unfunded Mandates Reform Act of 1995</HD>
                    <P>
                        The Unfunded Mandates Reform Act of 1995 (UMRA; 2 U.S.C. 1501 
                        <E T="03">et seq.</E>
                        ) requires agencies to assess the effects of federal regulatory actions on state, local, and tribal governments, and the private sector. For any proposed or final rule that includes a federal mandate that may result in the expenditure by state, local, and tribal governments, or by the private sector of $100 million or more in 1996 dollars in any given year, the agency must prepare, amongst other things, a written statement that qualitatively and quantitatively assesses the costs and benefits of the federal mandate.
                    </P>
                    <P>As explained in the final RIA, this rulemaking is not expected to impose unfunded mandates under the UMRA. Nor is it expected to result in costs of $100 million or more in 1996 dollars to either state, local, or tribal governments, or to the private sector, in any one year. A copy of the final RIA is available for review in the rulemaking docket.</P>
                    <HD SOURCE="HD2">H. Environmental Assessment</HD>
                    <P>
                        The National Environmental Policy Act of 1969 (NEPA), as amended (42 U.S.C. 4321 
                        <E T="03">et seq.</E>
                        ),
                        <SU>73</SU>
                        <FTREF/>
                         requires federal agencies to consider the environmental impacts of their actions in the decision-making process. NEPA requires federal agencies to assess the environmental effects of proposed federal actions prior to making decisions and involve the public in the decision-making process. Agencies must prepare an environmental assessment (EA) for an action for which a categorical exclusion is not applicable and is either unlikely to have significant effects, or when the significance of the action is unknown. In accordance with these requirements, an EA must briefly discuss: the need for the action; the alternatives considered; the environmental impacts of the action and alternatives; and a listing of the agencies and persons consulted (40 CFR 1508.9(b)). If, after reviewing public comments in response to the draft EA (DEA), an agency determines that a rule will not have a significant impact on the human or natural environment, it can conclude the NEPA analysis with a finding of no significant impact (FONSI).
                    </P>
                    <FTNT>
                        <P>
                            <SU>73</SU>
                             Also at 40 CFR parts 1501 to 1508.
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">1. Purpose and Need for the Action</HD>
                    <P>The FAST Act at Section 7302 instructs the Secretary to issue regulations that require a Class I railroad transporting hazardous material to create accurate, real-time, and electronic train consist information that must be provided “to State and local first responders, emergency response officials, and law enforcement personnel that are involved in the response to or investigation of an accident, incident, or public health or safety emergency involving the rail transportation of hazardous materials.” Further, the NTSB has issued safety recommendation R-07-04 recommending PHMSA and FRA collaborate to require all railroads to immediately provide to emergency response personnel accurate, real-time information regarding the identity and location of all hazardous materials on a train. In light of the stated need, the purpose of the rule is to address the safety and environmental impacts of hazardous materials rail transportation incidents by requiring railroads to provide real-time electronic train consist information to federal, state, and local first responders, emergency response officials, and law enforcement personnel.</P>
                    <HD SOURCE="HD3">2. Alternatives Considered</HD>
                    <HD SOURCE="HD3">No Action Alternative</HD>
                    <P>The no action alternative would not make any changes to the current regulatory requirements that railroads must provide train crews with hard copy train consist information about hazardous material and its location on the train. There would be no additional requirements for railroads to generate, maintain, and provide in electronic form information regarding hazardous material to first responders, emergency response officials, and law enforcement personnel, or to forward this information to emergency response personnel in accident or incident situations.</P>
                    <HD SOURCE="HD3">Adopted Action: All Railroads Alternative</HD>
                    <P>
                        Under this alternative, railroads that transport hazardous materials are required to create accurate train consist information about the hazardous material and its location on a train in both a local printed paper copy maintained by train crews and an electronic copy maintained by the railroad off-of-the-train, and providing it in real-time through electronic communications to emergency response personnel. Railroads are also required to provide immediate telephonic emergency notification and electronic train consist information to the primary PSAP (
                        <E T="03">e.g.,</E>
                         9-1-1 call center) that covers the location where the accident or incident occurred immediately following the accident or incident. Class III railroads (small, short-line railroads) are authorized to meet an alternate compliance method that allows them to continue using paper-based train consists, provided that they create an emergency communication plan; inform local emergency response agencies about the contents of the plan; test the plan at least annually; and enact the plan in emergencies involving hazardous materials. This alternative aims to enhance transportation safety by transitioning away from exclusive reliance on train crews and hard copy documents to exchange of information about hazardous material and their location on a train.
                    </P>
                    <HD SOURCE="HD3">Class I Railroads Alternative</HD>
                    <P>
                        Under this alternative, only Class I railroads, as defined by the Surface Transportation Board, that transport hazardous materials would be subject to generating accurate train consist information about the hazardous material and its location on a train (in both electronic and hard copy forms), and providing it in real-time through electronic communication, to emergency response personnel. Also, only Class I railroads would be required to provide an immediate telephonic emergency notification and electronic train consist information to the primary PSAP that covers the location where the accident or incident occurred immediately following the accident or 
                        <PRTPAGE P="52990"/>
                        incident. This alternative aims to enhance transportation safety by transitioning away from exclusive reliance on train crews and hard copy documents for the exchange of information about hazardous materials and their locations on a train by adhering more closely to the FAST Act mandate to implement measures for Class I railroads.
