Page Range | 90185-90674 | |
FR Document |
Page and Subject | |
---|---|
81 FR 90669 - Northern Bering Sea Climate Resilience | |
81 FR 90667 - Amending the Order of Succession in the Department of Homeland Security | |
81 FR 90665 - Human Rights Day and Human Rights Week, 2016 | |
81 FR 90663 - Death of John Glenn | |
81 FR 90355 - Proposed Information Collection Request; Comment Request; Reporting and Recordkeeping Requirements Under EPA's Natural Gas STAR Methane Challenge Program | |
81 FR 90297 - Endangered and Threatened Wildlife and Plants; Listing Determinations for Five Poecilotheria Tarantula Species From Sri Lanka | |
81 FR 90370 - Quarterly IRS Interest Rates Used in Calculating Interest on Overdue Accounts and Refunds on Customs Duties | |
81 FR 90375 - John H. Chafee Coastal Barrier Resources System; Availability of Final Revised Maps for Louisiana, Puerto Rico, and the U.S. Virgin Islands | |
81 FR 90369 - Meeting of the National Advisory Committee on Children and Disasters and the National Preparedness and Response Science Board | |
81 FR 90314 - Fisheries of the Caribbean, Gulf of Mexico, and South Atlantic; Coastal Migratory Pelagic Resources in the Gulf of Mexico and Atlantic Region; Amendment 26 | |
81 FR 90356 - Removal of Certain Inert Ingredients From the Approved Chemical Substance List for Pesticide Products | |
81 FR 90363 - Agency Information Collection Activities; Announcement of Office of Management and Budget Approvals | |
81 FR 90363 - Food Safety Modernization Act Third-Party Certification Program User Fee Rate for Fiscal Year 2017 | |
81 FR 90186 - Amendments to Accreditation of Third-Party Certification Bodies To Conduct Food Safety Audits and To Issue Certifications To Provide for the User Fee Program | |
81 FR 90411 - Joint Biomedical Laboratory Research and Development and Clinical Science Research and Development Services Scientific Merit Review Board Amended; Notice of Meeting | |
81 FR 90360 - Agency Information Collection Activities: Proposed Collection; Comment Request | |
81 FR 90338 - Proposed Collection; Comment Request | |
81 FR 90358 - Notice of Agreements Filed | |
81 FR 90211 - Medicare Program; Conditions for Coverage for End-Stage Renal Disease Facilities-Third Party Payment | |
81 FR 90319 - Confidentiality Pledge Revision Notice | |
81 FR 90292 - East Pearl River, Within the Acoustic Buffer Area of the John C. Stennis Space Center, and Adjacent to Lands, in Hancock County, Mississippi; Danger Zone | |
81 FR 90407 - Agency Information Collection Activities: Requests for Comments; Clearance of Renewed Approval of Information Collection: Notice of Landing Area Proposal | |
81 FR 90406 - Agency Information Collection Activities: Requests for Comments; Clearance of Renewed Approval of Information Collection: Aircraft Registration | |
81 FR 90409 - Agency Information Collection Activities: Requests for Comments; Clearance of Renewed Approval of Information Collection: Aviation Research Grants Program | |
81 FR 90326 - Request for Information on Identification of New Capabilities Needed by the Hollings Manufacturing Extension Partnership Program | |
81 FR 90410 - Reasonable Charges for Medical Care or Services; v3.21, 2017 Calendar Year Update and National Average Administrative Prescription Drug Charge Update | |
81 FR 90407 - Agency Information Collection Activities: Requests for Comments; Clearance of Renewed Approval of Information Collection: Aging Aircraft Program (Widespread Fatigue Damage) | |
81 FR 90372 - Agency Information Collection Activities: DHS Civil Rights Compliance Form | |
81 FR 90207 - Determination of Nonattainment and Reclassification of the Houston-Galveston-Brazoria 2008 8-hour Ozone Nonattainment Area; Texas | |
81 FR 90361 - Public Meeting on Patient-Focused Drug Development for Sarcopenia; Request for Comments | |
81 FR 90406 - Agency Information Collection Activities: Requests for Comments; Clearance of Renewed Approval of Information Collection: Helicopter Air Ambulance, Commercial Helicopter, and Part 91 Helicopter Operations | |
81 FR 90408 - Agency Information Collection Activities: Requests for Comments; Clearance of Renewed Approval of Information Collection: Commercial Aviation Safety Team Safety Enhancements | |
81 FR 90408 - Agency Information Collection Activities: Requests for Comments; Clearance of Renewed Approval of Information Collection: Automatic Dependent Surveillance Broadcast (ADS-B) Out Performance Requirements To Support Air Traffic Control (ATC) Service | |
81 FR 90379 - Final Environmental Impact Statement and a Revised Draft Conformity Determination for the Proposed Wilton Rancheria Fee-to-Trust and Casino Project, Sacramento County, California | |
81 FR 90365 - Public Notification of Emerging Postmarket Medical Device Signals (“Emerging Signals”); Guidance for Industry and Food and Drug Administration Staff; Availability | |
81 FR 90185 - Amendment to the Egg Research and Promotion Rules and Regulations To Update Patents, Copyrights, Trademarks, and Information Provisions | |
81 FR 90198 - Drawbridge Operation Regulation; Sacramento River, Sacramento, CA | |
81 FR 90241 - Atlantic Highly Migratory Species; Commercial Retention Limit for Blacknose Sharks and Non-Blacknose Small Coastal Sharks in the Atlantic Region | |
81 FR 90255 - Regulations Under the Perishable Agricultural Commodities Act (PACA): Growers' Trust Protection Eligibility and Clarification of “Written Notification” | |
81 FR 90411 - Agency Information Collection Activity (Residency Verification Report-Veterans and Survivors (FL 21-914)) | |
81 FR 90412 - Agency Information Collection Activity: (Request for Information To Make Direct Payment to Child Reaching Majority (FL 21-863)) | |
81 FR 90411 - Agency Information Collection Activity (Declaration of Status of Dependents (VA Form 21-686c) | |
81 FR 90341 - Judicial Proceedings Since Fiscal Year 2012 Amendments Panel (Judicial Proceedings Panel); Notice of Federal Advisory Committee Meeting | |
81 FR 90413 - Agency Information Collection Activity: (Nonprofit Research and Education Corporations (NPCs) Data Collection) | |
81 FR 90413 - Agency Information Collection Activity Under OMB Review: (Submission of School Catalog to the State Approving Agency) | |
81 FR 90322 - Seamless Refined Copper Pipe and Tube from the People's Republic of China: Preliminary Results of Administrative Review; 2014-2015 | |
81 FR 90405 - Notice of Railroad-Shipper Transportation Advisory Council Vacancies | |
81 FR 90336 - 36(b)(1) Arms Sales Notification | |
81 FR 90384 - Notice of Receipt of Complaint; Solicitation of Comments Relating to the Public Interest | |
81 FR 90377 - Endangered Species Recovery Permit Applications | |
81 FR 90332 - 36(b)(1) Arms Sales Notification | |
81 FR 90380 - Notice of Intent To Prepare an Environmental Impact Statement and Notice of Public Meetings for a Federal Coal Lease by Application (MTM 105485), Application To Modify Federal Coal Lease (MTM 94378), and Applications To Amend Land Use Permit (MTM 96659), and Land Use Lease (MTM 74913), Big Horn County, MT | |
81 FR 90267 - Fruit Juice and Vegetable Juice as Color Additives in Food; Draft Guidance for Industry; Availability | |
81 FR 90383 - Notice of Realty Action: Proposed Amendment to Noncompetitive Land Use Lease MTM 74913, Montana | |
81 FR 90339 - 36(b)(1) Arms Sales Notification | |
81 FR 90409 - Sanctions Actions Pursuant to Executive Order 13224 | |
81 FR 90386 - Agency Information Collection Activities; Proposed eCollection eComments Requested; Revision of a Currently Approved Collection: Office for Victims of Crime Training and Technical Assistance Center-Trafficking Information Management System (TIMS) | |
81 FR 90385 - Agency Information Collection Activities; Proposed eCollection eComments Requested; Records of Acquisition and Disposition, Collectors of Firearms | |
81 FR 90335 - 36(b)(1) Arms Sales Notification | |
81 FR 90387 - Webinar Meeting of the Federal Advisory Committee on Juvenile Justice | |
81 FR 90228 - NASA Federal Acquisition Regulation Supplement: Revised Voucher Submission & Payment Process (NFS Case 2016-N025) | |
81 FR 90198 - Advanced Practice Registered Nurses | |
81 FR 90370 - Notice of Meeting Center for Mental Health Services | |
81 FR 90330 - 2017 Annual Determination to Implement the Sea Turtle Observer Requirement | |
81 FR 90325 - Environmental Technologies Trade Advisory Committee (ETTAC) Public Meeting | |
81 FR 90358 - Agency Information Collection Activities; Submission for OMB Review; Comment Request; Extension | |
81 FR 90318 - Codex Alimentarius Commission: Meeting of the Codex Committee on Spices and Culinary Herbs | |
81 FR 90404 - Notice of Public Meeting | |
81 FR 90194 - Establishment of a New Drug Code for Marihuana Extract | |
81 FR 90402 - Self-Regulatory Organizations; NYSE MKT LLC; Notice of Designation of a Longer Period for Commission Action on Proceedings To Determine Whether To Approve or Disapprove a Proposed Rule Change, as Modified by Amendments No. 1 and 2 Thereto, Relating to Amendments to NYSE MKT Rules 1600 et seq. and the Listing Rules Applicable to the Shares of the Nuveen Diversified Commodity Fund and the Nuveen Long/Short Commodity Total Return Fund | |
81 FR 90389 - Self-Regulatory Organizations; NYSE MKT LLC; Notice of Filing and Immediate Effectiveness of Proposed Rule Change To Extend the Pilot Period for the Exchange's Retail Liquidity Program | |
81 FR 90391 - Self-Regulatory Organizations; NYSE Arca, Inc.; Notice of Filing and Immediate Effectiveness of Proposed Rule Change Amending the Exchange's Schedule of Fees and Charges Relating to the Listing and Annual Fees Applicable to Certain Structured Products | |
81 FR 90326 - Advisory Committee on Supply Chain Competitiveness: Notice of Public Meetings | |
81 FR 90343 - Applications for New Awards; Opening Doors, Expanding Opportunities | |
81 FR 90394 - Hartford Life Insurance Company, et al; Notice of Application | |
81 FR 90398 - Hartford Life Insurance Company, et al; Notice of Application | |
81 FR 90390 - ALAIA Market Linked Trust and Beech Hill Securities, Inc.; Notice of Application | |
81 FR 90403 - Pennsylvania Disaster #PA-00077 | |
81 FR 90328 - Gulf of Mexico Coast Conservation Corps (GulfCorps) Program | |
81 FR 90354 - Agency Information Collection Activities; Submission to the Office of Management and Budget for Review and Approval; Comment Request; International Computer and Information Literacy Study (ICILS 2018) Field Test Questionnaires Change Request | |
81 FR 90342 - Agency Information Collection Activities; Submission to the Office of Management and Budget for Review and Approval; Comment Request; NPEFS 2016-2018: Common Core of Data (CCD) National Public Education Financial Survey | |
81 FR 90403 - Data Collection Available for Public Comments | |
81 FR 90196 - Procedures for Handling Retaliation Complaints Under Section 31307 of the Moving Ahead for Progress in the 21st Century Act (MAP-21) | |
81 FR 90319 - Notice of Public Meeting of the Virginia Advisory Committee To Discuss Potential Projects of Study Including a Proposal on Hate Crimes | |
81 FR 90229 - Rules Relating to Board-Initiated Investigations | |
81 FR 90294 - Notice of Data Availability Concerning the Renewables Enhancement and Growth Support Rule | |
81 FR 90388 - DTE Electric Company; Establishment of Atomic Safety and Licensing Board | |
81 FR 90387 - Records Schedules; Availability and Request for Comments | |
81 FR 90270 - Release of Official Information and Appearance of Witnesses in Litigation | |
81 FR 90258 - Use of Mobile Wireless Devices for Voice Calls on Aircraft | |
81 FR 90632 - Housing Counseling: New Certification Requirements | |
81 FR 90295 - World Trade Center Health Program; Petition 012-Atherosclerosis; Finding of Insufficient Evidence | |
81 FR 90246 - Fisheries of the Northeastern United States; Atlantic Mackerel, Squid, and Butterfish Fisheries; Amendment 16 | |
81 FR 90373 - Federal Housing Administration (FHA): Direct Endorsement Program Timeframe for Conducting Pre-Endorsement Review | |
81 FR 90367 - Announcement of Requirements and Registration for “Privacy Policy Snapshot Challenge” | |
81 FR 90524 - Adoption and Foster Care Analysis and Reporting System | |
81 FR 90600 - Americans With Disabilities Act (ADA) Accessibility Guidelines for Transportation Vehicles | |
81 FR 90416 - Federal Motor Vehicle Safety Standards; Minimum Sound Requirements for Hybrid and Electric Vehicles |
Agricultural Marketing Service
Food Safety and Inspection Service
Census Bureau
International Trade Administration
National Institute of Standards and Technology
National Oceanic and Atmospheric Administration
Army Department
Engineers Corps
Centers for Medicare & Medicaid Services
Children and Families Administration
Food and Drug Administration
Substance Abuse and Mental Health Services Administration
Coast Guard
U.S. Customs and Border Protection
Fish and Wildlife Service
Indian Affairs Bureau
Land Management Bureau
Alcohol, Tobacco, Firearms, and Explosives Bureau
Drug Enforcement Administration
Justice Programs Office
Occupational Safety and Health Administration
Federal Aviation Administration
National Highway Traffic Safety Administration
Foreign Assets Control Office
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.
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Agricultural Marketing Service, USDA.
Final rule.
This final rule amends the Patents, Copyrights, Trademarks, Publications, and Product Formulations (IP) language of the Egg Research and Promotion Rules and Regulations (Regulations) to conform with commodity research and promotion program orders created under the Commodity Promotion, Research, and Information Act of 1996 (1996 Act).
Effective January 13, 2017.
Kenneth R. Payne, Research and Promotion Division; Livestock, Poultry, and Seed Program; AMS, USDA; 1400 Independence Avenue SW., Room 2610-S; Washington, DC 20250; telephone (202) 720-5705; fax (202) 720-1125; or email
The Office of Management and Budget (OMB) has waived the review process required by Executive Order 12866 for this action.
This rule was reviewed under Executive Order 12988, Civil Justice Reform. It is not intended to have a retroactive effect. This action will not preempt any state or local laws, regulations, or policies unless they present an irreconcilable conflict with this rule. The Egg Research and Consumer Information Act (Act) [7 U.S.C. 2701
In accordance with the Regulatory Flexibility Act (RFA) [5 U.S.C. 601-612], the Agricultural Marketing Service (AMS) has determined that this rule will not have a significant economic impact on a substantial number of small entities as defined by RFA. The purpose of RFA is to fit regulatory action to scale on businesses subject to such action so that small businesses will not be disproportionately burdened. As such, these changes will not impose a significant impact on persons subject to the program.
According to the American Egg Board (Board), in 2015, approximately 181 egg producers were subject to the provisions of the Order, including paying assessments. Under the current Order, producers in the 48 contiguous States of the U.S. and the District of Columbia who own more than 75,000 laying hens currently pay a mandatory assessment of 10 cents per 30-dozen case of eggs sold. Egg handlers are responsible for collecting and remitting assessments to the Board. According to the Board, of those 181 egg producers, about 138 egg handlers collect assessments. Assessments under the program are used by the Board to finance promotion, research, and consumer information programs designed to increase consumer demand for eggs in domestic and international markets.
In 13 CFR part 121, the Small Business Administration (SBA) defines small agricultural producers as those having annual receipts of no more than $750,000 and small agricultural service firms as those having annual receipts of no more than $7 million. Under this definition, the vast majority of egg producers that would be affected by this rule would not be considered small entities. Producers owning 75,000 or fewer laying hens are eligible to be exempt from this program. This rule does not impose additional recordkeeping requirements on egg producers or handlers. There are no Federal rules that duplicate, overlap, or conflict with this rule.
In accordance with OMB regulation 5 CFR part 1320, which implements the Paperwork Reduction Act of 1995 [44 U.S.C. Chapter 35], the information collection and recordkeeping requirements that are imposed by the Order and Rules and Regulations have been approved previously under OMB control number 0581-0093. This rule does not result in a change to those information collection and recordkeeping requirements.
The Act established a national egg research and promotion program—administered by the Board—that is financed through industry assessments and subject to oversight by USDA's AMS. This program of promotion, research, and consumer information is designed to strengthen the position of eggs in the marketplace and to establish, maintain, and expand markets for eggs.
Under the current Regulations initially established in 1976, any IP financed by assessment funds or other revenues of the Board shall become property of the U.S. Government as represented by the Board. The language does not allow for alternative ownership arrangements. In addition, there is no explicit allowance for alternative ownership arrangements in cases where the Board is not providing all of the funding for a project. According to the Board, the current language in the Order has made negotiating contracts for
As a result, USDA is amending § 1250.542 of the Regulations to incorporate language utilized by research and promotion boards created under the 1996 Act that would provide the Board with flexibility in negotiating over the ownership of IP rights. The research and promotion boards created under the 1996 Act have utilized this language to negotiate ownership rights over IP to effectively expend assessment funds to promote agricultural commodities.
AMS published the notice of proposed rulemaking in the
Administrative practice and procedure, Advertising, Agricultural research, Eggs and egg products, Reporting and recordkeeping requirements.
For the reasons set forth in the preamble, 7 CFR part 1250 is amended as follows:
7 U.S.C. 2701-2718; 7 U.S.C. 7401.
(a) Except as provided in paragraph (b) of this section, any patents, copyrights, inventions, trademarks, information, publications, or product formulations developed through the use of funds collected by the Board under the provisions of this subpart shall be the property of the U.S. Government, as represented by the Board, and shall, along with any rents, royalties, residual payments, or other income from the rental, sales, leasing, franchising, or other uses of such patents, copyrights, inventions, trademarks, information, publications, or product formulations, inure to the benefit of the Board; shall be considered income subject to the same fiscal, budget, and audit controls as other funds of the Board; and may be licensed subject to approval by the Secretary. Upon termination of this subpart, § 1250.358 shall apply to determine disposition of all such property.
(b) Should patents, copyrights, inventions, trademarks, information, publications, or product formulations be developed through the use of funds collected by the Board under this subpart and funds contributed by another organization or person, the ownership and related rights to such patents, copyrights, inventions, trademarks, information, publications, or product formulations shall be determined by an agreement between the Board and the party contributing funds towards the development of such patents, copyrights, inventions, trademarks, information, publications, or product formulations in a manner consistent with paragraph (a) of this section.
Food and Drug Administration, HHS.
Final rule.
The Food and Drug Administration (FDA, the Agency, or we) is amending its regulations on accreditation of third-party certification bodies to conduct food safety audits and to issue certifications to provide for a reimbursement (user fee) program to assess fees for the work FDA performs to establish and administer the third-party certification program under the FDA Food Safety Modernization Act (FSMA).
This rule is effective January 13, 2017.
Sylvia Kim, Office of Foods and Veterinary Medicine, Food and Drug Administration, 10903 New Hampshire Ave., Bldg. 1, Rm. 3212, Silver Spring, MD 20993-0002, 301-796-7599.
FSMA (Pub. L. 111-353), signed into law by President Obama on January 4, 2011, is intended to allow FDA to better protect public health by helping to ensure the safety and security of the food supply. FSMA enables us to focus more on preventing food safety problems rather than relying primarily on reacting to problems after they occur. The law also provides new enforcement authorities to help achieve higher rates of compliance with risk-based, prevention-oriented safety standards and to better respond to and contain problems when they do occur. In addition, the law contains important new tools to better ensure the safety of imported foods and encourages partnerships with State, local, tribal, and territorial authorities and international collaborations with foreign regulatory counterparts.
FSMA added section 808 to the FD&C Act (21 U.S.C. 384d), which directs FDA to establish a program for accreditation of third-party certification bodies
On November 27, 2015, FDA published in the
Under FSMA section 307 (21 U.S.C. 384d), accredited third-party certification bodies must perform unannounced facility audits conducted under the third-party certification program, notify FDA upon discovering a condition that could cause or contribute to a serious risk to the public health, and submit to FDA reports of regulatory audits conducted for certification purposes. The regulation includes stringent requirements to prevent conflicts of interest from influencing the decisions of recognized accreditation bodies and accredited third-party certification bodies.
This rulemaking implements section 808(c)(8) of the FD&C Act to establish a reimbursement (user fee) program to assess fees and require reimbursement for the work we perform to establish and administer the third-party certification program. In this document, we amend the third-party certification regulation (21 CFR part 1, subpart M) to provide for the assessment of user fees on accreditation bodies that include application fees for accreditation bodies seeking FDA recognition and annual monitoring fees, once recognized. We also provide for the assessment of user fees that include application fees for only those third-party certification bodies that seek FDA direct accreditation and annual monitoring fees for any third-party certification body participating in FDA's program, whether accredited directly by FDA or by an FDA-recognized accreditation body.
FDA published a proposed rule titled “User Fee Program to Provide for Accreditation of Third-Party Auditors/Certification Bodies to Conduct Food Safety Audits and To Issue Certifications” on July 24, 2015 (80 FR 43987). The proposed rule on the third-party certification program user fees includes the following: (1) Who would be subject to a user fee; (2) how user fees would be computed; (3) how FDA would notify the public about annual fee rates; (4) how the user fee would be collected; and (5) what the consequences would be for not paying a user fee. The comment period closed on October 7, 2015.
FDA received comments from accreditation bodies, certification bodies, foreign governments, industry associations, consumer groups, and members of industry. In the remainder of this document, we describe the comments that are within the scope of this rulemaking, respond to them, and explain any revisions we made from the proposed rule.
Section 307 of FSMA, Accreditation of Third-Party Auditors, amends the FD&C Act to create a new provision, section 808, under the same name. Section 808 of the FD&C Act directs us to establish a new program for accreditation of third-party certification bodies conducting food safety audits and issuing food and facility certifications to eligible foreign entities (including registered foreign food
Our authority for this rule is derived in part from section 808(c)(8) of the FD&C Act, which requires us to establish by regulation a reimbursement (user fee) program by which we assess fees and require accredited third-party certification bodies and audit agents to reimburse us for the work performed to establish and administer the third-party certification program under section 808. Accordingly, section 808(c)(8) of the FD&C Act authorizes us to assess fees and require reimbursement from accreditation bodies applying for recognition under section 808, third-party certification bodies applying for direct accreditation under section 808, and recognized accreditation bodies and accredited third-party certification bodies participating in the third-party certification program under section 808.
Further, section 701(a) of the FD&C Act (21 U.S.C. 371(a)) authorizes us to issue regulations for the efficient enforcement of the FD&C Act, including this rule establishing a user fee program for the third-party certification program under section 808 of the FD&C Act. Thus, FDA has the authority to issue this rule under sections 808 and 701(a) of the FD&C Act.
We proposed in § 1.700 that four main groups would be subject to a user fee under the regulation: (a) Accreditation bodies submitting applications, including renewal applications, for recognition in the third-party certification program; (b) recognized accreditation bodies participating in the third-party certification program; (c) third-party certification bodies submitting applications, including renewal applications, for direct accreditation; and (d) accredited third-party certification bodies participating in the third-party certification program. On our own initiative, and consistent with the third-party certification regulation, in this final rule we are using the term “third-party certification body” rather than the term “third-party auditor/certification body” that was used in the proposed rule.
Additionally, in the proposed rule we noted that the proposed user fee program would not recover all costs associated with the establishment and administration of the third-party certification program, such as the costs of any work by FDA in reviewing requests for reconsideration and waivers, revoking recognition of accreditation bodies, or withdrawing accreditation of third-party certification bodies, where necessary (80 FR 43987 at 43989). We also identified some of FDA's initial startup costs that would not be fully recouped, such as for some previously incurred costs for training employees and developing the third-party certification program IT portal that will accept applications for recognition and for direct accreditation and submissions from recognized accreditation bodies and accredited third-party certification bodies. We solicited comment on whether the costs for activities other than application processing and monitoring (
FDA received no adverse comments specific to our proposal to assess user fees on accreditation bodies submitting applications to FDA for recognition, third-party certification bodies submitting applications to FDA for direct accreditation, and recognized accreditation bodies and accredited third-party certification bodies participating in the program.
(Comment 1) In response to our request for comments on unaccounted for costs, some comments suggest that these costs should be recouped through fees paid by recognized accreditation bodies and accredited third-party certification bodies. Some comments opine that accreditation bodies should be responsible for paying any additional user fees related to maintenance of a database for recognized accreditation bodies and accredited certification bodies for the third-party certification bodies they accredit under the FDA program, as some accreditation bodies already invoice the certification bodies for these services. The comments do not address the feasibility of calculating or collecting such fees.
(Response 1) We decline the suggestion to assess additional fees on recognized accreditation bodies and accredited third-party certification bodies. Section 808(c)(8) of the FD&C Act requires us to establish a user fee program that assesses fees to reimburse FDA for the work in establishing and administering the third-party certification program. The statute further provides that FDA must not generate surplus revenue from the user fee program.
In implementing this provision, FDA is estimating the average costs of work it will perform to establish the program by recognizing accreditation bodies under section 808(b)(1) of the FD&C Act to accredit third-party certification bodies to participate in the third-party certification program (and, in limited circumstances under section 808(b)(1)(A)(ii), to directly accredit third-party certification bodies). Additionally, FDA is estimating the average costs of work it will perform in administering the program through monitoring, under section 808(f) of the FD&C Act, of recognized accreditation bodies and accredited third-party certification bodies, including through onsite audits of eligible entities issued certifications. The user fee program gives us flexibility to adjust estimates of the number of hours various activities will require and the hourly rates for performing the work, which will allow us to ensure that we are not generating a surplus.
We do not think it would be feasible at this time to accurately calculate and collect fees for all additional unaccounted for costs. For example, we do not have information on the number of, if any, waiver requests, revocations, and withdrawals we may get. It would be difficult to project a fee based on this limited information and assess it on accreditation bodies and certification bodies.
Additionally, it would be difficult to fairly distribute a fee for startup costs to future participants. We also do not want to disincentivize early participants from applying by imposing higher fees early on to cover initial program start-up costs related to setting up an IT portal or training employees.
(Comment 2) Some comments agree that both accreditation bodies and certification bodies are the appropriate parties to be assessed fees.
(Response 2) We agree and are finalizing § 1.700 as proposed, with conforming editorial changes as discussed previously.
Under the proposed user fee program we would assess user fees for two types of activities: (1) Application review; and (2) performance monitoring.
We proposed in § 1.705(a) that application fees would be assessed on accreditation bodies seeking FDA recognition or renewal of recognition and on third-party certification bodies seeking direct accreditation (and renewal of direct accreditation) by FDA. The application fees would be based on
We requested comment on an alternative approach for calculating application fees by tracking the actual number of hours it takes FDA staff to conduct relevant activities for each applicant, multiply that number by the fully supported FTE hourly rate calculated by the Agency for the applicable fiscal year, and then bill each applicant separately for the actual application costs attributable to it.
We requested comment on whether the proposed or alternative approach would create more favorable incentives for quality of the application. For the alternative approach, we specifically requested comment on possible consequences we should impose for not paying the application fee on time, since with this approach we would likely not be able to bill the applicant until after it learns whether it is accepted into the program. We also requested comment on whether we should adopt the alternative approach for a portion of the application review process (
Under proposed § 1.705(b), recognized accreditation bodies would be subject to an annual fee for the estimated average cost of the work FDA performs to monitor performance of recognized accreditation bodies under § 1.633. Under § 1.633(a), FDA will periodically evaluate the performance of each recognized accreditation body at least 4 years after the date of recognition for a 5-year term of recognition, or by no later than the mid-term point for a term of recognition of less than 5 years. We would estimate the average number of hours it would take for FDA to conduct relevant activities and multiply that by the appropriate fully supported FTE hourly rate for the applicable fiscal year. To calculate the annual fee for each recognized accreditation body, FDA would take the estimated average cost of work FDA performs to monitor performance of a single recognized accreditation body and annualize that over the average term of recognition (
The proposed user fee program also would assess fees for the estimated average cost for the work FDA will perform in monitoring the performance of third-party certification bodies accredited by FDA-recognized accreditation bodies, and third-party certification bodies directly accredited by FDA. We estimated the average number of hours it would take for FDA to conduct relevant monitoring activities for each, including a representative sample of onsite audits, and multiplied that by the appropriate fully supported FTE hourly rate. We further proposed that these monitoring fees would be annualized over the length of the term of accreditation (
In developing the proposed rule, we also considered annualizing the cost of application review over the length of the term of recognition (
(Comment 3) Some comments propose a different approach whereby FDA would establish one application fee for accreditation bodies which encompasses all of the anticipated costs (and specify what those costs are for each part of the assessment process) and then provide for reimbursements upon completion of the process for costs that were not incurred. The comment suggests that this would create incentives for an accreditation body to have a well-documented and implemented accreditation process and to cooperate fully to facilitate the assessment by FDA. Some comments request that we simplify the user fee program, but do not provide suggestions as to what changes would simplify the program.
(Response 3) We decline to accept the alternative approach, for a couple of reasons: First, we expect that the costs for reviewing applications for recognition will not vary significantly among the accreditation bodies, because we expect most, if not all, of the accreditation bodies that seek recognition under the third-party certification program will use documentation of their conformance with International Organization for Standardization (ISO) and the International Electrotechnical Commission (IEC) 17011:2004, Conformity assessment—General requirements for accreditation bodies accrediting conformity assessment bodies (ISO/IEC 17011:2004) (Ref. 1) to support their applications. This will allow FDA to use a common approach in reviewing accreditation body applications and, as a result, will help keep the costs of application review fairly steady and predictable across applications, making the alternative approach unnecessary.
Second, in authorizing FDA to assess fees and recover the costs associated with establishing and administering the third-party certification program, section 808(c)(8) of the FD&C Act helps to ensure that FDA has a stable funding base for the program. The alternative approach would limit our ability to develop and execute program plans or to sustain program services and operations at predictable levels. Third, the alternative approach would be administratively burdensome and would generate new administrative costs associated with providing a series of reimbursements at various steps in the processing of a single application. The net result would be to drive up program costs, which would increase user fee rates.
With respect to the comments requesting that we simplify the user fee program, we decline to adopt a different approach absent any feasible suggestions as to what changes would simplify the program. Further, the approach we have established in this final rule limits the types of fees that are assessed to just application fees and annual fees. Our approach is designed to be simple. It is similar to the fee structure used by several accreditation bodies, who charge third-party certification bodies initial fees and annual fees (Ref. 2).
(Comment 4) Some comments recommend that the recognized accreditation bodies and accredited third-party certification bodies pay for monitoring as it is conducted. The comments note that for a recognized accreditation body this would assume that the level of monitoring would be related to its performance, the number of third-party certification bodies it accredited, and their performance. The comments further assert that the level of
(Response 4) We disagree. As explained in Response 3, the user fee program is designed to provide FDA a stable funding base for operating the program. The proposed approach of paying for monitoring as it is conducted would not offer stability and predictability for FDA or for recognized accreditation bodies and accredited certification bodies. In addition, we note that the number of certification bodies the accreditation body has accredited under the program is only one of several factors we may consider in developing our plans for monitoring a recognized accreditation body. Under § 1.633(b) we may elect to observe a representative sample of certification bodies the recognized accreditation body accredited when conducting an assessment of its accreditation body. The size of the representative sample may depend on a number of factors including the scope of accreditation of the certification bodies accredited by the accreditation body, how many years the accreditation body has been in the program, how many prior assessments of the accreditation body we have performed, and the length of time since any prior assessments, in addition to the number of third-party certification bodies it has accredited. Similarly, when monitoring an accredited third-party certification body under § 1.662 we may elect to observe regulatory audits the accredited third-party certification body performs, and we will base our decision regarding how many onsite observations to conduct based on a number of factors such as how many years the certification body has been in the program, how many prior assessments we have performed and the length of time since the last assessment, in addition to the number of eligible entities the certification body certifies. Further, we do not anticipate that the cost of monitoring will vary greatly among accreditation bodies or among certification bodies. We note that the third-party certification regulations allow recognized accreditation bodies and accredited third-party certification bodies to use documentation of their conformance with applicable ISO/IEC standards, which we expect will allow FDA greater consistency and efficiency in conducting monitoring activities.
(Comment 5) Some comments recommend that FDA establish application and monitoring fees that relate to costs for the services by FDA and that these be paid in the years the services are provided, rather than annualized fees.
(Response 5) We decline the recommendation to change the fee structure from an estimated average cost to a pay-as-you go system. As explained in Response 3, the estimated average cost approach to the fee assessments provides prospective applicants, participants, and FDA predictability that allows for proper planning and budgeting. The monitoring fee is structured to annualize the payments for the total cost of monitoring recognized accreditation bodies and accredited third-party certification bodies, which provides predictability that helps accreditation bodies, third-party certification bodies, and FDA in planning and budgeting. Additionally, the recommended approach would be administratively burdensome and would generate new administrative costs associated with billing for various monitoring activities across the duration of each accreditation body's recognition and each third-party certification body's accreditation. The net result would be to drive up program costs, which would increase user fee rates. Further, we do not think that system suggested in the comment would be particularly beneficial to participants, since we do not anticipate that there will be much variability in the cost of monitoring services. We note that the user fee program is flexible. The fee rates are adjusted annually, as appropriate, so estimates regarding the cost of monitoring will be refined regularly.
We proposed to notify the public of the fee schedule annually prior to the beginning of the fiscal year for which the fees apply. We further proposed that each new fee schedule would be calculated based on the parameters in the proposed rulemaking and adjusted for improvements in the cost to FDA of performing relevant work for the upcoming year and inflation. At our own initiative, we revised proposed § 1.710 to create an exception to the requirement to provide notice prior to the start of the fiscal year for which the fees apply, in order to provide notice of the FSMA Third-Party Certification Program User Fee Rate for FY 2017, which is published elsewhere in this issue of the
(Comment 6) Several comments address user fee costs. Some raise general concerns that user fees may serve as a disincentive to program participation by accreditation bodies and third-party certification bodies, especially during the initial phase of the program. One such comment characterized the estimated user fee amounts as “somewhat high.” Other comments noted the proposed fees were reasonably aligned with the third-party certification body fees assessed under the Global Food Safety Initiative (GFSI). (By way of background, a group of international retailers established GFSI in 2000 with the goal of reducing the need for duplicative third-party audits by benchmarking private food safety schemes against a harmonized set of criteria for food safety and management systems.)
(Response 6) With respect to the comments suggesting that user fees may serve as a disincentive to program participation by accreditation bodies and third-party certification bodies, we note that the FD&C Act requires us to establish by regulation a user fee program by which we assess fees and require accredited third-party auditors and audit agents to reimburse us for the work performed to establish and administer the third-party accreditation program under section 808 of the FD&C Act. With respect to comments suggesting that the estimated user fee rates in the proposed rule may be too high, we disagree. We have designed the proposed user fee program to be flexible—that is, we expect that the estimates of the number of FTE hours used to calculate the actual user fees for accreditation bodies and third-party certification bodies will be informed by FDA's experience with the program each year (80 FR 43987 at 43990). Once the program begins we will update the estimates used to calculate the annual user fees as appropriate on a yearly basis. For example, if we determine it takes less time, on average, for us to prepare written reports documenting our onsite assessments of recognized accreditation bodies, we will use that information to decrease the fee for the following year.
(Comment 7) Some comments contend that the third-party certification program user fees and the indirect costs of complying with the third-party certification regulation will be passed down to food firms, negatively impacting the number of foreign food facilities that will become certified under the program and resulting in
(Response 7) The comments did not provide any data to support assertions regarding the indirect impacts of the proposed rule on dynamics of markets for third-party audits of foreign food facilities and private audit standards. Absent data or other information to support changes to the proposal, we are not modifying § 1.710 in anticipation of possible market forces on third-party audits and private audit schemes.
(Comment 8) Some comments discourage FDA from annually reviewing its fees for at least one 5-year cycle because fluctuations in the fees could significantly disadvantage accreditation bodies or third-party certification bodies that enter the program early.
(Response 8) We disagree with the suggestion to review fees less frequently than annually. Section 808(c)(8) of the FD&C Act provides that FDA shall not generate a surplus from the user fee program. By annually reviewing (and, if appropriate, adjusting) the fee rates, we can help ensure that we do not generate a surplus.
We proposed to require accreditation bodies applying for recognition and third-party certification bodies applying for direct accreditation to submit their application fees concurrently with submitting an application, including a renewal application. We also proposed that recognized accreditation bodies and accredited third-party certification bodies subject to an annual fee must submit payment within 30 days of receiving billing for the fee.
(Comment 9) Some comments support having initial and renewal application fees paid upon application. The comments also assert that FDA should not review any applications until payment has been received.
(Response 9) We agree and are maintaining these requirements in the final rule.
Under proposed § 1.720, user fees would not be refundable. We requested comment on whether we should consider refund requests under this program, and if so, under what circumstances.
At our own initiative, we are revising § 1.720 to clarify that we will not refund any fees accompanying completed applications or annual user fees. However, user fees submitted with applications will not be considered to have been accepted until the application is complete and ready for FDA review. Applications for recognition and direct accreditation will not be substantively reviewed by FDA until a completed submission with all of the required elements is received in accordance with §§ 1.631(a) and 1.671(a).
(Comment 10) Some comments recommend that FDA charge a flat fee for the application fees, but provide for refunds of portions of the initial application and renewal application fees if we do not incur all the anticipated costs during review of the application. This would ensure that FDA has adequate funding to cover costs up front without overburdening accreditation bodies or third-party certification bodies financially if we don't end up using all the costs.
(Response 10) We disagree with providing a refund as described by the comment. As noted in Response 3, we anticipate that costs for reviewing applications for recognition will not vary significantly among the accreditation bodies. In addition, it would be administratively burdensome to track and process refunds at various stages of the application process for each applicant and would potentially drive up the costs of the program.
In proposed § 1.725(a), we proposed that applications would not be considered complete until FDA receives the application fee. In proposed § 1.725(b), we proposed that a recognized accreditation body that fails to submit its annual user fee within 30 days of the due date would have its recognition suspended. We proposed that FDA would notify the accreditation body electronically that its recognition is suspended and would notify the public of the suspension on the Web site that lists the recognized accreditation bodies. We requested comment on our tentative conclusion that there is no reason for the process of notifying the accreditation body and the public of suspension to differ from the process of notifying the accreditation body and the public of revocation in these respects. We also requested comment on whether FDA should notify a certification body if the recognition of its accreditation body has been suspended.
We further proposed that while an accreditation body's recognition is suspended, it will not be able to accredit additional third-party certification bodies. However, we proposed that any certification bodies accredited by such accreditation body prior to the suspension would be unaffected by the suspension, as would any food or facility certification issued by such certification body. We also proposed that if payment is not received within 90 days of the payment due date, FDA would revoke the accreditation body's recognition and provide notice of such revocation in accordance with the procedures in § 1.634. Accordingly, we proposed to amend § 1.634(a)(4) by adding proposed § 1.634(a)(4)(iii), which would explicitly include failure to pay the annual user fee within 90 days of the payment due date as a basis for revoking an accreditation body's recognition.
In proposed § 1.725(c), we proposed that an accredited third-party certification body that fails to submit its annual user fee within 30 days of the due date would have its accreditation suspended. We proposed that FDA would electronically notify the certification body that its accreditation is suspended and would notify the public of the suspension on the Web site that lists the recognized accreditation bodies and accredited third-party certification bodies. While a certification body's accreditation is suspended, it would not be allowed to issue food or facility certifications as part of FDA's third-party certification program. However, we proposed that food or facility certifications issued by a certification body prior to the suspension of its accreditation would remain in effect. We proposed that if payment is not received within 90 days of the payment due date, FDA would withdraw the third-party certification body's accreditation under § 1.664(a), and provide notice of such withdrawal in accordance with the procedures in § 1.664. Accordingly, we proposed to amend § 1.664(a) by adding proposed § 1.664(a)(4), which would explicitly include failure to pay the annual user fee within 90 days of the payment due date as a basis for withdrawal of accreditation. We requested comment on whether the consequences of a third-party certification body failing to pay a user fee by the due date are appropriate.
(Comment 11) Some comments agree with FDA's proposal to suspend an accreditation body's recognition or a third-party certification body's accreditation if it fails to submit its annual user fee within 30 days of the payment due date and to revoke the accreditation body's recognition or withdraw a certification body's accreditation if it fails to submit its annual user fee within 90 days of the payment due date.
(Response 11) We agree and are retaining these provisions in the final rule.
(Comment 12) One comment recommends that notice of the suspension or revocation on FDA's Web site differentiate between suspension and revocation for financial reasons and suspension or revocation for failure to conform to requirements.
(Response 12) We agree with respect to notice of revocation or withdrawal. In accordance with §§ 1.634(f) and 1.664(h), FDA will provide the basis for revocation of recognition and for withdrawal of accreditation on its Web site, as applicable. With respect to suspension of recognition or accreditation by FDA, failure to pay the user fee would be the only reason for FDA suspension.
(Comment 13) One comment recommends that FDA should notify a third-party certification body if its accreditation body's recognition has been suspended and that FDA should notify an accreditation body if a third-party certification body accredited by that accreditation body is suspended.
(Response 13) At this time FDA has determined that, unlike notice of withdrawal of accreditation and notice of revocation of recognition, notice of suspension is not essential to the operation of an accredited certification body or a recognized accreditation body. For example, accredited certification bodies would remain accredited even if their accreditation body had their recognition suspended. Further, we note that FDA's electronic portal for the third-party certification program currently does not have the capability to provide notice of suspension. We will consider the feasibility of adding this capability as resources allow.
We did not propose a small business exemption or reduction in the proposed rule because no statutory requirement to establish or consider an exemption or reduction in user fees exists in section 808 of the FD&C Act. However, we requested comment on whether we should account for small businesses in other ways, including whether an exemption or fee reduction would be appropriate. We requested that comments in favor of an exemption or fee reduction for small businesses state who should be eligible for an exemption or fee reduction; if recommending a fee reduction, how much of a reduction should be granted; and why.
(Comment 14) Some comments recommend that there be no exemption or reduced fee for small businesses or entities because the costs to FDA for performing the work activities are not lower for small businesses or entities. Other comments recommend that the user fees for public-sector and private-sector accreditation bodies or third-party certification bodies be the same because the costs to FDA are not lower for one group compared to the other. Some comments recommend that the program offer reduced fees or exemptions for small businesses to be consistent with the principles embedded in FSMA. Other comments request a reduction in fees or an exemption for public-sector accreditation bodies or third-party certification bodies.
(Response 14) We agree that there be no exemptions or reduced fees for small businesses or entities or for public-sector entities. Section 808(c)(8) of the FD&C Act makes no distinction between public and private bodies for purposes of the user fee program, and, as noted previously, contains no requirement to establish or consider an exemption or reduction in user fees. As explained in Responses 3 and 4, we agree that the cost to FDA for performing the application review and monitoring will not vary greatly across entities participating in the third-party certification program, regardless of the entity's size or public versus private status. Moreover, creating exemptions or fee reductions would hinder FDA's ability to create a stable funding base for the third-party certification program.
We have examined the impacts of the final rule under Executive Order 12866, Executive Order 13563, the Regulatory Flexibility Act (5 U.S.C. 601-612), and the Unfunded Mandates Reform Act of 1995 (Pub. L. 104-4). Executive Orders 12866 and 13563 direct us to assess all costs and benefits of available regulatory alternatives and, when regulation is necessary, to select regulatory approaches that maximize net benefits (including potential economic, environmental, public health and safety, and other advantages; distributive impacts; and equity). We believe that this final rule is not a significant regulatory action as defined by Executive Order 12866.
The Regulatory Flexibility Act requires us to analyze regulatory options that would minimize any significant impact of a rule on small entities. This rule demonstrates how user fees will be calculated and assessed for different activities FDA conducts under FDA's third-party accreditation program. This rule does not require action by entities affected by the Third-Party Certification regulation; it merely provides additional information so that affected entities can make an informed decision on whether to participate in FDA's third-party certification program. FDA analyzed the costs and benefits of FDA's third-party certification program including imposition of user fees resulting from participating in the third-party certification program in the regulatory impact analysis of the Third-Party Certification final rule. Therefore because this rule does not require actions by affected entities, we certify that the final rule will not have a significant economic impact on a substantial number of small entities.
The Unfunded Mandates Reform Act of 1995 (section 202(a)) requires us to prepare a written statement, which includes an assessment of anticipated costs and benefits, before issuing “any rule that includes any Federal mandate that may result in the expenditure by State, local, and tribal governments, in the aggregate, or by the private sector, of $100,000,000 or more (adjusted annually for inflation) in any one year.” The current threshold after adjustment for inflation is $146 million, using the most current (2015) Implicit Price Deflator for the Gross Domestic Product. This final rule would not result in an expenditure in any year that meets or exceeds this amount.
The full analysis of the economic impacts of the Third-Party Certification regulation is available at
This rule contains no collection of information. Therefore, clearance by OMB under the Paperwork Reduction Act of 1995 is not required.
We previously considered the environmental effects of this rule, as stated in the proposed rule “User Fee Program to Provide for Accreditation of Third-Party Auditors/Certification Bodies to Conduct Food Safety Audits and To Issue Certifications” published on July 24, 2015 (80 FR 43987). We stated that we had determined, under 21 CFR 25.30(h), that this action “is of a type that does not individually or cumulatively have a significant effect on the human environment” such that neither an environmental assessment nor an environmental impact statement is required. We have not received any new information or comments that
We have analyzed this final rule in accordance with the principles set forth in Executive Order 13132. FDA has determined that the rule does not contain policies 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. Accordingly, we conclude that the rule does not contain policies that have federalism implications as defined in the Executive order and, consequently, a federalism summary impact statement is not required.
The following references are on display in the Division of Dockets Management (HFA-305), Food and Drug Administration, 5630 Fisher Lane, Rm. 1061, Rockville, MD 20852 and are available for viewing by interested persons between 9 a.m. and 4 p.m., Monday through Friday; they are also available electronically at
1. International Organization for Standardization/International Electrotechnical Commission, ISO/IEC “17011:2004 Conformity Assessment—General Requirements for Accreditation Bodies Accrediting Conformity Assessment Bodies,” Copies are available from the International Organization for Standardization, 1, rue de Varembe, Case postale 56, CH-1211 Geneve 20, Switzerland, or on the Internet at
2. FDA, “Preliminary Regulatory Impact Analysis for the proposed rules on Foreign Supplier Verification Programs (Docket No. FDA-2011-N-0143) and Accreditation of Third-Party Auditors/Certification Bodies to Conduct Food Safety Audits and to Issue Certifications (Docket No. FDA-2011-N-0146) under Executive Order 13563, the Regulatory Flexibility Act (5 U.S.C. 601-612), the Unfunded Mandates Reform Act of 1995 (Pub. L. 104-4), and the Paperwork Reduction Act of 1995 (44 U.S.C. 3501-3520),”
3. FDA, “Final Regulatory Impact Analysis: Accreditation of Third-Party Certification Bodies to Conduct Food Safety Audits and to Issue Certifications,”
Cosmetics, Drugs, Exports, Food labeling, Imports, Labeling, Reporting and recordkeeping requirements.
Therefore, under the Federal Food, Drug, and Cosmetic Act and under authority delegated to the Commissioner of Food and Drugs, 21 CFR part 1 is amended as follows:
15 U.S.C. 1333, 1453, 1454, 1455, 4402; 19 U.S.C. 1490, 1491; 21 U.S.C. 321, 331, 332, 333, 334, 335a, 342, 343, 350c, 350d, 350e, 350j, 350k, 352, 355, 360b, 360ccc, 360ccc-1, 360ccc-2, 362, 371, 373, 374, 379j-31, 381, 382, 384a, 384b, 384d, 387, 387a, 387c, 393; 42 U.S.C. 216, 241, 243, 262, 264, 271; Pub. L. 107-188, 116 Stat. 594, 668-69; Pub. L. 111-353, 124 Stat. 3885, 3889.
(a) * * *
(4) * * *
(iii) Failure to pay the annual user fee within 90 days of the payment due date, as specified in § 1.725(b)(3).
(a) * * *
(4) If payment of the third-party certification body's annual fee is not received within 90 days of the payment due date, as specified in § 1.725(c)(3).
(a) Accreditation bodies submitting applications or renewal applications for recognition in the third-party certification program;
(b) Recognized accreditation bodies participating in the third-party certification program;
(c) Third-party certification bodies submitting applications or renewal applications for direct accreditation; and
(d) Accredited third-party certification bodies (whether accredited by recognized accreditation bodies or by FDA through direct accreditation) participating in the third-party certification program.
(a) The following application fees:
(1) Accreditation bodies applying for recognition are subject to an application fee for the estimated average cost of the work FDA performs in reviewing and evaluating applications for recognition of accreditation bodies.
(2) Recognized accreditation bodies submitting renewal applications are subject to a renewal application fee for the estimated average cost of the work FDA performs in reviewing and evaluating renewal applications for recognition of accreditation bodies.
(3) Third-party certification bodies applying for direct accreditation are subject to an application fee for the estimated average cost of the work FDA performs in reviewing and evaluating applications for direct accreditation.
(4) Accredited third-party certification bodies applying for renewal of direct accreditation are subject to an application fee for the estimated average cost of the work FDA performs in reviewing and evaluating renewal applications for direct accreditation.
(b) The following annual fees:
(1) Recognized accreditation bodies are subject to an annual fee for the estimated average cost of the work FDA performs to monitor performance of recognized accreditation bodies under § 1.633.
(2) Third-party certification bodies directly accredited by FDA are subject to an annual fee for the estimated average cost of the work FDA performs to monitor directly accredited third-party certification bodies under § 1.662.
(3) Third-party certification bodies accredited by recognized accreditation bodies are subject to an annual fee for the estimated average cost of the work
FDA will notify the public of the fee schedule annually. The fee notice will be made publicly available prior to the beginning of the fiscal year for which the fees apply, except for the first fiscal year in which this regulation is effective. Each new fee schedule will be adjusted for inflation and improvements in the estimates of the cost to FDA of performing relevant work for the upcoming year.
(a) Accreditation bodies applying for recognition and third-party certification bodies applying for direct accreditation must submit a fee concurrently with submitting an application or a renewal application.
(b) Accreditation bodies and third-party certification bodies subject to an annual fee must submit payment within 30 days of receiving billing for the fee.
User fees accompanying completed applications and annual fees under this subpart are not refundable.
(a) An application for recognition or renewal of recognition will not be considered complete for the purposes of § 1.631(a) until the date that FDA receives the application fee. An application for direct accreditation or for renewal of direct accreditation will not be considered complete for the purposes of § 1.671(a) until FDA receives the application fee.
(b) A recognized accreditation body that fails to submit its annual user fee within 30 days of the due date will have its recognition suspended.
(1) FDA will notify the accreditation body electronically that its recognition is suspended. FDA will notify the public of the suspension on the Web site described in § 1.690.
(2) While an accreditation body's recognition is suspended, the accreditation body will not be able to accredit additional third-party certification bodies. The accreditation of third-party certification bodies that occurred prior to an accreditation body's suspension, as well as food or facility certifications issued by such third-party certification bodies, would remain in effect.
(3) If payment is not received within 90 days of the payment due date, FDA will revoke the accreditation body's recognition under § 1.634(a)(4)(iii), and provide notice of such revocation in accordance with § 1.634.
(c) An accredited third-party certification body that fails to submit its annual fee within 30 days of the due date will have its accreditation suspended.
(1) FDA will notify the third-party certification body that its accreditation is suspended, electronically and in English. FDA will notify a recognized accreditation body, electronically and in English, if the accreditation of one if its third-party certification bodies is suspended. FDA will notify the public of the suspension on the Web site described in § 1.690.
(2) While a third-party certification body's accreditation is suspended, the third-party certification body will not be able to issue food or facility certifications. A food or facility certification issued by a third-party certification body prior to the suspension of the auditor/certification body accreditation will remain in effect.
(3) If payment is not received within 90 days of the payment due date, FDA will withdraw the third-party certification body's accreditation under § 1.664(a)(4), and provide notice of such withdrawal in accordance with § 1.664.
Drug Enforcement Administration, Department of Justice.
Final rule.
The Drug Enforcement Administration is creating a new Administration Controlled Substances Code Number for “Marihuana Extract.” This code number will allow DEA and DEA-registered entities to track quantities of this material separately from quantities of marihuana. This, in turn, will aid in complying with relevant treaty provisions.
Under international drug control treaties administered by the United Nations, some differences exist between the regulatory controls pertaining to marihuana extract versus those for marihuana and tetrahydrocannabinols. The DEA has previously established separate code numbers for marihuana and for tetrahydrocannabinols, but not for marihuana extract. To better track these materials and comply with treaty provisions, DEA is creating a separate code number for marihuana extract with the following definition: “Meaning an extract containing one or more cannabinoids that has been derived from any plant of the genus Cannabis, other than the separated resin (whether crude or purified) obtained from the plant.” Extracts of marihuana will continue to be treated as Schedule I controlled substances.
Michael J. Lewis, Office of Diversion Control, Drug Enforcement Administration; Mailing Address: 8701 Morrissette Drive, Springfield, Virginia 22152; Telephone (202) 598-6812.
As provided in 21 CFR 1308.03, each controlled substance or basic class thereof is assigned a four digit Administration Controlled Substance Code Number (“Code number” or “drug code”) that is used to track quantities of the controlled substance imported and exported to and from the United States. Additionally, the DEA uses these code numbers in establishing aggregate production quotas for basic classes of controlled substances listed in Schedules I and II as required by 21 U.S.C. 826.
Consistent with the Controlled Substances Act (CSA), the schedules contained in DEA regulations include marihuana (drug code 7360) in Schedule I. 21 CFR 1308.11(d)(23). This listing includes (unless specifically excepted or unless listed in another schedule) any material, compound, mixture, or preparation, which contains any quantity of the substance, or which contains any of its salts, isomers, and salts of isomers that are possible within the specific chemical designation. Because the definition of marihuana in 21 U.S.C. 802(16) includes both derivatives and preparations of marihuana, the DEA until now has used drug code 7360 for extracts of marihuana. This final rule finalizes a
The United Nations Conventions on international drug control treats extracts from the cannabis plant somewhat differently than marihuana or tetrahydrocannabinols. The creation of a new drug code in the DEA regulations for marihuana extracts will allow for more appropriate accounting of such materials consistent with treaty provisions.
The Single Convention on Narcotic Drugs, 1961 (“Single Convention”) and the 1971 Convention on Psychotropic Substances (“Psychotropic Convention”) provide for the international control of marihuana constituents. Many of the CSA's provisions were drafted to comply with these Conventions. The CSA includes schemes of drug scheduling and procedures for adding, removing, and transferring drugs among the schedules that are similar, in some ways, to those in the Single Convention. With respect to those drugs that are subject to control under the Single Convention, the CSA mandates that DEA control such drugs in a manner that will ensure the United States meets its obligations under the Single Convention. 21 U.S.C. 811(d)(1).
Somewhat similar to the CSA, the Single Convention lists substances in four schedules. However, under the Single Convention, the drugs that are subject to the most stringent controls are in Schedule IV. Another difference between the CSA and the Single Convention is that, under the latter, a drug can be listed in more than one schedule. Cannabis and cannabis resin are listed in both Schedule IV and Schedule I of the Single Convention. Schedule I controls under the Single Convention include: Requirements for import and export authorization, licensing of manufacturers/distributors, recordkeeping requirements, a requirement for prescriptions for medical use, annual estimate of needs, quotas, annual statistical reporting, and a requirement that use be limited to medical and scientific purposes. Schedule II of the Single Convention is similar in controls to Schedule I with a few exceptions, and Schedule III is less restrictive. All substances listed in Schedule IV are also listed in Schedule I under the Single Convention in order to encompass the requirements mentioned above. In addition, as indicated, the Single Convention imposes certain heightened measures of control with respect to Schedule IV drugs. The placing of a drug into both Schedule I and Schedule IV, therefore imposes the most stringent controls under the Single Convention. Although cannabis and cannabis resin are listed in Schedules I and IV of the Single Convention, cannabis extracts are listed only in Schedule I.
In response to the July 5, 2011, Notice of Proposed Rulemaking (76 FR 39039), the DEA received six submissions from five commenters. Three of the comments raised issues relating to the medical use or legality of marihuana/cannabis; these comments were not germane to the issues addressed by this rulemaking. A fourth comment was merely a clarification of a comment previously submitted.
One comment requested clarification of whether the new drug code will be applicable to cannabidiol (CBD), if it is not combined with cannabinols.
Another comment from a pharmaceutical firm currently involved in cannabinoid research and product development praised DEA's efforts to establish a new drug code for marihuana extracts as a means to more accurately reflect the activities of scientific research and provide more consistent adherence to the requirements of the Single Convention. However, the comment expressed concerns that the proposed definition for the new drug code (
As discussed in the NPRM, a new drug code is necessary in order to better account for these materials in accordance with treaty obligations. The Single Convention placed “cannabis” and “cannabis resin” under both Schedule I and IV of the Convention, the most stringent level of control under the Convention. While “cannabis resin” is extracted from “cannabis,” the Single Convention specifically controls “extracts” separately. Extracts of cannabis are controlled only under Schedule I of the Convention, which is a lower level of control than “cannabis resin.”
Accordingly, it is the DEA's intent to define the term “marihuana extract” so as to exclude material referenced as “cannabis resin” under the Single Convention on Narcotics. “Cannabis resin” (regulated under the CSA as a resin of marihuana) contains a variety of “cannabinoids” and will continue to be regulated as marihuana under drug code 7360. The new drug code for marihuana extracts under 21 CFR 1308.11(d)(58) will exclude the resin. Cannabis resin and marihuana resin remain captured under the drug code for marihuana (drug code 7360), thus differentiating this material from marihuana extracts (new drug code 7350). This will maintain compliance with the Single Convention.
After careful consideration of all comments, the DEA is hereby amending 21 CFR 1308.11(d) to include a new subparagraph (58) which creates a new code number in Schedule I as follows:
“Meaning an extract containing one or more cannabinoids that has been derived from any plant of the genus Cannabis, other than the separated resin (whether crude or purified) obtained from the plant.”
The creation of this new drug code in the DEA regulations for marihuana extracts allows for more appropriate accounting of such materials consistent with treaty provisions. Such marihuana
This regulation has been drafted and reviewed in accordance with the principles of Executive Orders 12866 and 13563. This rule is not a significant regulatory action under Executive Order 12866.
This regulation meets the applicable standards set forth in sections 3(a) and 3(b)(2) of Executive Order 12988 to eliminate drafting errors and ambiguity, minimize litigation, provide a clear legal standard for affected conduct, and promote simplification and burden reduction.
This rulemaking does not have federalism implications warranting the application of Executive Order 13132. The rule does not have substantial direct effects on the States, on the relationship between the national government and the States, or the distribution of power and responsibilities among the various levels of government.
This rule does not have tribal implications warranting the application of Executive Order 13175. It does not have substantial direct effects 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.
The Administrator, in accordance with the Regulatory Flexibility Act (RFA), 5 U.S.C. 601-602, has reviewed this rule and by approving it, certifies that it will not have a significant economic impact on a substantial number of small entities. This rule establishes a new drug code for marihuana extracts. DEA already registers persons handling marihuana extracts but within another already-established drug code. Thus, persons who handle these marihuana extracts have already met DEA's registration, security, and other statutory and regulatory requirements. The only direct effect to registrants who handle marihuana extracts will be the requirement to add the new drug code to their registration. Therefore, DEA has concluded that this rule will not have a significant effect on a substantial number of small entities.
On the basis of information contained in the “Regulatory Flexibility Act” section above, DEA has determined and certifies pursuant to the Unfunded Mandates Reform Act (UMRA) of 1995, 2 U.S.C. 1501
This action does not impose a collection of information requirement under the Paperwork Reduction Act of 1995. 44 U.S.C. 3501-3521. This action would not impose recordkeeping or reporting requirements on State or local governments, individuals, businesses, or organizations. 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.
This rule is not a major rule as defined by section 804 of the Small Business Regulatory Enforcement Fairness Act of 1996 (Congressional Review Act (CRA)). This rule will not result in: An annual effect on the economy of $100,000,000 or more; a major increase in costs or prices for consumers, individual industries, Federal, State, or local government agencies, or geographic regions; or significant adverse effects on competition, employment, investment, productivity, innovation, or on the ability of U.S.-based companies to compete with foreign based companies in domestic and export markets. However, pursuant to the CRA, the DEA has submitted a copy of this final rule to both Houses of Congress and to the Comptroller General.
Drug traffic control, Controlled substances.
For the reasons set out above, 21 CFR part 1308 is amended as follows:
21 U.S.C. 811, 812, 871(b), unless otherwise noted.
(d) * * *
Meaning an extract containing one or more cannabinoids that has been derived from any plant of the genus Cannabis, other than the separated resin (whether crude or purified) obtained from the plant.
Occupational Safety and Health Administration, Labor.
Final rule.
On March 16, 2016, the Occupational Safety and Health Administration (OSHA) of the U.S. Department of Labor (Department) issued an interim final rule (IFR) that provided procedures for the Department's processing of complaints under the employee protection (retaliation or whistleblower) provisions of Section 31307 of the Moving Ahead for Progress in the 21st Century Act (MAP-21). The IFR established procedures and time frames for the
This final rule is effective December 14, 2016.
Britania C. Smith, Program Analyst, Directorate of Whistleblower Protection Programs, Occupational Safety and Health Administration, U.S. Department of Labor, Room N-4618, 200 Constitution Avenue NW., Washington, DC 20210; telephone (202) 693-2199. This is not a toll-free number. Email:
The Moving Ahead for Progress in the 21st Century Act, Public Law 112-141, 126 Stat. 405, was enacted on July 6, 2012 and, among other things, funded surface transportation programs at over $105 billion for fiscal years 2013 and 2014. Section 31307 of the Act, codified at 49 U.S.C. 30171 and referred to throughout this rulemaking as MAP-21, prohibits motor vehicle manufacturers, parts suppliers, and dealerships from discharging or otherwise retaliating against an employee because the employee provided, caused to be provided or is about to provide information to the employer or the Secretary of Transportation relating to any motor vehicle defect, noncompliance, or any violation or alleged violation of any notification or reporting requirement of Chapter 301 of title 49 of the U.S. Code (Chapter 301); filed, caused to be filed or is about to file a proceeding relating to any such defect or violation; testified, assisted or participated (or is about to testify, assist or participate) in such a proceeding; or objected to, or refused to participate in, any activity that the employee reasonably believed to be in violation of any provision of Chapter 301, or any order, rule, regulation, standard or ban under such provision. Chapter 301 is the codification of the National Traffic and Motor Vehicle Safety Act of 1966, as amended, which grants the National Highway Traffic Safety Administration (NHTSA) authority to issue vehicle safety standards and to require manufacturers to recall vehicles that have a safety-related defect or do not meet federal safety standards. This final rule adopts, without change, the provisions in the IFR which established procedures for the handling of whistleblower complaints under MAP-21.
On March 16, 2016, OSHA published in the
After the OSHA investigation, the complainant should have a reasonable chance to respond to whatever the investigation found before the final determination. The investigation should rely on facts: Any witness remarks need to be substantiated by facts, and the complainant should be able to respond to them. Investigations need to be conducted according to strict guidelines with facts checked perhaps by another investigator.
OSHA is making no revisions to the MAP-21 rule in response to this comment. OSHA believes that the procedures in the IFR, see
This rule contains a reporting provision (filing a retaliation complaint, Section 1988.103) which was previously reviewed and approved for use by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1995 (Pub. L. 104-13). The assigned OMB control number is 1218-0236.
The notice and comment rulemaking procedures of Section 553 of the Administrative Procedure Act (APA) do not apply “to interpretative rules, general statements of policy, or rules of agency organization, procedure, or practice.” 5 U.S.C. 553(b)(A). This is a rule of agency procedure, practice, and interpretation within the meaning of that section. Therefore, publication in the
Furthermore, because this rule is procedural and interpretative rather than substantive, the normal requirement of 5 U.S.C. 553(d) that a rule be effective 30 days after publication in the
The Department has concluded that this rule is not a “significant regulatory action” within the meaning of Executive Order 12866, reaffirmed by Executive Order 13563, because it is not likely to: (1) Have an annual effect on the economy of $100 million or more or adversely affect in a material way the economy, a sector of the economy, productivity, competition, jobs, the environment, public health or safety, or State, local, or Tribal governments or communities; (2) create a serious inconsistency or otherwise interfere with an action taken or planned by another agency; (3) materially alter the budgetary impact of entitlements, grants, user fees, or loan programs or the rights and obligations of recipients thereof; or (4) raise novel legal or policy
The notice and comment rulemaking procedures of Section 553 of the APA do not apply “to interpretative rules, general statements of policy, or rules of agency organization, procedure, or practice.” 5 U.S.C. 553(b)(A). Rules that are exempt from APA notice and comment requirements are also exempt from the Regulatory Flexibility Act (RFA). See SBA Office of Advocacy, A Guide for Government Agencies: How to Comply with the Regulatory Flexibility Act, at 9; also found at:
Administrative practice and procedure, Automobile dealers, Employment, Investigations, Motor vehicle defects, Motor vehicle manufacturers, Part suppliers, Reporting and recordkeeping requirements, Whistleblower.
Coast Guard, DHS.
Notice of deviation from drawbridge regulation.
The Coast Guard has issued a temporary deviation from the operating schedule that governs the Tower Drawbridge across the Sacramento River, mile 59.0, at Sacramento, CA. The deviation is necessary to allow the community to participate in the New Year's Eve fireworks. This deviation allows the bridge to remain in the closed-to-navigation position during the deviation period.
This deviation is effective from 8:30 p.m. on December 31, 2016 to 12:15 a.m. on January 1, 2017.
The docket for this deviation, [USCG-2016-1044], is available at
If you have questions on this temporary deviation, call or email David H. Sulouff, Chief, Bridge Section, Eleventh Coast Guard District; telephone 510-437-3516, email
California Department of Transportation has requested a temporary change to the operation of the Tower Drawbridge, mile 59.0, over Sacramento River, at Sacramento, CA. The vertical lift bridge navigation span provides a vertical clearance of 30 feet above Mean High Water in the closed-to-navigation position. The draw operates as required by 33 CFR 117.189(a). Navigation on the waterway is commercial and recreational.
The drawspan will be secured in the closed-to-navigation position from 8:30 p.m. on December 31, 2016 to 12:15 a.m. on January 1, 2017, to allow the community to participate in the New Year's Eve fireworks. This temporary deviation has been coordinated with the waterway users. No objections to the proposed temporary deviation were raised.
Vessels able to pass through the bridge in the closed position may do so at any time. The bridge will not be able to open for emergencies and there is no immediate alternate route for vessels to pass. The Coast Guard will also inform the users of the waterway through our Local and Broadcast Notices to Mariners of the change in operating schedule for the bridge so that vessel operators can arrange their transits to minimize any impact caused by the temporary deviation.
In accordance with 33 CFR 117.35(e), the drawbridge must return to its regular operating schedule immediately at the end of the effective period of this temporary deviation. This deviation from the operating regulations is authorized under 33 CFR 117.35.
Department of Veterans Affairs.
Final rule with comment period.
The Department of Veterans Affairs (VA) is amending its medical regulations to permit full practice authority of three roles of VA advanced practice registered nurses (APRN) when they are acting within the scope of their VA employment. Certified Registered Nurse Anesthetists (CRNA) will not be included in VA's full practice authority
This final rule is effective January 13, 2017. Comments on full practice authority for CRNAs must be received by VA on or before January 13, 2017.
Written comments may be submitted: Through
David J. Shulkin, M.D., Under Secretary for Health, (202) 461-7000 or Linda M. McConnell, Office of Nursing Services, (202) 461-6700, 810 Vermont Avenue NW., Washington, DC 20420. (These are not toll-free numbers.)
In a document published in the
The Office of the Federal Register has prepared a document, A Guide to the Rulemaking Process, that states that an agency is not permitted to base its final rule on the number of comments received in support of the rule over those in opposition to it or vice versa. The document further states that an agency must base its reasoning and conclusions on the rulemaking record, which consists of the comments received, scientific data, expert opinions, and facts accumulated during the pre-rule and proposed rule stages. This final rule adheres to the guidance established by the Office of the Federal Register.
Section 7301 of title 38 United States Code (U.S.C.) establishes the Veterans Health Administration (VHA) within VA, and establishes that its primary function is to “provide a complete medical and hospital service for the medical care and treatment of veterans, as provided in this title and in regulations prescribed by the Secretary pursuant to this title.” To allow VA to carry out its medical care mission, Congress also established a comprehensive personnel system for certain medical employees in VHA, independent of the civil service rules. See Chapters 73 and 74 of title 38, U.S.C. As an integrated Federal health care system with the responsibility to provide comprehensive care under 38 U.S.C. 7301, it is essential that VHA wisely manage its resources and fully utilize the skills of its health care providers to the full extent of their education, training, and certification.
By permitting the three APRN roles, Certified Nurse Practitioner (CNP), Clinical Nurse Specialist (CNS), or Certified Nurse-Midwife (CNM), throughout the VHA system with a way to achieve full practice authority in order to provide advanced nursing services to the full extent of their professional competence, VHA furthers its statutory mandate to provide quality health care to our nation's veterans. This regulatory change to nursing policy permits three roles of APRNs to practice to the full extent of their education, training and certification, without the clinical supervision or mandatory collaboration of physicians. Standardization of APRN full practice authority, without regard for individual State practice regulations, helps to ensure a consistent delivery of health care across VHA by decreasing the variability in APRN practice that currently exists as a result of disparate State practice regulations. Certified Registered Nurse Anesthetists (CRNA) will not be included in VA's full practice authority under this final rule, but comment is requested on whether there are access issues or other unconsidered circumstances that might warrant their inclusion in a future rulemaking.
Standardization of full practice authority to the three APRN roles also aids VA in making the most efficient use of VHA APRN staff capabilities, which increases VA's capacity to provide timely, efficient, and effective primary care services, as well as other services. This increases veteran access to needed VA health care, particularly in medically-underserved areas and decreases the amount of time veterans spend waiting for patient appointments. In addition, standardizing APRN practice authority enables veterans, their families, and caregivers to understand more readily the health care services that VA APRNs are authorized to provide. This preemptive rule increases access to care and reduces the wait times for VA appointments utilizing the current workforce already in place. VA's position to not include the CRNAs in this final rule does not stem from the CRNAs' inability to practice to the full extent of their professional competence, but rather from VA's lack of access problems in the area of anesthesiology.
To ensure that VA would have available highly qualified medical personnel, Congress mandated the basic qualifications for certain health care positions, including registered nurses. Sections 7401 through 7464 of title 38, U.S.C., grant VA authority to regulate the professional activities of such personnel. To be eligible for appointment as a VA employee in a health care position (other than Director) covered by section 7402(b), of title 38, U.S.C., a person must, among other requirements, be licensed, registered, or certified to practice their profession in a State. The standards prescribed in section 7402(b) establish only the basic qualifications necessary “[t]o be eligible for appointment” and
To continue to provide high quality health care to veterans, this final rule will allow three roles of APRNs to practice to the full extent of their education, training, and certification when acting within the scope of their VA employment, regardless of State restrictions that limit such full practice authority, except for applicable State restrictions on the authority to prescribe and administer controlled substances.
The proposed rule stated that VA was proposing to grant full practice authority to four APRN roles. We received 104,256 comments against granting full practice authority to VA CRNAs. The American Society of Anesthesiologists lobbied heavily against VA CRNAs having full practice authority. They established a Web site that would facilitate comments against the CRNAs, which went as far as providing the language for the comment. These comments were not substantive in nature and were akin to votes in a ballot box. The main argument against the VA CRNAs was that by granting CRNAs full practice authority VA would be eliminating the team based concept of care in anesthesia, which is currently established in VA policy via VHA Handbook 1123, Anesthesia Service. Team based care was not addressed in the proposed rule because we consider it to be an integral part in addressing all of a veteran's health care needs. Establishing full practice authority to VA APRNs, including CRNAs, would not eliminate any well-established team based care. The second argument posed against granting full practice authority to VA CRNAs was that there is “no shortage of physician anesthesiologists in VA and the current system allows for sufficient flexibility to address the needs of all VA hospitals.” Again, most of these comments were not substantiated by evidence, though as discussed further below, VA does believe that evidence exists that there is not currently a shortage of anesthesiologists that critically impacts access to care, and therefore VA agrees with the sentiment of this argument.
We similarly received 45,915 comments in support of full practice authority for APRNs as a whole without specific mention of CRNAs. We received 9,613 comments in support of full practice authority for CRNAs. The CRNA-specific commenters stated that “CRNAs currently exercise their full scope of practice in 17 states and in the Army, Navy, Air Force, Combat Support Hospitals, Forward Surgical Teams, and the Indian Health Services, even in some VAs where CRNAs are the only anesthesia providers. Evidence shows that APRN provided care increases access, improves quality, and reduces costs for all Americans. By extending Full Practice authority to CRNAs and other APRNs at the VHA, we can help end delays to high-quality, safe, and cost-effective care for America's Veterans. Implement this well researched policy change promptly.” The commenters also stated that “APRN's and CRNAs practicing in a manner which they have been educated and trained to provide expert care has been backed by decades of research.” Several other commenters stated “Over 900 CRNAs provide every type of anesthesia care, as well as chronic pain management services, for our Veterans in the VHA. The safety of CRNA services has long been recognized by the VHA and underscored by peer-reviewed scientific studies, including a major study published in Health Affairs which found that anesthesia care by CRNAs was equally safe with or without physician supervision.” VA agrees with these comments, but has chosen not to include CRNAs in this final rule due to VA's lack of access problems in the area of anesthesiology.
Commenters raised anesthesia issues related to the RAND Assessment, which the public can view at
We reviewed the Veterans Health Administration payroll data revealed that, as of August 31, 2016, VHA employs 940 Physician Anesthesiologists (physicians), 5,444 Nurse Practitioners, 937 CRNAs, and 386 Nurse Specialists. Nurse Practitioner is currently #3 in the top 5 difficult to recruit and retain nurse specialties. Additional workforce trend data is available in the Regulatory Impact Analysis.
In a 2015 independent survey of VA general facility Chief of Staffs conducted by the Rand Corporation, approx. 38% (43 of 111) reported problems
Similarly, nearly 30% (33 of 111) of Chiefs of Staffs reported problems
In fiscal years 2011 through 2015, CRNAs were in the top 10 VHA Occupations of Critical Need, but dropped to 12th place in FY 2015. Despite the challenges discussed above, within VHA the occupation has grown approximately 27% between FY 2010 and FY 2014 (166 employees). Total loss rates decreased from 6.6% in FY 2013 to 6.2% in FY 2014, but have ranged from 9.4% to 6.2% between FY 2009 and FY 2014. Voluntary retirements decreased from 3.2% in FY 2013 to 2.7% in FY 2014. Quits increased from 1.9% in FY 2013 to 2.6% in FY 2014. VA has taken steps to improve recruitment of CRNAs, including partnering with the U.S. Army to educate interested and qualified VA registered nurses in the field of nurse anesthesia.
Anesthesiology is not in the top 5 difficult to recruit and retain physician specialties. However, in a 2015 independent survey of VA general facility Chief of Staffs conducted by the Rand Corporation, 25% (27 of 111) reported problems
Recruiting, hiring, and retention challenges, as reported by VA facility Chiefs of Staffs struggling with these issues, are similar among advanced practice or specialist nurses and anesthesiologists. These managers did not view lack of advancement opportunity or practice autonomy as significant barriers to retention, which may indicate that increased use of advanced practice authority is unlikely to fully resolve this challenge—both because it may not address the root causes of these problems and because similar challenges constrain hiring of both doctors and nurses. On the other hand, the perceptions of potential applicants and staff may not be fully reflected by a survey of facility management. Further, it is possible that resources might be available to address some of these underlying issues if efficiencies were realized as a result of advanced practice nursing authority. VA welcomes comment on whether lack of advanced practice authority is a hiring, recruitment, or retention barrier for CRNAs, as well as on the extent to which advanced practice authority could help to resolve these issues either directly or indirectly.
Based on this analysis, VHA believes that VA does not have immediate and broad access problems in the area of anesthesia care across the full VA health care system that require full practice authority for all CRNAs.
However, VA requests comment on the question of whether there are current anesthesia care access issues for particular states or VA facilities and whether permitting CRNAs to practice to the full extent of their advanced authority would resolve these issues. VA also requests comment on potential future anesthesia care access issues, particularly in light of projected increases in demand for VA care, including surgical care, in coming years.
We will, therefore, not finalize the provision including CRNAs in the rule as one of the APRN roles that may be granted full practice authority at this time. However, we request comment on this decision. If we learn of access problems in the area of anesthesia care in specific facilities or more generally that would benefit from advanced practice authority, now or in the future, or if other relevant circumstances change, we will consider a follow-up rulemaking to address granting full practice authority to CRNAs.
VA CRNAs that have already been granted full practice authority by their State license will continue to practice in VA in accordance with their State license and subject to credentialing and privileging by a VA medical facility's medical executive committee. VA will not restrict or eliminate these CRNAs' full practice authority.
This final rule uses the term “full practice authority” to refer to the APRN's authority to provide advanced nursing services without the clinical oversight of a physician when that APRN is working within the scope of their VA employment. Such full practice authority is granted by VA upon demonstrating that the advanced educational, testing, and licensing requirements established in this rulemaking are met and upon the recommendation and approval of the medical executive committee when the provider is credentialed and privileged.
In this rulemaking, VA is exercising Federal preemption of State nursing licensure laws to the extent such State laws conflict with the full practice authority granted to VA APRNs while acting within the scope of their VA employment. Preemption is the minimum necessary action for VA to allow APRNs full practice authority. It is impractical for VA to consult with each State that does not allow full practice authority to APRNs to change their laws regarding full practice authority.
The campaign in support of the proposed rule was not as extensive as the campaign against granting full practice authority to CRNAs. The main lobbyists in support of the proposed rule were the American Nurses Association and the American Association of Nurse Practitioners, who supported a letter campaign. We received 45,915 comments in support of the proposed rule. Of these 45,915, we received specific support of individual APRN roles as follows: 9,613 in support of CRNAs, 1,079 in support of CNM, and 495 in support of CNPs. These
We received a comment in support of the proposed rule from the Federal Trade Commission (FTC). The FTC focuses on the “impact of regulation on competition in the private sector and, ultimately, on consumers.” The FTC's main interest in the proposed rule was “the extent that the VA's actions may encourage entry into health care service provider markets, broaden the availability of health care services outside the VHA system, as well as within it, and yield information about new models of health care delivery.” The FTC believes that its experience “may inform and support the VA's endeavor.” The FTC staff supports the granting of full practice authority to APRNs, which will benefit “VA's patients and the institution itself, by improving access to care, containing costs, and expanding innovation in health care delivery.” VA's actions could also spur competition among “health care providers and generate additional data in support of safe APRN practice,” which could also spill into the private health care sector. We thank the FTC for their support of the proposed rule and make no edits based on this comment.
Several commenters stated that they were concerned with proposed § 17.415(d)(1)(i)(B), where we stated that a Certified Nurse Practitioner (CNP) may order, perform, or supervise laboratory studies. The commenters stated that the proposed language does not “adequately appreciate the levels of complexity involved in laboratory testing” and that there are rigid standards for laboratory tests that require rigorous academic and practical training, which are not part of the training for APRNs. Another commenter stated, “While the VHA uses the word `interpret' in reference to laboratory and imaging studies,” the commenter “. . . infers that the VA's intent is to grant the ability for CNPs to interpret laboratory and imaging results, not to interpret or report raw images or data.” The commenter suggested that VA amend the term “`interpret' and recommends instead to use `integrate results into clinical decision making,' or some other phrase” in order to avoid confusion between the duties of an APRN and those of a laboratory specialist. We agree with the commenter in that the proposed language might be construed as allowing CNPs the ability to perform laboratory studies. It is not VA's intent to have APRNs take over the role of laboratory specialists. These specialists perform a crucial role at VA medical facilities and are skillfully trained in performing the various testing techniques that allow health care professionals to properly treat a veteran's medical condition. We are amending proposed § 17.415(d)(1)(i)(B) to now state that a CNP may be granted full practice authority to “Order laboratory and imaging studies and integrate the results into clinical decision making.”
Other commenters were similarly concerned with the language in proposed § 17.415(d)(1)(i)(B), but as it refers to ordering, performing, supervising and interpreting imaging studies. The commenters stated that only trained radiologists, who undergo 10 years of comprehensive training to accurately interpret high-tech imaging exams and safely account for the radiation used in many scans should perform these duties. The commenters further stated that imaging exams should only be performed by registered radiological technologists. It is not VA's intent to replace our highly qualified radiologists or radiological technologists. VA is committed to providing high quality health care for our nation's veterans and is proud of the outstanding work performed by radiologists in our system. We note, however, that during the course of care, other health care providers may review radiology exams and make evaluations based upon the radiologist's findings. These health care providers include providers in emergency departments, primary care clinics, and specialty clinics throughout the VA health care system. All radiology studies are formally performed and read by individuals who are credentialed in radiology. This rulemaking will not change this practice. In order to avoid confusion, we are amending § 17.415(d)(1)(i)(B) by removing performing, supervising, and interpreting imaging studies and replacing it with “Order laboratory and imaging studies and integrate the results into clinical decision making.”
Some commenters were also concerned that CNPs “may order more imaging studies, which increases the total cost and the radiation dose to the patient.” One commenter cited a study that indicated that CNPs may order imaging more frequently than primary care physicians. However, the study defined advanced practice clinicians to include CNPs and physician assistants, and did not differentiate between these two different types of health care providers in the study. This rulemaking only addresses APRNs, and it is unclear how the study was influenced by including physician assistants. It's also unclear whether there is actually a significantly higher rate of ordering imaging among these groups. We found no other significant evidence provided by the commenters to support the claim that CNPs order more imaging studies than physicians. For these reasons, we make no changes based on this comment.
Several commenters were concerned that the value of team-based care would be undermined by granting full practice authority to APRNs. They stated that physicians and other members of a health care team bring unique value to patient care that is based on the individual member's education, skill, and training. The commenters argued that by eliminating team-based care, patients would be placed at risk. Team-based care is an integral part of VA health care and is used in a wide range of settings, which include polytrauma care, nutrition support, and primary care. VA will continue to provide the already established team-based care to properly treat the veteran's individual health care needs. The proposed rule only addressed the granting of full practice authority to APRNs and does not address team-based care. Any change to current VA team-based health
Other commenters questioned an APRN's years of training versus those of a physician, citing an American Medical Association statement that “physicians typically receive a combined total of over 10,000 hours of training and patient experience prior to beginning practice, whereas the typical APRN receives less than 1,000 hours of training and patient experience.” The commenters added that trained physicians should be taking care of the veterans' medical needs as opposed to a nurse who has not received the same training and education as physicians. APRN education is competency based and APRNs must demonstrate that they have integrated the knowledge and skill to provide safe patient care. Entry into APRN practice is predicated on the requirement to attain national certification. APRNs are held to the same standard as physicians in measuring patient outcomes for safe and effective care. VHA acknowledges the fact there are differences in physician and APRN educational and training models and is not planning on replacing physicians with APRNs in any health care setting within VHA.
APRNs are valuable members of VA's health care system and provide a degree of much needed experience to alleviate the current access problems that are affecting VA. APRNs, like physicians, are required to maintain their State license and their health care skills are continuously assessed through the privileging process. As we stated in the proposed rule “APRNs would not be authorized to replace or act as physicians or to provide any health care services that are beyond their clinical education, training, and national certification” and an APRN will require approval of their credentials and privileges by the VA medical facility's medical executive committee. An APRN will refer patients to a physician for care that goes beyond that of the APRN's training. We will not make any edits based on these comments.
Several commenters stated that they would like all veterans to receive the best and safest medical care in VA and do not believe that granting APRNs full practice authority will lead to such care. As previously stated in this final rule, VHA's primary function is to “provide a complete medical and hospital service for the medical care and treatment of veterans” under 38 U.S.C. 7301(b). We also stated in the proposed rule that in carrying out this function, VHA has an obligation to ensure that patient care is appropriate and safe and its health care practitioners meet or exceed generally-accepted professional standards for patient care. The general qualifications for a person to be appointed as a VA nurse are found in 38 U.S.C. 7402(b)(3). In addition to these general qualifications, the proposed rule stated that APRNs would now be required to have “successfully completed a nationally-accredited, graduate-level educational program that prepares the advanced practice registered nurse in one of the four APRN roles; and to possess, and maintain, national certification and State licensure in that APRN role.” VA believes that these additional qualifications for APRNs ensure that VA has highly qualified health care personnel to provide safe health care to veterans. In addition, the VA medical facility's medical executive committee will be responsible for the quality and oversight of the health care provider. Additionally, the IOM Report states that “the contention that APRNs are less able than physicians to deliver care that is safe, effective, and efficient is not supported by the decades of research that has examined this question (Brown and Grimes, 1995; Fairman, 2008; Groth et al., 2010; Hatem et al., 2008; Hogan et al., 2010; Horrocks et al., 2002; Hughes et al., 2010; Laurant et al., 2004; Mundinger et al., 2000; Office of Technology Assessment, 1986). No studies suggest that care is better in states that have more restrictive scope-of-practice regulations for APRNs than in those that do not.” We will not make any edits based on these comments.
Several commenters stated that the proposed rule would undermine the State requirement that CNPs need to collaborate with or be supervised by physicians. They were also concerned that the rule would eliminate local control of licensing and regulation of physicians and health care providers, which would result in lower standard of care. We note that there may be discrepancies between State practice acts and this final rule which is why this regulation preempts conflicting state and local law. As we stated in the proposed rule, “In circumstances where there is a conflict between Federal and State Law, Federal law prevails in accordance with Article VI, clause 2, of the U.S. Constitution (Supremacy Clause).” We also stated “where there is conflict between State law and Federal law with regard to full practice authority of APRNs working within the scope of their federal VA employment, this regulation would control.” Again, we emphasize that this rule only preempts State law for VA employees practicing within the scope of their VA employment, and that as a result, any such infringement upon State authority would be limited. Further, this final rule does not eliminate the APRN's need to possess a license from a State licensing board in one of the recognized APRN roles. This is a requirement in proposed § 17.415(a)(3). Proposed § 17.415(a)(4) also requires an APRN to maintain both the national certification and licensure. In addition to these requirements, an APRN must demonstrate the knowledge and skills necessary to provide the services described in proposed § 17.415(d) without the clinical oversight of a physician, and is thus qualified to be privileged for such scope of practice by the medical executive committee. These measures will ensure that patients receive care from an APRN that is credentialed and privileged to perform the specified tasks and will promote patient safety. We will not make any edits based on these comments.
Several commenters were concerned that APRNs would be at a higher risk of malpractice, especially when the APRN's State license does not grant full practice authority. A commenter asserted that the APRN's defense would be diminished when the “state in which the APRN is practicing in deems an act beyond the provider's scope of practice, but the Federal government has given all APRNs the broadest rights available.” Under the Federal Tort Claims Act, 28 U.S.C. 1346(b), 2401(b), 2671-2680, and the Westfall Act, 28 U.S.C. 2679(b)-(d), employees furnishing medical care or services in the exercise of their duties for VHA are immune from personal liability for malpractice in the scope of their employment; the rule clarifies the intent of VA that APRNs will be acting within the scope of employment when performing their duties in the capacities set forth herein. The commenters further stated that the preemption of State law would create a discrepancy with VA policy in that VA states in the proposed rule that an APRN must be licensed by a State. As previously stated in this rulemaking, where there is conflict between State law and Federal law with regard to full practice authority of APRNs working within the scope of their Federal employment, this regulation would control. In doing so, VA is better able to protect the APRNs against any challenge of their State license when practicing within the scope of their VA employment. VA does not see a disconnect between preemption and the requirement that an APRN must have a State license. Such requirement is established in statute
One commenter indicated that the proposed rule stated “Section 4 of Executive Order 13132 requires that when an agency proposes to act through rulemaking to preempt state law, `the agency shall consult, to the
Another commenter stated that the proposed rule “will directly affect many individuals and will directly affect small entities.” The commenter further stated that the rule should not be exempt from the initial regulatory flexibility analysis as stated in the Regulatory Flexibility Act (5 U.S.C. 603 and 604), will not maximize net benefits and equity and will raise novel and legal policy issues. Another comment emphasizes only that “some private-sector anesthesiology services” are provided by small physician practices, which “may” include nurse anesthetists. It further notes that in a “limited” number of states, there is a “possibility” that private sector anesthetists could be induced to work at VA instead of in the private sector. None of these claims demonstrate that the regulation would have a significant economic effect on a substantial number of small entities; VA found no such effect would result in its proposed rule, and certified this finding as required by 5 U.S.C. 605(b). We further note that private sector providers are not subject to the proposed regulation, which would only regulate the activities of VA employees, and hence would be outside the scope of a required analysis under the Regulatory Flexibility Act. See,
Another commenter was in support of the proposed rule, but had concerns regarding prescriptive authority, namely that in some States the prescriptive authority regulations “are linked to scope of practice laws which would create confusion in VA facilities operating within those states.” The commenter further stated that “collaborative agreements may limit the scope of practice of the advanced practice registered nurse and inhibit full practice authority.” VA understands that the proposed change could create confusion, and as a result, VA will train and educate its APRNs in their authorities based upon this rule to reduce the potential for confusion and to ensure they can practice to the full extent of their authority. We make no edits based on this comment.
A commenter stated a belief that there is a distinction “between the ability of APRNs to perform tasks autonomously and their ability to practice independently. The former is a well-established practice, while the latter is controversial.” The commenter distinguished “ `autonomy' from `independence,' the latter referring to practitioners acting alone and not in a team-based model.” The commenter stated that they support “highly trained APPs who are part of a care team practicing autonomously within the scope and ability of their licensure. This is generally accomplished with collaborative practice between a collaborating physician and APPs on the care team.” We previously stated in this final rule that team-based care was not addressed in the proposed rule. Team-based care is an integral part of VA health care, and we will continue to adhere to the already established team-based models of care within VA. We are not making any edits based on this comment.
Several commenters stated that VA should include physician assistants (PA) in the final rule and grant them full practice authority as well. Other commenters were opposed to the granting of full practice authority to PAs. We similarly received comments requesting that we include pharmacist practitioners in the rule. The granting of full practice authority to PAs and pharmacist practitioners was not addressed in the proposed rule and granting such authority in this final rule is beyond the scope of the proposed rule. VA would only be able to address
One commenter opposed the proposed rule and urged VA “to instead focus on ways to improve access to care provided to veterans in community settings through the Choice Program. This would reduce wait times for appointments for all veterans, and free up VA clinicians to care for sicker and more complex patients in VA facilities prepared to address their unique needs.” The Veterans Choice Program is authorized by section 101 of the Veterans Access, Choice, and Accountability Act of 2014. The program is implemented in 38 CFR 17.1500 through 17.1540. The proposed rule did not address the Veterans Choice Program, and in no way affects the Veterans Choice Program. This comment is beyond the scope of this rulemaking. We are not making any edits based on this comment.
One commenter suggested that VA amend its application process for hiring physicians citing that there are delays in the
VA received many comments that expressed general support or opposition to this rulemaking and raised various issues related to administration of the VA health care system or VA benefits that are beyond the scope of this rulemaking. We make no changes based on these comments.
We are making a minor typographical edit by adding a comma in proposed § 17.415(e) to correct an error in the proposed rule. We are also amending the last sentence of the paragraph to now read “Any State or local law, or regulation pursuant to such law, is without any force or effect on, and State or local governments have no legal authority to enforce them in relation to, activities performed under this section or decisions made by VA under this section.” The proposed rule inadvertently did not include the phrase “activities performed under”. We are now adding this clarifying language.
Based on the rationale set forth in the Supplementary Information to the proposed rule and in this final rule, VA is amending the proposed rule with the edits stated in this final rule.
Section 4 of Executive Order 13132 (titled “Federalism”) requires an agency that is publishing a regulation that preempts State law to follow certain procedures. Section 4(b) of the Executive Order requires agencies to “construe any authorization in the statute for the issuance of regulations as authorizing preemption of State law by rulemaking only when the exercise of State authority directly conflicts with the exercise of Federal authority under the Federal statute or there is clear evidence to conclude that the Congress intended the agency to have the authority to preempt State law.” Section 4(d) of the Executive Order requires that when an agency proposes to act through rulemaking to preempt State law, “the agency shall consult, to the extent practicable, with appropriate State and local officials in an effort to avoid such a conflict.” Section 4(e) of the Executive Order requires that when an agency proposes to act through rulemaking to preempt State law, “the agency shall provide all affected State and local officials notice and an opportunity for appropriate participation in the proceedings.”
Section 6(c) of Executive Order 13132 states that “no agency shall promulgate any regulation that has federalism implications and that preempts State law, unless the agency, prior to the formal promulgation of the regulation, (1) consulted with State and local officials early in the process of developing the proposed regulation; (2) in a separately identified portion of the preamble to the regulation as it is to be issued in the
Because this regulation addresses preemption of certain State laws, VA conducted prior consultation with State officials in compliance with Executive Order 13132. Such State officials include State Senators from Georgia and Illinois, State Representatives from Florida, Ohio, Vermont, North Carolina, Georgia, and Illinois, County Commissioners from Nevada, Ohio, and North Carolina, and the State Comptroller and Secretary of State from Illinois, to name a few. Although not necessarily required by the Executive Order, VA sent a letter to the National Council of State Boards of Nursing to state VA's intent to allow full practice authority to VA APRNs and for the National Council of State Boards of Nursing (NCSBN) to notify every State Board of Nursing of VA's intent and to seek feedback from such Boards of Nursing. In response to its request for comments, VA received correspondence from the Executive Director and other relevant staff members within NCSBN, which agreed with VA's position that this rulemaking properly identifies the areas in VA regulations that preempt State laws and regulations.