                    </P>
                    <HD SOURCE="HD3">3. Affected Environment</HD>
                    <P>The action in the final rule applies to all railroads that transport hazardous materials in commerce. As such, PHMSA estimates the final rule will impact six Class I railroads, 14 Class II railroads, and 638 Class III railroads and the surrounding environments. Of the 140,000 total route-miles of track in the U.S., 104,000 miles are in rural and tribal areas.</P>
                    <P>
                        Because the final rule would apply to all railroads that carry hazardous materials, it is important to consider the existing environment related to freight transportation of hazardous materials. Between 2010 and 2021, hazardous materials released in railroad accidents resulted in a total of 326 injuries and no fatalities. Over this period there were 202 rail accidents that caused a release of hazardous material, and 5,178 instances of a release of hazardous material not associated with a rail accident (
                        <E T="03">e.g.,</E>
                         a failed valve allowing product to leak from a tank car). While accidents involving hazardous materials by rail are rare, they can have serious consequences. Recent examples of incidents involving trains carrying hazardous materials include the Norfolk Southern trail derailment incident in East Palestine, Ohio, in 2023; the derailment of a Conrail train in Paulsboro, New Jersey in 2012; and the Canadian National Railway Company (CN) train collision in Anding, Mississippi, in 2005. In all three cases, emergency personnel who responded to the incident did not gain access to information about the train consist until well after they arrived on scene, which hampered emergency response efforts and increased risks to the emergency responders and the local community.
                    </P>
                    <HD SOURCE="HD3">4. Environmental Impacts of Final Action and Alternatives</HD>
                    <HD SOURCE="HD3">No Action Alternative</HD>
                    <P>The PHMSA HMR and the FRA rail safety regulations work in tandem to keep hazardous material in packages and rail cars on the tracks during transportation. In the unlikely event of an incident or accident, train crews carry and maintain documentation, in addition to hazard communication displayed on packages and rail cars, that federal, state, and local first responders, emergency response officials, and law enforcement personnel can use to assess the potential for, or threat from, a hazardous materials release and thus, appropriately respond.</P>
                    <P>The intent of the FAST Act mandate and NTSB safety recommendation to provide real-time electronic means of train consist information exchange is to provide greater assurances that authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel have the right information about the hazardous material on a train without delay. The presumption being that supplementing the existing hard copy train consist information requirements by providing the information electronically, for instance, provides better assurance that such information is accurate and in real-time, especially in the aftermath of a derailment, and that real-time information will aid in response decision-making, leading to safer outcomes for the public and the environment. The no action alternative would not require any updates to the existing requirements or regulation of hazardous materials transportation and incident response time and therefore, the additional safety, environmental, and public health benefits of the adopted action would not be realized with the no action alternative.</P>
                    <HD SOURCE="HD3">Adopted Action: All Railroads Alternative (Final Rule)</HD>
                    <P>This action would supplement existing requirements for hard copies of train consist information maintained by train crews by requiring railroads to also create and provide accurate and real-time train consist information to emergency response personnel. Railroads would be required to use electronic communication to supplement their hard copy documentation and communications requirements. Efficiencies will be introduced by requiring accurate and real-time information exchange with the goal of improved safety and enhanced response to investigations of an accident or emergency involving hazardous material transported by rail.</P>
                    <P>
                        The intent of the action is to foster and promote the general welfare of the human and natural environment by providing enhanced emergency response and investigative efforts for safer transport of hazardous materials. The action builds on the current HMR requirements for hazardous material information sharing with the goal of improved rail transportation safety by enhancing authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel's ability to assess, without delay, the potential for or extent of a hazardous material release and take appropriate response measures. These enhanced safety measures and requirements are geared toward addressing environmental effects including avoidance of human exposure and water contamination. Compared to the no action alternative, implementing the safety measures described in the final rule may also reduce the adverse economic effects in local communities where incidents occur. Current research shows train derailments can reduce property values, which can slow down economic activity in the area.
                        <SU>74</SU>
                        <FTREF/>
                         The final rule aims to ensure emergency response personnel have timely, accurate, and actionable information regarding the hazardous material they may encounter at the scene of a rail accident or incident, thereby reducing the risks to surrounding communities and the environment while expediting site remediation, restoration of rail service, and community engagement efforts as investigation activity proceeds.
                    </P>
                    <FTNT>
                        <P>
                            <SU>74</SU>
                             For example, a study that examines the impact of 33 derailments involving hazardous material on property values in New York State between 2004 and 2013 found that, on average, a derailment depreciates housing values within a one-mile radius by five to eight percent (Chuan Tang et al. (2020). Rail accidents and property values in the era of unconventional energy production. Journal of Urban Economics, 120, 
                            <E T="03">https://doi.org/10.1016/j.jue.2020.103295</E>
                            .