VA additionally engaged other relevant external groups on the proposed changes in this rulemaking, including the American Association of Nurse Anesthetists, American Association of Nurse Practitioners, American College of Surgeons, American Academy of Family Practice Physicians, American Society of Anesthesiologists, American Medical Association, Association of American Medical Colleges, The Joint Commission-Office of Accreditation and Certification, American Association of Retired Persons, American Legion, Blinded Veterans Association, Vietnam Veterans of America, American Women Veterans, Disabled American Veterans, Paralyzed Veterans of America, and Veterans of Foreign Wars. VA also engaged the Senate and House Veterans' Affairs Committees and the Senate and House Armed Services Committees.
Many external stakeholders expressed general support for VA's positions taken in the proposed rule, particularly with respect to full practice authority of APRNs in primary health care. However, we also received comments opposing full practice authority for CRNAs when providing anesthetics. To aid in VA's full consideration to this issue, VA encouraged any comments regarding the proposed full practice authority. In this way, VA provided all affected State and local officials notice and an opportunity for appropriate participation in the proceedings.
VA's promulgation of this regulation complies with the requirements of Executive Order 13132 by (1) in the absence of explicit preemption in the authorizing statute, identifying where the exercise of State authority conflicts with the exercise of Federal authority under Federal statute; (2) limiting the preemption to only those areas where we find a conflict exists; (3) restricting the regulatory preemption to the minimum level necessary to achieve the objectives of the statute; (4) receiving and considering input from State and
Title 38 of the Code of Federal Regulations, as revised by this final rulemaking, represents VA's implementation of its legal authority on this subject. Other than future amendments to this regulation or governing statutes, no contrary guidance or procedures are authorized. All existing or subsequent VA guidance must be read to conform with this rulemaking if possible or, if not possible, such guidance is superseded by this rulemaking.
This final rule contains no provisions constituting a collection of information under the Paperwork Reduction Act of 1995 (44 U.S.C. 3501-3521).
The Secretary hereby certifies that this final rule will not have a significant economic impact on a substantial number of small entities as they are defined in the Regulatory Flexibility Act, 5 U.S.C. 601-612. This final rule directly affects only individuals and would not directly affect small entities. Therefore, pursuant to 5 U.S.C. 605(b), this amendment is exempt from the initial and final regulatory flexibility analysis requirements of 5 U.S.C. 603 and 604.
Executive Orders 12866 and 13563 direct agencies to assess the costs and benefits of available regulatory alternatives and, when regulation is necessary, to select regulatory approaches that maximize net benefits (including potential economic, environmental, public health and safety effects, and other advantages; distributive impacts; and equity). Executive Order 13563 (Improving Regulation and Regulatory Review) emphasizes the importance of quantifying both costs and benefits, reducing costs, harmonizing rules, and promoting flexibility. Executive Order 12866 (Regulatory Planning and Review) defines a “significant regulatory action,” requiring review by the Office of Management and Budget (OMB), unless OMB waives such review, as “any regulatory action that is likely to result in a rule that may: (1) Have an annual effect on the economy of $100 million or more or adversely affect in a material way the economy, a sector of the economy, productivity, competition, jobs, the environment, public health or safety, or State, local, or tribal governments or communities; (2) Create a serious inconsistency or otherwise interfere with an action taken or planned by another agency; (3) Materially alter the budgetary impact of entitlements, grants, user fees, or loan programs or the rights and obligations of recipients thereof; or (4) Raise novel legal or policy issues arising out of legal mandates, the President's priorities, or the principles set forth in this Executive Order.”
The economic, interagency, budgetary, legal, and policy implications of this regulatory action have been examined, and it has been determined to be a significant regulatory action under Executive Order 12866 because it is likely to result in a rule that may raise novel legal or policy issues arising out of legal mandates, the President's priorities, or the principles set forth in this Executive Order. VA's impact analysis can be found as a supporting document at
The Unfunded Mandates Reform Act of 1995 requires, at 2 U.S.C. 1532, that agencies prepare an assessment of anticipated costs and benefits before issuing any rule 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. This final rule has no such effect on State, local, and tribal governments, or on the private sector.
The Catalog of Federal Domestic Assistance numbers and titles for the programs affected by this document are: 64.007, Blind Rehabilitation Centers; 64.008, Veterans Domiciliary Care; 64.009, Veterans Medical Care Benefits; 64.010, Veterans Nursing Home Care; 64.011, Veterans Dental Care; 64.012, Veterans Prescription Service; 64.013, Veterans Prosthetic Appliances; 64.014, Veterans State Domiciliary Care; 64.015, Veterans State Nursing Home Care; 64.018, Sharing Specialized Medical Resources; 64.019, Veterans Rehabilitation Alcohol and Drug Dependence; 64.022, Veterans Home Based Primary Care; and 64.024, VA Homeless Providers Grant and Per Diem Program.
The Secretary of Veterans Affairs, or designee, approved this document and authorized the undersigned to sign and submit the document to the Office of the Federal Register for publication electronically as an official document of the Department of Veterans Affairs. Robert D. Snyder, Chief of Staff, Department of Veterans Affairs, approved this document on September 2, 2016, for publication.
Administrative practice and procedure, Alcohol abuse, Alcoholism, Claims, Day care, Dental health, Drug abuse, Foreign relations, Government contracts, Grant programs—health, Grant programs—veterans, Health care, Health facilities, Health professions, Health records, Homeless, Medical and dental schools, Medical devices, Medical research, Mental health programs, Nursing homes, Philippines, Reporting and recordkeeping requirements, Scholarships and fellowships, Travel and transportation expenses, Veterans.
For the reasons set forth in the preamble, we amend 38 CFR part 17 as follows:
38 U.S.C. 501, and as noted in specific sections.
Section 17.415 is also issued under 38 U.S.C. 7301, 7304, 7402, and 7403.
(a)
(1) Has completed a nationally-accredited, graduate-level educational program that prepares them for one of the three APRN roles of Certified Nurse Practitioner (CNP), Clinical Nurse Specialist (CNS), or Certified Nurse-Midwife (CNM);
(2) Has passed a national certification examination that measures knowledge in one of the APRN roles described in paragraph (a)(1) of this section;
(3) Has obtained a license from a State licensing board in one of three recognized APRN roles described in paragraph (a)(1) of this section; and
(4) Maintains certification and licensure as required by paragraphs (a)(2) and (3) of this section.
(b)
(c)
(1) Verification that the APRN meets the requirements established in paragraph (a) of this section; and
(2) Determination that the APRN has demonstrated the knowledge and skills necessary to provide the services described in paragraph (d) of this section without the clinical oversight of a physician, and is thus qualified to be privileged for such scope of practice.
(d)
(i) A CNP has full practice authority to:
(A) Take comprehensive histories, provide physical examinations and other health assessment and screening activities, diagnose, treat, and manage patients with acute and chronic illnesses and diseases;
(B) Order laboratory and imaging studies and integrate the results into clinical decision making;
(C) Prescribe medication and durable medical equipment;
(D) Make appropriate referrals for patients and families, and request consultations;
(E) Aid in health promotion, disease prevention, health education, and counseling as well as the diagnosis and management of acute and chronic diseases.
(ii) A CNS has full practice authority to provide diagnosis and treatment of health or illness states, disease management, health promotion, and prevention of illness and risk behaviors among individuals, families, groups, and communities within their scope of practice.
(iii) A CNM has full practice authority to provide a range of primary health care services to women, including gynecologic care, family planning services, preconception care (care that women veterans receive before becoming pregnant, including reducing the risk of birth defects and other problems such as the treatment of diabetes and high blood pressure), prenatal and postpartum care, childbirth, and care of a newborn, and treating the partner of their female patients for sexually transmitted disease and reproductive health, if the partner is also enrolled in the VA healthcare system or is not required to enroll.
(2) The full practice authority of an APRN is subject to the limitations imposed by the Controlled Substances Act, 21 U.S.C. 801
(e)
Environmental Protection Agency (EPA).
Final rule.
The Environmental Protection Agency (EPA) is determining that the Houston-Galveston-Brazoria, Texas 2008 8-hour ozone nonattainment area (HGB area) failed to attain the 2008 8-hour ozone national ambient air quality standard (NAAQS) by the applicable attainment deadline of July 20, 2016, and thus is classified by operation of law as “Moderate”. In this action, EPA is also determining January 1, 2017 as the deadline by which Texas must submit to the EPA the State Implementation Plan (SIP) revisions that meet the Clean Air Act (CAA) statutory and regulatory requirements that apply to 2008 ozone NAAQS nonattainment areas reclassified as Moderate.
This rule is effective December 14, 2016.
The EPA has established a docket for this action under Docket ID No. EPA-R06-OAR-2016-0275. All documents in the docket are listed on the
Ms. Nevine Salem, (214) 665-7222,
Throughout this document “we,” “us,” and “our” means the EPA.
The background for this action is discussed in detail in our September 27, 2016, (81 FR 66240) proposal. In that document, we proposed to determine that the HGB area failed to attain the 2008 ozone NAAQS by the applicable attainment deadline of July 20, 2016,
Under APA section 553(d)(3), 5 U.S.C. 553(d)(3), an agency may make a rule immediately effective “for good cause found and published with the rule.” The EPA believes that there is “good cause” to make this rule effective upon publication in the
The EPA published the proposed rule for this action on September 27, 2016, (81 FR 66240), and started a public comment period that ended on October 27, 2016. We received one set of comments from one commenter, Texas Commission on Environmental Quality (TCEQ) during this period. The comments received from TCEQ can be found in the electronic docket for this action.
The attainment period (to attain by July 20, 2016) for the HGB area is based on the most recent three full years of ozone available data (which in the case of the HGB area after the first 1-year extension would be 2013-2015 data). The 2015 preliminary air quality data indicated that HGB area would not likely attain the July 20, 2016 attainment date. On April 25, 2016, TCEQ submitted quality assured and certified data with no changes from preliminary data for 2015 air quality data. In addition, the design values TCEQ submitted to EPA on December 2015, demonstrated that Texas was aware they would not attain by the July 20, 2016, date or be eligible for a second 1-year extension and that EPA would propose to reclassify the HGB area as Moderate. Our longstanding policy, as stated in the 1994 EPA Berry Memorandum,
As stated in the 1994 Berry Memo, EPA's policy regarding attainment date extensions and reclassifications of marginal areas explicitly cautions: “When requesting an extension, States should consider the consequences of eventually not attaining the NAAQS. Although areas can request two 1-year extensions, those that ultimately fail to attain the NAAQS will be bumped up to at least a moderate classification. Consequently, areas that are bumped up will be under very tight timeframes to implement the new SIP requirements, in
Region 6 staff regularly participates in monthly calls with TCEQ, including the April/May 2016 timeframe where TCEQ insisted on the impossibility of submitting a SIP revision for a reclassified HGB area by January 1, 2017. Region 6 notified TCEQ in a May 2016 monthly call that if we didn't get the green light to proceed with a later SIP submittal deadline as they requested, our proposal would be published with a January 1, 2017, SIP submittal deadline and require Reasonable Available Control Technology (RACT) implementation by the same deadline. Ultimately, the January 1, 2017, SIP submission deadline was chosen as being consistent and reasonable based on the information discussed above.
Also, EPA has offered assistance to states as they consider the most appropriate course of action for Marginal areas that may be at risk for failing to meet the NAAQS within the three-year timeframe. States can choose to adopt additional controls for such areas or they can seek a voluntary reclassification to a higher classification category (as Texas did for the HGB area with regard to the 1997 ozone standard). See, 73 FR 56983, October 1, 2008. Also we will continue to offer assistance as we have in the past during the monthly calls regarding the TCEQ Dallas-Fort Worth and HGB 2008 Ozone nonattainment areas. A regular topic on the meetings' agenda is to discuss any issues/updates/actions with TCEQ and offer, assistance/guidance on any issues requested by TCEQ. As TCEQ knows, the determination of how to reach attainment is a state decision. It's up to EPA to determine whether the plan submitted meets the requirements of the CAA. EPA's ability to extend deadlines for areas being reclassified as required by CAA section 181(b)(2) is governed by section 182(i) of the CAA, which directs that the state shall meet the new requirements according to the schedules prescribed in those requirements, but provides “that the Administrator may adjust any applicable deadlines (other than attainment dates) to the extent such adjustment is necessary or appropriate to assure consistency among the required submissions.” CAA section 182(b), as interpreted by 40 CFR 51.1100
In determining an appropriate deadline for the moderate area SIP revisions for the HGB area, EPA had to consider that pursuant to 40 CFR 51.1108(d), the state must provide for implementation of all control measures needed for attainment no later than the beginning of the attainment year ozone season. The attainment year ozone season is the complete ozone season immediately preceding a nonattainment area's attainment date. In the case of nonattainment areas classified as moderate for the 2008 ozone NAAQS, the attainment year ozone season is the 2017 ozone season (40 CFR 51.1100(h)). Because an extension of the attainment date is not appropriate here, and control measures for other moderate areas are to be implemented no later than the beginning of the 2017 ozone season, EPA determined it would not be appropriate to adjust the attainment date beyond the beginning of the 2017 ozone season for the HGB area. Further, because ozone seasons begin as early as January 1, EPA determined that a SIP submission deadline of January 1, 2017, is the latest submittal deadline that allows all states to meet 40 CFR 51.1108(d) requirements, and thus assures consistency as directed by 182(i).
We believe based on the facts discussed above that TCEQ was aware of the likelihood of a January 1, 2017 submission deadline, which lines up with the deadlines of the Marginal areas reclassified as Moderate in the 81 FR 26697, (May 4, 2016) action. In that action, we stated that we recognized the value of providing states as much time as possible to develop an attainment demonstration, however, we also recognized the value in establishing a single due date for Moderate area SIP submissions—including RACT—that would not extend beyond the deadline for implementing such controls. We believe the area was provided adequate notice that time to develop and submit a moderate area attainment plan was likely to be short given that the moderate area attainment year ozone season is the 2017 ozone season for the 2008 ozone NAAQS and that other moderate areas were also required to submit their plans in January 2017.
While the commenter objected to the deadline, citing the need to accelerate schedules and expend added resources to have RACT implemented by the proposed deadline, the state, nonetheless, committed to have their state requirements in place by the deadline proposed by EPA. We acknowledge that the timeline for submitting SIP revisions and implement
A review of the State's SIP revision proposal of September 21, 2016,
In addition, the EPA notes that after a state's SIP revisions are submitted to EPA, the agency has 6 months to determine completeness of the SIP. Within that timeframe, the state may submit updates or revisions to their SIP submission. After 6 months, if the EPA has not determined the SIP to be complete, the SIP submission is deemed complete by operation of law. There will also be a time span before EPA initiates action to provide notice and comment on EPA's action to approve/disapprove the state's attainment plan. When EPA approves a SIP revision, it becomes federally enforceable at that time. The EPA believes these timeframes provide adequate time for all affected entities to have implemented RACT.
We are determining that the HGB area failed to attain the 2008 ozone NAAQS by the attainment deadline date of July 20, 2016, and to reclassify the area as Moderate. Texas must submit to us the SIP revisions to address the Moderate ozone nonattainment area requirements of the CAA by January 1, 2017. This action is being taken under section 181(b)(2) of the Act. The requirements of this final action is effective immediately upon publication. See, 5 U.S.C. 553(d)(3).
A. Executive Order 12866: Regulatory Planning and Review and Executive Order 13563: Improving Regulation and Regulatory Review
This action is not a significant regulatory action and was therefore not submitted to the Office of Management and Budget for review.
This final action does not impose an information collection burden under the PRA because it does not contain any information collection activities.
I certify that this action will not have a significant economic impact on a substantial number of small entities under the RFA. This action merely determines that the HGB area failed to meet an ozone NAAQS attainment deadline, reclassifies the area, and sets the date when a revised SIP is due to EPA.
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.
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.
This action does not have tribal implications as specified in Executive Order 13175. This action does not apply on any Indian reservation land, any other area where EPA or an Indian tribe has demonstrated that a tribe has jurisdiction, or non-reservation areas of Indian country. Thus, Executive Order 13175 does not apply to this action.
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. This action is not subject to Executive Order 13045 because it merely determines that the HGB area failed to meet an ozone NAAQS attainment deadline, reclassifies the area, and sets the date when a revised SIP is due to EPA.
This action is not subject to Executive Order 13211, because it is not a significant regulatory action under Executive Order 12866.
This rulemaking does not involve technical standards.
EPA believes the human health or environmental risk addressed by this action will not have potential disproportionately high and adverse human health or environmental effects on minority, low-income or indigenous populations. This action merely determines that the HGB area failed to meet an ozone NAAQS attainment deadline, reclassifies the area, and sets the date when a revised SIP is due to EPA.
The Congressional Review Act, 5 U.S.C. 801
Under section 307(b)(1) of the CAA, petitions for judicial review of this action must be filed in the United States Court of Appeals for the appropriate circuit by February 13, 2017. Filing a petition for reconsideration by the Administrator of this final rule does not affect the finality of this action for the purposes of judicial review nor does it extend the time within which a petition for judicial review may be filed, and shall not postpone the effectiveness of such rule or action. This action may not be challenged later in proceedings to enforce its requirements. (See section 307(b)(2).)
Environmental protection, Air pollution control.
42 U.S.C. 7401
40 CFR part 81 is amended as follows:
42 U.S.C. 7401
Centers for Medicare & Medicaid Services (CMS), HHS.
Interim final rule with comment period.
This interim final rule with comment period implements new requirements for Medicare-certified dialysis facilities that make payments of premiums for individual market health plans. These requirements apply to dialysis facilities that make such payments directly, through a parent organization, or through a third party. These requirements are intended to protect patient health and safety; improve patient disclosure and transparency; ensure that health insurance coverage decisions are not
In commenting, please refer to file code CMS-3337-IFC. Because of staff and resource limitations, we cannot accept comments by facsimile (FAX) transmission.
You may submit comments in one of four ways (please choose only one of the ways listed)
1.
2.
Please allow sufficient time for mailed comments to be received before the close of the comment period.
3.
4.
a. For delivery in Washington, DC—Centers for Medicare & Medicaid Services, Department of Health and Human Services, Room 445-G, Hubert H. Humphrey Building, 200 Independence Avenue SW., Washington, DC 20201
(Because access to the interior of the Hubert H. Humphrey Building is not readily available to persons without Federal government identification, commenters are encouraged to leave their comments in the CMS drop slots located in the main lobby of the building. A stamp-in clock is available for persons wishing to retain a proof of filing by stamping in and retaining an extra copy of the comments being filed.)
b. For delivery in Baltimore, MD—Centers for Medicare & Medicaid Services, Department of Health and Human Services, 7500 Security Boulevard, Baltimore, MD 21244-1850.
If you intend to deliver your comments to the Baltimore address, call telephone number (410) 786-9994 in advance to schedule your arrival with one of our staff members.
Comments erroneously mailed to the addresses indicated as appropriate for hand or courier delivery may be delayed and received after the comment period. For information on viewing public comments, see the beginning of the
Lauren Oviatt, (410) 786-4683, for issues related to the ESRD Conditions for Coverage.
Lina Rashid, (301) 492-4103, for issues related to individual market health plans.
Inspection of Public Comments: All comments received before the close of the comment period are available for viewing by the public, including any personally identifiable or confidential business information that is included in a comment. We post all comments received before the close of the comment period on the following Web site as soon as possible after they have been received:
Comments received timely will be also available for public inspection as they are received, generally beginning approximately 3 weeks after publication of a document, at the headquarters of the Centers for Medicare & Medicaid Services, 7500 Security Boulevard, Baltimore, Maryland 21244, Monday through Friday of each week from 8:30 a.m. to 4 p.m. To schedule an appointment to view public comments, phone 1-800-743-3951.
End-Stage Renal Disease (ESRD) is a kidney impairment that is irreversible and permanent. Dialysis is a process for cleaning the blood and removing excess fluid artificially with special equipment when the kidneys have failed. People with ESRD require either a regular course of dialysis or kidney transplantation in order to live.
Given the high costs and absolute necessity of transplantation or dialysis for people with failed kidneys, Medicare provides health care coverage to qualifying individuals diagnosed with ESRD, regardless of age, including coverage for kidney transplantation, maintenance dialysis, and other health care needs. The ESRD benefit was established by the Social Security Amendments of 1972 (Pub. L. 92-603). This benefit is not a separate program, but allows qualifying individuals of any age to become Medicare beneficiaries and receive coverage. Under the statute, individuals under 65 who are entitled to Medicare through the ESRD program, or individuals over age 65 who are diagnosed with ESRD while in Original Medicare, generally cannot enroll in Medicare Advantage. Additionally, as access to Medigap policies is generally governed by state law, individuals under age 65 who are entitled to Medicare through the ESRD program cannot sign up for a Medigap policy in many States.
The ESRD Amendments of 1978 (Pub. L. 95-292), amended title XVIII of the Social Security Act (the Act) by adding section 1881 of the Act. Section 1881(b)(1) of the Act further authorizes the Secretary of the Department of Health and Human Services (the Secretary) to prescribe additional requirements (known as conditions for coverage or CfCs) that a facility providing dialysis and transplantation services to dialysis patients must meet to qualify for Medicare payment.
Medicare pays for routine maintenance dialysis provided by Medicare-certified ESRD facilities, also known as dialysis facilities. To gain certification, the State survey agency performs an on-site survey of the facility to determine if it meets the ESRD CfCs at 42 CFR part 494. If a survey indicates that a facility is in compliance with the conditions, and all other Federal requirements are met, CMS then certifies the facility as qualifying for Medicare payment. Medicare payment for outpatient maintenance dialysis is limited to facilities meeting these conditions. The ESRD CfCs were first adopted in 1976 and comprehensively revised in 2008 (73 FR 20369). There are approximately 6,737 Medicare-certified dialysis facilities in the United States, providing dialysis services and specialized care to people with ESRD.
In addition to Medicare, Medicaid provides coverage for some people with ESRD. Many individuals enrolled in
According to data published by the United States Renal Data System (USRDS), Medicare is the predominant payer of ESRD services in the United States, covering (as primary or secondary payer) about 88 percent of the United States ESRD patients receiving hemodialysis in 2014. Among those enrolled in Medicare on the basis of ESRD and receiving hemodialysis in 2015, CMS has determined 41 percent were enrolled in both Medicare and Medicaid (including full and partial duals). Among those enrolled in Medicare on the basis of ESRD under age 65, 51 percent were dual enrollees.
The Patient Protection and Affordable Care Act (Pub. L. 111-148) was enacted on March 23, 2010. The Health Care and Education Reconciliation Act of 2010 (Pub. L. 111-152), which amended and revised several provisions of the Patient Protection and the Affordable Care Act, was enacted on March 30, 2010. In this interim final rule with comment, we refer to the two statutes collectively as the “Affordable Care Act.”
The Affordable Care Act reorganizes and amends the provisions of title XXVII of the Public Health Service Act (PHS Act) relating to group health plans and health insurance issuers in the group and individual markets. The Affordable Care Act enacted a set of reforms to make health insurance coverage more affordable and accessible to millions of Americans. These reforms include the creation of competitive marketplaces called Affordable Insurance Exchanges, or “Exchanges” through which qualified individuals and qualified employers can purchase health insurance coverage.
In addition, many individuals who enroll in qualified health plans (QHPs) through individual market Exchanges are eligible for advance payments of the premium tax credit (APTC) to make health insurance premiums more affordable, and cost-sharing reduction (CSR) payments to reduce out-of-pocket expenses for health care services. Individuals enrolled in Medicare or Medicaid are not eligible for APTC or CSRs. The Affordable Care Act also established a risk adjustment program and other measures that are intended to mitigate the potential impact of adverse selection and stabilize the price of health insurance in the individual and small group markets.
The Public Health Service Act, as amended by the Affordable Care Act, generally prohibits group health plans and health insurance issuers offering group or individual health insurance coverage from imposing any preexisting condition exclusions. Health insurers can no longer charge different cost sharing or deny coverage to an individual because of a pre-existing health condition. Health insurance issuers also cannot limit benefits for that condition. The pre-existing condition provision does not apply to “grandfathered” individual health insurance policies.
Beginning January 1, 2014, the Affordable Care Act prohibited insurers in the individual and group markets (with the exception of grandfathered individual plans) from imposing pre-existing condition exclusions. The Affordable Care Act's prohibition on pre-existing condition exclusions enables consumers to access necessary benefits and services, beginning from their first day of coverage. The law also requires insurance companies to guarantee the availability and renewability of non-grandfathered health plans to any applicant regardless of his or her health status, subject to certain exceptions. It imposes rating restrictions on issuers prohibiting non-grandfathered individual and small group market insurance plans from varying premiums based on an individual's health status. Issuers of such plans are now only allowed to vary premiums based on age, family size, geography, or tobacco use.
In previous rulemaking, CMS outlined major provisions and parameters related to many Affordable Care Act programs. This includes regulations at 45 CFR 156.1250, which require, among other things, that issuers offering individual market QHPs, including stand-alone dental plans, and their downstream entities, accept premium payments made on behalf of QHP enrollees from the following third party entities (in the case of a downstream entity, to the extent the entity routinely collects premiums or cost sharing): (1) A Ryan White HIV/AIDS Program under title XXVI of the PHS Act; (2) an Indian tribe, tribal organization, or urban Indian organization; and (3) a local, state, or Federal government program, including a grantee directed by a government program to make payments on its behalf. This regulation made clear that it did not prevent issuers from contractually prohibiting other third party payments. The regulation also reiterated that CMS discouraged premium payments and cost sharing assistance by certain other entities, including hospitals and other health care providers, and discouraged issuers from accepting premium payments from such providers.
Individuals who are already covered by Medicare generally cannot become concurrently enrolled in coverage in the individual market. Section 1882(d)(3) of the Act makes it unlawful to sell or issue a health insurance policy (including policies issued on and off Exchanges) to an individual entitled to benefits under Medicare Part A or enrolled under Medicare part B with the knowledge that the policy duplicates the health benefits to which the individual is entitled. Therefore, while an individual with ESRD is not required to apply for and enroll in Medicare, once they become covered by Medicare it is unlawful for them to be sold a commercial health insurance policy in the individual market if the seller knows the individual market policy would duplicate benefits to which the individual is entitled.
HHS has recently become concerned about the inappropriate “steering” of individuals eligible for or entitled to Medicare or Medicaid into individual market plans. In particular, HHS is concerned that because individual market health plans typically provide significantly greater reimbursement to health care providers than public coverage like Medicare or Medicaid, providers and suppliers may be engaged in practices designed to encourage individual patients to forego public coverage for which they are eligible and instead enroll in an individual market plan.
Based on these concerns, in August 2016, CMS issued a request for information (RFI), titled “Request for Information: Inappropriate Steering of Individuals Eligible for or Receiving Medicare and Medicaid Benefits to Individual Market Plans”, which published in the
Comments indicated that dialysis facilities are involving themselves in ESRD patients' coverage decisions and that this practice is widespread. In addition, all commenters on the topic—including insurance companies, dialysis facilities, patients, and non-profit organizations—stated that they believe many dialysis facilities are paying for or arranging payments for individual market health care premiums for patients they serve.
Comments show that some ESRD patients are satisfied with their current premium arrangements. In particular, more than 600 individuals currently receiving assistance for premiums participated in a letter writing campaign in response to the RFI and stated that charitable premium assistance supports patient choice and is valuable to avoid relying on “taxpayer dollars.”
However, comments also documented a range of concerning practices, with providers and suppliers influencing enrollment decisions in ways that put the financial interest of the supplier above the needs of patients. As explained further below, commenters detailed that dialysis facilities benefit financially when individuals enroll in individual market health care coverage. Comments also described that, even though it is financially beneficial to suppliers, enrollment in individual market coverage paid for by dialysis facilities or organizations affiliated with dialysis facilities can lead to three types of harm to patients: Negatively impacting their determination of readiness for a kidney transplant, potentially exposing patients to additional costs for health care services, and putting them at significant risk of a mid-year disruption in health care coverage. Based on these comments, HHS has concluded that the differences between providers' and suppliers' financial interests and patients' interests may result in providers and suppliers taking actions that put patients' lives and wellbeing at risk.
All commenters who addressed the issue made clear that enrolling a patient in commercial coverage (including coverage in the individual market) rather than public coverage like Medicare and/or Medicaid is of significant financial benefit to dialysis facilities. For example, one comment cited reports from financial analysts estimating that commercial coverage generally pays dialysis facilities an average of four times more per treatment ($1,000 per treatment in commercial coverage, compared to $260 per treatment under public coverage). For a specific subset of individual market health plans—QHPs—the analysts estimated that the differential could be somewhat smaller, but that QHPs would still provide an average of an additional $600 per treatment when compared to public coverage. Based on these reports, dialysis facilities would be estimated to be paid at least $100,000 more per year per patient if a typical patient enrolled in commercial coverage rather than public coverage, despite providing the exact same services to patients. Another commenter estimated that a dialysis facility would earn an additional $234,000 per year per patient by enrolling a patient in commercial coverage rather than Medicaid ($312,000 per year rather than $78,000 per year). A number of other commenters explained that commercial coverage reimburses dialysis facilities at significantly higher rates overall. These figures are consistent with other sources of data. For example, USRDS data show that for individuals with ESRD enrolled in Medicare receiving hemodialysis, health care spending averaged $91,000 per individual in 2014, including dialysis and non-dialysis services. By contrast, using the Truven MarketScan database, a widely-used database of health care claims, we estimate that average total spending for individuals with ESRD who are enrolled in commercial coverage was $187,000 in 2014. In addition, recent filings with a federal court by one insurance company concluded that commercial coverage could pay more than ten times more per treatment than public coverage ($4,000 per treatment rather than $300 per treatment).
As described, the comments in response to the RFI, data related to CMS's administration of the risk adjustment program, and registry data from the USRDS demonstrate that dialysis facilities can be paid tens or even hundreds of thousands of dollars more per patient when patients enroll in individual market coverage rather than public coverage. On the other hand, the premiums for enrollment in individual market coverage average $4,200 per year according to data related to CMS's administration of the risk adjustment program. Dialysis facilities therefore have much to gain financially (on the order of tens or even hundreds of thousands of dollars per patient) by making a relatively small outlay to pay
Commercial coverage pays at higher rates than public coverage for many health care services, and therefore this pattern could theoretically appear in a variety of contexts. Dialysis patients are, however, particularly vulnerable to harmful steering practices for a number of reasons. First, ESRD is the only health condition for which nearly all patients are eligible to apply for and enroll in Medicare coverage and with eligibility linked specifically to the diagnosis. Thus, individuals with ESRD face a unique situation where they have alternative public coverage options, but these coverage options may be less profitable from the perspective of the facilities providing their treatment due to lower reimbursement rates. Second, as described above, patients with ESRD must receive services from a dialysis facility several times per week for the remainder of their lives (unless and until they obtain a kidney transplant). This sort of ongoing receipt of specialized care from a particular facility is not typical of most health conditions and it creates especially strong incentives and opportunities for dialysis facilities to influence the coverage arrangements of the patients under their care.
Supporting premium payments to facilitate enrollment of their patients in individual market coverage is, as illustrated above, in the financial interest of the dialysis facilities. It is often not, however, in the best interests of individual patients. The comments in response to the RFI illustrated three types of potential harm to patients that these arrangements create for ESRD patients: Negatively impacting patients' determination of readiness for a kidney transplant, potentially exposing patients to additional costs for health care services, and putting individuals at significant risk of a mid-year disruption in health care coverage.
While each of these potential harms is itself cause for concern, they collectively underscore the complexity of the decision for a patient with ESRD of choosing between coverage options, decisions that have very significant consequences for these patients in particular. The involvement of their providers in incentivizing, and steering them to enroll in, individual market coverage is highly problematic absent safeguards to ensure both that the individual is making a decision fully informed of these complex tradeoffs and that the risk of a mid-year disruption in health care coverage is eliminated. Each of these specific potential harms to the patient is discussed further below.
Access to kidney transplantation is a major and immediate concern for many patients with ESRD; transplantation is the recommended course of treatment for individuals with severe kidney disease, and is a life-saving treatment, as the risk of death for transplant recipients is less than half of that for dialysis patients. In addition to improving health outcomes, receipt of a transplant can dramatically improve patients' quality of life; instead of being required to undergo dialysis several times per week, individuals who have received transplants are able to resume a more typical pattern of daily life, travel, and employment. Of the approximately 700,000 people with ESRD in the United States, more than 100,000 are on formal waiting lists to receive a kidney transplant. Further, in 2015 more than 80 percent of kidney transplants went to patients under age 65, suggesting that transplantation is of special concern to nonelderly patients, who are most likely to be targeted by dialysis facilities for enrollment in individual market coverage because they may not already be enrolled in Medicare.
Therefore, any practice that interferes with patients' ability to pursue a kidney transplant is of significant concern. Even a small reduction in the likelihood of a patient receiving a transplant would be detrimental to a patient's health and wellbeing. The comments in response to the RFI support the conclusion that, today, enrollment in individual market coverage for which there are third party premium payments is hampering patients' ability to be determined ready for a kidney transplant. Comments make clear that, consistent with clinical guidelines, in order for a transplant center to determine that a patient is ready for a transplant, they must conclude that the individual will have access to continuous health care coverage. (This is necessary to ensure that the patient will have ongoing access to necessary monitoring and follow-up care, and to immunosuppressant medications, which must typically be taken for the lifetime of a transplanted organ to prevent rejection.) However, when individuals with ESRD are enrolled in individual market coverage supported by third parties, they may have difficulty demonstrating continued access to care due to loss of premium support after transplantation. Documents in the comment record indicate that major non-profits that receive significant financial support from dialysis facilities will support payment of health insurance premiums only for patients currently receiving dialysis. Documents in the record show that these non-profits will not continue to provide financial assistance once a patient receives a successful kidney transplant, nor will the non-profit cover any costs of the transplant itself, living donor care, post-surgical care, post-transplant immunosuppressive therapy, or long-term monitoring, which can cause significant issues for patients that cannot afford their coverage without financial support. This policy is consistent with the conclusion that these third party payments are being targeted based on the financial interest of the dialysis facilities who contribute to these non-profits, rather than the patients' interests. Once a patient has received a transplant, it is no longer in the dialysis facility's financial interest to continue to support premium payments, although there are severe consequences to individuals when that support ceases. If this occurs after transplantation, individuals enrolled in individual market coverage could be required to pay the full amount of the premium, which may be unaffordable for many patients who previously relied on third party premium assistance.
Theoretically, individuals could arrange for Medicare coverage to begin at the time of transplantation, thereby demonstrating continued access to care. In practice, however, patients struggle to understand their coverage options and rapidly navigate the Medicare sign-up process during a period where they are particularly sick and preparing for major surgery. Some commenters to the RFI emphasized that this is an extremely vulnerable group of patients who have difficulty navigating their health insurance options. As evidenced by the rate of dually eligible individuals discussed above, many ESRD patients are low income and have limited access to the resources necessary to navigate these sorts of coverage transitions, and patients are particularly vulnerable during the short window when they are preparing for transplants. Consistent with this, a number of comments describe how these arrangements and patients' vulnerability and confusion
In addition to impeding access to transplants, enrollment in individual market coverage, even when third parties cover costs, is financially disadvantageous for some patients with ESRD. That is, while it is in dialysis facilities' financial interest to support enrollment in the individual market, those arrangements may cause financial harms to patients that would have been avoided had the patients instead enrolled in public coverage.
People with ESRD often have complex needs and receive care from a wide variety of health care providers and suppliers. Data from USRDS show that total health care spending per Medicare ESRD enrollee receiving hemodialysis averaged more than $91,000 in 2014, but spending on hemodialysis is only 32 percent of that amount, meaning that a typical patient may incur thousands of dollars in costs for other services. While some of the non-dialysis services these patients receive may also be provided by their dialysis facilities, half or more of Medicare spending on this population is for care that is likely delivered by other providers and suppliers, including creation and maintenance of vascular access, inpatient hospital care, skilled nursing facility services, home health services, palliative services, ambulance services, treatment for primary care and comorbid conditions, and prescription drugs. Thus, when considering the financial impact of coverage decisions, it is important to consider costs that a patient will incur for services received that go beyond dialysis.
As described above, many people with ESRD are eligible for Medicaid. Indeed, more than half of ESRD Medicare enrollees under age 65 are also enrolled in Medicaid.
For individuals with ESRD not eligible for Medicaid, enrolling in the individual market rather than Medicare may also pose significant financial risks. As noted above, these patients generally require access to a wide variety of services received outside of a dialysis facility. Patients with ESRD are generally enrolled in Original Medicare (including Part A and Part B) and can therefore receive services from any Medicare-participating provider or supplier. However, unlike Original Medicare, which provides access to a wide range of eligible providers and suppliers, and which has standard cost-sharing requirements for all Medicare-eligible providers and suppliers, individual market plans generally limit access to a set network of providers that is more restrictive than what is available to an Original Medicare beneficiary. If the individual sees providers or suppliers outside of that network, they will incur higher cost-sharing for necessary out-of-network services, and may have very limited coverage for non-emergency out-of-network health care.
There may be other personal circumstances that lead to financial burden caused by enrolling in an individual market plan rather than Medicare. For example, individuals who are entitled to Part A and do not enroll in Part B generally will incur a Part B late enrollment penalty when they do ultimately enroll in Medicare Part B. Accordingly, an individual who enrolls in Part A based on ESRD but does not enroll in or drops Part B will generally be subject to a late enrollment penalty should they decide to enroll in Part B later while still entitled to Part A on the basis of ESRD. Individuals who receive a kidney transplant may also face higher cost-sharing for immunosuppressant drugs if they delay Medicare enrollment as immunosuppressive drugs are covered under Part B only if the transplant recipient established Part A effective with the month of the transplant.
As noted above, for some members of this group, there is potentially an offsetting financial benefit from individual market coverage if total premiums and cost sharing are lower in an individual market plan with third party premium assistance than in Medicare. In particular, non-grandfathered individual markets plans are required to cap total annual out-of-pocket expenditures for essential health benefits at a fixed amount, the
Finally, the comments in response to the RFI demonstrate that there is a significant risk of mid-year disruptions in coverage for patients/individuals who have individual market coverage for which third parties make premium payments. It is critically important that patients on dialysis have continuous access to health care coverage. Prior to transplantation this population requires an expensive health care service several times per week in order to live; any interruption in their access to care is serious and life-threatening. Moreover, as noted, this group generally has health care needs beyond dialysis that require care from a variety of medical professionals.
However, the comments reveal that patients/individuals who have individual market coverage for which third parties make premium payments are presently at risk of having their coverage disrupted at any point during the year. CMS does not require that issuers accept premium payments made by third parties except in certain circumstances consistent with applicable legal requirements,
When payments are rejected, commenters noted that individuals are typically unable to continue their coverage because of the increased financial burden. Indeed, patients may not even realize for some period that their premiums, which are being paid by third parties, are being rejected and that their coverage will be terminated if they do not have an ability to pay themselves. HHS received 600 comments from ESRD patients participating in a letter-writing campaign that describe the adverse impact on patients receiving third party payment premium assistance if those funds were no longer available. Other patients who commented described significant and unexpected disruptions in coverage such as no longer being able to afford the high cost of prescriptions and office visit copays, delays receiving dialysis treatments, or no longer being able to receive treatments. Due to the life-sustaining nature of dialysis, dialysis facilities are not permitted to involuntarily discharge patients, except in very limited circumstances. However, one of those circumstances is lack of payment (42 CFR 494.180 (f)(1)). While we believe that such discharges are rare, and that dialysis facilities try to avoid them, they are permitted. Moreover, even when patients are able to enroll in other public coverage (which may have retroactive effective dates) disruptions in coverage still force patients to navigate a complicated set of coverage options. They may face gaps in care or be forced to appeal health care claims. Comments emphasized that many ESRD patients are low-income and do not have a great deal of familiarity with the health care system, leaving them more vulnerable to gaps in coverage. Therefore, any disruption in coverage is problematic and can interrupt patient care.
In sum, the lack of transparency in how these payments are made and whether or not they are accepted means that patients are at risk of sudden gaps in coverage which may be dangerous to patients' health.
As described above, dialysis facilities have very meaningful financial incentives to have their patients enroll in individual market coverage rather than public coverage programs. However, enrollments in individual market coverage are often not in patients' best interest: It can complicate and potentially delay the process for obtaining a kidney transplant; is often financially costly for patients, especially when they are eligible for Medicaid; and places consumers at risk of a mid-year coverage disruption. These risks make the task of deciding among coverage options complex for ESRD patients. Furthermore, the asymmetry between facilities' and patients' interests and information with respect to enrollment decisions creates a high likelihood that a conflict of interest will develop. Comments submitted in response to the RFI support the conclusion that this conflict of interest is harming patients, with dialysis facility patients being steered toward enrollment in individual market coverage with third party premium payments, rather than enrollment in the public coverage for which they are likely eligible and which is frequently the better coverage option for them.
Many comments were submitted by social workers or other professionals who work or have worked with ESRD patients. Those comments describe a variety of ways in which dialysis facilities have attempted to influence coverage decisions made by patients or have failed to disclose information that is relevant to determining consumers' best interest. Specific practices described in comments include:
• Facilities engaging in systematic efforts to enroll people in the individual market, often targeting Medicaid enrollees, without assessing any personal needs. One commenter explained, “My experience was that the provider wanted anyone [who] was Medicaid only to be educated about the opportunity to apply for an individual plan. . . . The goal was 100%
• Patients are not always informed about eligibility for Medicare or Medicaid, or the benefits of those programs. For example, one social worker explained, “The patient is frequently not educated about the benefits that are available with Medicaid (that is, transportation, dental, and other home support services).” Another former social worker said that facility employees “may not tell patients that they could be subject to premium penalties and potentially higher out-of-pocket costs than they would have with traditional Medicare.” Another commenter said, “Enrollment counselors offer no information about Medicare eligibility to members. In several cases members were not aware that they were Medicare eligible.”
• Patients are sometimes specifically discouraged from pursuing Medicare or Medicaid. One commenter said: “In the transplant setting I have seen patients advised to delay in securing Medicare.” Another employee at a dialysis facility relayed the story of a mother seeking a transplant for her daughter but being told by a dialysis facility not to enroll in Medicare. A transplant facility employee explained “In some circumstances, the patient has been encouraged to drop their MediCal (Medicaid) coverage in favor of the individual market plan, without having a full understanding of the personal financial impact of doing so.”
• Patients are unaware that a dialysis facility is seeking to enroll them in the individual market and are not informed of this fact by their health care providers. As one commenter said, “In numerous instances, these patients were already admitted at these facilities, and interviews have found that many were unaware they had insurance, let alone who was providing it.”
• Patients are not informed about how their third party premium support is linked to continued receipt of dialysis. For example, one comment explained, “People receiving assistance don't realize that if they want a transplant the premiums will no longer get paid.”
• Facilities retaliate against social workers who attempt to disclose additional information to consumers. One commenter explained that they were “reported to upper management of [dialysis corporations] for voicing my concerns of the impact this [enrollment in the individual market] will have on patients after transplant.”
• Social workers are concerned that patients' trust in health care providers is being manipulated to facilitate individual market enrollment. For example, comments explained that insurance counselors “meet often with the patients establishing a relationship of trust” before pursuing individual market enrollment. A commenter said, “Most of us, who have some sophistication in health care coverage, are aware of how confusing it is to negotiate the information and reach the best decisions. Dialysis patients who may be less sophisticated and already highly stressed are vulnerable to being steered.” Another commenter vividly explained, “Patients . . . are in a vulnerable position when they come to a dialysis facility. I hope those of you reviewing these comments realize the power disequilibrium which exists when a patient is hooked up with needles in their arm, lifeblood running through their arms attached to a machine.”
In addition, HHS's own data and information submitted in response to the RFI suggest that this inappropriate steering of patients may be accelerating over time. Insurance industry commenters stated that the number of enrollees in individual market plans receiving dialysis increased 2 to 5 fold in recent years. Based on concerns raised in the public comments in response to the RFI, we have reviewed administrative data on enrollment of patients with ESRD. Information available from the risk adjustment program in the individual market show that between 2014 and 2015, the number of individual market enrollees with an ESRD diagnosis more than doubled.
In the face of harms like those above, which go to essential patient safety and care in life-threatening circumstances, HHS is taking immediate regulatory action to prevent harms to patients. As described in more detail below, we are establishing new Conditions for Coverage standards (CfCs) for dialysis facilities. This standard applies to any dialysis facility that makes payments of premiums for individual market health plans (in any amount), whether directly, through a parent organization (such as a dialysis corporation), or through another entity (including by providing contributions to entities that make such payments). Dialysis facilities subject to the new standard will be required to make patients aware of potential coverage options and educate them about the benefits of each to improve transparency for consumers. Further, in order to ensure that patients' coverage is not disrupted mid-year, facilities must ensure that issuers are informed of and have agreed to accept the payments.
This action is consistent with comments from dialysis facilities, non-profits, social workers, and issuers that generally emphasized disclosure and transparency as important components of a potential rulemaking. By focusing on transparency, we believe we can promote patients' best interests. CMS remains concerned, however, about the extent of the abuses reported. We are considering whether it would be appropriate to prohibit third party premium payments for individual market coverage completely for people with alternative public coverage. Given the magnitude of the potential financial conflict of interest and the abusive practices described above, we are unsure if disclosure standards will be sufficient to protect patients. We seek comments from stakeholders on whether patients would be better off if premium payments in this context were more strictly limited. We also seek comment on alternative options where
Through this Interim Final Rule with comment (IFC) we are implementing a number of disclosure requirements for dialysis facilities that make payments of premiums for individual market health plans, whether directly, through a parent organization, or through another entity, to ensure proper protections for those patients. These requirements are intended to ensure that patients are able to make insurance coverage decisions based on full and accurate information.
As described in more detail below, we are establishing new CfC standards for dialysis facilities. New standards apply to any dialysis facility that makes payments of premiums for individual market health plans (in any amount), whether directly, through a parent organization (such as a dialysis corporation), or through another entity (including by providing contributions to entities that make such payments). While we remain concerned about any type of financial assistance that could be used to influence patients' coverage decisions, we believe these individual market premium payments are particularly prone to abuse because they are so closely tied to the type of coverage an individual selects. Further, as described above, such third party payments in the individual market uniquely put patients at risk of mid-year coverage disruption if their issuer discovers and rejects such payments. Dialysis facilities subject to the new standards will be required to make patients aware of potential coverage options and educate them about certain benefits and risks of each. Further, in order to ensure that patients' coverage is not disrupted mid-year, dialysis facilities must ensure that issuers are informed of and have agreed to accept such payments for the duration of the plan year.
In order to increase awareness of health coverage options for individuals receiving maintenance dialysis in Medicare-certified dialysis facilities, we are establishing a new patient rights standard under the CfCs at 42 CFR 494.70(c). This new standard applies only to those facilities that make payments of premiums for individual market health plans (in any amount), whether directly, through a parent organization (such as a dialysis corporation), or through another entity (including by providing contributions to entities that make such payments).
Dialysis facilities that do not make premium payments, and do not make financial contributions to other entities that make such payments, are not subject to the new requirements.
At § 494.70(c)(1), we detail the health insurance information that must be provided to all patients served by applicable facilities. These requirements establish that such information must cover how plans in the individual market will affect the patient's access to and costs for the providers and suppliers, services, and prescription drugs that are currently within the individual's care plan, as well as those likely to result from other documented health care needs. This must include an overview of the health-related and financial risks and benefits of the individual market plans available to the patient (including plans offered through and outside the Exchange). This information must reflect local, current plans, and thus would need to be updated at least annually to reflect changes to individual market plans. We expect that applicable dialysis facilities will meet this requirement by providing the required information upon an individual's admittance to the facility, and annually thereafter, on a timely basis for each plan year.
While current costs to the patient are important, information about potential future costs related to the current health plan selection must also be addressed. In particular, we are requiring that coverage of transplantation and associated transplant costs must be included in information provided to patients. For example, some plans may not cover all costs typically covered by Medicare, such as necessary medical expenses for living donors. Kidney transplant patients who want Medicare to cover immunosuppressive drugs must have Part A at the time of the kidney transplant. Upon enrolling in Part B, Medicare will generally cover the immunosuppressive drugs. Therefore, the beneficiary must file for Part A no later than the 12th month after the month of the kidney transplant. Entitlement to Part A and Part B based on a kidney transplant terminates 36 months after the transplant. However, a beneficiary who establishes Part A entitlement effective with the month of the transplant is eligible for immunosuppressive drug coverage when subsequent entitlement to Part B is based on age or disability. Facilities must provide information regarding enrollment in Medicare, and clearly explain Medicare's benefits to the patient. Facilities must also provide individuals with information about Medicaid, including State eligibility requirements, and if there is any reason to believe the patient may be eligible, clearly explain the State's Medicaid benefits, including the Medicare Savings Programs.
For other potential future effects, the facilities must provide information about penalties associated with late enrollment (or re-enrollment) in Medicare Part B or Part D for those that have Medicare Part A as well as potential delays or gaps in coverage. Section 1839(b) of the Act outlines the Medicare premium—Part A (for those who are not eligible for premium-free Part A) and Part B late enrollment penalty. Individuals who do not enroll in Medicare premium—Part A or Medicare Part B when first eligible (that is, during their Initial Enrollment Period) will have to pay a late enrollment penalty should they decide to enroll at a later time. There are certain circumstances in which individuals are exempt from the late enrollment penalty, such as those who are eligible for Medicare based on Age or Disability, and did not enroll when first eligible because they had or have group health plan coverage based on their own or spouse's (or a family
Although an ESRD diagnosis may establish eligibility for Medicare regardless of age, it does not make individuals eligible for a Medicare Special Enrollment Period or provide relief from the late enrollment penalty. Thus, if an individual enrolls in Medicare Part A but does not enroll in Part B, or later drops Part B coverage, that individual will pay a Part B (and Part D) late enrollment penalty when ultimately enrolling, or reenrolling, in Medicare Part B (and Part D). Additionally, that individual will need to wait until the Medicare General Enrollment Period to apply for Medicare Part B. The General Enrollment Period runs from January 1 to March 31 each year, and Part B coverage becomes effective July 1 of the same year. Thus, individuals could face significant gaps in coverage while waiting for their Medicare Part B coverage to become effective. We note that late enrollment penalties and statutory enrollment periods do not apply to premium-free Part A.
Information about potential costs to the patient is vitally important for patients considering individual market coverage. An individual may benefit in the short term by selecting a private health plan instead of enrolling in Medicare, but patients must be informed that those plans, or the particular costs and benefits of those plans, may only exist for a given plan year, and that the individual may be at a disadvantage (that is, late enrollment penalties for those that are enrolled in Medicare Part A) should they choose to enroll in Medicare Part B (or Part D) at a later date.
At § 494.70(c)(2) and (3), we require that applicable facilities provide information to all patients about available premium payments for individual market plans and the nature of the facility's or parent organization's contributions to such efforts and programs. This information must include, but is not limited to, limits on financial assistance and other information important for the patient to make an informed decision, including the reimbursements for services rendered that the facility would receive from each coverage option. For example, if premium payments are not guaranteed for an entire plan year, or funding is capped at a certain dollar amount, patients must be informed of such limits. Facilities also must inform patients if the premium payments are contingent on continued use of dialysis services or use of a particular facility, and would therefore be terminated in the event that the patient receives a successful kidney transplant or transfers to a different dialysis facility. Further, facilities must disclose to patients all aggregate amounts that support enrollment in individual market health plans provided to patients directly, to issuers directly, through the facility's parent organization, or through third parties.
As with all patient rights standards for dialysis facilities, the information and disclosures required in § 494.70(c) must be provided to all patients of applicable facilities, not just those new to a facility who have not yet enrolled in Medicare or Medicaid. This ensures that all patients are treated fairly and appropriately, and not treated differently based on their health care payer, as required by CMS regulations at 42 CFR 489.53(a)(2).
In conjunction with these requirements for patient information and disclosures, we establish at § 494.180(k), a new standard that requires facilities that make payments of premiums for individual market health plans, whether directly, through a parent organization, or through another entity to ensure that issuers are informed of and have agreed to accept the third party payments. Facilities should develop reasonable procedures for communicating with health insurance issuers in the individual market, and for obtaining and documenting that the issuer has agreed to accept such payments. If an issuer does not agree to accept the payments for the duration of the plan year, the facility shall not make payments of premiums and shall take reasonable steps to ensure that such payments are not made by any third parties to which the facility contributes.
These requirements are intended to protect ESRD patients from avoidable interruptions in health insurance coverage mid-year by ensuring that they have access to full, accurate information about health coverage options. We intend to outline expectations for compliance in subsequent guidance. This rule does not alter the legal obligations or requirements placed on issuers, including with respect to the guaranteed availability and renewability requirements of the Public Health Service Act and non-discrimination-related regulations issued pursuant to the Affordable Care Act.
Because we are concerned that patients face risks that are not disclosed to them, and that they may be at risk of disruptions in coverage on an ongoing basis, we are taking action to ensure greater disclosure to consumers and to provide for smooth and continuous access to stable coverage when these rules are fully implemented. At the same time, we are mindful of the need for dialysis facilities that make payments of premiums for individual market health plans, whether directly, through a parent organization, or through another entity, to develop new procedures to comply with the standards established in this rule. Therefore, the requirements in this rule will become effective beginning January 13, 2017.
We note that, in specific circumstances, individuals may not be eligible to enroll in Medicare Part A or Part B except during the General Enrollment Period, which runs from January 1 to March 31 and after which coverage becomes effective on July 1. These individuals may experience a temporary disruption in coverage between the effective date of the rule and the time when Medicare Part A and/or Part B coverage becomes effective. In light of these circumstances, while the standards under § 494.180(k) will be effective beginning January 13, 2017, if a facility is aware of a patient who is not eligible for Medicaid and is not eligible to enroll in Medicare Part A and/or Part B except during the General Enrollment Period, and the facility is aware that the patient intends to enroll in Medicare Part A and/or Part B during that period, the standards under § 494.180(k) will not apply until July 1, 2017, with respect to payments made for that patient.
We ordinarily publish a notice of proposed rulemaking in the
HHS has determined that issuing this regulation as a proposed rulemaking, such that it would not become effective until after public comments are submitted, considered and responded to in a final rule, would be contrary to the public interest and would cause harm to patients. Based on the newly available evidence discussed in section I of this rule, that is, the responses to the August 2016 RFI, HHS has determined that the widespread practice of third parties making payments of premiums for individual market coverage places dialysis patients at significant risk of three kinds of harms: Having their ability to be determined ready for a kidney transplant negatively affected, being exposed to additional costs for health care services, and being exposed to a significant risk of a mid-year disruption in health care coverage. We believe these are unacceptable risks to patient health that will be greatly mitigated by this rulemaking, and that the delay caused by notice and comment rulemaking would continue to put patient health at risk. Given the risk of patient harm, notice and comment rulemaking would be contrary to the public interest. Therefore, we find good cause to waive notice and comment rulemaking and to issue this interim final rule with comment. We are providing a 30-day public comment period.
In addition, we ordinarily provide a 60-day delay in the effective date of the provisions of a rule in accordance with the APA (5 U.S.C. 553(d)), which requires a 30-day delayed effective date, and the Congressional Review Act (5 U.S.C. 801(a)(3)), which requires a 60-day delayed effective date for major rules. However, we can waive the delay in the effective date if the Secretary finds, for good cause, that the delay is impracticable, unnecessary, or contrary to the public interest, and incorporates a statement of the finding and the reasons in the rule issued (5 U.S.C. 553(d)(3).
In addition, the Congressional Review Act (5 U.S.C. 801(a)(3)) requires a 60-day delayed effective date for major rules. However, we can determine the effective date of the rule if the Secretary finds, for good cause, that notice and public procedure is impracticable, unnecessary, or contrary to the public interest, and incorporates a statement of the finding and the reasons in the rule issued (5 U.S.C. 808(2)).
As noted above, for good cause, we have found that notice and public procedure is contrary to the public interest. Accordingly, we have determined that it is appropriate to issue this regulation with an effective date 30 days from the date of publication. As described above, we believe patients are currently at risk of harm. Health-related and financial risks are not fully disclosed to them, and they may have their transplant readiness delayed or face additional financial consequences because of coverage decisions that are not fully explained. Further, consumers are at risk of mid-year coverage disruptions. This is the time of year when patients often make enrollment decisions, with Open Enrollment in the individual market ongoing and General Enrollment Period for certain new enrollees in Medicare about to begin on January 1. We have therefore determined that the rule will become effective on January 13, 2017 to best protect consumers.
Under the Paperwork Reduction Act of 1995, we are required to provide 30-day notice in the
• The need for the information collection and its usefulness in carrying out the proper functions of our agency.
• The accuracy of our estimate of the information collection burden.
• The quality, utility, and clarity of the information to be collected.
• Recommendations to minimize the information collection burden on the affected public, including automated collection techniques.
We are soliciting public comment on each of these issues for the following sections of the interim final rule with comment that contain ICRs. We generally used data from the Bureau of Labor Statistics to derive average labor costs (including a 100 percent increase for fringe benefits and overhead) for estimating the burden associated with the ICRs.
Under § 494.70(c), HHS implements a number of requirements and establishes a new patient rights standard for Medicare-certified dialysis facilities that make payments of premiums for individual market health plans, whether directly, through a parent organization, or through another entity, to ensure proper protections for those patients. Those applicable facilities will be required, on an annual basis, to inform patients of health coverage options available to them, including Medicare and Medicaid and locally available individual market plans; enrollment periods for both Medicare and the individual market; the effects each option will have on the patients access to, and costs for the providers and suppliers, services, and prescription drugs that are currently within the individual's ESRD plan of care and other documented health care needs; coverage and anticipated costs for transplant services, including pre- and post-transplant care; any funds available to the patient for enrollment in an individual market health plan, including but not limited to limitations and any associated risks of such assistance; and current information about the facility's, or its parent organization's premium payments for patients, or to other third parties that make such premium payments to individual market health plans for individuals on dialysis.
We assume that each applicable facility will develop a system to educate and inform each ESRD patient of their options and the effects of these options. For our purposes, we assume that each facility will develop a pamphlet containing information that compares the benefits and costs for each locally available individual market plan, Medicare, and Medicaid, and display it prominently in their facility. In addition, it is assumed that a facility staff such as a health care social worker will review the required information with the patient and answer any questions.
There are 6,737 Medicare-certified dialysis facilities. As explained later in the regulatory impact analysis section, we estimate that approximately 90 percent, or 6,064, facilities make payments of premiums for individual market health plans, whether directly, through a parent organization, or through another entity, and therefore, will need to comply with these disclosure requirements. We estimate
In addition to providing a copy of the pamphlet to the patients, it is assumed that a health care social worker or other patient assistance personnel at each facility will review the information with the patients and obtain a signed acknowledgement form stating that the patient has received this information. We estimate that a lawyer (at an hourly rate of $131.02) will take 30 minutes to develop an acknowledgement form confirming that the required information was provided to be signed by the ESRD patient. The total burden for all 6,064 facilities to develop the acknowledgement form in the initial year only will be 3,032 hours (0.5 hours × 6,064 facilities) with an equivalent cost of approximately $397,253 (($131.02 hourly rate × 0.5 hours) × 6,064 facilities).
We estimate that a health care social worker (at an hourly rate of $51.94) will take an average of 45 minutes to further educate each patient about their coverage options. The social worker will also obtain the patient's signature on the acknowledgement form and save a copy of the signed form for recordkeeping, incurring a materials and printing cost of $0.05 per form. The total annual burden for each facility will be 54.75 hours (0.75 hours × 73 patients) with an equivalent cost of approximately $2,844 ($51.94 hourly rate × 54.75 hours), and approximately $4 in printing and materials cost. The total annual burden for all 6,064 facilities will be 332,004 hours 54.75 hours × 6,064 facilities) with an equivalent cost of approximately $17,244,288 ($2,843.72 annual burden cost × 6,064 facilities), and approximately $22,134 in printing and materials cost.
We will revise the information collection currently approved under OMB Control Number 0938-0386 to account for this additional burden.
Under § 494.180(k), HHS is implementing a requirement for those dialysis facilities that make payments of premiums for individual market health plans, whether directly, through a parent organization, or through another entity, must ensure issuers are informed of and have agreed to accept the payments for the duration of the plan year.
Based on comments received in response to the RFI, it is assumed that approximately 7,000 patients that receive such payments are enrolled in individual market plans. Therefore, we estimate that 6,064 facilities will be required to send approximately 7,000 notices. It is assumed that these notices will be sent and returned electronically at minimal cost. We estimate that, for each facility during the initial year, it will take a lawyer one hour (at an hourly rate of $131.02) to draft a letter template notifying the issuer of third party payments and requesting assurance of acceptance for such payments. The total annual burden for all facilities during the initial year will be 6,064 hours with an equivalent cost of approximately $794,505 ($131.02 × 6,064 facilities). This is likely to be an overestimation since parent organizations will probably develop a single template for all individual facilities they own. We further estimate that it will require an administrative assistant approximately 30 minutes (at an hourly rate of $37.86) to insert customized information and email the notification to the issuer, send any follow-up communication, and then save copies of the responses for recordkeeping. The total annual burden for all facilities for sending the notifications will be 3,500 hours (7,000 notifications x 0.5 hours) with an equivalent cost of $132,510 ($37.86 hourly rate × 3,500 hours).
There are an estimated 468 issuers in the individual market. It is assumed that the approximately 7,000 patients are uniformly distributed between these issuers. Issuers will incur a burden if they respond to the notifications from dialysis facilities and inform them whether or not they will accept third party payments. It is estimated that it will take a lawyer 30 minutes (at an hourly rate of $131.02) to review the notification and an administrative manager 30 minutes (at an hourly rate of $91.20) to approve or deny the request and respond to any follow-up communication. It will further take an administrative assistant approximately 30 minutes (at an hourly rate of $37.86) to respond electronically to the initial notification and any follow-up communications. The total annual burden for all issuers to respond to 7,000 notifications will be 10,500 hours (1.5 hours × 7,000 notifications) with an equivalent cost of $910,280 (10,500 hours × $86.69 average hourly rate per notification per issuer).
We will revise the information collection currently approved under OMB Control Number 0938-0386 to account for this additional burden.
If you comment on these information collection requirements, please do either of the following:
1. Submit your comments electronically as specified in the
2. Submit your comments to the Office of Information and Regulatory Affairs, Office of Management and Budget, Attention: CMS Desk Officer, CMS-3337-IFC. Fax: (202) 395-6974; or Email:
This interim final rule with comment implements a number of requirements for Medicare-certified dialysis facilities that make payments of premiums for individual market health plans, whether directly, through a parent organization, or through another entity. It establishes a new patient rights standard applicable only to such facilities that they must provide patients with information on available health insurance options, including locally available individual market plans, Medicare, Medicaid, and CHIP coverage. This information must include the effects each option will have on the patient's access to, and costs for the providers and suppliers, services, and prescription drugs that are currently within the individual's ESRD plan of care as well as those likely to result from other documented health care needs. This must include an overview of the health-related and financial risks and benefits of the individual market plans available to the patient (including plans offered through and outside the Exchange). Patients must also receive information about all available financial assistance for enrollment in an individual market health plan and the limitations and associated risks of such assistance; including any and all current information about the facility's, or its parent organization's contributions to patients or third parties that subsidize enrollment in individual market health plans for individuals on dialysis.
In addition, the interim final rule with comment establishes a new standard requiring dialysis facilities that make payments of premiums for individual market health plans, whether directly, through a parent organization, or through another entity, to disclose these payments to applicable issuers and requiring the contributing facility to obtain assurance from the issuer that the issuer will accept such payments for the duration of the plan year.
These requirements are intended to ensure that patients are able to make coverage decisions based on full, accurate information, and are not inappropriately influenced by financial interests of dialysis facilities and suppliers, and to minimize the likelihood that coverage is interrupted midyear for these vulnerable patients.
This interim final rule with comment addresses concerns raised by commenters and by HHS regarding the inappropriate steering of patients with ESRD, especially those eligible for Medicare and Medicaid, into individual market health plans that offer significantly higher reimbursement rates compared to Medicare and Medicaid, without regard to the potential risks incurred by the patient. As discussed previously in the preamble, public comments received in response to the August 2016 RFI indicated that dialysis facilities may be encouraging patients to move from one type of coverage into another based solely on the financial benefit to the dialysis facility, and without transparency about the potential consequences for the patient, in circumstances where these actions may result in harm to the individual.
This interim final rule with comment addresses these issues by implementing a number of requirements that will provide patients with the information they need to make informed decisions about their coverage and will help to ensure that their care is not at risk of disruptions, gaps in coverage, limited access to necessary treatment, or undermined by the providers' or suppliers' financial interests.
We have examined the effects of this rule as required by Executive Order 12866 (58 FR 51735, September 1993, Regulatory Planning and Review), the Regulatory Flexibility Act (RFA) (September 19, 1980, Pub. L. 96-354), section 1102(b) of the Social Security Act, the Unfunded Mandates Reform Act of 1995 (Pub. L. 104-4), Executive Order 13132 on Federalism, and the Congressional Review Act (5 U.S.C. 804(2)).
Executive Order 12866 (58 FR 51735) directs agencies to assess all 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 (76 FR 3821, January 21, 2011) is supplemental to and reaffirms the principles, structures, and definitions governing regulatory review as established in Executive Order 12866.
Section 3(f) of Executive Order 12866 defines a “significant regulatory action” as an action that is likely to result in a rule—(1) having an annual effect on the economy of $100 million or more in any one year, or adversely and materially affecting a sector of the economy, productivity, competition, jobs, the environment, public health or safety, or state, local or tribal governments or communities (also referred to as “economically significant”); (2) creating a serious inconsistency or otherwise interfering with an action taken or planned by another agency; (3) materially altering the budgetary impacts of entitlement grants, user fees, or loan programs or the rights and obligations of recipients thereof; or (4) raising novel legal or policy issues arising out of legal mandates, the President's priorities, or the principles set forth in the Executive Order. A regulatory impact analysis (RIA) must be prepared for major rules with economically significant effects ($100 million or more in any 1 year. We estimate that this rulemaking is “economically significant” as measured by the $100 million threshold, and hence also a major rule under the Congressional Review Act. Accordingly, we have prepared an RIA that to the best of our ability presents the costs and benefits of the rulemaking.
In accordance with OMB Circular A-4, Table 3 below depicts an accounting statement summarizing HHS' assessment of the benefits, costs, and transfers associated with this regulatory action. The period covered by the RIA is 2017 through 2026.
HHS anticipates that the provisions of this interim final rule with comment will enhance patient protections and enable patients with ESRD to choose health insurance coverage that best suits their needs and improve their health outcomes. Providing patients with accurate information will help to ensure that patients are able to obtain necessary health care, reduce the likelihood of coverage gaps, as well as provide financial protection. Dialysis facilities and issuers will incur costs to comply with these requirements. If patients covered through individual market plans opt to move to (or return to) Medicare and Medicaid, then there will be a transfer of patient care costs to the Medicare and Medicaid programs. For those patients covered through individual market plans who chose to apply for and enroll in Medicare, there would be a transfer of premium payments from individual market issuers to the Medicare program. In accordance with Executive Order 12866, HHS believes that the benefits of this regulatory action justify the costs.
There are 6,737 dialysis facilities across the country that are certified by Medicare, and an estimated 495,000 patients on dialysis. Based on USRDS data for recent years, we estimated that approximately 99.3 percent or 491,500 patients receive services at Medicare-certified facilities. Therefore, each Medicare-certified facility is providing services to approximately 73 patients on average annually. As mentioned previously, data indicates that about 88 percent of ESRD patients receiving hemodialysis were covered by Medicare (as primary or secondary payer) in 2014. Data from the CMS risk adjustment program in the individual market (both on and off exchange) suggest that the number of enrollees with an ESRD diagnosis in the individual market more than doubled between 2014 and 2015. Although some of the increase could be due to increases in coding intensity and cross-year claims, the gross number is still significant and concerning. Comments received in response to the RFI suggest that the inappropriate steering of patients may be accelerating over time. Insurance industry commenters stated that the number of patients in individual market plans receiving dialysis increased 2 to 5 fold in recent years. We will continue to analyze these data to better understand trends in ESRD diagnoses as well as the extent to which individuals may be enrolled in both Medicare and individual market plans and implications for the anti-duplication provision outlined in section 1882(d)(3) of the Act.
There is no data on how many dialysis facilities make payments of premiums for individual market health plans, whether directly, through a parent organization, or through another entity. We believe that these practices are likely concentrated within large dialysis chains that together operate approximately 90 percent of dialysis facilities, and therefore estimate that approximately 6,064 facilities make payments of premiums for individual market health plans, whether directly, through a parent organization, or through another entity.
This interim final rule with comment implements a number of requirements for Medicare-certified dialysis facilities (as defined in 42 CFR 494.10) that make payments of premiums for individual market health plans (in any amount), whether directly, through a parent organization (such as a dialysis corporation), or through another entity (including by providing contributions to entities that make such payments). Such facilities must provide patients with information on available health coverage options, including local, current individual market plans, Medicare, Medicaid, and CHIP coverage. This information must include; the effects each coverage option will have on the patient's access to, and costs for, the providers and suppliers, services, and prescription drugs that are currently within the individual's ESRD plan of care as well as those likely to result from other documented health care needs. This must include an overview of the health-related and financial risks and benefits of the individual market plans available to the patient (including plans offered through and outside the Exchange). Information on coverage of transplant-associated costs must also be provided to patients, including pre- and post-transplant care. In addition, facilities must provide information about penalties associated with late enrollment in Medicare. Patients must also receive information about available financial assistance for enrollment in an individual market health plan and limitations and associated risks of such assistance; the financial benefit to the facility of enrolling the individual in an individual market plan as opposed to public plans; and current information about the facility's, or its parent organization's contributions to patients or third parties that make payments of premiums for individual market plans for individuals on dialysis.
These requirements are intended to ensure that patients are able to make insurance coverage decisions based on full, accurate information, and not based on misleading, inaccurate, or incomplete information that prioritizes providers and suppliers' financial interests. It is likely that some patients will elect to apply for and enroll in Medicare and Medicaid (if eligible) instead of individual market plans once they are provided all the information as required. As previously discussed, Medicare (and Medicaid) enrollment will provide health benefits by reducing the likelihood of disruption of care, gaps in coverage, limited access to necessary treatment, denial of access to kidney transplants or delay in transplant readiness, and denial of post-surgical care. By enrolling in Medicare (and Medicaid), many individuals can avoid potential financial loss due to Medicare late enrollment penalties; higher cost-sharing, especially for out-of-network services; higher deductibles; and coverage limits in individual market plans. This is particularly true for the individuals eligible for Medicare based on ESRD who are also eligible for
In addition, this interim final rule with comment establishes a new standard, applicable only to facilities that make payments of premiums for individual market health plans, whether directly, through a parent organization (such as a dialysis corporation), or through another entity (including by providing contributions to entities that make such payments), requiring that the facility disclose such payments to applicable issuers and obtain assurance from the issuer that they will accept such payments for the duration of the plan year. This will lead to improved health outcomes for patients by ensuring that coverage is not interrupted midyear for these vulnerable patients, leaving them in medical or financial jeopardy.
Dialysis facilities that make premium payments for patients as discussed above will incur costs to comply with the provisions of this rule. The administrative costs related to the disclosure requirements have been estimated in the previous section.
If patients elect to apply for and enroll in Medicare and Medicaid (if eligible) instead of individual market plans, the cost of their coverage will be transferred from the patients and the individual market issuers to the Medicare and Medicaid programs (if the patient is eligible for both). This will lead to increased spending for these programs. For the purpose of this analysis, we assume that approximately 50 percent of patients enrolled in individual market plans that receive third party premium payments will elect to apply for and enroll in Medicare. USRDS data show that for individuals with ESRD enrolled in Medicare receiving hemodialysis, total health care spending averaged $91,000 per person in 2014, including dialysis and non-dialysis services. Therefore, if 3,500 patients switch to Medicare, the total transfer from individual market issuers to the Medicare program will be approximately $318,500,000. We assume that about 50 percent of patients that opt to enroll in Medicare will also be eligible for Medicaid and will have negligible or zero cost-sharing, rather than the maximum out-of-pocket cost of $7,150, which will be a transfer from the patients to the Medicare and Medicaid programs. Therefore, for 1,750 dual eligible patients, the total transfer is estimated to be $12,512,500. For those patients covered through individual market plans who choose to enroll in Medicare there will also be a transfer of premium payments from the individual market issuers to the Medicare program. Assuming that patients will pay the standard Part B premium amount, which will be $134 in 2017, and an average Part D premium of $42.17,
Under the Executive Order, HHS is required to consider alternatives to issuing rules and alternative regulatory approaches. HHS considered not requiring any additional disclosures to patients. Providing complex information regarding available coverage options may not always help patients make the best decisions. In addition, disclosure requirements may not be as effective where financial conflicts of interest remain for the dialysis facilities. We also considered prohibiting outright contributions from dialysis suppliers to patients or third parties for individual market plan premiums, but determined that we wanted to have additional data before implementing additional restrictions. A ban could potentially cause financial hardship for some patients. On the other hand, dialysis facilities would not be able to use these contributions to steer patients towards individual market plans that are more in the financial interests of dialysis facilities rather than those of the patient. In the absence of additional data, it is not possible to estimate the costs, benefits and transfers associated with such a ban, whether the benefits would outweigh the costs, and whether it would be more effective in ending the practice of steering.
HHS believes, however, that patients will benefit from having complete and accurate information regarding their options, especially information on Medicare and Medicaid and the financial and medical/coverage consequences of each option. In addition, CMS can ensure compliance with the disclosure requirements through the survey and certification process. CMS plans to issue interpretive guidance and a survey protocol for the enforcement of the new standards by state surveyors to ensure that the facilities share appropriate information with patients.
We also considered requiring issuers to accept all third party premium payments. However, requiring issuers to accept such payments could skew the individual market risk pool, a position CMS has consistently articulated since 2013, when we expressly discouraged issuers from accepting these premium payments from providers. We also received comments from issuers, social workers, and others in response to the RFI indicating that inappropriate steering practices could have the effect of skewing the insurance risk pool. The underlying policy considerations have not changed and therefore CMS is seeking to prevent mid-year disruption by requiring facilities to disclose payments and assure acceptance. In light of the comments received regarding dialysis facilities' practices in particular, and the unique health needs and coverage options available to this population, we are at this time imposing disclosure-related obligations only on the ESRD facilities themselves. This rule does not change the legal obligations or requirements placed on issuers.
In addition, to determine whether further action is warranted, we seek comments from stakeholders on whether patients would be better off on balance if premium assistance originating from health care providers and suppliers were more strictly limited and disclosed. We also seek comment on alternative options where payments would be limited absent a showing that the individual market coverage was in the individual's best interest, and we seek comment on what such a showing would require and how it could prevent mid-year disruptions in coverage.
The Regulatory Flexibility Act (5 U.S.C. 601
The RFA generally defines a “small entity” as (1) a proprietary firm meeting the size standards of the Small Business Administration (SBA) (13 CFR 121.201); (2) a nonprofit organization that is not dominant in its field; or (3) a small government jurisdiction with a population of less than 50,000. (States and individuals are not included in the definition of “small entity.”) HHS uses as its measure of significant economic impact on a substantial number of small entities a change in revenues of more than 3 to 5 percent.
Because this provision is issued as a final rule without being preceded by a general notice of proposed rulemaking, a final regulatory analysis under section 604 of the Regulatory Flexibility Act (94 Stat. 1167) is not required. Nevertheless, HHS estimates that approximately 10 percent of Medicare-certified dialysis facilities are not part of a large chain and may qualify as small entities. It is not clear how many of these facilities make payments of premiums for individual market health plans, whether directly, through a parent organization, or through another entity. To the extent that they do so, these facilities will incur costs to comply with the provisions of this interim final rule with comment and experience a reduction in reimbursements if patients transfer from individual market coverage to Medicare. However, HHS believes that very few small entities, if any, make such payments. Therefore, HHS expects that this interim final rule with comment will not affect a substantial number of small entities. Accordingly, the Secretary certifies that a regulatory flexibility analysis is not required.
In addition, section 1102(b) of the Social Security Act requires agencies to prepare a regulatory impact analysis if a rule may have a significant economic impact on the operations of a substantial number of small rural hospitals. This analysis must conform to the provisions of section 604 of the RFA. This interim final rule with comment will not affect small rural hospitals. Therefore, HHS has determined that this regulation will not have a significant impact on the operations of a substantial number of small rural hospitals.
Section 202 of the Unfunded Mandates Reform Act (UMRA) of 1995 requires that agencies assess anticipated costs and benefits before issuing any rule that includes a Federal mandate that could result in expenditure in any one year by state, local or tribal governments, in the aggregate, or by the private sector, of $100 million in 1995 dollars, updated annually for inflation. In 2016, that threshold level is approximately $146 million.
UMRA does not address the total cost of a rule. Rather, it focuses on certain categories of cost, mainly those “Federal mandate” costs resulting from—(1) imposing enforceable duties on state, local, or tribal governments, or on the private sector; or (2) increasing the stringency of conditions in, or decreasing the funding of, state, local, or tribal governments under entitlement programs.
This interim final rule with comment includes no mandates on state, local, or tribal governments. Thus, this rule does not impose an unfunded mandate on state, local or tribal governments. As discussed previously, dialysis facilities that wish to make payments of premiums for individual market health plans (in any amount), whether directly, through a parent organization (such as a dialysis corporation), or through another entity (including by providing contributions to entities that make such payments), will incur administrative costs in order to comply with the provisions of this interim final rule with comment. Issuers will incur some administrative costs as well. However, consistent with policy embodied in UMRA, this interim final rule with comment has been designed to be the least burdensome alternative for state, local and tribal governments, and the private sector.
Executive Order 13132 outlines fundamental principles of federalism. It requires adherence to specific criteria by Federal agencies in formulating and implementing policies that have “substantial direct effects” on the states, the relationship between the national government and states, or on the distribution of power and responsibilities among the various levels of government.
This rule does not have direct effects on the states, the relationship between the Federal government and states, or on the distribution of power and responsibilities among various levels of government.
This interim final rule with comment is subject to the Congressional Review Act provisions of the Small Business Regulatory Enforcement Fairness Act of 1996 (5 U.S.C. 801
In accordance with the provisions of Executive Order 12866, this regulation was reviewed by the Office of Management and Budget.
Health facilities, Incorporation by reference, Kidney diseases, Medicare, Reporting and recordkeeping requirements.
For the reasons set forth in the preamble, the Centers for Medicare & Medicaid Services amends 42 CFR Chapter IV as follows:
Secs. 1102 and 1871 of the Social Security Act (42 U.S.C. 1302 and 1395hh).
(1) Be informed annually, on a timely basis for each plan year, of all available health coverage options, including but not limited to Medicare, Medicaid, CHIP and individual market plans. This must include information on:
(i) How plans in the individual market will affect the patient's access to, and costs for the providers and suppliers, services, and prescription
(ii) Medicare and Medicaid/Children's Health Insurance Coverage (CHIP) coverage, including Medicare Savings Programs, and how enrollment in those programs will affect the patient's access to and costs for health care providers, services, and prescription drugs that are currently within the individual's plan of care.
(iii) Each option's coverage and anticipated costs associated with transplantation, including patient and living donor costs for pre- and post-transplant care.
(2) Receive current information from the facility about premium assistance for enrollment in an individual market health plan that may be available to the patient from the facility, its parent organization, or third parties, including but not limited to limitations and any associated risks of such assistance.
(3) Receive current information about the facility's, or its parent organization's, contributions to patients or third parties that subsidize the individual's enrollment in individual market health plans for individuals on dialysis, including the reimbursements for services rendered that the facility receives as a result of subsidizing such enrollment.
(k)
(i) Disclose to the applicable issuer each policy for which a third party payment described in this paragraph (k) will be made, and
(ii) Obtain assurance from the issuer that the issuer will accept such payments for the duration of the plan year. If such assurances are not provided, the facility shall not make payments of premiums and shall take reasonable steps to ensure such payments are not made by the facility or by third parties to which the facility contributes as described in this paragraph (k).
(2) If a facility is aware that a patient is not eligible for Medicaid and is not eligible to enroll in Medicare Part A and/or Part B except during the General Enrollment Period, and the facility is aware that the patient intends to enroll in Medicare Part A and/or Part B during that period, the standards under this paragraph (k) will not apply with respect to payments for that patient until July 1, 2017.
National Aeronautics and Space Administration.
Final rule.
NASA has adopted as final, without change, an interim rule amending the NASA Federal Acquisition Regulation Supplement (NFS) to implement revisions to the voucher submittal and payment process.
Mr. John J. Lopez, telephone 202-358-3740.
NASA published an interim rule in the
There were no public comments submitted in response to the interim rule. The interim rule has been converted to a final rule, without change.
Executive Orders (E.O.s) 12866 and 13563 direct agencies to assess all 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). E.O. 13563 emphasizes the importance of quantifying both costs and benefits, of reducing costs, of harmonizing rules, and of promoting flexibility. This is not a significant regulatory action and, therefore, was not subject to review under section 6(b) of E.O. 12866, Regulatory Planning and Review, dated September 30, 1993. This rule is not a major rule under 5 U.S.C. 804.
NASA does not expect this final rule to have a significant economic impact on a substantial number of small entities within the meaning of the Regulatory Flexibility Act, 5 U.S.C. 601,
The purpose of this rule is to implement revisions to the NASA voucher submittal and payment process. These revisions are necessary due to section 893 of the National Defense Authorization Act for Fiscal Year 2016 (Pub. L. 114-92) prohibiting DCAA from performing audit work for non-Defense Agencies. This rule removes an outdated NFS payment clause and its associated prescription relative to the NASA voucher submittal and payment process and replaces it with a new clause that revises NASA's current cost voucher submission and payment process to ensure the continued prompt payment to its suppliers.
No comments were received in response to the initial regulatory flexibility analysis.
This rule applies to contractors requesting payment under cost reimbursement contracts. An analysis of data in the Federal Procurement Data System (FPDS) revealed that cost reimbursement contracts are primarily awarded to large businesses. FPDS data compiled over the past three fiscal years (FY 2013 through FY 2015) showed an average of 311 active cost reimbursement NASA contracts, of which 141 (approximately 45%) were awarded to small businesses. However, there is no significant economic or administrative cost impact to small or
There are no new reporting requirements or recordkeeping requirements associated with this rule. Further, there are no significant alternatives that could further minimize the already minimal impact on businesses, small or large.
The rule contains information collection requirements that require the approval of the Office of Management and Budget under the Paperwork Reduction Act (44 U.S.C. chapter 35); however, these changes to the NFS do not impose additional information collection requirements to the paperwork burden previously approved under OMB Control Number 9000-0070, entitled Payments—FAR Sections Affected: 52.232-1 thru 52.232-4 and 52.232-6 thru 52.232-11.
Government procurement.
Surface Transportation Board.
Final rules.
The Surface Transportation Board (Board or STB) is adopting final rules for investigations conducted on the Board's own initiative pursuant to Section 12 of the Surface Transportation Board Reauthorization Act of 2015.
These rules are effective on January 13, 2017.
Information or questions regarding these final rules should reference Docket No. EP 731 and be in writing addressed to Chief, Section of Administration, Office of Proceedings, Surface Transportation Board, 395 E Street SW., Washington, DC 20423-0001.
Scott M. Zimmerman at (202) 245-0386. [Assistance for the hearing impaired is available through the Federal Information Relay Service (FIRS) at 1-800-877-8339.]
Section 12 of the Surface Transportation Board Reauthorization Act of 2015, Public Law 114-110, 129 Stat. 2228 (2015) (
By decision served on May 16, 2016, the Board issued a Notice of Proposed Rulemaking (NPRM) in which the Board proposed rules for investigations conducted on the Board's own initiative pursuant to Section 12 of the
After consideration of parties' comments, the Board is adopting final rules, to be set forth at 49 CFR part 1122, that establish the procedures for Board investigations conducted pursuant to Section 12 of the
The
Within 30 days after initiating an investigation, the Board must provide notice to parties under investigation stating the basis for such investigation. The Board may only investigate issues that are of national or regional significance. Parties under investigation have a right to file a written statement describing all or any facts and circumstances concerning a matter under investigation. The Board should separate the investigative and decisionmaking functions of Board staff to the extent practicable.
Investigations must be dismissed if they are not concluded with administrative finality within one year after commencement.
The
In the NPRM, the Board proposed a three-stage process, consisting of (1) Preliminary Fact-Finding, (2) Board-Initiated Investigations, and (3) Formal Board Proceedings. Having considered the comments, the Board will adopt this three-stage process in the final rules, subject to certain modifications from what was proposed in the NPRM. Below we address the comments received in response to the NPRM pertaining to each stage, as well as other related issues, and the Board's responses, including modifications from the NPRM. The final rules are below.
As proposed in the NPRM, Preliminary Fact-Finding refers to the process in which Board staff would conduct, at their discretion, an initial, informal, nonpublic inquiry regarding an issue. The purpose of the Preliminary Fact-Finding would be to determine if there is enough information to warrant
In particular, AAR asserts that the one-year time limit for investigations should apply to Preliminary Fact-Finding because an “open-ended, limitless Preliminary Fact-Finding phase” would undermine the “purpose of the statutory scheme” and would force parties to “endure the burdens and uncertainty of an open-ended inquiry that could last for years.”
NSR asserts two arguments in support of including Preliminary Fact-Finding in the one-year time limit. First, NSR states that the plain language of the statute “expressly provides that the Board has one year to conclude any `investigation' with administrative finality.” Therefore, the Board's proposed “Preliminary Fact-Finding phase is a blatant attempt to buy itself more time to conduct an investigation than afforded” by Section 12 of the
NGFA and NITL disagree with including Preliminary Fact-Finding in the statutorily-mandated one-year time limit for investigations, but argue that the Board should instead impose a reasonable time limit on Preliminary Fact-Finding. NGFA supports the Board imposing a time limit of 60 days. (NGFA Reply 5.) NITL supports a 45-day deadline for Preliminary Fact-Finding. (NITL Comment 2.)
SMART-TD argues that “there is always `preliminary' work” before an “official” agency action and, therefore, the Board should delete the provision for Preliminary Fact-Finding from the final rules. (SMART-TD Comment 11.)
Although 49 U.S.C. 11701 requires that the Board dismiss any investigation that is not concluded with administrative finality within one year, Preliminary Fact-Finding does not constitute part of an investigation; rather, it is the Board's informal process of determining
Although there is no limitation in the statute as to how long Preliminary Fact-Finding should occur, the Board understands the concern from the parties that the Board not allow the Preliminary Fact-Finding phase to continue “indefinitely.” The final rules, accordingly, require that Preliminary Fact-Finding be concluded within a reasonable period of time. As a matter of policy, we determine “a reasonable period of time” to be approximately 60 days from the date the Board notifies the party subject to Preliminary Fact-Finding that Preliminary-Fact Finding has commenced.
Jersey City requests that the Board publish notice of commencement of Preliminary Fact-Finding in the
AAR opposes making Preliminary Fact-Finding public, stating that to do so would make parties “reluctant to volunteer information” and subject to “unwarranted reputational damage or other harm.” (
The Board will adopt the proposal in the NPRM to keep the Preliminary Fact-Finding confidential, subject to certain limited exceptions (discussed below). Having considered the parties' arguments, we are not convinced the potential benefits of making Preliminary Fact-Finding public outweigh the risks. During Preliminary Fact-Finding, Board staff would only be ascertaining whether a matter warrants an investigation by the Board. Preliminary Fact-Finding would not be a formal, evidence-gathering process, and, if the Board were to make Preliminary Fact-Finding public, parties subject to Preliminary Fact-Finding could possibly be subject to unwarranted reputational damage or other harm. NGFA suggests that concerns about confidentiality could be avoided by redacting the parties' names, but even a general description of the issues subject to Preliminary Fact-Finding might effectively disclose the identity of involved parties, regardless of whether the name(s) of the parties were redacted. Therefore, the final rules presume that Preliminary Fact-Finding would be nonpublic and confidential, unless the Board otherwise finds it necessary to make certain information related to, or the fact of, Preliminary Fact-Finding public.
As previously proposed in the NPRM, the final rules would continue to allow the Board to make aspects of Preliminary Fact-Finding public.
First, AAR asserts that the Board or the Director of the Office of Proceedings, as opposed to Board staff, should approve commencement of Preliminary Fact-Finding, “given the potentially significant consequences on regulated parties” from Preliminary Fact-Finding, or from a Board-Initiated Investigation or Formal Board Proceeding opened as a result of Preliminary Fact-Finding. (AAR Comment 6.) We decline to incorporate the suggestion that the Board or the Director of the Office of Proceedings should approve commencement of Preliminary Fact-Finding. The Board must gather information concerning potentially qualifying violations to determine whether it should commence a Board-Initiated Investigation. For the reasons discussed earlier,
Second, AAR suggests that the Board should notify parties subject to Preliminary Fact-Finding that Preliminary Fact-Finding has commenced. AAR argues that, without such notice, railroads may not be willing to coordinate and share information with the Board's Office of Public Assistance, Governmental Affairs, and Compliance (OPAGAC) out of concern that such information could be used by Board staff in Preliminary Fact-Finding against them. (AAR Comment 7-8.) To address AAR's concerns regarding OPAGAC, we are modifying section 1122.3 to include a requirement that Board staff notify parties subject to Preliminary Fact-Finding that Preliminary Fact-Finding has commenced.
Third, AAR argues that section 1122.3 should use the terminology “warranted” or “not warranted” (instead of “appropriate” or “not appropriate”), as both the NPRM's preamble and the statute use the word “warranted.” (AAR Comment 9 n.3.) The final rules incorporate this suggestion, adopting the terminology of “warranted” or “not warranted,” instead of “appropriate” or “not appropriate.”
AAR seeks clarification that (1) the production of documents during Preliminary Fact-Finding is voluntary, (2) the requirement to certify a production of documents applies to Preliminary Fact-Finding, (3) the Board retains its right to demand to inspect and copy any record of a rail carrier pursuant to 49 U.S.C. 11144(b) during Preliminary Fact-Finding, and (4) the information submitted during Preliminary Fact-Finding will be “subject to disclosure in any subsequent Board-Initiated Investigation on the same terms as other materials gathered during Board-Initiated Investigations.” (AAR Comment 5, 7-8.)
In response to AAR's comments, the Board provides the following clarifications. First, the production of documents during Preliminary Fact-Finding would be voluntary.
NITL and NGFA state that the Board should provide staff the “appropriate tools” to obtain information needed during Preliminary Fact-Finding. (NITL Comment 2; NGFA Reply 5-6.) NGFA also suggests that the Board should adopt deadlines for a party subject to Preliminary Fact-Finding to submit evidence to the Board. (NGFA Reply 6.)
The Board declines to give Board staff additional authority to obtain information during Preliminary Fact-Finding. As previously noted, Preliminary Fact-Finding is an initial, informal inquiry to determine whether a Board-Initiated Investigation is warranted. The Board, thus, has intentionally limited Board staff's authority to collect evidence in order to prevent undue burden on anyone. However, during Preliminary Fact-Finding, Board staff would be able to request that parties produce information and documents on a voluntary basis and request that any evidence submitted be provided by a certain deadline. Although Board staff would not be able to issue subpoenas to compel the production of evidence during Preliminary Fact-Finding, parties would have an incentive to provide information or documents to show that a Board-Initiated Investigation is not warranted. For these reasons, the Board declines to grant Board staff any further authority to obtain information during Preliminary Fact-Finding.
As proposed in the NPRM, Board-Initiated Investigation refers to an investigation, conducted in accordance with Section 12 of the
In this section, we address parties' comments on (1) the standard for opening a Board-Initiated Investigation, (2) the definition of “national or regional significance,” (3) timing of providing the Order of Investigation to parties under investigation, (4) confidentiality of Board-Initiated Investigations, (5) parties' requests for the right to intervene in Board-Initiated Investigations, (6) railroads' request for access to exculpatory evidence, (7) parties' comments relating to the collection of information and documentation, and (8) the process for providing Board staff's recommendations and summary of findings to a party under investigation.
In comments, AAR asks the Board to clarify the standard for commencing a Board-Initiated Investigation and require that (1) “the issue [be] of national or regional significance” and (2) “there [be]
AAR further asks that the Board require that any Order of Investigation issued state that “the matter at issue `is' of national or regional significance” (instead of “may be” of national or regional significance). (AAR Comment 9.) Relatedly, NSR asks that the Board clarify that any issue subject to a Board-Initiated Investigation must “remain of national or regional significance throughout the Board-Initiated Investigation and related Formal Board Proceeding.” (NSR Comment 3.)
The final rules will continue to require that an alleged violation subject to a Board-Initiated Investigation be of national or regional significance.
In particular, AAR states that the Board should define “national or regional significance” as “widespread and significant effects on transportation service or markets in a region or across the nation.” AAR also asks that the Board clarify that issues of national or regional significance do not include individual rate disputes or disputes involving a single shipper. (AAR Comment 10.) Similarly, Jersey City states that the Board should define “national or regional significance” in order to avoid litigation on jurisdictional issues stemming from this phrase. (Jersey City Comment 11-12.)