                        </P>
                    </FTNT>
                    <P>Regulations that require the increased use of electronic systems for transmission of train consist information not only promote enhanced emergency response and investigative efforts for accidents or incidents, but also respond to the FAST Act mandate and NTSB safety recommendation R-07-04.</P>
                    <P>The final rule does not include any activities, such as ground disturbing activities, building or landscape alterations, construction or installation of any new aboveground components, or the introduction of visual, auditory, or atmospheric elements, that have the potential to adversely affect, either temporarily or permanently, historic resources and/or cultural resources, ecological resources, wetlands and waterways, or farmland.</P>
                    <HD SOURCE="HD3">Class I Railroads Only Alternative</HD>
                    <P>
                        This alternative would require only Class I railroads to supplement existing hard copy train consist information documentation requirements by creating and providing accurate, real-time 
                        <PRTPAGE P="52991"/>
                        electronic train consist information to emergency response personnel, and also providing an immediate telephonic emergency notification and electronic train consist information to the primary PSAP that covers the location where the accident or incident occurred immediately following the accident or incident. Although the entirety of the nation's rail network would not be covered, applying this alternative would still affect about 68 percent of the nation's rail network and most of the hazardous materials freight traffic. Class I railroads operate on about 90,000 miles of the 140,000-mile U.S. freight rail network.
                    </P>
                    <P>This modified version of the action would still provide safety and environmental benefits by enhancing authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel's ability to assess without delay the potential for a hazardous material release and take appropriate response measures. Similar to the action applicable to all railroads, this approach also builds on the HMR provisions for hazardous material information sharing, just to a narrower extent, applicable to only Class I railroads. The enhanced safety measures and requirements are geared toward addressing environmental effects, including avoidance of human exposure and water contamination. Similar to the final rule, this alternative would not include any activities, such as ground disturbing activities, building or landscape alterations, construction or installation of any new aboveground components, or the introduction of visual, auditory, or atmospheric elements, that have the potential to adversely affect, either temporarily or permanently, historic resources and/or cultural resources, ecological resources, wetlands and waterways, or farmland.</P>
                    <HD SOURCE="HD3">5. Environmental Justice</HD>
                    <P>
                        Executive Order 12898 (“Federal Actions to Address Environmental Justice in Minority Populations and Low-Income Populations”),
                        <SU>75</SU>
                        <FTREF/>
                         directs federal agencies to take appropriate and necessary steps to identify and address disproportionately high and adverse effects of federal actions on the health or environment of minority and low-income populations to the greatest extent practicable and permitted by law. DOT Order 5610.2C (“U.S. Department of Transportation Actions to Address Environmental Justice in Minority Populations and Low-Income Populations”) establishes departmental procedures for effectuating Executive Order 12898 promoting the principles of environmental justice through full consideration of environmental justice principles throughout planning and decision-making processes in the development of programs, policies, and activities—including PHMSA rulemaking.
                    </P>
                    <FTNT>
                        <P>
                            <SU>75</SU>
                             59 FR 7629 (Feb. 11, 1994).
                        </P>
                    </FTNT>
                    <P>Executive Order 14096—“Revitalizing Our Nation's Commitment to Environmental Justice for All”—was enacted on April 21, 2023. Executive Order 14096 on environmental justice does not rescind Executive Order 12898—“Federal Actions to Address Environmental Justice in Minority Populations and Low-Income Populations,” which has been in effect since February 11, 1994, and is currently implemented through DOT Order 5610.2C. This implementation will continue until further guidance is provided regarding the implementation of the new Executive Order 14096 on environmental justice.</P>
                    <P>Through the NEPA process, PHMSA has evaluated this final rule under DOT Order 5610.2C and Executive Order 12898, and has determined it will not cause disproportionately high and adverse human health and environmental effects on minority and low-income populations. The final rule will not result in any adverse environmental or health impact on minority populations and low-income populations. Rather, PHMSA anticipates the final action to have a positive impact on the safe transportation of hazardous materials by rail by requiring all trains carrying hazardous materials to have real-time information available to authorized federal, state, and local first responders, emergency response officials, and law enforcement personnel in the event of an accident or incident—particularly rail lines in urban or rural areas posing higher risks due to their proximity to minority and low-income communities in the vicinity of those rail lines. To the extent that the nation's rail network passes through geographic locations of minority populations, low-income populations, or other underserved and other disadvantaged communities, and in the unfortunate circumstance of a rail accident or emergency involving hazardous materials, the final action will have a positive impact by aiding emergency response personnel and law enforcement in more quickly assessing potential threats from the hazardous materials and taking appropriate measures to protect public health and the environment. Lastly, as explained in this EA above, the final action will likely reduce environmental risks posed by hazardous material rail incidents.</P>
                    <HD SOURCE="HD3">6. List of Preparers and Reviewers</HD>
                    <FP SOURCE="FP-1">Carolyn Nelson, P.E., PHMSA</FP>
                    <FP SOURCE="FP-1">Lydia Wang, PHMSA</FP>
                    <HD SOURCE="HD3">7. Agencies and Persons Consulted</HD>
                    <P>PHMSA published this final rule in consultation with FRA. In addition, PHMSA and FRA worked with stakeholders through several RSAC Hazardous Material Issues Working Group meetings. The U.S. Department of Homeland Security, NTSB, and a variety of rail industry stakeholders, such as the AAR and the IAFC, participated in these meetings. Ultimately, some participants in the Working Group concluded that electronic train consist information could be a valuable option for improving emergency response efforts, and the AskRail® system could be extended beyond Class I railroads.</P>
                    <P>
                        On June 27, 2023, PHMSA published an NPRM 
                        <SU>76</SU>
                        <FTREF/>
                         on this topic, and solicited comments from the regulated community and other interested parties on the implementation of real-time train consist information. PHMSA extended the comment period for an additional 60 days.
                        <SU>77</SU>
                        <FTREF/>
                         PHMSA received 32 sets of comments to the NPRM, which are discussed in detail in Section IV above. In this final rule, PHMSA adopts modified requirements related to the delayed compliance period, information on the origin and destination of the train, the emergency notification required after an accident or incident, and the railroad's designated emergency point of contact based on comments submitted to the NPRM. Please see Section III.G and IV above for more details on the public input PHMSA received.
                    </P>
                    <FTNT>
                        <P>
                            <SU>76</SU>
                             Ibid 4.
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>77</SU>
                             88 FR 55430 (Aug. 15, 2023). 
                            <E T="03">https://www.govinfo.gov/content/pkg/FR-2023-08-15/pdf/2023-17472.pdf</E>
                            .
                        </P>
                    </FTNT>
                    <HD SOURCE="HD3">8. Finding of No Significant Impact</HD>
                    <P>As discussed in the EA above and given that the purpose of the rule is to address safety and environmental impacts of potential future hazardous materials rail transportation incidents, PHMSA finds that the adopted action (All Railroads Alternative) will have no significant impact on the environment. This is based on the analysis presented in the ANPRM, NPRM, the final rule, supporting documents, and this EA.</P>
                    <HD SOURCE="HD2">I. Privacy Act</HD>
                    <P>
                        In accordance with 5 U.S.C. 553(c), DOT solicits comments from the public to better inform any amendments to the HMR considered in this rulemaking. 
                        <PRTPAGE P="52992"/>
                        DOT posts these comments, without edit, including any personal information the commenter provides, to 
                        <E T="03">www.regulations.gov,</E>
                         as described in the system of records notice (DOT/ALL-14 FDMS). DOT's complete Privacy Act Statement is available in the 
                        <E T="04">Federal Register</E>
                        ,
                        <SU>78</SU>
                        <FTREF/>
                         or on DOT's website at 
                        <E T="03">http://www.dot.gov/privacy.</E>
                    </P>
                    <FTNT>
                        <P>
                            <SU>78</SU>
                             65 FR 19477 (Apr. 11, 2000).
                        </P>
                    </FTNT>
                    <HD SOURCE="HD2">J. Executive Order 13609 and International Trade Analysis</HD>
                    <P>
                        Executive Order 13609 (“Promoting International Regulatory Cooperation”) 
                        <SU>79</SU>
                        <FTREF/>
                         requires that agencies consider whether the impacts associated with significant variations between domestic and international regulatory approaches are unnecessary or may impair the ability of American business to export and compete internationally. In meeting shared challenges involving health, safety, labor, security, environmental, and other issues, international regulatory cooperation can identify approaches that are at least as protective as those that are or would be adopted in the absence of such cooperation. International regulatory cooperation can also reduce, eliminate, or prevent unnecessary differences in regulatory requirements.
                    </P>
                    <FTNT>
                        <P>
                            <SU>79</SU>
                             77 FR 26413 (May 4, 2012).
                        </P>
                    </FTNT>
                    <P>Similarly, the Trade Agreements Act of 1979 (Pub. L. 96-39), as amended by the Uruguay Round Agreements Act (Pub. L. 103-465) (as amended, the Trade Agreements Act), prohibits agencies from establishing any standards or engaging in related activities that create unnecessary obstacles to the foreign commerce of the United States. Pursuant to the Trade Agreements Act, the establishment of standards is not considered an unnecessary obstacle to the foreign commerce of the United States, so long as the standards have a legitimate domestic objective, such as providing for safety, and do not operate to exclude imports that meet this objective. The statute also requires consideration of international standards and, where appropriate, that they be the basis for U.S. standards.</P>
                    <P>PHMSA participates in the establishment of international standards to protect the safety of the American public, and it has assessed the effects of the action to ensure that it does not cause unnecessary obstacles to foreign trade. Accordingly, this rulemaking is consistent with Executive Order 13609 and PHMSA's obligations under the Trade Agreements Act.</P>
                    <HD SOURCE="HD2">K. National Technology Transfer and Advancement Act</HD>
                    <P>
                        The National Technology Transfer and Advancement Act (NTTAA) of 1995 (15 U.S.C. 272 note) directs federal agencies to use voluntary consensus standards in their regulatory activities unless doing so would be inconsistent with applicable law or otherwise impractical. Voluntary consensus standards are technical standards—
                        <E T="03">e.g.,</E>
                         specification of materials, test methods, or performance requirements—that are developed or adopted by voluntary consensus standard bodies. This rulemaking does not adopt voluntary consensus standards, and therefore the NTTAA does not apply.
                    </P>
                    <HD SOURCE="HD2">L. Cybersecurity and Executive Order 14082</HD>
                    <P>
                        Executive Order 14082 (“Improving the Nation's Cybersecurity”) 
                        <SU>80</SU>
                        <FTREF/>
                         expressed the Administration policy that “the prevention, detection, assessment, and remediation of cyber incidents is a top priority and essential to national and economic security.” Executive Order 14082 directed the Federal Government to improve its efforts to identify, deter, and respond to “persistent and increasingly sophisticated malicious cyber campaigns.” Consistent with Executive Order 14082, In October 2022 the TSA issued a Security Directive to reduce the risk that cybersecurity threats pose to critical railroad operations and facilities through implementation of layered cybersecurity measures that provide defense in depth.