We decline to adopt a definition of “national or regional significance.” The Board finds that AAR's proposed definition does not provide significantly more insight than the phrase itself as to what constitutes a matter “of national or regional significance.” In addition, there is no need to expressly exclude rate disputes in these rules—such disputes are not subject to Board-Initiated Investigation under the statute (whether or not they are of national or regional significance). Section 11701(a) of Title 49 of the United States Code states that the Board may begin an investigation on its own initiative, “[e]xcept as otherwise provided in this part.” Rate disputes are governed by 49 U.S.C. 10704, which specifically states that rate disputes may only be commenced “on complaint.” 49 U.S.C. 10704(b). Therefore, rate disputes fall outside the purview of the investigatory authority conferred to the Board under Section 12 of the
As to disputes involving a single shipper, the Board declines to adopt a blanket approach as to whether such issues are of national or regional significance. Such a determination would be fact-dependent and require the Board to make a determination based on the specific situation and various factors (such as the dispute's impact on national or regional rail traffic), which are discussed further below.
NSR and NGFA also ask that the Board provide clarification related to the definition of “national or regional significance.” Specifically, NSR asks the Board to explain how it “intends to apply the jurisdictional standard of `national or regional significance.' ” (NSR Comment 3.) NGFA requests that the Board “provide a discussion of the types of rail practices or issues the Board would consider to be of national or regional significance.” (NGFA Comment 3-4; NGFA Reply 6.)
Under the final rules, the Board would apply the jurisdictional standard of national or regional significance on a case-by-case basis, considering, for instance, the extent of the impacts of the potential violation on national or regional rail traffic, customers, or third parties, or the geographic scope of the alleged violation. Examples of recent matters that the Board might consider to be of national or regional significance include (but are not limited to): Fertilizer shipment delays; rail car supply issues that impact grain shipments; or extensive congestion at strategic interchange points such as Chicago, Ill.
In comments, NGFA asks that the Board publish Orders of Investigation in the
We find that the risks of making Board-Initiated Investigations public outweigh the potential benefits, absent extraordinary circumstances.
With respect to confidentiality, AAR asks that the Board clarify that it is “not claiming unbounded discretion to make confidential
The Board will grant these requests to clarify that parties will be given notice and the ability to respond to the potential disclosure of confidential commercial information prior to its release. Specifically, the final rules at
In its comments, AAR asks that the Board instead provide a copy of the Order of Investigation to the parties under investigation within 10 days of its issuance. (AAR Comment 12.) Similarly, NGFA asks that the Board provide a copy of the Order of Investigation to the public within 10 or 15 days of its issuance. (NGFA Reply 7.)
Under 49 U.S.C. 11701(d)(1), the Board is required to provide written notice to the parties under investigation by not later than 30 days after initiating the investigation. Although in practice the Board intends to provide copies of the Order of Investigation to parties within a shorter timeframe as requested by AAR and NGFA, the Board declines to adopt regulations that are stricter than the requirements of Section 12 of the
We decline to permit third parties to intervene or participate as a matter of right in Board-Initiated Investigations. Although NGFA and Jersey City argue that interventions could increase transparency and assist Investigative Officers in developing a more complete record and determining whether a qualifying violation occurred, a final, binding determination in that regard is not made during a Board-Initiated Investigation. (
Finally, we disagree with Jersey City's argument that 28 U.S.C. 2323 grants interested “[c]ommunities, associations, firms, and individuals” a right to intervene in any Board-Initiated Investigation. As AAR points out, section 2323 applies only to federal court proceedings arising from challenges to Board rulemakings or attempts to enforce Board orders. (AAR Reply 9.) For these reasons, the final rules continue to prohibit intervention or participation by third parties in any Board-Initiated Investigation.
In response to AAR and NSR's comments pertaining to transcripts, the Board declines to always require a transcript of investigative testimony, but will require that witnesses be given access to any transcript of their investigative testimony—either by receiving a copy of the transcript or by inspecting the transcript. Specifically, the final rules now provide that “[a] witness who has given testimony pursuant to [part 1122 of the regulations] shall be entitled, upon written request, to procure a transcript of the witness' own testimony or, upon proper identification, shall have the right to inspect the official transcript of the witness' own testimony.”
As to Investigating Officers' right to request documents, we will adopt AAR's suggestion that Investigating Officers be limited to request documents that are likely to be directly relevant to the investigation. (AAR Comment 15.) Thus, we have modified the language of section 1122.9 to state that Investigating Officer(s) may interview or depose witnesses, inspect property and facilities, and request and require the production of any information, documents, books, papers, correspondence, memoranda, agreements, or other records, in any form or media, “that are likely to be directly relevant to the issues of the Board-Initiated Investigation.” This change also sufficiently addresses NSR's concern that Investigating Officers' requests for evidence be “limited in scope, specific in directive, and in good faith.” (NSR Comment 4.) The Board declines to otherwise limit the Investigating Officers' right to request evidence.
AAR and NSR also ask that the Board provide parties under investigation the right to seek discovery.
Finally, AAR and NSR request that the Board eliminate or add certain other provisions related to the Board's collection of information and documentation during a Board-Initiated Investigation. First, AAR asks that the Board entirely eliminate the proposed regulation (proposed in the NPRM as 49 CFR 1122.11) titled “Certifications and false statements,” including subparagraph (b), which requires a party from whom documents are sought to submit a list of all documents withheld due to privilege, and subparagraph (c), which sets forth the criminal penalty for perjury. (AAR Comment 16-17.) Alternatively, AAR asks the Board to revise the “Certifications and false statements” provision to “require the person [producing documents] to confirm that it produced all responsive, non-privileged documents located after reasonable search and subject to any agreed-upon protocols regarding reduction of duplicative documents.” (AAR Comment 16.) AAR claims its language would allow a party to only have to produce one copy of a document, even if duplicative digital versions exist. Its language would also require a party to perform a “reasonable” search, rather than a “diligent” search, as proposed in the NPRM. Additionally, AAR asks that the Board adopt a “witness rights” provision in accordance with other agencies' practices. (AAR Comment 17.) NGFA opposes AAR's request to remove the “Certifications and false statements” provision. (NGFA Reply 8.)
We decline to eliminate the “Certifications and false statements” provision in its entirety, or its subparagraph (b) relating to the privilege log requirements. Subparagraphs (a) and (b) are necessary, as they would be the Investigating Officers' primary means of ensuring that parties under investigation have conducted their due diligence and provided the Board with the information requested. However, we will grant AAR's request regarding agreed-upon protocols for duplicative documents. Accordingly, the final rules now expressly subject the “Certifications and false statements” provision to any search protocols that the Investigating Officer(s) and producing parties may agree upon.
Second, AAR and NSR request that the Board remove the attorney disqualification provision, proposed in the NPRM as section 1122.9(b), in which the Board would have the authority to exclude a particular attorney from further participation in any Board-Initiated Investigation in which the attorney is obstructing the Board-Initiated Investigation. (AAR Comment 18; NSR Comment 26-27.) After considering the comments, we will remove the attorney disqualification provision from the final rules, as the Board's current rules governing attorney conduct sufficiently protect the integrity of any investigation.
The Board recognizes the merits of the Brady Rule and expects to employ the practice of disclosing exculpatory evidence if the Board were to open a Formal Board Proceeding following the conclusion of a Board-Initiated Investigation involving any criminal provisions of 49 U.S.C. Subtitle IV, Part A. However, because (1) most Board-Initiated Investigations will not likely involve any such criminal provisions, (2) Board-Initiated Investigations only determine if the Board should open a Formal Board Proceeding, and (3) any remedy that may result from an investigation must be prospective only, the Brady Rule does not appear directly applicable, and the Board will not codify it in the final rules adopted here.
The NPRM also provided an optional process whereby Investigating Officer(s), in their discretion and time permitting, could present (orally or in writing) their recommendations and/or summary of findings to parties under investigation
In response, AAR and NSR request that the Board make this optional process mandatory.
The Board intends that Investigating Officer(s), when possible, will utilize the optional process of presenting their recommendations and summary of findings to parties under investigation prior to submitting them to the Board Members. However, given the one-year deadline for concluding Board-Initiated Investigations, the Board will not make this process mandatory, as there may be circumstances in which Investigating Officer(s) cannot complete their recommendations and summary of findings sufficiently in advance of the one-year deadline to allow them to be presented to the party under investigation prior to submission to the Board. In such cases, the Investigating Officer(s) will provide their recommendations and summary of findings to parties at the same time they are submitted to the Board Members. This is provided for in the final rules at section 1122.5(c), which states that the Investigating Officer(s) must submit their recommendations and summary of findings to the Board and parties under investigation within 275 days.
With respect to parties' responses to Investigating Officers' recommendations and summary of findings, AAR also requests that the Board clarify that parties have the right to submit arguments in their response to Board staff's recommendations and summary of findings. AAR also argues that the Board should increase the 15-page limit for parties' responses to Board staff's recommendations and summary of findings, but if not, then clarify that the party's supporting data, evidence, and verified statements would not count towards the 15-page limit. We will grant AAR's requests, as they would provide the Board with more information in determining whether further action is warranted following a Board-Initiated Investigation. The final rules now provide that: parties have the right to submit arguments in their response to Board staff's recommendations and summary of findings; supporting data, evidence, and verified statements do not count towards the page limit of such responses; and parties may submit written statements responding to the Investigating Officers' recommendations and summary of findings of up to 20 pages.
As proposed in the NPRM, the Formal Board Proceeding refers to a public proceeding that may be instituted by the Board pursuant to an Order to Show Cause after a Board-Initiated Investigation has been conducted. With respect to the Formal Board Proceeding phase, commenters express concerns relating to (1) the duration of the Formal Board Proceeding, (2) the standard for commencing a Formal Board Proceeding, and (3) the Order to Show Cause.
According to NSR, because 49 U.S.C. 11701(d)(6) states that the Board must “dismiss any investigation that is not concluded by the Board with administrative finality within 1 year after the date on which it was commenced,” the Board must either dismiss the Board-Initiated Investigation or decide on the merits of the Formal Board Proceeding within one year of opening the Board-Initiated Investigation. (NSR Comment 6-7.) However, such an interpretation directly contradicts the Senate Report for the
The requirement to dismiss any investigation that is not concluded within 1 year after the date on which it was commenced would only include the time period needed to generate recommendations and summary of findings. The time period needed to complete a proceeding, after receipt of the recommendations and summary of findings, would not be included in the 1 year timeline for investigations.
NSR nonetheless states that the Senate Report “is trumped by the unambiguous new section 11701(d)(6),” arguing that “administrative finality” is “a known term of art with a specific definition, thus precluding any need to rely on legislative history.” As support, NSR, among other cases, compares the Board's proposed investigation process to
Moreover, under 49 U.S.C. 11701(d)(7), which immediately follows the requirement that the Board conclude a Board-Initiated Investigation with administrative finality within one year, the Board's options for concluding the Board-Initiated Investigation, and thus
Additionally, NSR states that “other provisions of the Board's governing statute reinforce that administrative finality occurs only with [a] Board decision.” (NSR Comment 8.) Specifically, NSR cites 49 U.S.C. 11701(e)(7), which “permits judicial review upon conclusion of the Formal Board Proceeding,” and 49 U.S.C. 722(d),
Additionally, NSR asks that the Board require that the Order to Show Cause state the issues to be considered in the Formal Board Proceeding. (NSR Comment 4, 30-32.) We find this request to be reasonable, as a party subject to a Formal Board Proceeding should have notice as to the issues that will be publicly considered by the Board. Based on NSR's comment, the final rules include a requirement that the Order to Show Cause state the issues to be considered during the Formal Board Proceeding.
The NPRM's proposed language expressly tracked 49 U.S.C. 11701(d)(5), which states that in any investigation commenced on the Board's own initiative, the Board must “to the extent practicable, separate the investigative and decisionmaking functions of staff.” Although AAR argues that this is insufficient, as it is merely a “ritualistic incantation of [the] statutory language,” the NPRM also proposed that the Order of Investigation would identify the Investigating Officer(s) and provided that parties subject to investigation could submit written materials to the Board Members at any time. As a result, parties that feel that the investigative and decisionmaking functions of staff are not properly separated may express their concerns in writing directly to the Board during the course of a Board-Initiated Investigation or Formal Board Proceeding.
AAR further asks that the Board explain “any instances where it may not be practicable to separate these functions.” AAR also requests that the Board include in the final rules provisions ensuring the separation of investigatory and decisionmaking functions, such as requirements that the Board “[i]dentify all staff who work in an investigation, not just the Investigating Officers” and “[n]otify Board Members, decisional staff within the Board, and parties subject to investigation who has been designated investigation staff for any particular Board-Initiated Investigation.” (AAR Comment 11-12.)
The Board declines to describe instances where it may not be practicable to separate these functions. Based on AAR's comment, however, we clarify that our intent is that
Jersey City and NSR ask the Board to revise the NPRM's approach to ex parte communications. First, Jersey City asks that the Board remove the NPRM's provision allowing any party subject to a Board-Initiated Investigation to submit to the Board written statements at any time during the Board-Initiated Investigation. (Jersey City Comment 16.) Second, NSR requests that the Board restrict ex parte communications between Investigating Officers and Board staff conducting Preliminary-Fact Finding and other Board staff, as well as Board Members involved in the Formal Board Proceeding. Finally, NSR states that, should such communications occur, Section 5 and Section 12 of the
The Board declines to adopt Jersey City's and NSR's proposals regarding ex parte communications. As explained above, the final rules require the Board to identify in the Order of Investigation (which would be voted on by the Board Members) all Board staff conducting a Board-Initiated Investigation. Therefore, Board Members and their staffs would know with whom to restrict their communications to avoid ex parte issues. Additionally, the final rules continue to provide parties under investigation with the ability to notify the Board in writing of any facts or circumstances relating to the investigation, including potentially prohibited ex parte communications.
The Regulatory Flexibility Act of 1980 (RFA), 5 U.S.C. 601-612, generally requires a description and analysis of new rules that would have a significant economic impact on a substantial number of small entities. In drafting a rule, an agency is required to: (1) Assess the effect that its regulation will have on small entities; (2) analyze effective alternatives that may minimize a regulation's impact; and (3) make the analysis available for public comment. 5 U.S.C. 601-604. Under section 605(b), an agency is not required to perform an initial or final regulatory flexibility analysis if it certifies that the proposed or final rules will not have a “significant impact on a substantial number of small entities.”
Because the goal of the RFA is to reduce the cost to small entities of complying with federal regulations, the RFA requires an agency to perform a regulatory flexibility analysis of small entity impacts only when a rule directly regulates those entities. In other words, the impact must be a direct impact on small entities “whose conduct is circumscribed or mandate” by the proposed rule.
In the NPRM, the Board certified under 5 U.S.C. 605(b) that the proposed rule would not have a significant economic impact on a substantial number of small entities within the meaning of the RFA. The Board explained that the proposed rule would not place any additional burden on small entities, but rather clarify an existing obligation. The Board further explained that, even assuming for the sake of argument that the proposed regulation were to create an impact on small entities, which it would not, the number of small entities so affected would not be substantial. No parties submitted comments on this issue. A copy of the NPRM was served on the U.S. Small Business Administration (SBA).
The final rule adopted here revises the rules proposed in the NPRM. However, the same basis for the Board's certification of the proposed rule applies to the final rules adopted here. The final rules would not create a significant impact on a substantial number of small entities, as the regulations would only specify procedures related to investigations of matters of regional or national significance conducted on the Board's own initiative and do not mandate or circumscribe the conduct of small entities. Therefore, the Board certifies under 5 U.S.C. 605(b) that the final rules will not have a significant economic impact on a substantial number of small entities within the meaning of the RFA. A copy of this decision will be served upon the Chief Counsel for Advocacy, Office of Advocacy, U.S. Small Business Administration, Washington, DC 20416.
Investigations.
1. The final rules set forth below are adopted and will be effective on January 13, 2017.
2. A copy of this decision will be served upon the Chief Counsel for Advocacy, Office of Advocacy, U.S. Small Business Administration.
3. This decision is effective on January 13, 2017.
By the Board, Chairman Elliott, Vice Chairman Miller, and Commissioner Begeman.
49 U.S.C. 1321, 11144, 11701.
(a)
(b)
(c)
(d)
This part applies only to matters subject to Section 12 of the Surface Transportation Board Reauthorization Act of 2015, 49 U.S.C. 11701.
The Board staff may, in its discretion, conduct nonpublic Preliminary Fact-Finding, subject to the provisions of § 1122.6, to determine if a matter presents an alleged violation that could be of national or regional significance and subject to the Board's jurisdiction under 49 U.S.C. Subtitle IV, Part A, and warrants a Board-Initiated Investigation. Board staff shall inform the subject of Preliminary Fact-Finding that Preliminary Fact-Finding has commenced. Where it appears from Preliminary Fact-Finding that a Board-Initiated Investigation is warranted, staff shall so recommend to the Board. Where it appears from the Preliminary Fact-Finding that a Board-Initiated Investigation is not warranted, staff shall conclude its Preliminary Fact-Finding and notify any parties involved that the process has been terminated.
The Board may, in its discretion, commence a nonpublic Board-Initiated Investigation of any matter of national or regional significance that is subject to the jurisdiction of the Board under 49 U.S.C. Subtitle IV, Part A, subject to the provisions of § 1122.6, by issuing an Order of Investigation. Orders of Investigation shall state the basis for the Board-Initiated Investigation and identify all Board staff who are authorized to conduct the investigation as Investigating Officer(s). The Board may add or remove Investigating Officer(s) during the course of a Board-Initiated Investigation. To the extent practicable, an Investigating Officer shall not participate in any decisionmaking functions in any Formal Board Proceeding(s) opened as a result of any Board-Initiated Investigation(s) that he or she conducted.
(a) After notifying the party subject to Preliminary Fact-Finding that Preliminary Fact-Finding has commenced, the Board staff shall, within a reasonable period of time, either:
(1) Conclude Preliminary Fact-Finding and notify any parties involved that the process has been terminated; or
(2) Recommend to the Board that a Board-Initiated Investigation is warranted.
(b) Not later than 30 days after commencing a Board-Initiated Investigation, the Investigating Officer(s) shall provide the parties under investigation a copy of the Order of Investigation. If the Board adds or removes Investigating Officer(s) during the course of the Board-Initiated Investigation, it shall provide written notification to the parties under investigation.
(c) Not later than 275 days after issuance of the Order of Investigation, the Investigating Officer(s) shall submit to the Board and the parties under investigation:
(1) Any recommendations made as a result of the Board-Initiated Investigation; and
(2) A summary of the findings that support such recommendations.
(d) Not later than 90 days after receiving the recommendations and summary of findings, the Board shall decide whether to dismiss the Board-Initiated Investigation if no further action is warranted or initiate a Formal Board Proceeding to determine whether any provision of 49 U.S.C. Subtitle IV, Part A, has been violated in accordance with section 12 of the Surface Transportation Board Reauthorization Act of 2015. The Board shall dismiss any Board-Initiated Investigation that is not concluded with administrative finality within one year after the date on which it was commenced.
(e) A Formal Board Proceeding commences upon issuance of a public Order to Show Cause. The Order to Show Cause shall state the basis for, and the issues to be considered during, the Formal Board Proceeding and set forth a procedural schedule.
(a) All information and documents obtained under § 1122.3 or § 1122.4, whether or not obtained pursuant to a Board request or subpoena, and all activities conducted by the Board under this part prior to the opening of a Formal Board Proceeding, shall be treated as nonpublic by the Board and its staff except to the extent that:
(1) The Board, in accordance with 49 CFR 1001.4(c), (d), and (e), directs or authorizes the public disclosure of activities conducted under this part prior to the opening of a Formal Board Proceeding. If any of the activities being publicly disclosed implicate records claimed to be confidential commercial information, the Board shall notify the submitter prior to disclosure in accordance with 49 CFR 1001.4(b) and provide an opportunity to object to disclosure in accordance with 49 CFR 1001.4(d);
(2) The information or documents are made a matter of public record during the course of an administrative proceeding; or
(3) Disclosure is required by the Freedom of Information Act, 5 U.S.C. 552 or other relevant provision of law.
(b) Procedures by which persons submitting information to the Board pursuant to this part of title 49, chapter X, subchapter B, of the Code of Federal Regulations may specifically seek confidential treatment of information for purposes of the Freedom of Information Act disclosure are set forth in § 1122.7. A request for confidential treatment of information for purposes of Freedom of Information Act disclosure shall not, however, prevent disclosure for law
Any person that produces documents to the Board pursuant to § 1122.3 or § 1122.4 may claim that some or all of the information contained in a particular document or documents is exempt from the mandatory public disclosure requirements of the Freedom of Information Act (FOIA), 5 U.S.C. 552, is information referred to in 18 U.S.C. 1905, or is otherwise exempt by law from public disclosure. In such case, the person making such a claim shall, at the time the person produces the document to the Board, indicate on the document that a request for confidential treatment is being made for some or all of the information in the document. In such case, the person making such a claim also shall file a brief statement specifying the specific statutory justification for non-disclosure of the information in the document for which confidential treatment is claimed. If the person states that the information comes within the exception in 5 U.S.C. 552(b)(4) for trade secrets and commercial or financial information, and the information is responsive to a subsequent FOIA request to the Board, 49 CFR 1001.4 shall apply.
No party who is not the subject of a Board-Initiated Investigation may intervene or participate as a matter of right in any such Board-Initiated Investigation under this part.
The Investigating Officer(s), in connection with any Board-Initiated Investigation, may interview or depose witnesses, inspect property and facilities, and request and require the production of any information, documents, books, papers, correspondence, memoranda, agreements, or other records, in any form or media, that are likely to be directly relevant to the issues of the Board-Initiated Investigation. The Investigating Officer(s), in connection with a Board-Initiated Investigation, also may issue subpoenas, in accordance with 49 U.S.C. 1321, to compel the attendance of witnesses, the production of any of the records and other documentary evidence listed above, and access to property and facilities.
Transcripts, if any, of investigative testimony shall be recorded solely by the official reporter or other person or by means authorized by the Board or by the Investigating Officer(s). A witness who has given testimony pursuant to this part shall be entitled, upon written request, to procure a transcript of the witness' own testimony or, upon proper identification, shall have the right to inspect the official transcript of the witness' own testimony.
(a) Any person who is compelled or requested to furnish documentary evidence or testimony in a Board-Initiated Investigation shall, upon request, be shown the Order of Investigation. Copies of Orders of Investigation shall not be furnished, for their retention, to such persons requesting the same except with the express approval of the Chairman.
(b) Any person compelled to appear, or who appears in person at a Board-Initiated Investigation by request or permission of the Investigating Officer may be accompanied, represented, and advised by counsel, as provided by the Board's regulations.
(c) The right to be accompanied, represented, and advised by counsel shall mean the right of a person testifying to have an attorney present with him during any aspect of a Board-Initiated Investigation and to have this attorney advise his client before, during and after the conclusion of such examination.
(a) When producing documents under § 1122.4, the producing party shall submit a statement certifying that such person has made a reasonable search for the responsive documents and is producing all the documents called for by the Investigating Officer(s), subject to any search protocols agreed to by the Investigating Officer(s) and producing parties. If any responsive document(s) are not produced for any reason, the producing party shall state the reason therefor.
(b) If any responsive documents are withheld because of a claim of the attorney-client privilege, work product privilege, or other applicable privilege, the producing party shall submit a list of such documents which shall, for each document, identify the attorney involved, the client involved, the date of the document, the person(s) shown on the document to have prepared and/or sent the document, and the person(s) shown on the document to have received copies of the document.
Any party subject to a Board-Initiated Investigation may, at any time during the course of a Board-Initiated Investigation, submit to the Board written statements of facts or circumstances, with any relevant supporting evidence, concerning the subject of that investigation.
(a) After conducting sufficient investigation and prior to submitting recommendations and a summary of findings to the Board, the Investigating Officer, in his or her discretion, may inform the parties under investigation (orally or in writing) of the proposed recommendations and summary of findings that may be submitted to the Board. If the Investigating Officer so chooses, he or she shall also advise the parties under investigation that they may submit a written statement, as explained below, to the Investigating Officer prior to the consideration by the Board of the recommendations and summary of findings. This optional process is in addition to, and does not limit in any way, the rights of parties under investigation otherwise provided for in this part.
(b) Unless otherwise provided for by the Investigating Officer, parties under investigation may submit a written statement, as described above, within 14 days after of being informed by the Investigating Officer of the proposed recommendation(s) and summary of findings. Such statements shall be no more than 20 pages, not including any supporting data, evidence, and verified statements that may be attached to the written statement, double spaced on 8
(c) Such written statements, if the parties under investigation choose to submit, shall be submitted to the Investigating Officer. The Investigating Officer shall provide any written statement(s) from the parties under investigation to the Board at the same time that he or she submits his or her recommendations and summary of findings to the Board.
National Marine Fisheries Service (NMFS), National Oceanic and Atmospheric Administration (NOAA), Commerce.
Final rule.
This final rule establishes a commercial retention limit of eight blacknose sharks for all Atlantic shark limited access permit holders in the Atlantic region south of 34°00′ N. latitude. NMFS manages four small coastal shark (SCS) species in the Atlantic: Blacknose, Atlantic sharpnose, finetooth, and bonnethead. All of these species except blacknose sharks are managed in a management group called the “non-blacknose SCS.” This action is being taken to reduce discards of non-blacknose small coastal sharks (SCS) while increasing the utilization of available Atlantic non-blacknose SCS quota and aid in rebuilding and ending overfishing of Atlantic blacknose sharks. The final action affects fishermen who fish in the Atlantic region and who hold commercial shark limited access permits. In addition, this final rule implements two small, unrelated administrative changes to existing regulatory text to remove cross-references to an unrelated section and a section that does not exist. These two changes are administrative in nature, and are not expected to result in any impacts to the environment or current fishing operations.
Effective on January 13, 2017.
Copies of the supporting documents—the Final Environmental Assessment (EA) for this final action, the 2006 Consolidated Highly Migratory Species (HMS) Fishery Management Plan (FMP) and its amendments, and the annual HMS Stock Assessment and Fishery Evaluation (SAFE) Reports—are available from the HMS Management Division Web site at
Guý DuBeck, Larry Redd, Cliff Hutt, or Karyl Brewster-Geisz by telephone at 301-427-8503.
Atlantic sharks are directly managed under the authority of the Magnuson-Stevens Fishery Conservation and Management Act (Magnuson-Stevens Act), and the authority to issue regulations has been delegated from the Secretary of Commerce to the Assistant Administrator (AA) for Fisheries, NOAA. NMFS published in the
NMFS published a proposed rule on August 3, 2016 (81 FR 51165), outlining the alternatives analyzed in the Draft EA, identifying the preferred alternative, and soliciting public comments on the measures, which would impact the blacknose shark and non-blacknose SCS fisheries in the Atlantic region. Specifically, the proposed rule proposed establishing a commercial retention limit of eight blacknose sharks in the Atlantic region south of 34°00′ N. latitude but also considered alternatives that would establish a commercial retention limit of non-blacknose SCS for shark directed access permit holders in the Atlantic region south of 34°00′ N. latitude once the blacknose shark quota is reached, as well as two other alternatives regarding potential commercial retention limits for blacknose sharks. The full description of the management and conservation measures considered is included in both the Final EA and the proposed rule and is not repeated here. The comment period for the Draft EA and proposed rule ended on September 20, 2016. The comments received, and responses to those comments, are summarized below under the heading labeled Response to Comments.
This final rule establishes a commercial retention limit of eight blacknose sharks for all Atlantic shark limited access permit holders in the Atlantic region south of 34°00′ N. latitude. This rulemaking only focuses on the Atlantic region south of 34°00′ N. latitude since NMFS prohibited the retention and landings of blacknose sharks in the Gulf of Mexico and north of 34°00′ N. latitude in 2015. This final action should reduce discards of non-blacknose SCS while increasing the utilization of available Atlantic non-blacknose SCS quota and aid in rebuilding and ending overfishing of Atlantic blacknose sharks.
Finally, this rule makes administrative changes to existing regulatory text. Specifically, in two locations in § 635.24(a), the regulations make reference to paragraphs (a)(4)(iv) through (vi); those cross-references are unnecessary because the Commercial Caribbean Small Boat permit under (a)(4)(iv) is a separate permit from the shark limited access permits and there is no (a)(4)(v) and (a)(4)(vi) regulations. This final rule implements changes to the regulations in 50 CFR part 635 to correct those regulatory cross-references.
During the proposed rule stage, NMFS received 15 written and oral comments. NMFS also received feedback from: The HMS Advisory Panel on September 8, 2016; constituents who attended the conference call/webinar held on August 16, 2016; and constituents who attended the public hearing on August 24, 2016, in Cocoa Beach, FL. Additionally, NMFS consulted with the South Atlantic Fishery Management Council on September 15, 2016. A summary of the comments received on the proposed rule during the public comment period is provided below with NMFS' responses. All written comments submitted during the comment period can be found at
The NMFS Assistant Administrator has determined that the final rule is necessary for the conservation and management of the Atlantic shark fisheries and that it is consistent with the Magnuson-Stevens Act and other applicable laws.
This final action has been determined to be not significant for purposes of Executive Order 12866.
A Final Regulatory Flexibility Analysis (FRFA) was prepared for this rule pursuant to the Regulatory Flexibility Act (RFA) (5 U.S.C. 604 (c)(1)-(4)). The FRFA incorporates the Initial Regulatory Flexibility Analysis (IRFA), a summary of the significant issues raised by the public comments in response to the IRFA, NMFS responses to those comments, and a summary of the analyses completed to support the action. The full FRFA and analysis of economic and ecological impacts are available from NMFS (see
Under Section 604(a)(1) of the RFA, the management goals and objectives of the preferred alternative are to provide for the sustainable management of SCS species under authority of the Secretary consistent with the requirements of the Magnuson-Stevens Act and other statutes which may apply to such management, including the Endangered Species Act, Marine Mammal Protection Act, and Atlantic Tunas Convention Act. The Magnuson-Stevens Act mandates that the Secretary provide for the conservation and management of HMS through development of an FMP for species identified for management and to implement the FMP with necessary regulations. In addition, the Magnuson-Stevens Act directs the Secretary, in managing HMS, to prevent overfishing of species while providing for their optimum yield on a continuing basis and to rebuild fish stocks that are considered overfished. The management objective of the preferred alternative is to implement management measures for the Atlantic SCS fishery that will further the objective of preventing overfishing while achieving (on a continuing basis) optimum yield, and aid in rebuilding overfished shark stocks.
Section 604(a)(2) of the RFA requires a summary of the significant issues raised by the public comments in response to the IRFA, a summary of the Agency's assessment of such issues, and a statement of any changes made in the rule as a result of such comments. NMFS received several comments on the proposed rule and Draft EA during the public comment period. Summarized public comments and NMFS' responses to them are included in Appendix A of this document. Section 604(a)(3) of the RFA requires the Agency to respond to any comments filed by the Chief Counsel for Advocacy of the Small Business Administration (SBA) in response to the proposed rule, and a detailed statement of any change made in the rule as a result of such comments. NMFS did not receive any comments from the Chief Counsel for Advocacy of the SBA nor the public in response to this document.
Section 604(a)(3) of the RFA requires agencies to provide an estimate of the number of small entities to which the rule would apply. The Small Business Administration (SBA) has established size criteria for all major industry sectors in the United States, including fish harvesters. Provision is made under SBA's regulations for an agency to develop its own industry-specific size standards after consultation with Advocacy and an opportunity for public comment (see 13 CFR 121.903(c)). Under this provision, NMFS may establish size standards that differ from those established by the SBA Office of Size Standards, but only for use by NMFS and only for the purpose of conducting an analysis of economic effects in fulfillment of the agency's obligations under the RFA. To utilize this provision, NMFS must publish such size standards in the
This final rule would apply to the 499 commercial shark permit holders in the Atlantic shark fishery, based on an analysis of permit holders as of November 2015. Of these permit holders, 224 have directed shark permits and 275 hold incidental shark permits. Not all permit holders are active in the fishery in any given year. Active directed permit holders are defined as those with valid permits that landed one shark based on 2015 HMS electronic dealer reports. Of the 499 permit holders, only 27 permit holders landed SCS in the Atlantic region and of those only 13 landed blacknose sharks. NMFS has determined that the final rule would not likely affect any small governmental jurisdictions.
Section 604(a)(4) of the RFA requires Agencies to describe any new reporting, record-keeping and other compliance requirements. The action does not contain any new collection of information, reporting, or record-keeping requirements. The alternatives considered would adjust the commercial retention limits for the SCS fisheries, which would mean new compliance requirements for the shark fishery participants in the Atlantic region south of 34°00′ N. latitude, but which are similar to other compliance requirements the fishermen already follow.
Section 604(a)(5) of the RFA requires a description of the steps the Agency has taken to minimize any significant economic impact on small entities consistent with the stated objectives of applicable statutes. Additionally, the RFA lists four general categories of “significant” alternatives that would assist an agency in the development of significant alternatives. These categories of alternatives are: (1) Establishment of differing compliance or reporting requirements or timetables that take into account the resources available to small entities; (2) Clarification, consolidation, or simplification of compliance and reporting requirements under the rule for such small entities; (3) Use of performance rather than design standards; and (4) Exemptions from coverage of the rule, or any part thereof, for small entities.
In order to meet the objectives of this final rule, consistent with the Magnuson-Stevens Act and the Endangered Species Act, NMFS cannot establish differing compliance requirements for small entities or exempt small entities from compliance requirements. Thus, there are no alternatives discussed that fall under the first and fourth categories described above. NMFS does not know of any performance or design standards that would satisfy the aforementioned objectives of this rulemaking while, concurrently, complying with the Magnuson-Stevens Act. As described below, NMFS analyzed several different alternatives in this final rulemaking and provides rationales for identifying the preferred alternatives to achieve the desired objectives.
The alternatives considered and analyzed are described below. The FRFA assumes that each vessel will have similar catch and gross revenues to show the relative impact of the final action on vessels.
Alternative 1, the No Action alternative, would not implement any new retention limits for blacknose sharks or non-blacknose SCS in the Atlantic region south of 34°00′ N. latitude beyond those already in effect for current Atlantic shark limited access permit holders. NMFS would continue to allow fishermen with a direct limited access permit to land unlimited sharks per trip and allow fishermen with an incidental permit to land 16 combined SCS and pelagic sharks per vessel per trip. In 2010, Amendment 3 to the 2006
Alternative 2a would remove the quota linkage to blacknose sharks for shark directed limited access permit holders in the Atlantic region south of 34°00′ N. latitude once the blacknose shark quota is reached and would implement a commercial retention limit of 50 non-blacknose SCS per trip at that point. Additionally, this alternative would adjust the blacknose shark quota to 15.0 mt dw (33,069 lb dw) assuming a 5 lb dw carcass, or 11.8 mt dw (26,089 lb dw) assuming a 12 lb dw carcass. Reduction of the blacknose shark quota would result in an average ex-vessel revenue loss of $5,275 for the fishery assuming a 5 lb dw carcass, or $12,660 assuming a 12 lb dw carcass. Conversely, increased landings of non-blacknose SCS would result in an overall estimated average ex-vessel revenue gain of $34,470 for the fishery. NMFS estimates that this bycatch retention limit would result in a net gain of $21,810 to $29,195 in average ex-vessel revenue for the fishery per year depending on the average carcass weight of blacknose sharks, or $808 to $1,081 per vessel for the 27 vessels that targeted non-blacknose SCS in 2015.
Alternative 2b would remove the quota linkage to blacknose sharks for shark directed limited access permit holders in the Atlantic region south of 34°00′ N. latitude once the blacknose shark quota is reached and would implement a commercial retention limit of 150 non-blacknose SCS per trip at that point. Additionally, this alternative would adjust the blacknose shark quota to 10.5 mt dw (23,148 lb dw) assuming a 5 lb dw carcass, or 1.1 mt dw (2,521 lb dw) assuming a 12 lb dw carcass. Reduction of the blacknose shark quota would result in an average ex-vessel revenue loss of $15,783 for the fishery assuming a 5 lb dw carcass, or $37,878 assuming a 12 lb dw carcass. Conversely, increased landings of non-blacknose SCS would result in an overall estimated average ex-vessel revenue gain of $65,139 for the fishery. NMFS estimates that this bycatch retention limit would result in a net gain of $27,261 to $49,357 in average ex-vessel revenue for the fishery per year depending on the average carcass weight of blacknose sharks, or approximately $1,010 to $1,828 per vessel for the 27 vessels that targeted non-blacknose SCS in 2015.
Alternative 2c would remove the quota linkage to blacknose sharks for shark directed limited access permit holders in the Atlantic region south of 34°00′ N. latitude once the blacknose shark quota is reached and would implement a commercial retention limit of 250 non-blacknose SCS per trip at that point. This alternative would also adjust the blacknose shark quota to 6.1 mt dw (13,448 lb dw) assuming a 5 lb dw carcass, or 0.0 mt dw (0.0 lb dw) assuming a 12 lb dw carcass. Reduction of the blacknose shark quota would result in an average ex-vessel revenue loss of $26,295 for the fishery assuming a 5 lb dw carcass, or $40,575 assuming a 12 lb dw carcass. Conversely, increased landings of non-blacknose SCS would result in an estimated average ex-vessel revenue gain of $80,339 for the fishery. NMFS estimates that this bycatch retention limit would result in a net gain of $39,764 to $54,044 in average ex-vessel revenue for the fishery per year depending on the average carcass weight of blacknose sharks, or approximately $1,473 to $2,002 per vessel for the 27 vessels that targeted non-blacknose SCS in 2015.
Alternative 3a would establish a commercial retention limit of 50 blacknose sharks per trip for shark directed limited access permit holders in the Atlantic region south of 34°00′ N. latitude and maintain the quota linkage between blacknose sharks and non-blacknose SCS. This alternative would have minor beneficial to neutral economic impacts as a retention limit of this size would allow an average of 250 to 600 lb dw blacknose sharks per trip and would take an estimated 63 to 152 trips for fishermen to land the full blacknose shark quota. This alternative will prevent targeted take of blacknose sharks as the per trip value of 50 blacknose sharks would range between $270 ($218 for meat and $52 for fins) assuming an average weight of 5 lb dw per blacknose shark, and $642 ($522 for meat and $120 for fins) assuming an average weight of 12 lb dw for the estimated 13 vessels that land blacknose sharks in the Atlantic. Based on 2015 eDealer reports, 106 trips landed blacknose sharks, and between 14 and 33 percent landed blacknose sharks in excess of a commercial retention limit of 50 blacknose sharks depending on the average trip weight used in the calculations (250-600 lb dw). This alternative would likely increase the number of trips needed to fill the blacknose shark quota when compared to the average from 2010 through 2015 under Alternative 1. A retention limit of 50 blacknose sharks could potentially cause the SCS fisheries to close as early as June or July if every trip landing blacknose sharks landed the full retention limit but, since few fishermen land that many blacknose sharks per trip now, NMFS believes a change in behavior as a result of this alternative is unlikely.
Alternative 3b would establish a commercial retention limit of 16 blacknose sharks per trip for all Atlantic shark limited access permit holders in the Atlantic region south of 34°00′ N. latitude and maintain the quota linkage between blacknose sharks and non-blacknose SCS. This alternative would have minor beneficial economic impacts as a retention limit of this size would allow an average of 80 to 192 lb dw blacknose sharks per trip and would take an estimated 198 to 474 trips for fishermen to land the full blacknose shark quota. Based on 2015 eDealer reports, 38 to 55 percent of the overall number of trips landed blacknose sharks in excess of a commercial retention limit of 16 blacknose sharks depending on the average trip weight used in the calculations (80-192 lb dw). This alternative would dramatically increase the number of trips needed to fill the blacknose shark quota when compared to the yearly averages under Alternative 1. Currently, the linkage between the blacknose shark quota and the non-blacknose SCS quota causes the closure of both fisheries once the lower blacknose shark quota is attained. NMFS expects that, under this alternative, the blacknose shark quota would not be filled and the SCS fisheries in the South Atlantic region
Alternative 3c, the preferred alternative, would establish a commercial retention limit of eight blacknose sharks per trip for all Atlantic shark limited access permit holders in the Atlantic region south of 34°00′ N. latitude and maintain the quota linkage between blacknose sharks and non-blacknose SCS. Because this retention limit would be less than the current retention limit for shark incidental limited access permit holders, the retention limit for shark incidental limited access permit holders would need to change slightly. The adjusted retention limit for incidental permit holders would still allow fishermen to land a total of 16 pelagic or small coastal sharks per trip but, of those sharks, no more than eight could be blacknose sharks. This alternative would have moderate beneficial economic impacts as a retention limit of this size would allow an average of 40 to 96 lb dw blacknose sharks per trip and would take an estimated 395 to 948 trips to land the full blacknose shark quota. Based on 2015 eDealer reports, 55 to 70 percent of the overall number of trips landed blacknose sharks in excess of the commercial retention limit of eight blacknose sharks depending on the average trip weight used in the calculations (40-96 lb dw). This alternative would dramatically increase the number of trips needed to fill the blacknose shark quota when compared to the yearly averages under Alternative 1. Currently, the linkage between the blacknose shark quota and the non-blacknose SCS quota causes the closure of both fisheries once the lower blacknose shark quota is attained. NMFS expects that, under this alternative, the blacknose shark quota would not be filled and the SCS fisheries in the South Atlantic region would not close early. Thus, this would have moderate beneficial economic impacts as the fishermen would still be allowed to land blacknose sharks and the fishery would remain open for a longer period of time, significantly increasing non-blacknose SCS revenues by as much as $298,583 a year on average if the non-blacknose SCS quota is fully utilized. However, given current monthly trip rates in the Atlantic the non-blacknose SCS quota is likely to remain underutilized. Using calculations based on observed trip and landings rates of non-blacknose SCS in 2015, a more likely result of this alternative would be additional landings of 104,962 lb dw of non-blacknose SCS valued at $98,664, or approximately $3,654 per vessel for the 27 vessels that participated in the fishery in 2015. Any financial losses due to underutilization of the blacknose shark quota would be minimal in comparison.
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. As part of this rulemaking process, a listserv notice to permit holders that also serves as small entity compliance guide (the guide) was prepared. Copies of this final rule are available from the HMS Management Division (see
Fisheries, Fishing, Fishing vessels, Foreign relations, Imports, Penalties, Reporting and recordkeeping requirements, Treaties.
For the reasons set out in the preamble, 50 CFR part 635 is amended as follows:
16 U.S.C. 971
(a) * * *
(2) The commercial retention limit for LCS other than sandbar sharks for a person who owns or operates a vessel that has been issued a directed LAP for sharks and does not have a valid shark research permit, or a person who owns or operates a vessel that has been issued a directed LAP for sharks and that has been issued a shark research permit but does not have a NMFS-approved observer on board, may range between zero and 55 LCS other than sandbar sharks per vessel per trip if the respective LCS management group(s) is open per §§ 635.27 and 635.28. Such persons may not retain, possess, or land sandbar sharks. At the start of each fishing year, the default commercial retention limit is 45 LCS other than sandbar sharks per vessel per trip unless NMFS determines otherwise and files with the Office of the Federal Register for publication notification of an inseason adjustment. During the fishing year, NMFS may adjust the retention limit per the inseason trip limit adjustment criteria listed in paragraph (a)(8) of this section.
(3) A person who owns or operates a vessel that has been issued an incidental LAP for sharks and does not have a valid shark research permit, or a person who owns or operates a vessel that has been issued an incidental LAP for sharks and that has been issued a valid shark research permit but does not have a NMFS-approved observer on board, may retain, possess, or land no more than 3 LCS other than sandbar sharks per vessel per trip if the respective LCS management group(s) is open per §§ 635.27 and 635.28. Such persons may not retain, possess, or land sandbar sharks.
(4) * * *
(ii) A person who owns or operates a vessel that has been issued a shark LAP and is operating south of 34°00′ N. lat. in the Atlantic region, as defined at § 635.27(b)(1), may retain, possess, land, or sell blacknose and non-blacknose SCS if the respective blacknose and non-blacknose SCS management groups are open per §§ 635.27 and 635.28. Such
(iii) Consistent with paragraph (a)(4)(ii) of this section, a person who owns or operates a vessel that has been issued an incidental shark LAP may retain, possess, land, or sell no more than 16 SCS and pelagic sharks, combined, per vessel per trip, if the respective fishery is open per §§ 635.27 and 635.28. Of those 16 SCS and pelagic sharks per vessel per trip, no more than 8 shall be blacknose sharks.
National Marine Fisheries Service (NMFS), National Oceanic and Atmospheric Administration (NOAA), Commerce.
Final rule.
This final rule implements regulations in Amendment 16 to the Atlantic Mackerel, Squid, and Butterfish Fishery Management Plan. Amendment 16 protects deep-sea corals from the effects of commercial fishing gear in the Mid-Atlantic. The management measures implemented in this rule are intended to protect deep-sea coral and deep-sea coral habitat while promoting the sustainable utilization and conservation of several different marine resources managed under the authority of the Mid-Atlantic Fishery Management Council.
Effective January 13, 2017.
Copies of supporting documents used by the Mid-Atlantic Fishery Management Council, including the Environmental Assessment (EA) and Regulatory Impact Review (RIR)/Initial Regulatory Flexibility Analysis (IRFA), are available from: Dr. Christopher M. Moore, Executive Director, Mid-Atlantic Fishery Management Council, 800 North State Street, Suite 201, Dover, DE 19901, telephone (302) 674-2331. The EA/RIR/IRFA is also accessible online at
Peter Christopher, Supervisory Fishery Policy Analyst, (978) 281-9288, fax (978) 281-9135.
On January 16, 2013, the Council published a Notice of Intent (NOI) to prepare an Environmental Impact Statement (78 FR 3401) for Amendment 16 to the Atlantic Mackerel, Squid, and Butterfish Fishery Management Plan (FMP) to consider measures to protect deep-sea corals from the impacts of commercial fishing gear in the Mid-Atlantic. The Council conducted scoping meetings during February 2013 to gather public comments on these issues. Following further development of Amendment 16 through 2013 and 2014, the Council conducted public hearings in January 2015. Following public hearings, and with disagreement about the boundaries of the various alternatives, the Council held a workshop with various stakeholders on April 29-30, 2015, to further refine the deep-sea coral area boundaries. The workshop was an example of effective collaboration among fishery managers, the fishing industry, environmental organizations, and the public to develop management recommendations with widespread support. The Council adopted Amendment 16 on June 10, 2015, and submitted Amendment 16 on August 15, 2016, for final review by NMFS, acting on behalf of the Secretary of Commerce. NMFS published a Notice of Availability (NOA) announcing its review of Amendment 16 on September 2, 2016 (81 FR 60666), and a proposed rule including implementing regulations on September 27, 2016 (81 FR 66245). The public comment period for both the NOA and proposed rule ended on November 1, 2016.