                        <SU>81</SU>
                        <FTREF/>
                    </P>
                    <FTNT>
                        <P>
                            <SU>80</SU>
                             86 FR 26633 (May 17, 2021).
                        </P>
                    </FTNT>
                    <FTNT>
                        <P>
                            <SU>81</SU>
                             TSA, Security Directive No. 1580/82-2022-01, “Rail Cybersecurity Mitigation Actions and Testing” (Oct. 24, 2022).
                        </P>
                    </FTNT>
                    <P>PHMSA has considered the effects of the final rule and has determined that its regulatory amendments would not materially affect the cybersecurity risk profile for rail transportation of hazardous materials. PHMSA acknowledges that the requirements within this final rule pertaining to the sharing of electronic train consist information (some of which may be proprietary or security-sensitive information) could have some effect on the cybersecurity risk profile of rail transportation of hazardous material. However, PHMSA notes it has adopted in this final rule (consistent with a mandate in Section 7302(a)(5) of the FAST Act) explicit language at § 174.28(d) that would require such information sharing be performed in a manner that is protective of security and confidentiality interests. PHMSA also notes that, as explained in the discussion of § 174.28 within Sections III.F-G. above, railroads that are affected by this final rule's requirements may be participants in existing industry cybersecurity risk-mitigation initiatives, or subject to recent TSA guidance for mitigation of cybersecurity risks associated with rail transportation of hazardous material. PHMSA understands these considerations address any potential alteration in cybersecurity risks profiles due to this final rule's information-sharing requirements.</P>
                    <HD SOURCE="HD2">M. Severability</HD>
                    <P>The purpose of this final rule is to operate holistically in addressing different issues related to safety and environmental hazards associated with the rail transportation of hazardous materials. However, PHMSA recognizes that certain provisions focus on unique topics. Therefore, PHMSA preliminarily finds that the various provisions of this final rule are severable and able to function independently if severed from each other; thus, in the event a court were to invalidate one or more of this final rule's unique provisions, the remaining provisions should stand and continue in effect.</P>
                    <LSTSUB>
                        <HD SOURCE="HED">List of Subjects</HD>
                        <CFR>49 CFR Part 171</CFR>
                        <P>Exports, Hazardous materials transportation, Hazardous waste, Imports, Reporting and recordkeeping requirements.</P>
                        <CFR>49 CFR Part 174</CFR>
                        <P>Emergency Preparedness, Hazardous materials transportation, Railroad safety, Reporting and recordkeeping requirements.</P>
                        <CFR>49 CFR Part 180</CFR>
                        <P>Hazardous materials transportation, Motor carriers, Motor vehicle safety, Packaging and containers, Reporting and recordkeeping requirements.</P>
                    </LSTSUB>
                    <P>In consideration of the foregoing, PHMSA amends 49 CFR Chapter I as follows:</P>
                    <PART>
                        <HD SOURCE="HED">PART 171—GENERAL INFORMATION, REGULATIONS, AND DEFINITIONS</HD>
                    </PART>
                    <REGTEXT TITLE="49" PART="171">
                        <AMDPAR>1. The authority citation for part 171 continues to read as follows:</AMDPAR>
                        <AUTH>
                            <HD SOURCE="HED">Authority:</HD>
                            <P> 49 U.S.C. 5101-5128, 44701; Pub. L. 101-410 section 4; Pub. L. 104-134, section 31001; Pub. L. 114-74 section 4 (28 U.S.C. 2461 note); 49 CFR 1.81 and 1.97.</P>
                        </AUTH>
                    </REGTEXT>
                    <REGTEXT TITLE="49" PART="171">
                        <AMDPAR>2. In § 171.8, remove the definition for “train consist” and add in its place a definition for “train consist information” to read as follows:</AMDPAR>
                        <SECTION>
                            <PRTPAGE P="52993"/>
                            <SECTNO>§ 171.8</SECTNO>
                            <SUBJECT>Definitions.</SUBJECT>
                            <STARS/>
                            <P>
                                <E T="03">Train consist information</E>
                                 means a hard (printed) copy or electronic record of the position and contents of each hazardous material rail car where the record includes the information required by § 174.26 of this subchapter.
                            </P>
                            <STARS/>
                        </SECTION>
                    </REGTEXT>
                    <PART>
                        <HD SOURCE="HED">PART 174—CARRIAGE BY RAIL</HD>
                    </PART>
                    <REGTEXT TITLE="49" PART="174">
                        <AMDPAR>3. The authority citation for part 174 continues to read as follows:</AMDPAR>
                        <AUTH>
                            <HD SOURCE="HED">Authority:</HD>
                            <P> 49 U.S.C. 5101-5128; 33 U.S.C. 1321; 49 CFR 1.81 and 1.97.</P>
                        </AUTH>
                    </REGTEXT>
                    <REGTEXT TITLE="49" PART="174">
                        <AMDPAR>4. Revise § 174.26 to read as follows:</AMDPAR>
                        <SECTION>
                            <SECTNO>§ 174.26</SECTNO>
                            <SUBJECT>Notice to train crews.</SUBJECT>
                            <P>(a) Prior to movement of a train, a railroad must provide the train crew with train consist information as defined in § 171.8 of this subchapter in hard-copy (printed paper) form that includes: a railroad-designated emergency response point of contact (including contact phone number) in a conspicuous location; and the position in the train and contents of each hazardous material rail car by reporting mark and number, to include the:</P>
                            <P>(1) Point of origin and destination of the train;</P>
                            <P>(2) Shipping paper information required by §§ 172.201 to 172.203 of this subchapter; and</P>
                            <P>(3) Emergency response information required by § 172.602(a) of this subchapter.</P>
                            <P>(b) The train crew must update the train consist information to reflect any changes in the train consist information occurring at intermediate stops prior to continued movement of the train. Additionally, any update to the train consist information must be made and reflected in the electronic train consist information required pursuant to § 174.28 of this subpart prior to continued movement of the train. The train crew may use electronic, radio communications, or other means to notify the railroad to update the electronic train consist information. Class III railroads complying with the alternative compliance requirements described in § 174.28(c) of this subpart are not subject to the requirement to update electronic train consist information.</P>
                            <P>(c) The train consist information must always be immediately available for use by the train crew while the train is in transportation. When the train crew is aboard the train locomotive, the train consist information shall be stowed in a conspicuous location of the occupied locomotive.</P>
                            <P>(d) Railroad operating rules for use of electronic devices by the train crew and use of electronic devices by the train crew in association with updates to train consist information requirements of this section and § 174.28 of this subchapter must comply with 49 CFR part 220, subpart C.</P>
                        </SECTION>
                    </REGTEXT>
                    <REGTEXT TITLE="49" PART="174">
                        <AMDPAR>5. Add § 174.28 to subpart B to read as follows:</AMDPAR>
                        <SECTION>
                            <SECTNO>§ 174.28</SECTNO>
                            <SUBJECT>Electronic Train Consist Information.</SUBJECT>
                            <P>
                                (a) 
                                <E T="03">Retention and notification requirements.</E>
                                 Each railroad operating a train carrying hazardous materials must at all times maintain in electronic form, off the train, accurate train consist information as required in § 174.26 of this subpart. Each railroad must make such electronic train consist information immediately accessible at all times to its designated emergency response point of contact such that they are able to communicate train consist information to Federal, State, and local first responders, emergency response officials, and law enforcement personnel seeking assistance. Each railroad must also provide, using electronic communication (
                                <E T="03">e.g.,</E>
                                 a software application or electronic data interchange, etc.), that electronic train consist information to authorized Federal, State, and local first responders, emergency response officials, and law enforcement personnel along the train route that could be or are involved in the response to, or investigation of, an accident, incident, or public health or safety emergency involving the rail transportation of hazardous materials such that the information is immediately available for use at the time it is needed.
                            </P>
                            <P>
                                (b) 
                                <E T="03">Emergency notification.</E>
                                 (1) 
                                <E T="03">General requirements.</E>
                                 When a train carrying hazardous materials is involved in either an accident requiring response from local emergency response agencies, or in an incident involving the release or suspected release of a hazardous material from a rail car in the train requiring response from local emergency response agencies, the railroad must immediately notify the primary Public Safety Answering Point (PSAP)—
                                <E T="03">e.g.,</E>
                                 9-1-1 call center—telephonically that is responsible for the area where the accident or incident occurred and must separately notify the track owner (should the railroad transporting the hazardous materials not be the track owner) and forward train consist information in electronic form to the PSAP and track owner in a form they are capable of readily accessing (
                                <E T="03">e.g.,</E>
                                 email, fax, software application, etc.).
                            </P>
                            <P>
                                (2) 
                                <E T="03">Notification system test.</E>
                                 At least annually, each railroad that operates trains carrying hazardous materials must test the notification system used to comply with the requirements of this paragraph. Railroads must:
                            </P>
                            <P>(i) Develop a testing protocol addressing frequency and locations to ensure reliability across all areas where the railroad operates trains carrying hazardous materials.</P>
                            <P>(ii) Create a record of each system test that identifies at least the following information:</P>
                            <P>(A) The date of the test;</P>
                            <P>(B) The method used to provide the notification;</P>
                            <P>
                                (C) The name and location of the primary PSAP (
                                <E T="03">e.g.,</E>
                                 9-1-1 call center) and/or track owner to whom the notification was sent;
                            </P>
                            <P>(D) Whether or not the test notification was received and acknowledged; and</P>
                            <P>(E) For system tests that are not immediately received and acknowledged, an analysis of the contributing factors to the failure and corrective actions taken by the railroad to prevent such a failure from recurring.</P>
                            <P>(iii) Retain test records for at least five years.</P>
                            <P>
                                (c) 
                                <E T="03">Class III railroad alternative compliance requirements.</E>
                                 In place of the requirements of paragraphs (a) and (b) of this section, a Class III railroad, as determined by the Surface Transportation Board under § 1201.1-1 of this title, transporting hazardous materials may comply with the alternative procedures in this paragraph to provide accurate train consist information to Federal, State, or local first responders, emergency response officials, and law enforcement personnel in the event of an incident, accident, or public health or safety emergency involving the rail transportation of hazardous materials. The Class III railroad must:
                            </P>
                            <P>
                                (1) Develop a written plan that identifies the procedures for emergency notification and how the railroad will provide accurate train consist information in the event of an accident involving a train carrying hazardous materials requiring response from local emergency response agencies, or an incident involving the release or suspected release of a hazardous material from a rail car in the train requiring response from local emergency response agencies. This may be accomplished via the primary PSAP (
                                <E T="03">e.g.,</E>
                                 9-1-1 call center) responsible for the area where the accident or incident occurred. The written plan must assign 
                                <PRTPAGE P="52994"/>
                                at least one person not on board the locomotive with the responsibility to provide accurate train consist information in addition to the train crew onboard the locomotive, unless there are no employees of the Class III railroad capable of fulfilling this function.