The Council developed the action, and the measures described in this notice, under the discretionary provisions for deep-sea coral protection in section 303(b) of the Magnuson-Stevens Fishery Conservation and Management Act (Magnuson-Stevens Act). This provision gives the Regional Fishery Management Councils the authority to:
(A) Designate zones where, and periods when, fishing shall be limited, or shall not be permitted, or shall be permitted only by specified types of fishing vessels or with specified types and quantities of fishing gear;
(B) Designate such zones in areas where deep-sea corals are identified under section 408 (this section describes the deep-sea coral research and technology program), to protect deep-sea corals from physical damage from fishing gear or to prevent loss or damage to such fishing gear from interactions with deep-sea corals, after considering long-term sustainable uses of fishery resources in such areas; and
(C) With respect to any closure of an area under the Magnuson-Stevens Act that prohibits all fishing, ensure that such closure:
(i) Is based on the best scientific information available;
(ii) Includes criteria to assess the conservation benefit of the closed area;
(iii) Establishes a timetable for review of the closed area's performance that is consistent with the purposes of the closed area; and
(iv) Is based on an assessment of the benefits and impacts of the closure, including its size, in relation to other management measures (either alone or in combination with such measures), including the benefits and impacts of limiting access to: Users of the area, overall fishing activity, fishery science, and fishery and marine conservation.
Consistent with these provisions, the Council recommended the measures in Amendment 16 to balance the impacts of measures implemented under this discretionary authority with the management objectives of the Mackerel, Squid, and Butterfish FMP and the value of potentially affected commercial fisheries.
This final rule creates a deep-sea coral protection area in Mid-Atlantic waters. It consists of a broad zone that starts at a depth contour of approximately 450 meters (m) and extends to the U.S. Exclusive Economic Zone (EEZ) boundary, and to the north and south to the boundaries of the Mid-Atlantic waters (as defined in the Magnuson-Stevens Act). In addition, the deep-sea coral protection area includes 15 discrete zones that outline deep-sea canyons on the continental shelf in Mid-Atlantic waters. The deep-sea coral area, including both broad and discrete zones, is one continuous area.
The broad coral zone is precautionary in nature and is intended to freeze the footprint of fishing to protect corals from future expansion of fishing effort into deeper waters. The broad coral zone has a landward boundary drawn between the 400 m and 500 m contours with the intention to approximate the 450 m depth contour as closely as possible, minimizing the number of vertices in the boundary line. In areas where there is conflict or overlap between this broad zone and any designated discrete zone boundaries, the discrete zone boundaries are prioritized. From the landward boundary, the broad zone boundaries extends along the northern and southern boundaries of the Mid-Atlantic management region, and to the edge of the EEZ as the eastward boundary.
The discrete coral zones are specific submarine canyons and slope areas located in Mid-Atlantic waters. The boundaries were developed collaboratively by participants at the Council's April 29-30, 2015, Deep-sea Corals Workshop in Linthicum, MD. Participants included the Council's Squid, Mackerel, and Butterfish Advisory Panel, the Ecosystems and Ocean Planning Advisory Panel, members of the Deep-sea Corals Fishery Management Action Team, invited deep-sea coral experts, additional fishing industry representatives, and other interested stakeholders. The canyons and slope areas were identified as areas with observed coral presence or highly likely coral presence indicated by modeled suitable habitat. Therefore, prohibiting bottom-tending fishing gear in these areas prevents interaction with and damage to deep-sea corals that either are known through observation to live in these areas or that are likely to live there. The discrete coral zones are: Block Canyon; Ryan and McMaster Canyons; Emery and Uchupi Canyons; Jones and Babylon Canyons; Hudson Canyon; Mey-Lindenkohl Slope; Spencer Canyon; Wilmington Canyon; North Heyes and South Wilmington Canyons; South Vries Canyon; Baltimore Canyon; Warr and Phoenix Canyon Complex; Accomac and Leonard Canyons; Washington Canyon; and Norfolk Canyon.
This action prohibits the use of bottom-tending commercial fishing gear within the designated deep-sea coral area, including: Bottom-tending otter trawls; bottom-tending beam trawls; hydraulic dredges; non-hydraulic dredges; bottom-tending seines; bottom-tending longlines; sink or anchored gill nets; and pots and traps except those used to fish for red crab and American lobster. The prohibition on these gears will protect deep-sea corals from interaction with and damage from bottom-tending fishing gear.
Vessels can transit the deep-sea coral area protection area provided the vessels bring bottom-tending fishing gear onboard the vessel, and reel bottom-tending trawl gear onto the net reel. The Council proposed these slightly less restrictive transiting provisions because the majority of transiting will be through the very narrow canyon heads (
Vessels issued an
This action expands the framework adjustment provisions in the FMP to facilitate future modifications to the deep-sea coral protection measures. The framework measures include:
• Modifications to coral zone boundaries via framework action;
• Modifications to the boundaries of broad or discrete deep-sea coral zones through a framework action;
• Modification of management measures within deep-sea coral protection areas. This provides the Council the option to modify fishing restrictions, exemptions, monitoring requirements, and other management measures within deep-sea coral zones through a framework action. It includes measures directed at gear and species not currently addressed in the FMP to further the FMP's goal of protecting deep-sea corals from physical damage from fishing gear or to prevent loss or damage to such fishing gear from interactions with deep-sea corals. This would also include the ability to add a prohibition on anchoring in deep-sea coral protection areas;
• Addition of discrete coral zones; and
• Implementation of special access program for deep-sea coral protection area. This provides the Council the option to design and implement a special access program for commercial fishery operations in deep-sea coral zones through a framework action.
The Council recommended that the deep-sea coral protection area should be named in honor of the late Senator Frank R. Lautenberg. Senator Lautenberg was responsible for several important pieces of ocean conservation legislation and authored several provisions included in the most recent reauthorized Magnuson-Stevens Act (2007), including the discretionary provision for corals. Therefore, this final rule implements the deep-sea coral protection area as the “Frank R. Lautenberg Deep-Sea Coral Protection Area.”
We received 10 comments on the proposed rule and NOA (8 in general support of the action and 2 against the action), including letters from five individuals, the Garden State Seafood Association, the Maryland Department of Natural Resources, and the Wildlife Conservation Society's New York Aquarium. We also received a joint comment from Oceana, Wildlife Conservation Society's New York Aquarium, Conservation Law Foundation, Earthjustice, Great Egg Harbor Watershed Association, Natural Resource Defense Council, Pew Charitable Trusts, Tycoon Tackle Inc., and Wild Oceans. Supporting this joint comment was a comment the PEW Charitable Trust submitted to the Council prior to final action on Amendment 16. This comment was included to convey the strong and broad public support for the protection of deep-sea corals (including 12,201 signatures). The comment specific to the Amendment 16 proposed rule was supportive of the action. The following summarizes the issues raised in the comments and NMFS's responses.
There are no changes from the proposed rule.
Pursuant to section 304(b)(1)(A) of the Magnuson-Stevens Act, the NMFS Assistant Administrator has determined that this final rule is consistent with the FMP, other provisions of the Magnuson-Stevens Act, and other applicable law.
The Office of Management and Budget (OMB) has determined that this final rule is not significant according to Executive Order (E.O.) 12866.
This final rule does not contain policies with federalism or “takings” implications, as those terms are defined in E.O. 13132 and E.O. 12630, respectively.
This action does not contain any collection-of-information requirements subject the Paperwork Reduction Act (PRA).
NMFS, pursuant to section 604 of the Regulatory Flexibility Act (RFA), has completed a final regulatory flexibility analysis (FRFA) in support of Amendment 16 in this final rule. The FRFA incorporates the IRFA, a summary of the significant issues raised by the public comments in response to the IRFA, NMFS responses to those comments, a summary of the analyses completed in the Amendment 16 EA, and this portion of the preamble. A summary of the IRFA was published in the proposed rule for this action and is not repeated here. A description of why this action was considered, the objectives of, and the legal basis for this rule is contained in Amendment 16 and in the preamble to the proposed and this final rule, and is not repeated here. All of the documents that constitute the FRFA are available from NMFS and a copy of the IRFA, the Regulatory Impact Review (RIR), and the EA are available upon request (see
There were no specific comments on the IRFA. The Comments and Responses section summarizes the comments that highlight concerns about the economic impacts and implications of impacts on small businesses (
On December 29, 2015, NMFS issued a final rule establishing a small business size standard of $11 million in annual gross receipts for all businesses primarily engaged in the commercial fishing industry (NAICS 11411) for RFA compliance purposes only (80 FR 81194; December 29, 2015). The $11 million standard became effective on July 1, 2016, and is to be used in place of the U.S. Small Business Administration's (SBA) current standards of $20.5 million, $5.5 million, and $7.5 million for the finfish (NAICS 114111), shellfish (NAICS 114112), and other marine fishing (NAICS 114119) sectors of the U.S. commercial fishing industry in all NMFS rules subject to the RFA after July 1, 2016 (Id. at 81194).
The Council prepared the IRFA under the SBA standards and submitted the action for initial NMFS review in March 2016, prior to the July 1, 2016, effective date of NMFS' new size standard for commercial fishing businesses, under the assumption that the proposed rule would also publish prior to the July 1, 2016, effective date. However, NMFS has reviewed the analyses prepared for this regulatory action in light of the new size standard. The new size standard could result in some of the large businesses being considered small, but, as explained below, this does not affect the conclusions of the analysis. The following summarizes the IRFA using the SBA definitions of small businesses.
The deep-sea coral zones measures in association with other management measures within the coral zones could affect any business entity that has an active Federal fishing permit and fishes in the zone/gear restricted areas. In order to identify firms, vessel ownership data, which have been added to the permit database, were used to identify all the individuals who own fishing vessels. With this information, vessels were grouped together according to common owners. The resulting groupings were then treated as a fishing business (firm, affiliate, or entity), for purposes of identifying small and large firms. According to the ownership database, a total of 113 finfish firms (all small entities) fished in the Council's preferred broad and discrete zones during 2014. Also in 2014, there were 184 small and 16 large shellfish entities. The ownership database shows that small finfish firms that operated in the Council's preferred broad and discrete zones generated average revenues that ranged from $18,344 (in 2013) to $21,055 (in 2014). The ownership database shows that small shellfish firms that operated in the Council's preferred broad and discrete zones generated average revenues that ranged from $35,276 (in 2014) to $58,723 (in 2012). The ownership database shows that large shellfish firms that operated in the Council's preferred broad and discrete zones generated average revenues that ranged from $146,901 (in 2013) to $314,223 (in 2012).
This action contains no new collection-of-information requirements subject to review and approval by the Office of Management and Budget (OMB) under the Paperwork Reduction Act (PRA). This action requires
During the development of Amendment 16, the Council considered several alternatives to the deep-sea coral protection measures it ultimately recommended. While some alternatives would have closed less area (smaller discrete zone areas and broad zone area starting at a deeper depth) and other alternatives would have allowed more fishing (an exemption for tilefish gear), NMFS has does not have the authority to implement measures that were not recommended by the Council as part of its preferred action. Rather, NMFS can only approve or disapprove Council recommendations in an amendment. NMFS, therefore, is implementing the Council's preferred action, but the action includes some measures that reduce the economic impact inherent in closing areas to fishing. Specifically, this final rule exempts red crab pot gear from the prohibition on fishing with bottom-tending fishing gear in the deep-sea coral protection area. The red crab fishery exists entirely within the boundaries of the deep-sea coral protection area in the Mid-Atlantic. The exemption allows the fishery to continue to operate in the Mid-Atlantic and gain revenue from its catch. In addition, vessels are allowed to transit the deep-sea coral protection area, which is particularly important at the heads of the discrete zone canyons (where the boundaries come to a point). Because vessels fish with bottom-tending gear along the edges of the canyons, they would have to transit around them to fish on both sides of the canyon. This would cost fuel and could ultimately impact trip duration and catch if vessel operators would have had to spend time transiting around the canyon heads rather than across them. Both the red crab pot gear exemption and the transiting provision therefore reduces cost and time and minimizes the economic impact of the measures implemented under this final rule.
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 final regulatory flexibility analysis, 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. The preamble to the proposed rule (81 FR 66245, September 27, 2016) and the preamble to this final rule serve as the small entity compliance guide. This final rule does not require any additional compliance from small entities that is not described in the preamble to the proposed rule and this final rule. Copies of the proposed rule and this final rule are available from NMFS at the following Web site:
Fisheries, Fishing, Recordkeeping and reporting requirements.
For the reasons set out in the preamble, 50 CFR part 648 is amended as follows:
16 U.S.C. 1801
(b) * * *
(11) Vessels issued an
(p)
(b) * * *
(10) Fish with bottom-tending gear within the Frank R. Lautenberg Deep-sea Coral Protection Area described at § 648.27, unless transiting pursuant to § 648.27(d), fishing lobster trap gear in accordance with § 697.21 of this chapter, or fishing red crab trap gear in accordance with § 648.264. Bottom-tending gear includes but is not limited to bottom-tending otter trawls, bottom-tending beam trawls, hydraulic dredges, non-hydraulic dredges, bottom-tending seines, bottom longlines, pots and traps, and sink or anchored gill nets.
(g) * * *
(2) * * *
(v)
The revisions and addition read as follows:
(a) * * *
(1)
(i) Adjustments within existing ABC control rule levels;
(ii) Adjustments to the existing MAFMC risk policy;
(iii) Introduction of new AMs, including sub-ACTs;
(iv) Minimum and maximum fish size;
(v) Gear restrictions, gear requirements or prohibitions;
(vi) Permitting restrictions;
(vii) Recreational possession limit, recreational seasons, and recreational harvest limit;
(viii) Closed areas;
(ix) Commercial seasons, commercial trip limits, commercial quota system, including commercial quota allocation procedure and possible quota set-asides to mitigate bycatch;
(x) Annual specification quota setting process;
(xi) FMP Monitoring Committee composition and process;
(xii) Description and identification of EFH (and fishing gear management measures that impact EFH);
(xiii) Description and identification of habitat areas of particular concern;
(xiv) Overfishing definition and related thresholds and targets;
(xv) Regional gear restrictions, regional season restrictions (including option to split seasons), regional management;
(xvi) Restrictions on vessel size (LOA and GRT) or shaft horsepower;
(xvii) Changes to the SBRM, including the CV-based performance standard, the means by which discard data are collected/obtained, fishery stratification, the process for prioritizing observer sea-day allocations, reports, and/or industry-funded observers or observer set aside programs;
(xviii) Set aside quota for scientific research;
(xix) Process for inseason adjustment to the annual specification;
(xx) Mortality caps for river herring and shad species, time/area management for river herring and shad species, and provisions for river herring and shad incidental catch avoidance program, including adjustments to the mechanism and process for tracking fleet activity, reporting incidental catch events, compiling data, and notifying the fleet of changes to the area(s);
(xxi) The definition/duration of `test tows,' if test tows would be utilized to determine the extent of river herring incidental catch in a particular area(s);
(xxii) The threshold for river herring incidental catch that would trigger the need for vessels to be alerted and move out of the area(s), the distance that vessels would be required to move from the area(s), and the time that vessels would be required to remain out of the area(s);
(xxiii) Modifications to the broad and discrete deep-sea coral zone boundaries and the addition of discrete deep-sea coral zones;
(xxiv) Modifications to the management measures within the Frank R. Lautenberg Deep-sea Coral Protection Area and implementation of special access programs to the Frank R. Lautenberg Deep-sea Coral Protection Area; and
(xxv) Any other management measures currently included in the FMP.
(2) Measures contained within this list that require significant departures from previously contemplated measures or that are otherwise introducing new concepts may require amendment of the FMP instead of a framework adjustment.
(a) No vessel may fish with bottom-tending gear within the Frank R. Lautenberg Deep-Sea Coral Protection Area described in this section, unless transiting pursuant to paragraph (d) of this section, fishing lobster trap gear in accordance with § 697.21 of this chapter, or fishing red crab trap gear in accordance with § 648.264. Bottom-tending gear includes but is not limited to bottom-tending otter trawls, bottom-tending beam trawls, hydraulic dredges, non-hydraulic dredges, bottom-tending seines, bottom longlines, pots and traps, and sink or anchored gillnets. The Frank R. Lautenberg Deep-Sea Coral Protection Area consists of the Broad and Discrete Deep-Sea Coral Zones defined in paragraphs (b) and (c) of this section.
(b)
(c)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
(9)
(10)
(11)
(12)
(13)
(14)
(15)
(d)
Agricultural Marketing Service, USDA.
Proposed rule.
The U. S. Department of Agriculture (USDA), Agricultural Marketing Service (AMS), is proposing to amend the regulations under the Perishable Agricultural Commodities Act (PACA or Act) to enhance clarity and improve the administration and enforcement of the PACA. The proposed revisions to the regulations would provide greater direction to the industry of how growers and other principals that employ selling agents may preserve their PACA trust rights. The proposed revisions would further provide greater direction to the industry on the definition of “written notification” and the jurisdiction of USDA to investigate alleged PACA violations.
Written or electronic comments received by February 13, 2017 will be considered prior to issuance of a final rule.
You may submit written or electronic comments to “PACA Regulatory Enhancements,” AMS, Specialty Crops Program, PACA Division, 1400 Independence Avenue SW., Room 1510-S, Stop 0242, Washington, DC 20250-0242; Internet:
Josephine E. Jenkins, Chief, Investigative Enforcement Branch, 202-720-6873; or
The Perishable Agricultural Commodities Act (PACA) was enacted in 1930 to promote fair-trading in the marketing of fresh and frozen fruits and vegetables in interstate and foreign commerce. It protects growers, shippers, distributors, and retailers dealing in those commodities by prohibiting unfair and fraudulent trade practices. The PACA also provides a forum to adjudicate or mediate commercial disputes. Licensees who violate the PACA may have their license suspended or revoked, and individuals determined to be responsibly connected to such licensees are restricted from being employed or operating in the produce industry for a period.
Growing, harvesting, packing, and shipping perishables involve risk: Costs are high; capital is tied up in farmland and machinery; and returns are delayed until the crop is sold. Because of the highly perishable nature of the commodities and distance from selling markets, produce trading is fast moving and often informal. Transactions are often consummated in a matter of minutes, frequently while the commodities are in route to their destination. Under such conditions, it is often difficult to check the credit rating of the buyer.
Congress examined the sufficiency of the PACA fifty years after its inception and determined that prevalent financing practices in the perishable agricultural commodities industry were placing the industry in jeopardy. Particularly, Congress focused on the increase in the number of buyers who failed to pay, or were slow in paying their suppliers, and the impact of such payment practices on small suppliers who could not withstand a significant loss or delay in receipt of monies owed. Congress was also troubled by the common practice of produce buyers granting liens on their inventories to their lenders, which covered all proceeds and receivables from the sales of perishable agricultural commodities, while produce suppliers remained unpaid. This practice elevated the lenders to a secured creditor position in the case of the buyer's insolvency, while the sellers of perishable agricultural commodities remained unsecured creditors with little or no legal protection or means of recovery in a suit for damages.
Deeming this situation a “burden on commerce,” Congress amended the PACA in 1984 to include a statutory trust provision, which provides increased credit security in the absence of prompt payment for perishable agricultural commodities. The 1984 amendment to the PACA states in relevant part:
It is hereby found that a burden on commerce in perishable agricultural commodities is caused by financing arrangements under which commission merchants, dealers, or brokers, who have not made payment for perishable agricultural commodities purchased, contracted to be purchased, or otherwise handled by them on behalf of another person, encumber or give lenders a security interest in such commodities, or on inventories of food or other products derived from such commodities, and any receivables or proceeds from the sale of such commodities or products, and that such arrangements are contrary to the public interest. This subsection is intended to remedy such burden on commerce in perishable agricultural commodities and to protect the public interest.
Under the 1984 amendment, perishable agricultural commodities, inventories of food or other derivative products, and any receivables or proceeds from the sale of such commodities or products are to be held in a non-segregated floating trust for the benefit of unpaid sellers. This trust is created by operation of law upon the purchase of such goods, and the produce buyer is the statutory trustee for the benefit of the produce seller. To preserve its trust benefits, the unpaid supplier, seller, or agent must give the buyer written notice of intent to preserve its rights under the trust within 30 calendar days after payment was due. Alternatively, as provided in the 1995 amendments to the PACA (Pub. L. 104-48), a PACA licensee may provide notice of intent to preserve its trust rights by including specific language as part of its ordinary and usual billing or invoice statements.
The trust is a non-segregated “floating trust” made up of all of a buyer's commodity-related assets, under which there may be a commingling of trust assets. There is no need to identify specific trust assets through each step of
Perishable agricultural commodities received by a commission merchant, dealer, or broker in all transactions, and all inventories of food or other products derived from perishable agricultural commodities, and any receivables or proceeds from the sale of such commodities or products, shall be held by such commission merchant, dealer, or broker in trust for the benefit of all unpaid suppliers or sellers of such commodities or agents involved in the transaction, until full payment of the sums owing in connection with such transactions has been received by such unpaid suppliers, sellers, or agents.
Thus, trust participants remain trust beneficiaries until they have been paid in full.
Under the statute, the District Courts of the United States are vested with jurisdiction to entertain actions by trust beneficiaries to enforce payment from the trust. (7 U.S.C. 499e(c)(5)).
Thus, in the event of a business failure, produce creditors may enforce their trust rights by suing the buyer in federal district court. It is common in this type of trust enforcement action for unpaid sellers to seek a temporary restraining order (TRO) that freezes the bank accounts of a buyer until the trust creditors are paid. Many unpaid sellers have found this to be a very effective tool to recover payment for produce. Often, a trust enforcement action with a TRO will be the defining moment for the future of a buyer-debtor firm. Since the TRO freezes the bank accounts of the buyer, the buyer must either pay the trust creditors or attempt to operate a business without access to its bank accounts. This aggressive course of action by unpaid sellers is generally pursued when the sellers are concerned that trust assets are being dissipated.
In the event of a bankruptcy by a produce buyer, that is, the produce “debtor,” the debtor's trust assets are not property of the bankruptcy estate and are not available for distribution to secured lenders and other creditors until all valid PACA trust claims have been satisfied. The trust creditors can petition the court for the turnover of the debtor's trust-related assets or alternatively request that the court oversee the liquidation of the inventory and collection of the receivables and disburse the trust proceeds to qualified PACA trust creditors.
Because of the statutory trust provision, produce creditors, including sellers outside the United States, have a far greater chance of recovering money owed them when a buyer goes out of business. However, because attorney's fees are incurred in trust enforcement cases, it is not always practical to pursue small claims that remain unpaid. Nonetheless, because of the PACA trust provisions, unpaid sellers, including those outside the United States, have recovered hundreds of millions of dollars that most likely would not otherwise have been collected.
The PACA trust provisions protect not only growers, but also other firms trading in fruits and vegetables since each buyer in the marketing chain becomes a seller in its own turn and can preserve its own trust eligibility accordingly. Because each creditor that buys produce can preserve trust rights for the benefit of its own suppliers, any money recovered from a buyer that goes out of business is passed back through preceding sellers until ultimately the grower also realizes the financial benefits of the trust provisions. This is particularly important in the produce industry due to the highly perishable nature of the commodities as well as the many hands such commodities customarily pass through to the end customer.
In 1995, Congress amended the PACA (Pub. L. 104-48), changing several requirements of the PACA trust. Changes include no longer requiring sellers or suppliers to file notices of intent to preserve trust benefits with USDA, and allowing PACA licensees to have their invoices or other billing documents serve as the trust notice. The primary reason for removing the notice filing requirement was to reduce the paperwork burden on sellers and suppliers and eliminate USDA's expense in processing trust notices and administrating the provision.
To preserve trust protection under the PACA, the law offers two approaches to unpaid sellers, suppliers, and agents. One option allows PACA licensees to declare at the time of sale that the produce is sold subject to the PACA trust, providing protection in the event that payment is late or the payment instrument is not honored. This option allows PACA licensees to protect their trust rights by including the following language on invoices or other billing statements:
The second option for a PACA licensee to preserve its trust rights, and the sole method for all non-licensed sellers requires the seller to provide a separate, independent notice to the buyer of its intent to preserve its trust benefits. The notice must include sufficient details to identify each transaction and be received by the buyer within 30 days after payment becomes due.
Under current 7 CFR 46.46(e)(2), only transactions with payment terms of 30 days from receipt and acceptance, or less, are eligible for trust protection. Section 46.46(e)(1) of the regulations (7 CFR 46.46(e)(1)) requires that any payment terms beyond “prompt” payment as defined by the regulations, usually 10 days after receipt and acceptance in a customary purchase and sale transaction, must be expressly agreed to in writing before entering into the transaction. A copy of the agreement must be retained in the files of each party and the payment due date must be disclosed on the invoice or billing statement.
Since 1984, the district courts have had jurisdiction to entertain actions by trust beneficiaries to enforce payment from the trust. Recent court decisions have invalidated the trust claims of unpaid growers against their growers' agent because the growers did not file a trust notice directly with the growers' agent. Growers' agents sell and distribute produce for or on behalf of growers and may provide such services as financing, planting, harvesting, grading, packing, labor, seed, and containers. The growers have argued that it is not necessary to file a trust notice with their growers' agent because growers' agents are required to preserve the growers' rights as a trust beneficiary against the buyer (7 CFR 46.46(d)(2)). Some courts have ruled that while the growers' agent is required to preserve the growers' trust benefits with the buyer of the produce, the grower has the responsibility to preserve its trust benefits with the growers' agent.
AMS proposes that section 46.46 of the regulations be amended by revising paragraphs (d)(1) and (d)(2), redesignating paragraph (d)(2) as (d)(3), adding a new paragraph (d)(2) and revising (f)(1)(iv). These amendments
If licensed under the PACA, the grower may choose to preserve its trust rights by invoicing the growers' agent based on shipping and/or billing documents. The shipping and/or billing documents must include the requisite trust language provided in section 5(c)4 of the PACA. Non-licensed growers may choose to preserve their trust rights by issuing a notice of intent to preserve trust benefits as outlined under section 46.46 of the PACA regulations.
The PACA was amended in 1995 to require written notification as a precursor to investigations of alleged violations of the PACA. Within recent years, produce entities have challenged the USDA's jurisdiction to conduct investigations based their narrow reading of the definition of “written notification” stated in section 46.49 of the Regulations (7 CFR 46.49). The proposed amendment of section 46.49 is needed to make clear that public filings such as bankruptcy petitions, civil trust actions, and judgments constitute written notification. Moreover, AMS proposes to clarify that the filing of a written notification with USDA may be accomplished by myriad means, including, but not limited to, delivery by: Regular or commercial mail service, hand delivery, or electronic means such as email, text, or facsimile message. Furthermore, a written notification published in any public forum, including, but not limited to, a newspaper or internet Web site, will be considered filed with USDA upon its visual inspection by any office or official of USDA responsible for administering the Act. Clarification of the meaning of “written notification” would ensure that PACA licensees and entities operating subject to the PACA understand the breadth of documentation that could trigger USDA's authority to initiate an investigation of alleged PACA violations.
Section 46.49 would be amended by revising paragraphs (a), (b), (c) and (d) to clarify the meaning of “written notification” as the term is used in section 6(b) of the PACA. Further, to reflect current industry practices and advancements in electronic communication, section 46.49(d) would be amended to allow the Secretary to serve a notice or response, as it relates to paragraph (d), by any electronic means such as registered email that provides proof of receipt to the electronic mail address or phone number of the subject of the investigation.
The proposed rule has been reviewed under Executive Order 12866 supplemented by Executive Order 13563 and it has been determined that this proposed rule is not considered a significant regulatory action under section 3(f) of Executive Order 12866 and, therefore, it was not reviewed by the Office of Management and Budget.
This proposed rule has been reviewed under Executive Order 12988, Civil Justice Reform, and is not intended to have retroactive effect. This proposed rule will not preempt any State or local laws, regulations, or policies, unless they present an irreconcilable conflict with this rule. There are no administrative procedures that must be exhausted prior to any judicial challenge to the provisions of this proposed rule.
Pursuant to requirements set forth in the Regulatory Flexibility Act (RFA) (5 U.S.C.
The Agricultural Marketing Service (AMS) believes that the proposed amendments to the PACA regulations would help growers and other sellers and suppliers of produce protect their rights under the PACA trust, and the potential recovery of millions of dollars in unpaid produce debt. Moreover, AMS believes that the proposed amendments more accurately reflect the intent of Congress when it amended the PACA to require written notification as a precursor to investigations by the Secretary of Agriculture. The proposed revisions include language that clarifies a grower's responsibility to preserve its benefits under the PACA trust, as well as language that clarifies what constitutes “written notification” for purposes of investigating alleged violations of the PACA.
AMS believes the proposed revisions would increase the clarity of the PACA regulations and improve AMS's enforcement of the PACA. AMS believes that this proposed rule would not have a significant economic impact on a substantial number of small entities.
This proposed rule has been reviewed in accordance with the requirements of Executive Order 13175, consultation and Coordination with Indian Tribal governments. The review reveals that this proposed regulation will not have substantial and direct effects on Tribal governments and will not have significant Tribal implications.
In accordance with OMB regulations (5 CFR part 1320) that implement the Paperwork Reduction Act of 1995 (44 U.S.C. Chapter 35), the information collection and recordkeeping requirements that are covered by this proposed rule are currently approved under OMB number 0581-0031.
USDA is committed to complying with the E-Government Act, which requires Government agencies in general to provide the public the option of submitting information or transacting business electronically to the maximum extent possible. Forms are available on our PACA Web site at
Agricultural commodities, Brokers, Penalties, Reporting and recordkeeping requirements.
For the reasons set forth in the preamble, AMS proposes to amend 7 CFR part 46 as follows:
7 U.S.C. 499a-499t.
(d)
(2) Principals, including growers, who employ agents to sell perishable agricultural commodities on their behalf are “suppliers” and/or “sellers” as those words are used in section 5(c)(2) and (3) of the Act (7 U.S.C. 499e(c)(2) and (3)) and therefore must preserve their trust rights against their agents by filing a notice of intent to preserve trust rights with their agents as set forth in paragraph (f) of this section.
(3) Agents who sell perishable agricultural commodities on behalf of their principals must preserve their principals' trust benefits against the buyers by filing a notice of intent to preserve trust rights with the buyers. Any act or omission which is inconsistent with this responsibility, including failure to give timely notice of intent to preserve trust benefits, is unlawful and in violation of section 2 of the Act (7 U.S.C. 499b).
(f) * * *
(1) * * *
(iv) The amount past due and unpaid; except that if a supplier, seller or agent engages a commission merchant or growers' agent to sell or market their produce, the supplier, seller or agent that has not received a final accounting from the commission merchant or growers' agent shall only be required to provide information in sufficient detail to identify the transaction subject to the trust.
(a) Written notification, as used in section 6(b) of the Act (7 U.S.C. 499f (b)), means:
(1) Any written statement reporting or complaining of a violation of the Act made by any officer or agency of any State or Territory having jurisdiction over licensees or persons subject to license, or a person filing a complaint under section 6(a), or any other interested person who has knowledge of or information regarding a possible violation of the Act, other than an employee of an agency of USDA administering the Act;
(2) Any written notice of intent to preserve the benefits of, or any claim for payment from, the trust established under section 5 of the Act (7 U.S.C. 499e);
(3) Any official certificate(s) of the United States Government or States or Territories of the United States; or
(4) Any public legal filing or other published document describing or alleging a violation of the Act.
(b) Any written notification may be filed by delivering the written notification to any office of USDA or any official of USDA responsible for administering the Act. Any written notification published in any public forum, including, but not limited to, a newspaper or an internet Web site shall be deemed filed upon visual inspection by any office of USDA or any official of USDA responsible for administering the Act. A written notification which is so filed, or any expansion of an investigation resulting from any indication of additional violations of the Act found as a consequence of an investigation based on written notification or complaint, also shall be deemed to constitute a complaint under section 13(a) of the Act (7 U.S.C. 499m(a)).
(c) Upon becoming aware of a complaint under section 6(a) or written notification under 6(b) of the Act (7 U.S.C. 499f (a) or (b)) by means described in paragraph (a) and (b) of this section, the Secretary will determine if reasonable grounds exist to conduct an investigation of such complaint or written notification for disciplinary action. If the investigation substantiates the existence of violations of the Act, a formal disciplinary complaint may be issued by the Secretary as described in section 6(c)(2) of the Act (7 U.S.C. 499f(c)(2)).
(d) Whenever an investigation, initiated as described in section 6(c) of the Act (7 U.S.C. 499f(c)(2)), is commenced, or expanded to include new violations of the Act, notice shall be given by the Secretary to the subject of the investigation within thirty (30) days of the commencement or expansion of the investigation. Within one hundred and eighty (180) days after giving initial notice, the Secretary shall provide the subject of the investigation with notice of the status of the investigation, including whether the Secretary intends to issue a complaint under section 6(c)(2) of the Act (7 U.S.C. 499f(e)(2)), terminate the investigation, or continue or expand the investigation. Thereafter, the subject of the investigation may request in writing, no more frequently than every ninety (90) days, a status report from the Director of the PACA Division who shall respond to the written request within fourteen (14) days of receiving the request. When an investigation is terminated, the Secretary shall, within fourteen (14) days, notify the subject of the termination of the investigation. In every case in which notice or response is required under this paragraph, such notice or response shall be accomplished by personal service; or by posting the notice or response by certified or registered mail, or commercial or private delivery service to the last known address of the subject of the investigation; or by sending the notice or response by any electronic means such as registered email, that provides proof of receipt to the electronic mail address or phone number of the subject of the investigation.
Office of the Secretary (OST), Department of Transportation (DOT).
Notice of Proposed Rulemaking (NPRM).
The Department of Transportation (DOT or the Department) is proposing to protect airline
Comments should be filed by February 13, 2017. Late-filed comments will be considered to the extent practicable.
You may file comments identified by the docket number DOT-OST-2014-0002 by any of the following methods:
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Robert Gorman, Senior Trial Attorney, or Blane A. Workie, Assistant General Counsel, Office of Aviation Enforcement and Proceedings, U.S. Department of Transportation, 1200 New Jersey Ave. SE., Washington, DC 20590, 202-366-9342, 202-366-7152 (fax),
The purpose of this action is to propose a method for regulating voice calls on passengers' mobile wireless devices on flights to, from, and within the United States. Permitting passengers to make voice calls onboard aircraft may create an environment that is unfair and deceptive to those passengers. While the Federal Communications Commission (FCC) currently prohibits the use of certain commercial mobile bands onboard aircraft, that ban does not cover Wi-Fi and other means by which it is possible to make voice calls. Moreover, in 2013, the FCC proposed lifting its existing ban, so long as certain conditions are met, as described in detail below. As technologies advance, the cost of making voice calls may decrease and the quality of voice call service may increase, leading to a higher prevalence of voice calls and greater risk of passenger harm.
For these reasons, the Department proposes to require sellers of air transportation to provide adequate advance notice to passengers if the carrier operating the flight allows passengers to make voice calls using mobile wireless devices. Under this proposed rule, carriers would be free to set their own voice call policies, to the extent otherwise permitted by law, so long as carriers provide adequate advance notice when voice calls will be allowed. The requirement for airlines to provide advance notice when voice calls are allowed would not apply to small airlines (
The Department takes this action under its authority to prohibit unfair and deceptive practices in air transportation or the sale of air transportation, and under its authority to ensure adequate air transportation, as further described herein.
The proposed rule would require airlines and ticket agents that are not small entities to disclose the airline's voice call policy if the airline chooses to permit voice calls. The Department's Preliminary Regulatory Impact Analysis (PRIA), found in the docket, examined the costs that ticket agents and airlines would incur to implement any disclosure requirements that would arise from allowing voice calls. For the period of 2017-2026, the PRIA estimated the cost to carriers to be $41 million and the cost to ticket agent costs to be $46 million. The PRIA found qualitative benefits to passengers in the form of improved information for those who wish to avoid (or make) voice calls. These costs and benefits are summarized in the chart below.
On February 24, 2014, the Department issued an Advance Notice of Proposed Rulemaking (ANPRM) in Docket DOT-OST-2014-0002 titled “Use of Mobile Wireless Devices for Voice Calls on Aircraft.” The ANPRM was published in the
Currently, FCC rules restrict airborne use of mobile devices that can operate on certain commercial mobile frequencies.
The FCC's proposal is technology-neutral, in that it does not intend to limit the use of mobile communications to non-voice applications. The FCC states that any modifications to the AAS would be at the discretion of individual airlines, in addition to any rules or guidelines adopted by the DOT.
In the Department's ANPRM, we explained that DOT and the FCC have distinct areas of responsibilities with respect to the use of cell phones or other mobile devices for voice calls on aircraft. The FCC has authority over various technical issues (as described above); the FAA, a component of DOT, has authority over safety issues; and DOT's OST has authority over aviation consumer protection issues.
The FAA, pursuant to its aviation safety oversight authority in 49 U.S.C. 106(f) and 44701(a), has authority to determine whether portable electronic devices (PEDs)
Many U.S. airlines currently offer Wi-Fi connectivity to passengers' mobile devices using FAA-approved in-flight connectivity systems. Like Airborne Access Systems, airborne Wi-Fi systems receive signals from passengers' mobile devices and relay those signals to satellites or dedicated ground towers. Wi-Fi spectrum is capable of transmitting voice calls as well as other types of data, such as video and text messages. The FCC does not prohibit voice calls over Wi-Fi; the FCC's current ban relates to the use of certain commercial mobile spectrum bands.
To summarize, the current proposed rulemaking would regulate voice calls onboard aircraft as a matter of consumer protection, rather than as a matter of ensuring aviation safety or preventing cellular interference with ground networks. Moreover, it would apply to voice calls on passenger-supplied cellular telephones and other passenger-supplied mobile wireless devices, regardless of whether the call is made on a commercial mobile frequency, Wi-Fi, or other means. Under this proposal, the Department would not prohibit voice calls (although we seek further comment on that issue), but airlines would remain subject to any technical, safety, or security rules that do prohibit or restrict voice calls. Airlines would be required to disclose their voice call policies to the extent that they permit voice calls; those policies, in turn, will be based both on the airline's own choices and on any existing rules affecting such calls.
The DOT sought comment in the February 2014 ANPRM on whether permitting voice calls on aircraft constitutes an unfair practice to consumers pursuant to 49 U.S.C. 41712, and/or is inconsistent with adequate air transportation pursuant to 49 U.S.C. 41702, and if so, whether such calls should be banned. More specifically, it solicited comment on a number of questions, including, but not limited to: (1) Whether the Department should refrain from rulemaking and allow the airlines to develop their own policies; (2) whether a voice call ban should apply to all mobile wireless devices; (3) whether any proposed ban on voice calls should be extended to foreign air carriers; and (4) whether exceptions should apply for emergencies, certain areas of the aircraft, certain types of flights, or certain individuals (such as flight attendants and air marshals). It did not seek comment on the technical or safety aspects of voice calls, because those fall under the regulatory authority of the FCC and the FAA, respectively.
The comment period was open from February 24, 2014, to March 26, 2014. During that time, the Department received over 1,700 comments from individuals. The vast majority of commenters, 96%, favored a ban on voice calls. An additional 2% favored bans on voice calls, but indicated that they would be open to exceptions, such as for (unspecified) “emergencies.” Most commenters used strong language to express the view that voice calls in the presence of others are disturbing in general, and even more so in a confined space. Individuals also commented that voice calls would create “air rage” incidents by disgruntled passengers, place additional strains on flight attendants, and intrude upon privacy and opportunities to sleep. Only 2% of individuals opposed a voice call ban. These commenters generally took the position that airlines should be able to set their own policies.
Consumer advocacy organizations (Consumers Union and the Global Business Travel Association) stated that they favored a ban on voice calls, for the same reasons identified by the majority of individuals. Global Business Travel Association favored a ban on voice calls and stated that “quiet sections” are not feasible on aircraft.
Unions (the Air Line Pilots Association (ALPA), the Association of Professional Flight Attendants (APFA), the Association of Flight Attendants—CWA (AFA-CWA), the Teamsters, and the Transportation Trades Department) expressed safety concerns arising from permitting voice calls on aircraft, including an increased number of “air rage” incidents and a decrease in the ability to hear crewmember instructions. These organizations also cited security concerns, such as the possibility that voice call capability could be exploited by terrorists.
In contrast, the major airline organizations, Airlines for America (A4A) and the International Air Transport Association (IATA), expressed the view that airlines should be permitted to develop their own policies on voice calls. They recognized that their member airlines may take differing positions on whether they would allow voice calls on their flights. A4A and IATA stressed, however, that each airline should be free to respond to its own consumers' demand. They also argued that the Department lacks the statutory authority under 49 U.S.C. 41702 or 41712 to ban voice calls. Finally, these organizations contended that a voice call ban would stifle innovation in this area.
One U.S. airline, Spirit Airlines, Inc., echoed IATA's free-market position, but added that the Department would have the authority to require airlines to disclose their voice call policies.
Certain foreign airlines (Emirates and Virgin Atlantic), along with suppliers of onboard voice call equipment (Panasonic, OnAir Switzerland, and the Telecommunications Industry Association/Information Technology Industry Council), commented that foreign airlines increasingly permit voice calls, with few reports of consumer complaints. They stated that voice calls are rarely placed, and are of short duration because they are quite expensive (several dollars per minute, akin to “roaming” charges). They also note that voice calls may be easily disabled at any time during flight by one of the pilots. Finally, they report that crewmembers are adequately trained to handle any incidents that may arise as a result of voice calls.
One commenter, the Business Travel Coalition, suggested that the Department should permit voice calls in an “inbound, listen-only” mode for participating passively in conference calls. Another commenter, GoGo, Inc., suggested that any ban on voice calls should apply to regularly-scheduled commercial flights, and not to private aircraft or charter flights.
First, we recognize the safety and security concerns expressed by pilots' and flight attendants' unions. Without discounting those concerns in any way, we note that the proposed rule is not based on considerations of safety or security. Nevertheless the Department is actively coordinating this proposed rulemaking with all relevant Federal authorities that have jurisdiction over aviation safety and security.
Next, we understand the significant concerns expressed by individual commenters about the degree of hardship that may arise from an enclosed airline cabin environment in which voice calls are unrestricted. Under the proposed rule, airlines remain free to respond to those concerns by banning voice calls as a matter of policy, allowing voice calls only on certain flights (such as those frequently used by business travelers) or only
We recognize that certain foreign airlines permit voice calls when outside U.S. airspace, and that these airlines have reported few consumer complaints. This experience of foreign airlines suggests that voice calls do not, at present, create a significant degree of consumer harm. Our review of the individual comments to the ANPRM suggests, however, that U.S. consumers have come to expect a voice-call-free cabin environment and that they may generally hold a different view from foreign consumers on the issue of voice calls. Moreover, as we note in the regulatory evaluation to the proposed rule, the Department anticipates that airlines' technical capacity to allow voice calls will increase significantly in the near future, with corresponding potential reductions in the price of individual voice calls. These factors could result in an environment in which voice calls increase in both number and length, raising passenger discomfort to a degree that passengers on foreign airlines do not currently experience. As such, this proposal would require sellers of air transportation that are not small entities to provide adequate notice to passengers if voice calls are permitted on a “flight within, to, or from the United States.” We recognize that a “flight to or from the United States” may be a continuous journey including one flight segment beginning or ending in the United States (
The Department appreciates the comments we received from business travelers, some of whom have advocated for the ability to participate in “listen-only” calls, such as lengthy conference calls, on airplanes. This NPRM does not propose a ban on voice calls on aircraft, although we seek further comment on that issue. As a result, airlines would be free, under this proposal, to develop policies to prohibit, restrict or allow voice calls, and airlines would have the flexibility to provide these types of “listen-only” or other exceptions if they so choose. With that being said, DOT continues to seek comment on whether a ban on voice calls would be the more appropriate regulatory approach and whether any exceptions, such as a “listen-only” exception, should apply.
With respect to GoGo's comment that any ban on voice calls should apply to regularly-scheduled commercial flights, and not to private aircraft or charter flights, we again note that we are not proposing to ban voice calls at this time.
Finally, we agree with Spirit Airlines' comment that the Department has the authority to require carriers to disclose their voice-call policies, if the airline does allow them. While the major airline organizations did not comment on the disclosure approach, we believe that it is a well-established means of regulation that falls squarely within the Department's authority under 49 U.S.C. 41712. At this point in time, the Department is proposing this method of regulation, which is structured similarly to the Department's existing code-share disclosure rule. This proposed rule would require airlines that permit voice calls to provide early notice to consumers so that they may know prior to purchasing a ticket that a particular flight permits voice calls. This proposal provides a means of regulating voice calls without banning them outright.
On October 29, 2014, the sixth meeting of the Secretary's Advisory Committee on Aviation Consumer Protection (ACACP) convened to discuss a number of issues, including regulation of voice calls on aircraft.
After reviewing the comments, the Department finds that allowing the use of mobile wireless devices for voice calls without providing adequate notice to all passengers is an “unfair” and “deceptive” practice in air transportation under 49 U.S.C. 41712. A practice is unfair if it causes or is likely to cause substantial injury to consumers which cannot be reasonably avoided and which is not outweighed by countervailing benefits to consumers or competition that the practice produces. The Department relied upon 49 U.S.C. 41712 when promulgating the “Tarmac Delay Rule” (14 CFR 259.4), in which the Department addressed the harm to consumers when aircraft sit for hours on the airport tarmac without an opportunity for passengers to deplane.
We also believe that permitting voice calls on aircraft without adequate disclosure is a deceptive practice. A practice is deceptive if it misleads or is likely to mislead a consumer acting reasonably under the circumstances with respect to a material issue (
A number of individuals and organizations expressed significant concern over the many safety and security issues that arise from permitting voice calls on aircraft. Recognizing the multi-jurisdictional scope of the voice call issue, numerous members of Congress
Before discussing the proposed rule text, we note that we seek further comment on whether the Department should ban voice calls on domestic and/or international flights. We recognize that we have already received considerable feedback on this topic during the comment period to the ANPRM; individuals and organizations need not re-submit those same comments during the comment period to this NPRM. Here, we particularly solicit comment on whether there is any market failure or other reason to support a Federal ban on voice calls during flights, as well as the costs and benefits of any such ban. For example, is there evidence of a market failure or other problems based on the experience of countries that permit carriers to allow passengers to make voice calls during flights? What are the different types of policies and practices being used by carriers that permit some degree of voice calls? Will the price of voice calls go down as technology improves, and if so, will the volume of voice calls increase? What would be the costs and benefits of any such increase in voice call usage? What are the quantifiable benefits to consumers from being able to make a voice call onboard an aircraft? What are the quantifiable benefits of being able to listen to a conference call on a “listen-only” call? Would carriers and/or consumers benefit from airlines offering either “voice call zones” or “voice call free zones” onboard aircraft? Would carriers charge a specific fee for being able to make voice calls, or would the fee for voice calls be bundled with the general charges for Wi-Fi, and/or in-flight entertainment? Would carriers have an economic incentive to provide electronic devices to passengers independent of the portable electronic devices that passengers themselves already bring onboard the aircraft? What are the quantifiable costs to consumers from being exposed to unwanted voice calls onboard aircraft? What is the proper method of measuring such costs? Is a voice call ban justified even if the Department requires disclosure of a carrier's voice call policy? Should any such ban apply to international as well as domestic flights? Should any such ban apply to small carriers, air taxis, or charter operations? In general, are market forces sufficient or insufficient to moderate voice call use without Departmental regulation? Are there alternative regulatory approaches, in addition to disclosure and bans, that the Department should consider?