                            </P>
                            <P>(2) Notify emergency response organizations and primary PSAPs along their route about the contents of the written plan and any material changes to the plan made after the initial notification.</P>
                            <P>
                                (3) Enact the written plan when an accident involving a train carrying hazardous materials requiring response from local emergency response agencies, or an incident involving the release or suspected release of a hazardous material from a rail car in the train requiring response from local emergency response agencies occurs. The Class III railroad must provide immediate emergency notification telephonically to the primary PSAP (
                                <E T="03">e.g.,</E>
                                 9-1-1 call center) responsible for the area where the accident or incident occurred, and provide accurate train consist information to appropriate entities based on their written plan.
                            </P>
                            <P>(4) Retain a copy of this written plan at the Class III railroad's primary place of business and provide a copy to authorized representatives of the Department upon request.</P>
                            <P>(5) Conduct a test, at least annually, of the procedures for emergency notification and transmission of accurate train consist information. Each Class III railroad must create a record of the test that includes at least the following information:</P>
                            <P>(i) The date of the test;</P>
                            <P>(ii) A brief description of the method of emergency notification and transmission of train consist information;</P>
                            <P>(iii) The name and location of the recipient of the emergency notification and train consist information;</P>
                            <P>(iv) Whether or not the test was successful in providing emergency notification and train consist information to the intended recipient;</P>
                            <P>(v) For unsuccessful tests, an analysis of the contributing factors to the failure and corrective actions taken by the railroad to prevent such a failure from recurring.</P>
                            <P>(6) Retain test records required in paragraph (c)(5) of this section for at least five years.</P>
                            <P>
                                (d) 
                                <E T="03">Security measures.</E>
                                 Each railroad must implement security and confidentiality protections in generating, updating, providing, and forwarding train consist information in electronic or other form pursuant to this section to ensure they provide access only to authorized persons. Nothing in this paragraph shall limit a railroad from entering into agreements with other railroads or persons to develop and implement a secure process for generating, updating, providing, and forwarding that information.
                            </P>
                            <P>
                                (e) 
                                <E T="03">Provision of train consist information.</E>
                                 No railroad may withhold, or cause to be withheld, the train consist information described in paragraphs (a), (b), or (c) of this section from Federal, State, or local first responders, emergency response officials, and law enforcement personnel in the event of an incident, accident, or public health or safety emergency involving the rail transportation of hazardous materials. If a railroad uses a software application to meet the requirements of this section, it must provide all first responders, emergency response officials, and law enforcement personnel responding to, or investigating, an accident, incident, or public health or safety emergency involving the rail transportation of hazardous materials access, in accordance with the security and confidentiality protections required in paragraph (d), to the train consist information contained within that application without delay for the duration of the response or investigation.
                            </P>
                        </SECTION>
                    </REGTEXT>
                    <PART>
                        <HD SOURCE="HED">PART 180—CONTINUING QUALIFICATION AND MAINTENANCE OF PACKAGINGS</HD>
                    </PART>
                    <REGTEXT TITLE="49" PART="180">
                        <AMDPAR>6. The authority citation for part 180 continues to read as follows:</AMDPAR>
                        <AUTH>
                            <HD SOURCE="HED">Authority:</HD>
                            <P> 49 U.S.C. 5101-5128; 49 CFR 1.81 and 1.97.</P>
                        </AUTH>
                    </REGTEXT>
                    <REGTEXT TITLE="49" PART="180">
                        <AMDPAR>7. In § 180.503, the definition “train consist” is removed.</AMDPAR>
                    </REGTEXT>
                    <SIG>
                        <DATED>Issued in Washington, DC, on June 14, 2024, under authority delegated in 49 CFR 1.97.</DATED>
                        <NAME>Tristan H. Brown,</NAME>
                        <TITLE>Deputy Administrator, Pipeline and Hazardous Materials Safety Administration.</TITLE>
                    </SIG>
                </SUPLINF>
                <FRDOC>[FR Doc. 2024-13474 Filed 6-21-24; 8:45 am]</FRDOC>
                <BILCOD>BILLING CODE 4910-60-P</BILCOD>
            </RULE>
        </RULES>
    </NEWPART>
    <VOL>89</VOL>
    <NO>121</NO>
    <DATE>Monday, June 24, 2024</DATE>
    <UNITNAME>Presidential Documents</UNITNAME>
    <NEWPART>
        <PTITLE>
            <PRTPAGE P="52995"/>
            <PARTNO>Part IV</PARTNO>
            <PRES>The President</PRES>
            <PROC>Proclamation 10778—Juneteenth Day of Observance, 2024</PROC>
        </PTITLE>
        <PRESDOCS>
            <PRESDOCU>
                <PROCLA>