In the NPRM, we define “mobile wireless device” to mean any portable wireless telecommunications device not provided by the covered airline that is used for the transmission or reception of voice calls. The term includes, but is not limited to, passengers' cellular telephones, computers, tablets, and other portable electronic devices using radio frequency (RF) signals, including Voice over Internet Protocol (VoIP) via aircraft Wi-Fi. We define “voice call” to mean an oral communication made or received by a passenger using a mobile wireless device. The Department seeks comment on the proposed definitions of “mobile wireless device” and “voice call.”
The proposed rule applies to passenger flights in scheduled or charter air transportation by U.S. and foreign air carriers that are not small entities (
Under this proposed rule, if an airline permits voice calls on a specific flight that is offered to a prospective consumer, then the seller of the air transportation (
The proposed rule is modeled on the code-share disclosure rule, 14 CFR 257.5. Code-sharing is an arrangement whereby a flight is operated by a carrier other than the airline whose designator code or identity is used in schedules and on tickets. Based on the statutory prohibition against unfair and deceptive practices in the sale of air transportation, 49 U.S.C. 41712, the purpose of the disclosure requirement in section 257.5 is to ensure that consumers are aware of the identity of the airline actually operating their flight in code-sharing and long-term wet lease arrangements in domestic and international air transportation.
Similarly, the Department believes that a carrier's voice call policy is an important factor that may affect consumers' purchasing decisions. Prospective consumers should be aware, from the beginning of a prospective purchase, whether a carrier permits voice calls on its flights. As noted above, the comments to the ANPRM reflected an overwhelmingly negative public reaction to the prospect of permitting voice calls on aircraft. Based on these comments, the Department believes that consumers should be informed, from the beginning of the process, whether a carrier permits voice calls. Similarly, the Department believes that consumers would be unfairly surprised and harmed if they learned only after the purchase of a ticket (or, worse, after boarding the aircraft) that the carrier permits voice calls on its flights. While some carriers or ticket agents may voluntarily or sporadically provide notice of a carrier's voice call policy in the absence of regulation, the Department believes that the systematic and comprehensive notice requirements of proposed Part 260 provide the most effective means of avoiding consumer harm.
The Department proposes that disclosure take place under Part 260 only if the carrier
As proposed, the rule would exempt carriers that operate exclusively with aircraft having a designed seating capacity of less than 60 seats and ticket agents defined as “small businesses” (
The specific notice requirements are set forth in section 260.9. Section 260.9 requires disclosure in two areas: flight itinerary and schedule displays, and oral communications.
Subsection (a) would require voice call disclosure on flight itinerary and schedule displays, including on the Web sites and mobile applications of both carriers and ticket agents with respect to flights in, to, or from the United States. The inclusion of ticket agents reflects the fact that, through the growth and development of the internet and related technologies, more and more ticket agents, especially online travel agencies (OTAs), are able to provide flight schedules and itinerary search functions to the public. Also, we view any ticket agent that markets and is compensated for the sale of air transportation to consumers in the United States, either from a brick-and-mortar office located in the United States or via an internet Web site that is marketed towards consumers in the United States, as “doing business in the United States.” This interpretation would cover any travel agent or ticket agent that does not have a physical presence in the United States but has a Web site that is marketed to consumers in the United States for purchasing tickets for flights within, to, or from the United States. We also note that with the usage of mobile devices gaining popularity among consumers, our voice call disclosure requirement with respect to flight schedule and itinerary displays covers not only conventional internet Web sites under the control of carriers and ticket agents, but also those Web sites and applications specifically designed for mobile devices, such as mobile phones and tablets.
Furthermore, the text of section 260.9(a) states that voice call policies (
Our proposal reflects the requirement of 49 U.S.C. 41712(c)(2) on Internet offers, which requires that on a Web site fare/schedule search engine, code-share disclosure must appear on the first display following an itinerary search. Further, section 41712(c)(2) requires that the disclosure on a Web site must be “in a format that is easily visible to a viewer.” Similarly, we are proposing that the voice call policy disclosure must appear in text format immediately adjacent to each flight where voice calls are permitted, in response to an itinerary request by a consumer. We ask whether the proposed voice-call disclosure format would be clear and prominent to the passenger. As an alternative to the proposed standard, we ask whether a voice call disclosure appearing immediately adjacent to the entire itinerary as opposed to appearing immediately adjacent to each flight would be clear and prominent to the passenger. We also ask whether a symbol, such a picture of cell phone, would be sufficient, rather than disclosure in text format.
With regard to flight schedules provided to the public (whether the schedules are in paper or electronic format), we propose that the voice call disclosure be provided by an asterisk or other identifiable mark that clearly indicates the existence of a voice call policy and directs the reader's attention to another prominent location on the same page indicating in words that the carrier permits voice calls. We seek public comment on whether we should impose the same standard for flight schedules as for flight itineraries provided on the internet in response to an itinerary search,
Proposed section 260.9(b) requires that in any direct oral communication in the United States with a prospective consumer, and in any telephone call placed from the United States by a prospective consumer, concerning a flight within, to, or from the United States where voice calls are permitted, a ticket agent doing business in the United States or a carrier shall inform the consumer, the first time that such a flight is offered to the consumer, that voice calls are permitted. This rule requires carriers and ticket agents to disclose the voice call policy the first time the carrier or ticket agent offers a flight where voice calls are allowed, or, if no such offer was made, the first time a consumer inquires about such a flight. As with the remaining subsections of section 260.9, the purpose of this subsection is to ensure that a prospective consumer understands that voice calls would be permitted on a flight from the beginning of the decisionmaking process, and regardless of whether the consumer ultimately makes a reservation. Because carriers are already required to provide code-share disclosure, the Department believes that there is only a small additional burden to requiring disclosure of voice call policies as well. Subsection (b) requires disclosure only the first time that such a flight is offered to the consumer; the agent need not repeat the voice call policy at every mention of the flight, but should be prepared to repeat the voice call disclosure information upon request. The rule also requires disclosure if no such offer was made, the first time a consumer inquires about such a flight.
The phrase “ticket agent doing business in the United States” is used in the same manner as described in the discussion of that phrase in section 260.9(a) above. Consequently, a ticket agent that sells air transportation via a Web site marketed toward U.S. consumers (or that distributes other marketing material in the United States) is covered by section 260.9(b) even if the agent does not have a physical location in the United States, and such an agent must provide the disclosure required by section 260.9(b) during a telephone call placed from the United States even if the call is to the agent's foreign location.
While the Department has proposed a disclosure that is based on the code-share disclosure model, we seek comment on other approaches, including whether and to what extent it should require disclosure of voice call policies to consumers. For example, should the Department require airlines that permit voice calls on aircraft to disclose that fact on their general Web site, outside of the booking path? What information may need to be moved or deleted to make room for this disclosure? Should ticket agents be required to identify airlines that permit voice calls and disclose that information on their Web site? If so, where on the Web site should such disclosure appear? Would a general link to a policy be sufficient, or should disclosure take place on the screen where passengers construct itineraries and/or purchase tickets? Should disclosure take place during telephone reservation and inquiry calls? At all points of sale? Should such disclosure be provided on itinerary or e-ticket documents? If a passenger wishes to learn the full extent of a carrier's voice call policy, beyond the mere disclosure that calls “are permitted,” should carriers or ticket agents be required to provide that information on request? If so, how? The Department specifically seeks comments on the costs and benefits of all of these approaches.
The Department proposes that the rule becomes effective 30 days after publication in the
This action has been determined to be significant under Executive Order 12866 and the Department of Transportation's Regulatory Policies and Procedures. A copy of the Preliminary Regulatory Impact Analysis (PRIA) has been placed in the docket.
The PRIA found qualitative consumer benefits in the form of having readily-available flight-specific information regarding a carrier's voice call policy before making air travel purchase decisions. The PRIA did not quantify this benefit. The PRIA estimated aggregate costs for compliance with the proposed rule for 2017-2026 (including costs for revising Web sites and for training personnel) to be $41 million for carriers and $46 million for ticket agents. A summary of these findings is set forth below.
The Regulatory Flexibility Act (5 U.S.C. 601
The Department does not expect this rule to have a significant economic impact on a substantial number of small entities. The proposed rule contains an exemption for small carriers and small ticket agents. On the basis of the analysis provided in the PRIA and IRFA, I hereby certify that this rulemaking will not have a significant economic impact on a substantial number of small entities.
This rulemaking has been analyzed in accordance with the principles and criteria contained in Executive Order 13132 (“Federalism”). This rulemaking does not include any provision that: (1) Has substantial direct effects on the States, the relationship between the national government and the States, or the distribution of power and responsibility among the various levels of government; (2) imposes substantial direct compliance costs on State and local governments; or (3) preempts State law. States are already preempted from regulating in this area by the Airline Deregulation Act, 49 U.S.C. 41713. Therefore, the consultation and funding requirements of Executive Order 13132 do not apply.
This rulemaking has been analyzed in accordance with the principles and criteria contained in Executive Order 13084 (“Consultation and Coordination with Indian Tribal Governments”). Because this rulemaking does not significantly or uniquely affect the communities of the Indian Tribal governments or impose substantial direct compliance costs on them, the funding and consultation requirements of Executive Order 13084 do not apply.
The Department has determined that this proposed rule is subject to the requirements of the Paperwork Reduction Act (PRA) because it adopts new information gathering requirements on airlines and ticket agents. The Department will publish a separate 30 day and 60 day notice in the
The Department has determined that the requirements of Title II of the Unfunded Mandates Reform Act of 1995 do not apply to this rule.
The Department has analyzed the environmental impacts of this proposed action pursuant to the National Environmental Policy Act of 1969 (NEPA) (42 U.S.C. 4321
Air carriers, Foreign air carriers, Ticket agents, Voice calls, Mobile wireless devices, Consumer protection. Disclosure when voice calls are permitted.
49 U.S.C. 41712.
The purpose of this part is to ensure that ticket agents doing business in the United States, air carriers, and foreign air carriers inform consumers clearly when the air transportation they are buying or considering buying permits passengers to use their mobile wireless devices for voice calls onboard the flight.
Except as noted in § 260.11, this part applies to the following:
(a) U.S. and foreign air carriers marketing scheduled or charter air transportation where voice calls are permitted onboard flights; and
(b) Ticket agents doing business in the United States that market scheduled or charter air transportation where voice calls are permitted onboard flights.
As used in this part:
The holding out or sale of scheduled or charter passenger air transportation is prohibited as unfair and deceptive in violation of 49 U.S.C. 41712 unless, in conjunction with such holding out or sale, carriers and ticket agents follow the requirements of this part.
(a)
(1) In flight schedule information provided to U.S. consumers on desktop browser-based or mobile browser-based internet Web sites or applications in response to any requested itinerary search, for each flight on which voice calls are permitted, notice that voice calls are permitted must appear prominently in text format on the first display following the input of a search query, immediately adjacent to each flight in that search-results list. Roll-over, pop-up and linked disclosures do not comply with this paragraph.
(2) For static written schedules, each flight in passenger air transportation where voice calls are permitted shall be identified by an asterisk or other easily identifiable mark that leads to disclosure of notification that voice calls are permitted.
(b)
(c) Each air carrier and foreign air carrier that permits voice calls via passenger devices shall provide notification to all ticket agents that receive and distribute the U.S. or foreign carrier's fare, schedule, and availability information of the fact that voice calls via passenger devices are permitted during the flight. This notification shall be useable, current, and accurate, and suitable for providing the notices to prospective air travelers required by paragraphs (a) and (b) of this section.
This Part does not apply to:
(a) Air carriers or foreign air carriers providing air transportation only with aircraft having a designed passenger capacity of less than 60 seats.
(b) Ticket agents with $20.5 million or less in annual revenues, or that qualify as a small business pursuant to 13 CFR part 121.
Food and Drug Administration, HHS.
Notification of availability.
The Food and Drug Administration (FDA or we) is announcing the availability of a draft guidance for industry entitled “Fruit Juice and Vegetable Juice as Color Additives in Food.” The draft guidance, when finalized, will help manufacturers determine whether a color additive derived from a plant material meets the specifications under certain FDA color additive regulations.
Although you can comment on any guidance at any time (see 21 CFR 10.115(g)(5)), to ensure that we consider your comment on the draft guidance before we begin work on the final version of the guidance, submit either electronic or written comments on the draft guidance by February 13, 2017.
You may submit comments as follows:
Submit electronic comments in the following way:
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• 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”).
Submit written/paper submissions as follows:
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• For written/paper comments submitted to the Division of Dockets Management, 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.”
• 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.” We will review this copy, including the claimed confidential information, in our 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
Submit written requests for single copies of the draft guidance to the Office of Food Additive Safety, Center for Food Safety and Applied Nutrition (HFS-265), Food and Drug Administration, 5001 Campus Dr., College Park, MD 20740. Send two self-addressed adhesive labels to assist that office in processing your request. See the
We are announcing the availability of a draft guidance for industry entitled “Fruit Juice and Vegetable Juice as Color Additives in Food.” We are issuing the draft guidance consistent with our good guidance practices regulation (21 CFR 10.115). The draft guidance, when finalized, will represent the current thinking of FDA on this topic. 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.
When a food substance, including plant material, is deliberately used as a color, it is a color additive (see 21 CFR 70.3(f)). We have a statutory obligation to ensure that authorized (or listed) color additives are suitable and safe for their intended use. FDA has authorized the use of the color additive “fruit juice,” under § 73.250 (21 CFR 73.250), that is prepared either by expressing the juice from mature varieties of fresh, edible fruits, or by the water infusion of the dried fruit. Similarly, § 73.260 establishes that the color additive “vegetable juice” is prepared either by expressing the juice from mature varieties of fresh, edible vegetables or by the water infusion of the dried vegetable. The underlying premise of §§ 73.250 and 73.260 is that the safety of fruit juice and vegetable juice as color additives for use in food is assured by the fact that the fruit or vegetable from which the color additive is derived has been safely consumed as food, such that there would not be safety concerns in using the juice or water soluble color components from the fruit or vegetable as a color additive. The fact that plant material can be eaten does not necessarily mean that juice from such plant material meets the specifications of these regulations. We also note that, in addition to the color additive regulations for fruit juice in § 73.250 and vegetable juice in § 73.260, we have authorized color additives derived from plant materials in separate color additive regulations, including § 73.169 (grape skin extract) and § 73.500 (saffron).
The draft guidance, when finalized, is intended to help manufacturers determine whether a color additive derived from a plant material meets the specifications for fruit juice under § 73.250 or vegetable juice under § 73.260. The draft guidance, including our interpretation of the terms used in §§ 73.250 and 73.260, is limited to these color additive regulations. The draft guidance does not address the use of fruit- or vegetable-derived color additives that are authorized under different color additive regulations or that are the subject of a color additive petition.
Since we issued the color additive regulations for fruit juice and vegetable juice, we have received inquiries from industry regarding whether certain plant materials are covered by these color additive regulations. The draft guidance provides the criteria that should be used to determine if a plant material is a mature, fresh, edible fruit or a mature, fresh, edible vegetable under §§ 73.250 and 73.260. The draft guidance also encourages firms to consult us if they are unsure of the regulatory status of a substance that they propose to derive from plant materials for use as a color additive for food. Separately, we have posted on our Web site a summary table of the informal opinions that we have issued in response to the specific inquiries we have received regarding the applicability of §§ 73.250 and 73.260. The draft guidance document contains the Web site link to the summary table.
The draft guidance refers to previously approved collections of information found in FDA regulations. These collections of information are subject to review by the Office of
The draft guidance also refers to new collections of information found in FDA regulations. Under the PRA, Federal Agencies must obtain approval from OMB for each collection of information they conduct or sponsor. “Collection of information” is defined in 44 U.S.C. 3502(3) and 5 CFR 1320.3(c) and includes Agency requests or requirements that members of the public submit reports, keep records, or provide information to a third party. Section 3506(c)(2)(A) of the PRA (44 U.S.C. 3506(c)(2)(A)) requires Federal Agencies to provide a 60-day notice in the
With respect to the following collection of information, we invite comments on these topics: (1) Whether the proposed collection of information is necessary for the proper performance of FDA's functions, including whether the information will have practical utility; (2) the accuracy of FDA's estimate of the burden of the proposed collection of information, including the validity of the methodology and assumptions used; (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, when appropriate, and other forms of information technology.
The draft guidance, when finalized, will help manufacturers determine whether a color additive derived from a plant material meets the specifications for fruit juice under § 73.250 or vegetable juice under § 73.260. Information in the draft guidance regarding submission of a color additive petition has been previously approved by OMB in accordance with the PRA under OMB control number 0910-0016.
The proposed new information collection provides manufacturers the opportunity to request a meeting with FDA if they are unsure whether a color additive that is derived from plant material and that is intended for use in food meets the identity for fruit juice or vegetable juice in § 73.250 or § 73.260. When manufacturers request a meeting, the draft guidance suggests that they provide the scientific name, common name(s), origin, cultivation state, and life-stage of the plant material from which they wish to derive the color additive, and which plant structure will be declared the mature, fresh, edible fruit or vegetable, as well as a complete description of the manufacturing process for the color additive. Manufacturers also may provide information to us to verify that the plant material can be consumed for its taste, aroma, or nutrient properties in its fresh state and to document the amount and frequency of consumption and the history of safe consumption. If we determine that a proposed color additive does not meet the specifications for fruit juice or vegetable juice under § 73.250 or § 73.260, the manufacturer may submit a color additive petition, the collection of information for which has been approved under OMB control number 0910-0016.
FDA estimates the burden of this collection of information as follows:
FDA's estimate of the number of respondents and number of responses in table 1 is based on the average number of meetings that are expected to be requested annually by manufacturers over the next 3 years. Based on past experience, we expect the request for a meeting and the submission of fruit juice or vegetable juice information can be completed by a qualified plant taxonomist in less than 1 hour. We also expect that some manufacturers may want to provide research supporting the plant material as a consumable food, the amount and frequency of consumption, and the history of safe consumption of the mature fruit or vegetable by humans. We estimate that, in these cases, it would take a qualified toxicologist up to 3 days (24 working hours) to perform a thorough literature and plant database search. This estimate includes the time we expect it would take for a submitter to compile the information for submission to FDA.
To be conservative, the total number of annual burden hours, therefore, would be 125 hours, which would include 5 hours to complete the initial request for a meeting and of the submission of associated information to FDA, and 120 hours to complete a literature and database search and to present this information for submission to FDA.
Before the proposed information collection provisions contained in the draft guidance become effective, we will publish a notice in the
Persons with access to the Internet may obtain the draft guidance at either
Department of the Army, DoD.
Proposed rule.
The Department of the Army proposes to amend its regulation concerning policies and procedures for release of official information and testimony of Army witnesses in federal and state courts where the Army or Department of Defense (DoD) has an interest in the matter. This regulation was last published in the
Consideration will be given to all comments received by: February 13, 2017.
You may submit comments, identified by 32 CFR part 516, Docket No. USA-2015-0016 and or RIN 0702-AA69, by any of the following methods:
•
•
Major Thomas S. Hong, (703) 693-1093;
The rule discusses departmental responsibilities, procedures for service of process, procedures for government officials sued in their official capacities, and procedures for requests for release of official information, to include witness testimony. The rule also discusses the release of official information and the appearance of present and former Army personnel as witnesses in response to requests for interviews, notices of depositions, subpoenas, and other requests or orders related to judicial or quasi-judicial proceedings.
For the purposes of this rule, Army personnel include the following:
• Present, former and retired Army military personnel, including the U.S. Army Reserve, regardless of current status.
• Present, former and retired civilian employees of the U.S. Army, regardless of current status.
• Soldiers of the Army National Guard of the United States (Title 10, U.S.C.) and, when specified by statute or where a Federal interest is involved, Soldiers in the Army National Guard (Title 32, U.S.C.).
• Technicians under 32 U.S.C. 709.
• USMA cadets.
• Nonappropriated fund employees.
• Foreign nationals who perform services for the Army overseas.
• Other individuals hired by or for the Army, including individuals hired through contractual agreements by or on behalf of the Army.
This regulation was most recently published in the
Authorities for this rulemaking include the following:
• The Freedom of Information Act at 5 U.S.C. 552 which provides the public with a right to request access to federal agency records or information, except to the extent the records are protected from disclosure by any of nine exemptions or by one of three special law enforcement record exclusions.
• The Privacy Act of 1974 at 5 U.S.C. 552a, which establishes a code of fair information practices that governs the collection, maintenance, use, and dissemination of information about individuals that is maintained in systems of records by federal agencies.
• Confidentiality of records at 42 U.S.C. 290 which requires certain medical records shall be confidential and disclosed only for authorized purposes.
• Executive Order No. 12988, Civil Justice Reform (add a link to the E.O.) which establishes several requirements on Federal agencies involved in litigation or contemplating filing an action on behalf of the United States.
The proposed revisions benefit the Department of the Army agencies, Army support to the Department of Justice, and interaction with state courts in affirmative and defensive litigation information. With the updates to the CFR for statutory and other changes since the document was published in 1994, Army's support of federal litigation and response to requests to support state and private litigation will be improved.
Although no formal study or collection of data are available, a review of the closed Touhy requests for FY 2016 shows that hundreds of hours were expended by Army personnel responding to these requests. Similar to costs in Freedom of Information Act processing, there are substantial costs for searching, reviewing, and producing Army records and personnel for depositions and trial.
This rule will be included in DoD's retrospective plan, completed in August 2011, and will be reported in future
The Department of the Army has determined that the Regulatory Flexibility Act does not apply because the proposed rule does not have a significant economic impact on a substantial number of small entities within the meaning of the Regulatory Flexibility Act, 5 U.S.C. 601-612.
The Department of the Army has determined that the Unfunded Mandates Reform Act does not apply because the proposed rule does not include a mandate that may result in estimated costs to State, local or tribal governments in the aggregate, or the private sector, of $100 million or more.
The Department of the Army has determined that the National Environmental Policy Act does not apply because the proposed rule does not have an adverse impact on the environment.
This proposed rule does not impose any new recordkeeping, reporting, or other information collection requirements on the public. The proposed rule sets forth procedures by which litigants may serve summonses, complaints, subpoenas, and other legal process, demands, and requests upon the DA. The proposed rule imposes special procedural requirements for those who seek to serve third-party subpoenas upon the DA in accordance with
The Department of the Army has determined that Executive Order 12630 does not apply because the proposed rule does not impair private property rights.
The Department of the Army has determined that, although this rule is not “economically significant” because it does not have an annual effect on the economy of $100 million or more or adversely affect in a material way the economy, it is “other significant” for raising novel legal or policy issues arising out of legal mandates, the President's priorities, or the principles set forth in these Executive Orders. For that reason, it has been reviewed by the Office of Management and Budget (OMB).
The Department of the Army has determined that according to the criteria defined in Executive Order 13045. This proposed rule does not apply since it does not implement or require actions impacting environmental health or safety risks to children.
The Department of the Army has determined that according to the criteria defined in Executive Order 13132 this proposed rule does not apply because it will not have a substantial effect on the States, on the relationship between the national government and the States, or on the distribution of power and responsibilities among various levels of government.
Litigation, Service of process, Witnesses, Official information, Discovery requests, Expert testimony.
5 U.S.C. 552; 5 U.S.C. 552a; 42 U.S.C. 290; Executive Order No. 12988.
(a)
(A) Supervising litigation in which the Army has an interest, except as outlined in paragraphs (a)(1)(A)(ii)-(iv) of this section.
(B) Acting for The Judge Advocate General (TJAG) and the Secretary of the Army on litigation issues, including the authority to settle or compromise cases.
(C) Delegating responsibility for cases if appropriate.
(D) Serving as primary contact with the Department of Justice (DOJ) on litigation.
(E) Accepting service of process for the Department of the Army (DA) and for the Secretary of the Army in his or her official capacity. (See 32 CFR 257.5.)
(F) Approval of the appointment of Special Assistant United States Attorneys (SAUSAs) and DOJ special trial attorneys to represent the Army and DOD in civil litigation.
(ii) Chief, Contract and Fiscal Law Division, USALSA, is responsible for supervising Armed Services Board of Contract Appeals (ASBCA) and Government Accountability Office (GAO) litigation. The Chief Trial Attorney, attorneys assigned to the Contract and Fiscal Law Division, and attorneys designated by the Chief Trial Attorney, will represent DA before the ASBCA for contract appeals. They also represent DA before the GAO for bid protests in cases not falling under the purview of either the U.S. Army Corps of Engineers (USACE) or Army Materiel Command. They will maintain direct liaison with DOJ and represent DA in appeals from ASBCA decisions. The Chief Trial Attorney has designated USACE attorneys to act as trial attorneys in connection with USACE contract appeals.
(iii) Chief, Environmental Law Division, USALSA, is responsible for the following:
(A) Supervising defensive environmental civil litigation and administrative proceedings involving missions and functions of DA, its major and subordinate commands, and
(B) Supervising affirmative cost recovery actions, brought pursuant to Federal or State environmental laws, in which the Army has an interest.
(C) Acting for TJAG and the Secretary of the Army on the assertion and defense of Army water rights, and environmental litigation and affirmative cost recovery issues, including the authority to settle or compromise cases.
(D) Delegating responsibility for cases as appropriate.
(E) Serving as primary contact with DOJ on environmental litigation and cost recovery.
(iv) Chief, Regulatory Law and Intellectual Property (RL & IP) Division, USALSA, is responsible for the following:
(A) Supervising the attorneys assigned to the Regulatory Law and Intellectual Property Division (RL & IP) and other attorneys designated by the Chief, RL & IP, who represent DA consumer interests in regulatory matters before State and Federal administrative agencies and commissions, including but not limited to proceedings involving rates and conditions for the purchase of services for communications (except long-distance telephone), transportation, and utilities (gas, electric, water and sewer). Those attorneys will maintain direct liaison with DOJ for communications, transportation, and utilities litigation as authorized by the Chief, RL & IP.
(B) Supervising attorneys assigned to the RL & IP Division, and other attorneys designated by the Chief RL & IP who represent DA in matters pertaining to patents, copyrights, and trademarks. Those attorneys will maintain direct liaison with DOJ and represent the DA in intellectual property issues as authorized by the Chief, RL & IP.
(v) Chief, Procurement Fraud Division (PFD), is responsible for supervising all attorneys designated to represent the DA in all procurement fraud and corruption matters before the Army suspension and debarment authority and before any civil fraud recovery administrative body. Those attorneys will maintain liaison and coordinate remedies with DOJ and other agencies in matters of procurement fraud and corruption.
(vi) Legal Representatives of the Chief of Engineers. The U.S. Army Corps of Engineers (USACE) Office of Chief Counsel, attorneys assigned thereto, and other attorneys designated by the Chief Counsel will maintain direct liaison with DOJ and represent DA in litigation and administrative proceedings arising from the navigation, civil works, Clean Water Act 404 permit authority, environmental response activities, real property functions of the (USACE).
(b)
(2) This part does not apply to releasing official information or testimony by Army personnel in the following situations:
(i) Before courts-martial convened by military departments or in administrative proceedings conducted by or on behalf of a DOD component.
(ii) In administrative proceedings for:
(A) The Equal Employment Opportunity Commission.
(B) The Merit Systems Protection Board.
(C) The Federal Labor Relations Authority.
(D) A negotiated grievance procedure under a collective bargaining agreement to which the government is a party.
(iii) In response to requests by Federal Government counsel in litigation conducted on behalf of the United States.
(iv) Pursuant to disclosure of information to Federal, State, and local prosecuting and law enforcement authorities, in conjunction with an investigation conducted by a DoD criminal investigative organization.
(b)
(c)
(i) Classified or sensitive information of any kind;
(ii) Privileged information of any kind;
(iii) The acquisition, funding, construction, operation, maintenance, physical condition or readiness, as applicable, of DOD, Army, or other Federal government programs, systems, properties, facilities, equipment, data management systems or personnel;
(iv) Unit records, training records, individual personnel or medical records, investigative reports of any kind, scientific or financial data, official Army publications, and records
(v) Army personnel, their family members, contractors, and other related third parties.
(2)
(i) Responses to discovery requests, depositions, and other pretrial proceedings.
(ii) Responses to formal or informal requests by attorneys or others in existing or reasonably anticipated litigation matters.
(3)
(ii) In which the Army has an interest. In cases where the Army is not a named party, the Army may still have an interest. These may include: Cases where the Army may incur costs as a result of the litigation; cases where Army operations or policies are implicated; cases which could impact Army property or water rights; disclosure of information harmful to national security or otherwise protected from disclosure; litigation involving Army contractors or manufacturers of Army equipment and property; incidents arising from Department of Defense or Army activities; litigation involving the personal injury of Army personnel or family members, or the personal injury of third parties by Army personnel; the foreign or civilian criminal prosecution of Army personnel, family members, contractors, or manufacturers of Army equipment or property; or civil or family law litigation which may overlap or relate to the foreign or civilian criminal prosecution of Army personnel or family members. If an SJA or legal advisor cannot clearly determine whether Army interests are implicated in a particular case, consult with the appropriate litigating division.
(4)
(i) Present, former and retired Army military personnel, including the U.S. Army Reserve, regardless of current status.
(ii) Present, former and retired civilian employees of the U.S. Army, regardless of current status.
(iii) Soldiers of the Army National Guard of the United States (title 10 U.S.C.) and, when specified by statute or where a Federal interest is involved, Soldiers in the Army National Guard (title 32, U.S.C.). It also includes technicians under 32 U.S.C. 709.
(iv) USMA cadets.
(v) Nonappropriated fund employees.
(vi) Foreign nationals who perform services for DA overseas.
(vii) Other individuals hired by or for the Army, including individuals hired through contractual agreements by or on behalf of the Army.
(5) Demand. Subpoena, order, or other demand of a court of competent jurisdiction, or other specific authority, to produce, disclose, or release official Army information (or other official federal agency information subject to release under this chapter) or which require that DA Personnel testify or appear as witnesses.
(a)
(1) United States is a party or has an interest. The appropriate litigating division is the release authority for all official, unclassified Army information in cases in which the United States is a party or has a direct interest; they also make all such release decisions for cases in which the information could be used in a claim or litigation against the United States. If uncertainty exists as to whether a given situation constitutes private litigation, forward the request to the appropriate litigating division (See § 516.1(d)).
(2) Non-classified information where the United States has no interest. SJAs and legal advisors are the release authorities for official, unclassified factual information held by their respective commands or organizations in cases of private litigation.
(3) Classified information. Litigation Division is the release authority for official information or appearance of DA personnel as witnesses in litigation involving terrorism, espionage, nuclear weapons, intelligence sources and methods, or involving records otherwise privileged from release, including classified information. Refer any requests involving such information to the General Litigation Branch, Litigation Division.
(4) Medical treatment records. Army Medical Center or Command Judge Advocates or supporting SJAs are the release authorities for official, unclassified factual information in private litigation which involves the release of medical and other records and information within the custody, control or knowledge of the Center or Command Judge Advocates' or supporting SJAs'permanent station hospital and its personnel. Medical records may only be released in compliance with the Health Insurance Portability and Accountability Act (HIPAA) regulations published at 45 CFR parts 160, 162, and 164. Upon court order or subpoena, if appropriate under §§ 516.3-4 (Release Determination and Requestor Responsibilities), and if compliant under the HIPAA regulations, Center or Command Judge Advocates, SJAs and legal advisors may furnish to the attorney for the injured party or the tortfeasor's attorney or insurance company a copy of the narrative summary of medical care that relates to a claim initiated by the United States for recovery of costs for medical care or property claims, pursuant to the Federal Medical Care Recovery Act (42 U.S.C. 2651), the Federal Claims Collection Act (31 U.S.C. 3711), the Third Party Collection Program (10 U.S.C. 1095), or Executive Order No. 12988, Civil Justice Reform. If additional medical records are requested by subpoena or court order, only those that are relevant and necessary to the litigation or pending action will be furnished. If furnishing copies of medical records would prejudice the cause of action, the matter will be reported to Litigation Division.
(5) Substance abuse treatment records. Subpoenas for alcohol abuse or drug abuse treatment records must be processed under 42 U.S.C. 290dd-3 and 290ee-3, and Public Health Service regulations published at 42 CFR 2.1-2.67.
(6) Armed Services Board of Contract Appeals cases. Contracting officers, in consultation with the appropriate servicing SJA, are authorized to release official information to be used in litigation before the Armed Services Board of Contract Appeals, per the Federal Acquisition Regulation (FAR), subpart 5.4., and applicable DOD directives and Army instructions.
(b)
(1) Cases where the United States has an interest. The appropriate litigating division, as identified in § 516.1, is the approval authority for personnel who may appear and testify as witnesses in contemplated or pending litigation where the United States is a party or has an interest.
(2) Classified, sensitive, or privileged information. Litigation Division is the approval authority for the appearance of DA personnel as witnesses in litigation involving terrorism, espionage, nuclear weapons, intelligence sources and methods, or involving records otherwise privileged from release, including classified information. (See § 516.1(b)). Refer any requests involving such information to the General Litigation Branch, Litigation Division.
(3) Non-classified Information where the United States has no interest. SJAs, Chief Counsel, or their equivalent, are the approval authorities for individuals within their organizations or commands who may appear for witness testimony, depositions, or interviews or make declarations on factual matters within their personal knowledge when it involves private litigation where the United States has no interest.
(4) Medical Information. Commanders of Medical Commands, in consultation with their legal advisors, are the approval authorities for medical providers and other hospital personnel assigned to their command. This includes witness testimony, depositions, interviews or declarations on factual matters within their personal knowledge when it involves private litigation where the United States has no interest.
(5) Expert testimony. Litigation Division is the approval authority for expert testimony. (See § 516.10).
(6) Former and Retired DA Personnel. The appropriate litigating division is the approval authority for witness testimony relating to official information. (See § 516.2).
(c)
(1)
(ii) Refer matters concerning patents, copyrights, trade secrets, or trademarks to the Regulatory Law and Intellectual Property Division.
(iii) Refer taxation matters to the Contract and Fiscal Law Division.
(iv) Refer matters concerning communication, transportation, or utility service proceedings to the Regulatory Law and Intellectual Property Division.
(v) Refer environmental matters, to include water rights and affirmative environmental cost recovery to the Environmental Law Division.
(vi) Refer matters arising from the navigation, civil works, Clean Water Act 404 permit authority, environmental response activities, and real property functions of the U.S. Army Corps of Engineers (USACE) Office of Chief Counsel.
(vii) Refer all bid protests, and contract appeals cases before the ASBCA and GAO to the Contract and Fiscal Law Division.
(viii) Refer procurement fraud matters, including
(ix) Refer all other matters to the General Litigation Branch, Litigation Division.
(2) Information to Submit with Referrals. Provide the following data when referring matters pursuant to § 516.2(c):
(i) Copy of the request for official information and all available relevant pleadings (
(ii) Parties (named or prospective) to the proceeding, their attorneys, and case number.
(iii) Party making the request (if a subpoena, indicate moving party) and his or her attorney.
(iv) Name of tribunal in which the proceeding is pending.
(v) Nature of the proceeding.
(vi) Date of receipt of request or date and place of service of subpoena.
(vii) Name, grade, position, and organization of person receiving request or served with subpoena.
(viii) Date, time, and place designated in request or subpoena for production of information or appearance of witness.
(xi) Nature of information sought or document requested, and place where document is maintained.
(x) A copy of each document requested. Contact the appropriate litigating division if this would be burdensome and unnecessary to a decision whether to release, redact, or withhold a particular document.
(xi) Name of requested witness, expected testimony, requested appearance time and date, and whether witness is reasonably available.
(xii) Analysis of the request with recommendations.
(a) Release authorities must ensure requestors state in writing the nature and relevance of the official information they want and include the documentation required by § 516.4. The appropriate release authority should evaluate the request in light of 32 CFR part 97 and
(1) Whether the request is unduly burdensome, inappropriate under the applicable court rules or otherwise irrelevant. Considerations include the size and scope of the request; amount of preparation and transportation time for the witness; mission impact of requiring the witness to be pulled away from current duties to participate; mission impact of requiring responding office personnel to be pulled away from their current assignments to respond to document search, review and production requests; and the potential cumulative burden upon the agency in granting similar requests.
(2) Whether the disclosure is inappropriate under the rules of procedure governing the matter in which the request arose.
(3) Whether the disclosure violates a statute, executive order, regulation, or directive.
(4) Whether the disclosure (including release
(5) Whether the disclosure reveals information properly classified pursuant to the DOD Information Security Program under AR 380-5, unclassified technical data withheld from public release pursuant to 32 CFR 250 and DOD Directive 5230.25 or other sensitive or privileged information exempt from disclosure.
(6) Whether the disclosure would interfere with ongoing enforcement proceedings, compromise constitutional rights, reveal the identity of an intelligence source or confidential informant, disclose trade secrets or confidential, commercial, or financial information, or would otherwise be inappropriate under the circumstances.
(7) Whether disclosure violates any person's expectation of confidentiality or privacy.
(8) Whether any other factor or consideration relevant to the circumstances warrants approving or denying the request.
(a) Individuals seeking official information must submit, at least 14 days before the desired date of production, a detailed written request setting forth the nature and relevance to the litigation or proceeding of the official information sought. Requests for official information involving an employee's appearance and/or production of documents must comply with 32 CFR part 97 and this part. At a minimum, requests must include:
(1) Copy of the complaint or criminal charges and relevant pleadings;
(2) Date of the requested appearance or production;
(3) Party for whom the request is made;
(4) Reason why official information sought is relevant and necessary to requestor and litigation;
(5) For witness requests, name, grade, position, and organization of the witness if known, and substance of the expected testimony. Requestors should not contact potential witnesses without first coordinating with the witness' SJA or legal advisor, or the appropriate litigating division.
(b) Requests from DOJ for DA personnel as witnesses need not follow the requirements above. See § 516.6 for the witness request procedures for DOJ.
(a)
(b)
(1) Privacy Act (5 U.S.C. 552a) records include any item, collection, or grouping of information about an individual that is maintained by an agency, including, but not limited to, his education, financial transactions, medical history, and criminal or employment history and that contains his name, or the identifying number, symbol, or other identifying particular assigned to the individual, such as a finger or voice print or a photograph.
(2) A demand (see definition in
(3) In connection with discovery in federal or state litigation, Privacy Act records will only be released with consent of the individual or under a court order specifically signed by a judge or magistrate of a court of competent jurisdiction. (
(i) Release by Court Order. The court order must state that the court finds that the law authorizes release of the records and the records should be released. If the order or subpoena does not contain these findings the release authority may release the records to a clerk of the court empowered by local statute or practice to receive the records under seal subject to the release authority's request that the clerk of court withhold the records from the parties until the court issues an order determining that the records should be released.
(ii) Release to the Requestor. Privacy Act records may be released to the requestor if a valid Privacy Act consent waiver from the individual to whom the record(s) pertain is submitted with the request. Otherwise, Privacy Act records should only be released pursuant to court order as set forth in (i) above.
(c)
(d)
(1) Litigation Division and the USACRC Command Judge Advocate will consult with the appropriate United States Attorney's Office regarding assertion of appropriate privileges. To assess the appropriate privilege, safety reports and records will be provided to Litigation Division in complete unredacted form along with a separate copy reflecting identification of all privileged portions.
(2) When requested, contact information for safety personnel witnesses and technical experts will be provided to Litigation Division. As needed, Litigation Division will provide safety records, information, and witness contact information to the U.S. Attorney's Office for evaluation.
(3) Providing safety records, information, and access to safety personnel to Litigation Division or the U.S. Attorney's Office is not considered a “release,” under DOD safety regulations.
(4) All parties handling privileged safety information are obligated to observe confidentiality, protected safety-use requirements, and all other privileges against public disclosure. Privileged safety reports, records, information, or testimony will not be used in litigation without appropriate disclosure safeguards, such as a protective order, agreement, or order to seal.
(e)
(f)
In routine cases where the Department of the Army is neither a party nor has an interest in the litigation, SJAs may release unclassified and unprivileged official information to DOJ or the U.S. Attorney's Office on request. In connection with any such release, DOJ or the U.S. Attorney's Office must be provided sufficient information to determine whether the requested information is classified, privileged or protected by the Privacy Act or other applicable confidentiality laws, to ensure for its proper handling. DOJ or U.S. Attorney requests for classified information will be coordinated through Litigation Division prior to action. Prior to pursuing declassification of official information, Litigation Division will coordinate with the requesting DOJ attorney to determine whether declassification of the information is appropriate or advisable under the circumstances.
(a) Request or demand for official information and witness testimony will be resolved by the SJA or legal advisor pursuant to this subpart. The appropriate litigating division will be
(b) Local SJAs and command legal advisors will assist DA personnel within their commands and in their geographic area regarding compliance with subpoenas for official information and witness testimony. Such assistance should include providing advice and attending interviews, depositions, and trial testimony.
(c) Where an immediate response is required. A demand, including a subpoena or court order, should never be ignored. If a response to a subpoena or court order is required before a release determination can be made, the SJA or legal advisor will do the following:
(1) Attempt to resolve the issue through informal efforts. Inform the requestor that the demand is under review and, if applicable, that the requestor must provide additional information in accordance with this part in order for a release determination to be made. Seek additional time to respond to the demand and to have the requestor voluntarily withdraw the subpoena or stay the court order.
(2) If informal efforts to resolve the issue are unsuccessful or if time does not permit attempting informal efforts, contact the appropriate litigating division. When the appropriate litigating division is not available, contact the appropriate USAO directly. Request that the USAO seek to stay the subpoena or court order pending the requestor's compliance with this part.
(3) If efforts to stay the subpoena or court order are unsuccessful, seek to quash the subpoena or court order through coordination with the appropriate litigating division or USAO.
(4) If the USAO is challenging the subpoena or court order, the SJA or legal advisor will direct the affected personnel to respectfully decline to comply with the subpoena or court order pending resolution of the challenge.
(d) Subpoenas seeking protected or privileged information. When privilege, statute, or regulation prohibits releasing the subpoenaed information, the SJA or legal advisor should attempt to resolve the matter with the requestor, or, after consultation with the appropriate litigating division and with the assistance of the local U.S. Attorney's Office, appear through counsel and explain the matter to the court. To resolve the matter, SJAs or legal advisors should:
(1) Communicate with the counsel requesting the subpoena. (See sample letter at fig 7-3).
(2) Explain the restrictions on release.
(3) Provide any releasable information.
(4) Suggest withdrawing the subpoena.
(e) Coordination with the US Attorney concerning subpoenas for protected or privileged information. If informal efforts to resolve the situation are unsuccessful, the appropriate litigating division may ask the local U.S. Attorney's Office to file a motion to quash or a motion for a protective order or other appropriate legal recourse. The records privileged or otherwise protected from release should be retained by the custodian pending the court's ruling.
(f) Release of Information through Witness Testimony. If the approval authority determines that the official information may be released, DA personnel may be interviewed, deposed, or appear as a witness in court provided such interview or appearance is consistent with the requirements of this subpart. An Army attorney should ordinarily be present, as the legal representative of the Army, during any interview or testimony. If a question seeks information not previously authorized for release, the legal representative will advise the witness not to answer. If necessary to avoid release of the information, the legal representative will advise the witness to terminate the interview or deposition, or by the Assistant U.S. Attorney in the case of testimony in court, advise the judge that DOD directives and Army regulations preclude the witness from answering without approval from the appropriate litigating division. Every effort should be made, however, to substitute releasable information and to continue the interview or testimony.
(1) If the absence of a witness from duty will interfere seriously with the accomplishment of a military mission, the SJA or legal advisor will advise the requesting party and attempt to make alternative arrangements. If these efforts fail, the SJA or legal advisor will consult on the matter with appropriate litigating division.
(2) When requested by the U.S. Attorney's Office, the SJA or legal advisor will ensure that no witnesses involved in litigation are reassigned from the judicial district without first advising the U.S. Attorney's Office. If this is not feasible, or if a satisfactory arrangement cannot be reached with the U.S. Attorney's Office, the SJA or legal advisor should notify the Litigation Division.
(g) Release of Records. If the Release Authority, after considering the factors set forth in § 516.3, determines that all or part of requested official records are releasable, copies of the records should be furnished to the requestor. In absence of a protective order issued by a court of competent jurisdiction, records protected by the Privacy Act should only be released to the court issuing the applicable subpoena or order, or pursuant to a signed Privacy Act Waiver from the individual to whom the records pertain. (See § 516.5(b))
(h) Authenticating Records. Records custodians should authenticate official Army documents for civil litigation through written certification, rather than personally appearing and testifying. DA personnel will submit authenticated copies rather than originals of documents or records for use in legal proceedings, unless directed otherwise by the appropriate litigating division (See 28 U.S.C. 1733.) The DA Form 4, Department of the Army Certification for Authentication of Records is used to authenticate Army records or documents. (See Figure 5). Documents attached to a properly prepared and sealed DA Form 4 are self-authenticating. (See Fed. R. Evid. 902). A DA Form 4 need not be prepared until the trial attorney presenting the Government's case identifies documents maintained at the installation level that he or she will need at trial. Once documents are identified, the custodian of the documents will execute his or her portion of the DA Form 4. The custodian certifies that the documents attached to the DA Form 4 are true copies of official documents. Documents attached to each form should be identified generally; each document need not be mentioned specifically. Only the upper portion of the form should be executed at the local level. Upon receipt of the DA Form 4 with documents attached thereto, HQDA will affix a ribbon and seal and deliver it to The Office of The Administrative Assistant to The Secretary of the Army or the Chief, Litigation Division. Either The Office of The Administrative Assistant to The Secretary of the Army or the Chief, Litigation Division will place the official Army seal on the packet. Use the simplest authentication procedure permissible, including any suitable alternative suggested by the court.
(i) SJAs or legal advisors should promptly report any subpoenas from foreign courts requiring records, files, or documents to Litigation Division, and comply with the guidance in § 516.7.
(a)
(1)
(i) They testify regarding their official duties or produce official records on behalf of the U.S.; or
(ii) They testify on matters that relate to their official duties or produce official records on behalf of a party other than the U.S.
(iii) They produce official records on behalf of a party other than the government.
(b)
(c)
(1) DA personnel are entitled to government funded travel expenses when testifying in an official capacity on behalf of the U.S.
(2) DA personnel are entitled to government funded travel expenses when testifying in an unofficial capacity on behalf of the U.S.