                    <TITLE3>Title 3—</TITLE3>
                    <PRES>
                        The President
                        <PRTPAGE P="52997"/>
                    </PRES>
                    <PROC>Proclamation 10778 of June 18, 2024</PROC>
                    <HD SOURCE="HED">Juneteenth Day of Observance, 2024</HD>
                    <PRES>By the President of the United States of America</PRES>
                    <PROC>A Proclamation</PROC>
                    <FP>On June 19, 1865, freedom finally came for the 250,000 enslaved people of Texas. That day, which would become known as Juneteenth, the Army arrived to enforce what had already been the law of the land for two and a half years—the Emancipation Proclamation. Today, we recognize that Juneteenth not only marks the end of America's original sin of slavery but also the beginning of the work at the heart and soul of our Nation: making the promise of America real for every American.</FP>
                    <FP>One of my proudest moments as President was signing into law Juneteenth as a new Federal holiday—the first Federal holiday to be established since Dr. Martin Luther King, Jr. Day four decades prior. Juneteenth is an acknowledgment of the truth of our Nation's history. It is about realizing the idea that America was founded on: All people are created equal and deserve to be treated equally throughout their lives. It is about the generations of brave Black leaders and selfless activists who never let us walk away from that idea, including Ms. Opal Lee, whom I awarded the Medal of Freedom for her work as the grandmother of Juneteenth, and former State Representative Al Edwards, who authored the bill to designate it a holiday in Texas.</FP>
                    <FP>My Administration is working to ensure we continue to deliver on that idea—creating a country that truly stands for freedom, justice, dignity, and opportunity for all. Today, record numbers of Black Americans have jobs and health insurance, and Black business ownership is growing at the fastest pace in over 30 years. We are investing more money than ever in Black families and communities. That includes the funding we are delivering to support predominantly Black neighborhoods that had been divided and left behind by segregation and racial discrimination, the checks we delivered that reduced Black child poverty to the lowest rate in history, the changes we have made to the appraisals process to root out biases that put Black homeowners at a disadvantage, and the over $16 billion investment in Historically Black Colleges and Universities so that we can ensure the next generation of Black leaders has equal opportunities for a quality education and pathways for economic mobility. We are working to rebuild and strengthen all of America by removing every lead pipe across our country, delivering affordable high-speed internet, forgiving $167 billion in student loan debt, and creating good-paying jobs that you can raise a family on. We are creating a new sense of pride and dignity in communities across the country.</FP>
                    <FP>
                        As we work to make history, my Administration is also working to tell our Nation's history instead of erasing it. That is why I signed a law, which had been more than 100 years in the making, to designate lynching as a Federal hate crime. I designated the Emmett Till and Mamie Till-Mobley National Monument to preserve historic sites and cultural resources in Mississippi and Illinois so that we never forget the brutal lynching of Emmett Till in Mississippi in 1955 and the subsequent courage of his mother, Mamie Till-Mobley, who made sure our Nation would never forget her son. I have honored some of our country's greatest Black scholars, humanitarians, and artists, who dare to tell the good, bad, and truth of 
                        <PRTPAGE P="52998"/>
                        our Nation. We are writing new chapters of our history, and I am proud to have the most diverse Administration ever to tap into the full talents of our Nation—including the first Black woman Vice President of the United States, Kamala Harris—and to have appointed the first Black woman as a Justice on the United States Supreme Court, Ketanji Brown Jackson. Meanwhile, we are also working to secure the right to vote—with which anything is possible.
                    </FP>
                    <FP>On Juneteenth, may we celebrate the essence of freedom that galvanized the country, the progress we have made in our Nation, and all that is possible when we march forward together. May we all recommit to redeeming the very soul of America—choosing love over hate, unity over division, and progress over retreat.</FP>
                    <FP>NOW, THEREFORE, I, JOSEPH R. BIDEN JR., President of the United States of America, by virtue of the authority vested in me by the Constitution and the laws of the United States, do hereby proclaim June 19, 2024, as Juneteenth Day of Observance. I call upon the people of the United States to acknowledge and condemn the history of slavery in our Nation and recognize how the impact of America's original sin remains. I call on every American to celebrate Juneteenth and recommit to working together to eradicate systemic racism and inequity in our society wherever they find it.</FP>
                    <FP>IN WITNESS WHEREOF, I have hereunto set my hand this eighteenth day of June, in the year of our Lord two thousand twenty-four, and of the Independence of the United States of America the two hundred and forty-eighth.</FP>
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                        <GID>BIDEN.EPS</GID>
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                    <PSIG> </PSIG>
                    <FRDOC>[FR Doc. 2024-13963 </FRDOC>
                    <FILED>Filed 6-21-24; 11:15 am]</FILED>
                    <BILCOD>Billing code 3395-F4-P</BILCOD>
                </PROCLA>
            </PRESDOCU>
        </PRESDOCS>
    </NEWPART>
</FEDREG>