(3) DA uniformed personnel are entitled to government funded travel expenses when testifying in an official capacity for non-federal government agencies when:
(i) The case is directly related to an agency or agency employee, and
(ii) The case is one in which the agency has a particularly strong, compelling and genuine interest.
(4) DA personnel are not entitled to government funded travel expenses when testifying in an official or unofficial capacity on behalf of a party other than the U.S.
(5) See the JTR for exceptions to these general guidelines and for current guidance regarding funding responsibilities for witness travel.
(a) Department of Justice request for DA personnel as witnesses must be coordinated through the General Litigation Branch, Litigation Division. DA personnel receiving a subpoena or witness request from DOJ should contact the General Litigation Branch for assistance.
(b) Cases in which the Army is a party to the litigation. When DOJ requests current DA personnel to appear as witnesses and in cases involving an activity connected to their employment, the travel expenses are payable by the employing command or activity. (See 28 CFR 21.2).
(1) DOJ initiates a witness request by sending a subpoena and a Request for Personnel to Testify as Government Witness form to the General Litigation Branch. The notice should include the witness' name, social security number, residence or duty station address, phone number, email address or fax number, the location, hour and date of appearance, and number of days needed. DOJ should also include the purpose of the testimony.
(2) The General Litigation Branch will notify the witness and the SJA or legal advisor at the employing command or activity and provide them with travel instructions. If the case does not involve the employee's command or activity, the command or activity represented in the litigation will fund the travel expenses, issue a travel authorization/order for the required travel, and provide the necessary line of accounting. (28 CFR 21.2(d)(1) (JTR C4975-C4H-2)).
(c) Cases in which the Army is not a party to the litigation. When DOJ requests current DA personnel to appear as a witness on behalf of the U.S. in an unofficial capacity, the employee's travel expenses are payable by DOJ. The General Litigation Branch will coordinate with the witness and the witness' command or activity to provide travel instructions and DOJ's line of accounting.
(1) DOJ initiates a witness request by sending a subpoena and a Request for Personnel to Testify as Government Witness form to the General Litigation Branch. The notice should include the witnesses' name, social security number, residence or duty station address, phone number, email address or fax number, the location, hour and date of appearance, and number of days needed. The requestor should also include the purpose of the testimony.
(2) The General Litigation Branch will notify the witness and the SJA or legal advisor at the employing command or activity and provide them with travel instructions and a DOJ line of accounting. The witnesses' command prepares travel orders. Upon completion of the travel the witness will seek reimbursement from DOJ.
(a)
(b)
(c)
(1) The litigation involves patients they have treated, investigations they have made, laboratory tests they have conducted, or other actions they have taken in the regular course of their duties; and
(2) Written authorization is obtained under § 516.1(b). AMEDD personnel must limit their testimony to factual matters such as: Their observations of the patient or other operative facts; the treatment prescribed or corrective action taken; course of recovery or steps required for repair of damage suffered; and, contemplated future treatment; and
(3) Their testimony may not extend to expert or opinion testimony, to hypothetical questions, or to a prognosis not formed at the time of examination or treatment.
(d)
(e)
(f)
(a)
(1) Whether a consideration listed in §§ 516.3 (a)(1)-(7) above applies.
(2) Whether the information requested is releasable under the principles established in this subpart.
(3) Whether the approval of the American Embassy should be obtained because the person is attached to the Embassy staff or a question of diplomatic immunity may be involved.
(4) Whether coordination with OTJAG International Law office is necessary to respond to the request.
(b)
(c)
(d)
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
News media inquiries regarding litigation or potential litigation will be referred to the appropriate public affairs office. DA personnel will not comment on any matter currently or potentially in litigation without proper clearance. Local public affairs officers will refer press inquiries to HQDA (SAPA-OSR), WASHINGTON, DC 20310-1500, with appropriate recommendations for review and approval by the Office of the Chief of Public Affairs. All releases of information regarding actual or potential litigation will be coordinated with Litigation Division prior to release. Normally, DOJ is responsible for responding to media inquiries regarding cases in federal litigation.
For the Judge Advocate General.
U.S. Army Corps of Engineers, DoD.
Notice of proposed rulemaking and request for comments.
The U.S. Army Corps of Engineers (Corps) is proposing to revise the existing regulations for a danger zone at the Naval Special Warfare Center (NSWC) N31 Branch within the acoustic buffer of the John C. Stennis Space Center on the East Pearl River, in Hancock County, Mississippi. The Navy requested establishment of a danger zone on waterways and tributaries of the
Written comments must be submitted on or before January 13, 2017.
You may submit comments, identified by docket number COE-2016-0014, by any of the following methods:
Mr. David Olson, Headquarters, Operations and Regulatory Community of Practice, Washington, DC at 202-761-4922 or Ms. Kristi Hall, U.S. Army Corps of Engineers, Vicksburg District, Regulatory Branch at 601-631-7528.
Pursuant to its authorities in Section 7 of the Rivers and Harbors Act of 1917 (40 Stat 266; 33 U.S.C. 1) and Chapter XIX of the Army Appropriations Act of 1919 (40 Stat 892; 33 U.S.C. 3) the Corps is proposing to revise the regulations at 33 CFR part 334 by establishing a danger zone along the East Pearl River. The amendment to this regulation will allow the Commanding Officer of the Naval Construction Battalion Center, Gulfport, MS to restrict passage of persons, watercraft, and vessels in the waters within the danger zone during Department of Defense training for conducting coastal and riverine special operations in support of global military missions. This area is referred to as a danger zone due to the use of short-range tactical ammunition within riverine areas.
a.
b.
c.
d.
Danger zones, Navigation (water), Restricted areas, Waterways.
For the reasons set out in the preamble, the Corps proposes to amend 33 CFR part 334 as follows:
40 Stat. 266 (33 U.S.C. 1) and 40 Stat. 892 (33 U.S.C. 3).
(a)
(b)
(2) The danger zone, or a portion or portions thereof, will be closed, for riverine, weapons, or other dangerous naval training, by placement of Government picket boats at the northern and southern boundaries in the East Pearl River, or at such other location(s) within the danger zone as may be determined to be sufficient to protect the public. Prior to closure, picket boats will transit the area(s) to be closed, to ensure that no persons, vessels, or other watercraft are present. Once the danger zone, or location(s) within the zone, has been cleared, picket boats will remain in position, upstream and downstream, until it is safe to re-open the area(s) to public access.
(3) Riverine, weapons, and other dangerous naval training may occur on any day of the week, typically, but not exclusively, in periods of two to eight hours, between 6 a.m. and 6 p.m. Training may occur at night, in darkness.
(c)
Environmental Protection Agency (EPA).
Notice of data availability.
This Notice provides an opportunity to comment on new information that pertains to the proposed provisions for ethanol flex fuel contained in the Renewables Enhancement and Growth Support (REGS) rule which was published in the
Submit your comments, identified by Docket ID No. EPA-HQ-OAR-2016-0041, to the
Julia MacAllister, Assessment and Standards Division, Office of Transportation and Air Quality, Environmental Protection Agency, 2000 Traverwood Drive, Ann Arbor, MI 48105; telephone number: (734) 214-4131; email address:
This action relates to provisions in a previously promulgated Proposed Rule that would potentially affect companies involved with the production, distribution, and sale of blends of ethanol and gasoline. Potentially regulated categories include:
This table is not intended to be exhaustive, but rather provides a guide for readers regarding entities likely to be regulated by this action. This table lists the types of entities that the EPA is now aware could potentially be regulated by this action. Other types of entities not listed in the table could also be regulated. To determine whether your entity is regulated by this action, you should carefully examine the applicability criteria in the referenced regulations. If you have any questions regarding the applicability of this action to a particular entity, consult the person listed in the
This action is issued under the authority of CAA sections 208, 211 and 301.
In the Renewables Enhancement and Growth Support (REGS) Rule,
To support the use of natural gasoline as an EFF blendstock while meeting the EPA's evaporative emission control and public health protection goals, the EPA proposed that a fuel volatility compliance tool could be used to demonstrate compliance with the proposed volatility standards for EFF. The proposed compliance tool was based on a fuel volatility model that was developed using data on the volatility of gasoline—ethanol fuel blends.
Centers for Disease Control and Prevention, HHS.
Denial of petition for addition of a health condition.
On April 11, 2016, the Administrator of the World Trade Center (WTC) Health Program received two petitions (combined into Petition 012) to add atherosclerosis to the List of WTC-Related Health Conditions (List). The Program conducted a literature search for the term in response to the Petition and found no relevant studies regarding atherosclerosis among 9/11-exposed populations. Accordingly, the Administrator finds that insufficient evidence exists to request a recommendation of the WTC Health Program Scientific/Technical Advisory Committee (STAC), to publish a proposed rule, or to publish a
The Administrator of the WTC Health Program is denying this petition for the addition of a health condition as of December 14, 2016.
Rachel Weiss, Program Analyst, 1090 Tusculum Avenue, MS: C-46, Cincinnati, OH 45226; telephone (855) 818-1629 (this is a toll-free number); email
Title I of the James Zadroga 9/11 Health and Compensation Act of 2010 (Pub. L. 111-347, as amended by Pub. L. 114-113), added Title XXXIII to the Public Health Service (PHS) Act,
All references to the Administrator of the WTC Health Program (Administrator) in this notice mean the Director of the National Institute for Occupational Safety and Health (NIOSH) or his or her designee.
Pursuant to section 3312(a)(6)(B) of the PHS Act, interested parties may petition the Administrator to add a health condition to the List in 42 CFR 88.1. Within 90 days after receipt of a petition to add a condition to the List, the Administrator must take one of the following four actions described in section 3312(a)(6)(B) and 42 CFR 88.17: (1) Request a recommendation of the STAC; (2) publish a proposed rule in the
In addition to the regulatory provisions, the WTC Health Program has developed policies to guide the review of submissions and petitions
On April 11, 2016, the Administrator received a petition from a New York City Police Department (NYPD) responder who worked at Ground Zero, and a second, related petition which requested the addition of “atherosclerosis (plaque in arteries),” and “atherosclerosis—arterial plaque,” respectively, to the List; the petitions provided references to the same medical basis, a study by Mani
In accordance with WTC Health Program policy, the medical basis for a potential addition to the List may be demonstrated by reference to a peer-reviewed, published, epidemiologic study about the health condition among 9/11-exposed populations or to clinical case reports of health conditions in WTC responders or survivors.
In response to Petition 012, and pursuant to Program policy,
Since the literature review did not identify any relevant studies of atherosclerosis in the 9/11-exposed population, in accordance with the Program policy discussed above, the Program was unable to further evaluate Petition 012.
Finding no relevant studies with regard to Petition 012, the Administrator has accordingly determined that insufficient evidence is available to take further action at this time, including either proposing the addition of atherosclerosis to the List (pursuant to PHS Act, sec. 3312(a)(6)(B)(ii) and 42 CFR 88.17(a)(2)(ii)) or publishing a determination not to publish a proposed rule in the
For the reasons discussed above, the request made in Petition 012 to add atherosclerosis to the List of WTC-Related Health Conditions is denied.
Studies have not yet demonstrated whether 9/11 exposures, including inhalational dust/debris exposures or psychological exposures of the duration and magnitude experienced on and in the aftermath of September 11, 2001, could cause the development of atherosclerosis in an individual WTC responder or survivor several years later. The Administrator looks forward to more definitive studies that directly evaluate the causal association between 9/11 exposures, especially inhalational dust exposures, and atherosclerosis.
The Secretary, HHS, or her designee, the Director, Centers for Disease Control and Prevention (CDC) and Administrator, Agency for Toxic Substances and Disease Registry (ATSDR), authorized the undersigned, the Administrator of the WTC Health Program, to sign and submit the document to the Office of the Federal Register for publication as an official document of the WTC Health Program. Thomas R. Frieden, M.D., M.P.H., Director, CDC, and Administrator, ATSDR, approved this document for publication on December 2, 2016.
Fish and Wildlife Service, Interior.
Proposed rule.
We, the U.S. Fish and Wildlife Service (Service), announce a proposal to list the following five tarantula species under the Endangered Species Act of 1973, as amended (Act):
We will accept comments received or postmarked on or before February 13, 2017. Comments submitted electronically using the Federal eRulemaking Portal (see
You may submit comments by one of the following methods:
(1)
(2)
Janine Van Norman, Chief, Branch of Foreign Species, Ecological Services, U.S. Fish and Wildlife Service, MS: ES, 5275 Leesburg Pike, Falls Church, VA 22041-3803; telephone, 703-358-2171; facsimile, 703-358-1735. Persons who use a telecommunications device for the deaf (TDD) may call the Federal Information Relay Service (FIRS) at 800-877-8339.
This document proposes the listing of the tarantula species
Our intent, as required by the Act, is to use the best available scientific and commercial data as the foundation for all endangered and threatened species classification decisions. Further, we want any final rule resulting from this proposal to be as accurate and effective as possible. Therefore, we invite the range country, tribal and governmental agencies, the scientific community, industry, and other interested parties to submit comments regarding this Proposed Rule. Comments should be as specific as possible.
Before issuing a final rule to implement this proposed action, we will take into account all comments and any additional relevant information we receive. Such communications may lead to a final rule that differs from our proposal. For example, new information provided may lead to a threatened status instead of an endangered status for some or all of the species addressed in this proposed rule, or we may determine that one or more of these species do not warrant listing based on the best available information when we make our determination. All comments, including commenters' names and addresses, if provided to us, will become part of the administrative record. For each of the five species, we particularly seek comments concerning:
(1) The species' biology, ranges, and population trends, including:
(a) Biological or ecological requirements of the species, including habitat requirements for feeding, breeding, and sheltering;
(b) Genetics and taxonomy;
(c) Historical and current range including distribution patterns;
(d) Historical and current population levels, and current and projected trends; and
(e) Past and ongoing conservation measures for the species, its habitat or both.
(2) Factors that may affect the continued existence of the species, which may include habitat modification or destruction, overutilization, disease, predation, the inadequacy of existing regulatory mechanisms, or other natural or manmade factors.
(3) Biological, commercial trade, or other relevant data concerning any threats (or lack thereof) to the species and existing regulations that may be addressing those threats.
(4) Additional information concerning the historical and current status, range, distribution, and population size of the species, including the locations of any additional populations of the species.
Please include sufficient information with your submission (such as scientific journal articles or other publications) to allow us to verify any scientific or commercial information you include.
Please note that submissions merely stating support for or opposition to the action under consideration without providing supporting information, although noted, will not be considered in making a determination, as section 4(b)(1)(A) of the Act directs that determinations as to whether any species is a threatened or endangered species must be made “solely on the basis of the best scientific and commercial data available.”
You may submit your comments and materials concerning this proposed rule by one of the methods listed in
If you submit information via
Comments and materials we receive, as well as supporting documentation we used in preparing this proposed rule, will be available for public inspection on
Section 4(b)(5) of the Act provides for one or more public hearings on this
In accordance with our joint policy on peer review published in the
We received a petition, dated October 29, 2010, from WildEarth Guardians requesting that the following 11 tarantula species in the genus
The World Spider Catalog (2016, unpaginated) currently recognizes 14 species of
The primary characteristics used to distinguish
Tarantulas possess life-history traits markedly different from most spiders and other arthropods (Bond
Tarantulas are primarily nocturnal and typically lead a hidden life, spending much of their time concealed inside burrows or crevices (retreats) that provide protection from predators and the elements (Foelix 2011, p. 14; Molur
The lifestyle of adult male tarantulas differs from that of adult females and juveniles. Females and juveniles are sedentary, spending most of their time in or near their retreat. Adult females are also long-lived, and continue to grow, molt, and reproduce for several years after reaching maturity (Ferreti
When a male locates a receptive female, the two will mate in or near the entrance to the female's retreat. After mating, the female returns to her retreat where she eventually lays eggs within an egg-sac and tends the eggs until they hatch. Spiderlings reach maturity in one or more years (Gallon 2000, unpaginated).
Limited information is available on
We are not aware of any information regarding the reproductive success of wild
Time to maturity in
Unlike most tarantulas, which are solitary, most
Most
Sri Lanka is an island nation about 65,610 square kilometers (km
Sri Lanka consists of a mountainous region (central highlands), reaching 2,500 m in elevation, in the south-central part of the island surrounded by broad lowland plains (GOSL 2012, p. 2a-3-141) (Fig. 2). The country has a tropical climate characterized by two major monsoon periods: The southwest monsoon from May to September and the northeast monsoon from December to February (GOSL 2012, pp. 7-8).
Sri Lanka's central highlands create a rain shadow effect that gives rise to two pronounced climate zones—the wet zone and dry zone—and a less extensive intermediate zone between the two (Ministry of Environment—Sri Lanka (MOE) 2010, pp. 21-22) (Fig. 2). Small arid zones also occur on the northwestern and southeastern ends of the country (Nanayakkara 2014a, p. 22). Annual rainfall ranges from less than 1,000 millimeters (mm) (39.4 inches (in)) in the arid zone to over 5,000 mm (197 in) in the central highlands (Jayatillake
The wet zone is located in the southwestern quarter of the island, where high annual rainfall is maintained throughout the year by rain received during both monsoons and during inter-monsoonal periods (MOE 2010, pp. 21-22) (Fig. 2). The wet zone is divided into low, mid, and montane regions based on altitude (Table 2). The dry zone, in which most of the land area of Sri Lanka occurs, is spread over much of the lowland plains and is subjected to several months of drought (MOE 2010, pp. 21-22) (Table 2) (Fig. 2). Most of the rain in this zone comes from the northeast monsoon and inter-monsoonal rains (MOE 2010, pp. 21-22; Malgrem 2003, p. 1236). Characteristic forest types occur within each of the different climate zones (Table 2).
Each of the five petitioned species addressed in this finding is endemic to Sri Lanka and has a range restricted to a particular region and one or two of Sri Lanka's climate zones (Nanayakkara 2014a, pp. 84-85) (Fig. 1, Fig. 2). Due to their secretive and nocturnal habits, sensitivity to vibrations, and their occurrence in structurally complex habitat (forest),
Historical ranges for the five petitioned Sri Lankan species are unknown. Further, population information is not available on any of the five petitioned Sri Lankan species; therefore, population trends are unknown. However, experts believe populations are declining, and that these species are very likely to go extinct within the next two or three decades (Nanayakkara and Adikaram 2013, p. 54). We are not aware of any existing conservation programs for these species. All five species are categorized on the National Red List of Sri Lanka as Endangered or Critically Endangered based on their area of occupancy (Critically Endangered: Less than 10 km
For locations discussed in species-specific information below, see Fig. 1. For locations of the ranges of the different species, see Fig. 2.
The only detailed record of the species' occurrence in a coconut plantation is provided by Smith
During recent surveys,
During recent surveys,
The Act directs us to determine whether any species is an endangered species or a threatened species because of any one or more of five factors or the cumulative effects thereof: (A) The present or threatened destruction, modification, or curtailment of its habitat or range; (B) Overutilization for commercial, recreational, scientific, or educational purposes; (C) Disease or predation; (D) The inadequacy of existing regulatory mechanisms; or (E) Other natural or manmade factors affecting its continued existence. In this section, we summarize the biological condition of the species and its resources, and the influences on such to assess the species' overall viability and the risks to that viability.
Habitat loss and degradation are considered primary factors negatively affecting
Natural forests covered almost the entire island of Sri Lanka a few centuries ago (Mattsson
The extent of past deforestation differed in the three climate zones of the country. The impacts of anthropogenic factors on forests in the wetter regions of the island have been more extensive due to the higher density of the human population in these regions. The human population density in the wet zone is 650 people per km
Recent information on forest cover in the different climate zones is provided in GOSL 2015, GOSL 2012, and FAO 2015a, all of which provide information from the Forest Department of Sri Lanka. The GOSL 2015 report provides a map of the change in forest cover between 1992 and 2010 and a qualitative assessment of these changes. The GOSL 2012 and FAO 2015a reports provide quantitative information on the area of forest cover by forest type for 1992, 1999, and 2010 and contain identical data from the Forest Department. The relevant forest cover information in these two reports is provided in Table 4. However, the Forest Department of Sri Lanka used different rainfall criteria to separate dry and intermediate zone forests, and different altitude criteria to separate montane and submontane forests, in different years (see climate zone and forest definitions in FAO 2015a, p. 6; GOSL 2012, p. 51; FAO 2005, p. 7; FAO 2001, pp. 16, 53). Therefore, we combine the information on intermediate and dry zone forests, and the information on montane and submontane forests in Table 4. We discuss the information on forest cover from the various sources by climate zone below.
Very little wet zone forest remains in Sri Lanka. Currently, the area of montane and submontane forests combined is only about 733 km
The area of lowland wet zone forests (lowland rainforest) declined from 1992 to 2010 (Table 4). Remaining lowland rainforests are severely fragmented, exist primarily as small, isolated patches, and declined by 182 km
Dry and intermediate zone forests, which include most open-canopy forest (Mattsson
Sri Lanka has taken several steps in recent decades to conserve its forests, and these efforts have contributed to the slowing of deforestation in the country (GOSL 2012, pp. 54-55). In 1990 the country imposed a moratorium, which is still in effect, on logging in all natural forests, has marked most forest and wildlife reserve boundaries to stem encroachments, and prepared and implemented management plans for forest and wildlife reserves, which became legal requirements under the Forest Ordinance Amendment Act No. 65 of 2009 and the Fauna and Flora Ordinance Amendment Act No. 22 of 2009 (GOSL 2014, p. 26). The government also encourages community participation in forest and protected area management, has implemented programs to engage residents in community forestry to reduce encroachment of cash crops and tea in the wet zone and slash-and-burn agriculture in the dry zone, and encourages use of non-forest lands and private woodlots for meeting the demands for wood and wood products (GOSL 2014, p. 26). In addition to these efforts, between 12 percent (GOSL 2015, unpaginated) and 28 percent (GOSL 2014, pp. xvi, 23) of the country's land area is reported to be under protected area status.
Although considerable efforts have been undertaken in Sri Lanka in recent years to stop deforestation and forest degradation, these processes are ongoing (see Current and Future Forest Trends). The assessment of the status of natural forests during the Species Red List assessments in 2012 indicate that, despite advances in forest conservation in the country, many existing threats continue to impact forest habitats (GOSL 2014, p. 26). While laws and regulations are in place to address deforestation, issues exist regarding their implementation (GOSL 2012, pp. 55, 2a-3-148-150). For instance, lack of financial assistance for protected area management, increasing demand for land, and regularization of land encroachments, result in further loss of the forest habitat of the five species addressed in this finding (GOSL 2014, p. 22; GOSL 2011, unpaginated). Also, there is poor coordination between government agencies with respect to forest conservation—conservation agencies are not always adequately consulted on initiatives to develop forested land (GOSL 2014, p. 22; MOE 2010, p. 31). In addition, many protected areas within the wet zone are small, degraded, and isolated (GOSL 2014, p. 31).
The current drivers of deforestation and forest degradation in Sri Lanka include a variety of factors such as small-scale encroachments, illicit timber harvesting, forest fires, destructive mining practices, and clearing of forest for developments, settlements, and agriculture (GOSL 2012, p. 12). These are exacerbated by a large, dense human population that is projected to increase from 20.7 million in 2015 to 21.5 million in 2030 (United Nations 2015, p. 22). While the majority of forested areas are protected areas, further population growth is likely to result in reduction of forested areas because (1) Sri Lanka already has a very high human density (329 people per km
The current drivers of deforestation and forest degradation are also exacerbated by high economic returns
Overall, deforestation and forest degradation in Sri Lanka are ongoing, although recent rates of deforestation are much lower than during the mid- to late- 20th century—the rate of deforestation during 1992-2010 was 71 km
Coconut is grown throughout Sri Lanka. Most (57 percent) of the area under coconut cultivation is in the intermediate and wet zones north of Colombo (MOE 2011, p. 14), which overlaps with the southern portion of the range of
The aerial extent of coconut cultivation in Sri Lanka has varied between about 3,630 and 4,200 km
Sri Lanka has lost most of its forest cover due to a variety of factors over the past several decades. Very little (1,966 km
Tarantulas have sedentary habits, limited dispersal ability, and highly structured populations. Therefore, loss of habitat has likely resulted in direct loss of individuals or populations and, consequently, a reduction in the distribution and genetic diversity of these species. The distribution of these species is already limited—each currently occupies less than 500 km
Pesticides are identified as a threat to
There are over 100 pesticide (herbicide, fungicide, and insecticide) active ingredients registered for use in Sri Lanka. Among the most commonly used insecticides are carbofuran, diazinon, and chloropyrifos (Padmajani
The use of pesticides in Sri Lanka has been increasing steadily since the 1950s (Selvarajah and Thiruchelvam 2007, p. 381). Pesticide imports into Sri Lanka increased by 50 percent in 2011 compared to 2006 (Padmajani
The susceptibility of spiders to the direct effects of different pesticides varies with pesticide type and formulation, spider species, development stage, sex, and abiotic and biotic conditions at the time of pesticide application (Pekar 2013, pp. 416-417). Further, different classes of pesticides can cause different sub-lethal effects. For instance, activities such as movement, prey capture, reproduction, development, and defense are particularly disrupted by neurotoxic formulations because they are governed by complex neural interactions. However, spiders can potentially recover from sub-lethal effects over several days (Pekar 2013, p. 417), although the effects are complicated by the potential for cumulative effects of multiple applications across a season (Nash
We are not aware of any information on the population level effects of pesticides on
The Intergovernmental Panel on Climate Change (IPCC) concluded that warming of the climate system is unequivocal (IPCC 2013, p. 4). Numerous long-term climate changes have been observed including changes in land surface temperatures, precipitation patterns, ocean temperature and salinity, sea ice extent, and sea level (IPCC 2013, pp. 4-12). Various types of changes in climate can have direct or indirect effects on species. These effects may be positive, neutral, or negative and they may change over time, depending on the species and other relevant considerations, such as the effects of interactions of climate with other variables (
Maintenance of body temperature and water relations by spiders is critical to their survival. All spiders, including
Tropical ectotherms evolved in an environment of relatively low inter- and intra-annual climate variability, and already live near their upper thermal limits (Settele
While observed and projected changes in temperature and precipitation could potentially be within the tolerance limits of the
The general trend in temperature in Sri Lanka over the past several decades is that of increasing temperature, though with considerable variation between locations in rates and magnitudes of change (De Costa 2008, p. 87; De Silva
Studies show a decreasing trend in rainfall in Sri Lanka over the past several decades (see De Costa 2008, p. 87; De Silva
Rainfall in Sri Lanka is highly variable from year to year, across seasons and across locations within any given year (Jayatillake
While at least one of the species addressed in this finding appears to be vulnerable to drought, the responses of the five petitioned
Collection of
Collection of species from the wild for trade often begins when a new species is described or when a rare species has been rediscovered. Alerted to a new or novel species, collectors arrive at the reported location and set out collecting the species from the wild (Molur
All five of the petitioned endemic Sri Lankan species are bred by hobbyists and vendors and are available in the pet trade as captive-bred individuals in the United States, Europe, and elsewhere (see Herndon 2014,
Sri Lanka prohibits the commercial collection and exportation of all
In sum, individuals of at least some of these species are currently being collected from the wild. However, the extent to which this activity is occurring is unknown, as is the extent to which these species have been, or are being, affected by collection. Based on the available information on U.S. imports, a small amount of trade occurs in wild specimens of these species. However, it is likely that more wild specimens enter Europe or Asia than the United States due to the closer proximity of Sri Lanka to Europe and Asia and consequent increased ease of travel and transport of specimens. Further, even small amounts of collection of species with small populations can have a negative impact on the species. Given that evidence indicates that low levels of collection of at least some of these species from the wild continues to occur, it is likely that collection for trade is exacerbating population effects of other factors negatively impacting these species, such as habitat loss and degradation, and stochastic processes.
We are not aware of any information on the number of individuals of the petitioned species that are intentionally killed by people. However, in areas where these species occur, higher human densities are likely to result in higher human contact with these species and, consequently, higher numbers of spiders killed. The human population density in Sri Lanka is much higher in the wet zone (see
Species endemic to small regions, or known from few, widely dispersed locations, are inherently more vulnerable to extinction than widespread species because of the higher risks from localized stochastic (random) events and processes, such as floods, fire, landslides, and drought (Brooks
Section 4 of the Act (16 U.S.C. 1533), and its implementing regulations at 50 CFR part 424, set forth the procedures for adding species to the Federal Lists of Endangered and Threatened Wildlife and Plants. Under section 4(a)(1) of the Act, we may list a species based on (A) The present or threatened destruction, modification, or curtailment of its habitat or range; (B) Overutilization for commercial, recreational, scientific, or educational purposes; (C) Disease or predation; (D) The inadequacy of existing regulatory mechanisms; or (E) Other natural or manmade factors affecting its continued existence. Listing
We have carefully assessed the best scientific and commercial information available on
All five of the petitioned Sri Lankan species have restricted ranges within specific regions and climates of Sri Lanka and are currently estimated to occupy areas of less than 500 km
Therefore, for the following reasons we conclude that these species' resiliency, redundancy, and representation have been and continue to be significantly reduced to the extent that the viability of each of these five species is significantly compromised:
(1) These species are closely tied to their habitats, little of their forest habitat remains, deforestation is ongoing in these habitats, and these species are vulnerable to habitat loss;
(2) these species' have poor dispersal ability, are unlikely to be able to escape changing climate conditions via range shifts, and Sri Lanka's climate is changing at increasing rates;
(3) the cumulative effects of climate change, intentional killing, pesticides, capture for the pet trade, and stochastic processes are likely significantly exacerbating the effects of habitat loss; and
(4)
The Act defines an endangered species in section 3(6) of the Act as any species that is “in danger of extinction throughout all or a significant portion of its range” and a threatened species in section 3(20) of the Act as any species that is “likely to become an endangered species within the foreseeable future throughout all or a significant portion of its range.” We find that
Based on the factors described above and their impacts on
Under the Act and our implementing regulations, a species may warrant listing if it is endangered or threatened throughout all or a significant portion of its range. Because we have determined that
Conservation measures provided to species listed as endangered or threatened under the Act include recognition of conservation status, requirements for Federal protection, and prohibitions against certain practices. Recognition through listing encourages and results in public awareness and conservation actions by Federal and State governments in the United States, foreign governments, private agencies and groups, and individuals.
Section 7(a) of the Act, as amended, and as implemented by regulations at 50 CFR part 402, requires Federal agencies to evaluate their actions that are to be conducted within the United States or upon the high seas, with respect to any species that is proposed to be listed or is listed as endangered or threatened. Because
Section 8(a) of the Act authorizes the provision of limited financial assistance for the development and management of
Section 9 of the Act and our implementing regulations at 50 CFR 17.21 set forth a series of general prohibitions that apply to all endangered wildlife. These prohibitions, in part, make it illegal for any person subject to the jurisdiction of the United States to “take” (which includes harass, harm, pursue, hunt, shoot, wound, kill, trap, capture, or collect; or to attempt any of these) endangered wildlife within the United States or upon the high seas. It is also illegal to possess, sell, deliver, carry, transport, or ship any such wildlife that has been taken illegally. In addition, it is illegal for any person subject to the jurisdiction of the United States to import; export; deliver, receive, carry, transport, or ship in interstate or foreign commerce, by any means whatsoever and in the course of commercial activity; or sell or offer for sale in interstate or foreign commerce any listed species. Certain exceptions apply to employees of the Service, the National Marine Fisheries Service, other Federal land management agencies, and State conservation agencies.
We may issue permits to carry out otherwise prohibited activities involving endangered wildlife under certain circumstances. Regulations governing permits for endangered species are codified at 50 CFR 17.22. With regard to endangered wildlife, a permit may be issued for the following purposes: for scientific purposes, to enhance the propagation or survival of the species, and for incidental take in connection with otherwise lawful activities. There are also certain statutory exemptions from the prohibitions, which are found in sections 9 and 10 of the Act.
We are required by Executive Orders 12866 and 12988 and by the Presidential Memorandum of June 1, 1998, to write all rules in plain language. This means that each rule we publish must:
(1) Be logically organized;
(2) Use the active voice to address readers directly;
(3) Use clear language rather than jargon;
(4) Be divided into short sections and sentences; and
(5) Use lists and tables wherever possible.
If you feel that we have not met these requirements, send us comments by one of the methods listed in
We have determined that environmental assessments and environmental impact statements, as defined under the authority of the National Environmental Policy Act (NEPA; 42 U.S.C. 4321
A complete list of references cited in this rulemaking is available on the Internet at
The primary authors of this proposed rule are the staff members of the Branch of Foreign Species, Ecological Services, Falls Church, VA.
Endangered and threatened species, Exports, Imports, Reporting and recordkeeping requirements, Transportation.
Accordingly, we propose to amend part 17, subchapter B of chapter I, title 50 of the Code of Federal Regulations, as set forth below:
16 U.S.C. 1361-1407; 1531-1544; and 4201-4245; unless otherwise noted.
(h) * * *
National Marine Fisheries Service (NMFS), National Oceanic and Atmospheric Administration (NOAA), Commerce.
Notice of availability; request for comments.
The South Atlantic Fishery Management Council (South Atlantic Council) and Gulf of Mexico Fishery Management Council (Gulf Council) have jointly submitted Amendment 26 to the Fishery Management Plan for the Coastal Migratory Pelagics Fishery of the Gulf of Mexico and Atlantic Region (FMP) for review, approval, and implementation by NMFS. Amendment 26 would adjust the management boundary for the Gulf of Mexico (Gulf) and Atlantic migratory groups of king mackerel; revise management reference points, stock and sector annual catch limits (ACLs), commercial quotas, and recreational annual catch targets (ACTs) for Atlantic migratory group king mackerel; allow limited retention and sale of Atlantic migratory group king mackerel incidentally caught in the shark gillnet fishery; establish a commercial split season for Atlantic migratory group king mackerel in the Atlantic southern zone; establish a commercial trip limit system for Atlantic migratory group king mackerel in the Atlantic southern zone; revise reference points and stock and sector ACLs for Gulf migratory group king mackerel; revise commercial zone quotas for Gulf migratory group king mackerel; and modify the recreational bag limit for Gulf migratory group king mackerel. The purpose of Amendment 26 is to ensure that king mackerel management is based on the best scientific information available, while increasing the social and economic benefits of the fishery.
Written comments must be received on or before February 13, 2017.
You may submit comments on Amendment 26 identified by “NOAA-NMFS-2016-0120,” by either of the following methods:
•
•
Electronic copies of Amendment 26 may be obtained from the Southeast Regional Office Web site at
Karla Gore, telephone: 727-551-5753, or email:
The Magnuson-Stevens Fishery Conservation and Management Act (Magnuson-Stevens Act) requires each regional fishery management council to submit any FMP or FMP amendment to NMFS for review and approval, partial approval, or disapproval. The Magnuson-Stevens Act also requires that NMFS, upon receiving a plan or amendment, publish an announcement in the
The FMP being revised by Amendment 26 was prepared jointly by the South Atlantic and the Gulf Councils (Councils) and implemented through regulations at 50 CFR part 622 under the authority of the Magnuson-Stevens Act.
In September of 2014, the Southeast Data, Assessment, and Review 38 stock assessment (SEDAR 38) was completed for both the Gulf migratory group and Atlantic migratory group of king mackerel. SEDAR 38 determined that both the Gulf migratory group and Atlantic migratory group of king mackerel are not overfished and are not undergoing overfishing. The Gulf Council's and South Atlantic Council's Scientific and Statistical Committees (SSCs) reviewed the assessment and concluded that SEDAR 38 should form the basis for revisions to reference points such as the overfishing limit (OFL) and acceptable biological catch (ABC), and the ACLs for the two migratory groups of king mackerel. SEDAR 38 also provided genetic information on king mackerel, which indicated that the winter mixing zone for the two migratory groups was smaller than previously thought and that the management boundary for these migratory groups should be revised.
Amendment 26 includes actions to adjust the management boundary of the Gulf and Atlantic migratory groups of king mackerel; revise reference points, stock and sector ACLs, commercial quotas, and recreational ACTs for Atlantic migratory group king mackerel; allow limited retention and sale of Atlantic migratory group king mackerel incidentally caught in the shark gillnet fishery; establish a commercial split season for Atlantic migratory group king mackerel in the Atlantic southern zone; establish a commercial trip limit system for Atlantic migratory group king mackerel in the Atlantic southern zone; establish a commercial trip limit system for Atlantic migratory group king mackerel in the Atlantic southern zone;
Currently management boundaries change seasonally for the Gulf and Atlantic migratory groups of king mackerel based on the historical understanding that the two migratory groups mixed seasonally off the east coast of Florida and in Monroe County, Florida. However, in 2014, SEDAR 38 determined the mixing zone between the two migratory groups now exists only in the portion of the EEZ off Monroe County, Florida, south of the Florida Keys. Amendment 26 would set a single year-round regulatory boundary (Gulf/Atlantic group boundary) separating management of the two migratory groups of king mackerel, based on the genetic analysis used in SEDAR 38. This new year-round Gulf/Atlantic group boundary would be set at a line extending east of the Miami-Dade/Monroe County, FL boundary, to better represent the area where the two migratory groups primarily exist. The newly defined mixing zone off of the Florida Keys would be included in the Gulf migratory group and managed by the Gulf Council.
Through Amendment 26, the Gulf migratory group's current eastern zone-northern subzone and eastern zone-southern subzone would be renamed the northern zone and southern zone, respectively. The southern zone would include the new mixing zone, extending east to the new Gulf/Atlantic group boundary. The name and dimensions of the Gulf migratory group's western zone would remain the same. The Atlantic migratory group's northern zone would also remain unchanged. The southern boundary of the Atlantic migratory group's southern zone would shift to the new Gulf/Atlantic group boundary. Due to this shift, the current Florida east coast subzone would no longer exist under Amendment 26. Instead, that area would be included in the Atlantic migratory group's southern zone year-round.
This action would not change the current Federal fishing permits requirements for fishing for king mackerel in the Gulf and Atlantic areas as defined in Federal regulations.
Amendment 18 to the FMP established reference points, ACLs, and accountability measures for both migratory groups of king mackerel (76 FR 82058, December 29, 2011). The current ABC of 10.46 million lb (4.74 million kg) for the Atlantic migratory group king mackerel was set in Amendment 18. In Amendment 26, the Councils chose revisions of the OFLs and ABCs for Atlantic migratory group king mackerel based on SEDAR 38 and the South Atlantic Council's SSC ABC recommendation based on a high recruitment scenario. The Atlantic migratory group ABC would gradually decrease from 17.4 million lb (7.89 million kg) in the 2016-2017 fishing year to 12.7 million lb (5.76 million kg) in the 2019-2020 fishing year.
Amendment 26 would also set the stock ACL equal to OY and the ABC. The Atlantic migratory group's sector allocation (37.1 percent of the ACL to the commercial sector and 62.9 percent of the ACL to the recreational sector) will not change through Amendment 26. Amendment 26 would revise the commercial ACLs for Atlantic migratory group king mackerel to be 6.5 million lb (2.9 million kg) for the 2016-2017 fishing year, 5.9 million lb (2.7 million kg) for the 2017-2018 fishing year, 5.2 million lb (2.4 million kg) for the 2018-2019 fishing year, and 4.7 million lb (2.1 million kg) for the 2019-2020 fishing year and subsequent fishing years. The recreational ACLs for Atlantic migratory group king mackerel would be set at 10.9 million lb (4.9 million kg) for the 2016-2017 fishing year, 9.9 million lb (4.5 million kg) for the 2017-2018 fishing year, 8.9 million lb (4.0 million kg) for the 2018-2019 fishing year, and 8.0 million lb (3.6 million kg) for the 2019-2020 fishing year and subsequent fishing years. The recreational sector ACTs for Atlantic migratory group kind mackerel would be set at 10.1 million lb (4.6 million kg) for the 2016-2017 fishing year, 9.2 million lb (4.2 million kg) for the 2017-2018 fishing year, 8.3 million lb (3.8 million kg) for the 2018-2019 fishing year and 7.4 million lb (3.4 million kg) for the 2019-2020 fishing year and subsequent fishing years.
The commercial ACLs for Atlantic migratory group king mackerel would be divided each fishing year between the northern zone (23.04 percent) and the southern zone (76.96 percent) into their respective commercial quotas. The proposed commercial quotas for the Atlantic northern zone would be 1,497,600 lb (679,300 kg) for the 2016-2017 fishing year, 1,259,360 lb (616,595 kg) for the 2017-2018 fishing year, 1,198,080 lb (543,440 kg) for the 2018-2019 fishing year, and 1,082,880 lb (491,186 kg) for the 2019-2020 fishing year and subsequent years. Proposed commercial quotas for the Atlantic southern zone would be 5,002,400 lb (2,269,050 kg) for the 2016-2017 fishing year, 4,540,640 lb (2,059,600 kg) for the 2017-2018 fishing year, 4,001,920 lb (1,815,240 kg) for the 2018-2019 fishing year, and 3,617,120 lb (1,640,698 kg) for the 2019-2020 fishing year and subsequent fishing years.
Amendment 20A to the FMP prohibited recreational bag limit sales of king mackerel by commercially permitted king mackerel fishers in South Atlantic Council jurisdictional waters, which included king mackerel incidentally caught on directed commercial shark trips (79 FR 34246, June 16, 2014).
In Amendment 26, the Councils determined that, as a result of the mesh size used and the nature of the shark gillnet fishery, most king mackerel are already dead when the shark gillnets are retrieved. The Councils decided that some incidental catch of Atlantic migratory group king mackerel should be allowed for retention and sale if it is incidentally caught in the commercial shark gillnet fishery on vessels with a Federal king mackerel commercial permit.
If Amendment 26 is approved and implemented, a vessel in the Atlantic Exclusive Economic Zone that is engaged in directed shark fishing with gillnets, and that has both a valid Federal shark directed commercial permit and a valid Federal king mackerel commercial permit, would be allowed to retain and sell a limited number of king mackerel. In the Atlantic northern zone, no more than three king mackerel per crew member could be retained or sold per trip. In the Atlantic southern zone, no more than two king mackerel per crew member could be retained or sold per trip. The incidental catch allowance would not apply to commercial shark trips that are using an authorized gillnet for Atlantic migratory group king mackerel north of Cape Lookout Light. In that area the existing commercial trip limit of 3,500 lb (1,588 kg) would apply. No type of gillnet is an allowable gear for Atlantic migratory group king mackerel south of Cape Lookout Light. These incidentally caught king mackerel would have to be retained or sold to a dealer with a valid
Currently, the commercial fishing year for Atlantic migratory group king mackerel is March 1 through the end of February, and the commercial ACLs for the Atlantic northern zone and southern zone are allocated for the entire fishing year. Amendment 26 would divide the annual Atlantic migratory group kind mackerel commercial quota for the Atlantic southern zone into two commercial seasons. The Atlantic northern zone quota would not be split. Amendment 26 would divide the commercial quotas for the Atlantic southern zone by allocating 60 percent to the first season of March 1 through September 30, and 40 percent to the second season of October 1 through the end of February. This commercial split season for the Atlantic southern zone quota is intended to ensure that a portion of the southern zone's quota is available in later months of the fishing year, which will allow for increased fishing opportunities during more of the fishing year.
The proposed seasonal commercial quotas for the first season of March 1 through September 30 each fishing year in the southern zone would be: 3,001,440 lb (1,361,430 kg) for the 2016-2017 fishing year, 2,724,384 lb (1,235,760 kg) for the 2017-2018 fishing year, 2,401,152 lb (1,089,144 kg) for the 2018-2019 fishing year, and 2,170,272 lb (984,419 kg) for the 2019-2020 fishing year and subsequent fishing years. The proposed seasonal commercial quotas for the second season of October 1 through the end of February each fishing year in the southern zone would be: 2,000,960 lb (907,620 kg) for the 2016-2017 fishing year, 1,816,256 lb (823,840 kg) for the 2017-2018 fishing year, 1,600,768 lb (726,096 kg) for the 2018-2019 fishing year, and 1,446,848 lb (656,279 kg) for the 2019-2020 fishing year and subsequent years.
Commercial trip limits for Atlantic migratory group king mackerel are limits on the amount of that species that may be possessed on board or landed, purchased or sold from a federally permitted king mackerel vessel per day. Several commercial trip limits currently exist in the Atlantic southern zone. North of 29°25′ N. lat., which is a line directly east from the Flagler/Volusia County, FL, boundary, the trip limit for Atlantic migratory group king mackerel is 3,500 lb (1,588 kg) year-round. In the area between the Flagler/Volusia County, FL, boundary (29°25′ N. lat.) and 28°47.8′ N. lat., which is a line extending directly east from the Volusia/Brevard County, FL, boundary, the trip limit is 3,500 lb (1,588 kg) from April 1 through October 31. In the area between the Volusia/Brevard County, FL, boundary (28°47.8′ N. lat.) and 25°20.4′ N. lat., which is a line directly east from the Miami-Dade/Monroe County, FL boundary, the trip limit is 75 fish from April 1 through October 31. In the area between the Miami-Dade/Monroe County, FL, boundary, and 25°48″ N. lat., which is a line directly west from Monroe/Collier County, FL, boundary, the trip limit is 1,250 lb (567 kg) from April 1 through October 31.
Amendment 26 would revise the commercial trip limits for Atlantic migratory group king mackerel in the Atlantic southern zone, based on the revised management boundary and split commercial season. During the first commercial season (March 1 through September 30), in the area between the Flagler/Volusia County, FL, boundary (29°25′ N. lat.), and the Miami-Dade/Monroe County, FL boundary (25°20.24″ N. lat.), the trip limit would be 50 fish during March. From April 1 through September 30, the trip limit would be 75 fish, unless NMFS determines that 75 percent or more of the Atlantic southern zone quota for the first season has been landed, then the trip limit would be 50 fish. During the second commercial season (October 1 through the end of February), the trip limit would be 50 fish for the area between the Flagler/Volusia County, FL, boundary, and the the Miami-Dade/Monroe County, FL boundary. During the month of February, the trip limit would remain 50 fish, unless NMFS determines that less than 70 percent of the commercial quota for the southern zone's second season has been landed, then the trip limit would be 75 fish.
Amendment 26 would not revise the 3,500 lb (1,588 kg) year-round trip limit for Atlantic migratory group king mackerel, north of the Flagler/Volusia County, FL boundary.
In Amendment 26, the Councils determined that these changes to the commercial season and commercial trip limits for the Atlantic southern zone would ensure the longest possible commercial fishing season for Atlantic migratory group king mackerel.
The current ABC and total ACL for Gulf migratory group king mackerel is 10.8 million lb (4.89 million kg). Based on its review of SEDAR 38, the Gulf Council's SSC recommended OFLs and ABCs for Gulf migratory group king mackerel for the 2015-2016 through 2019-2020 fishing years that decrease over time. The Gulf migratory group king mackerel ABCs in Amendment 26 are lower than the current ABC and total ACL, because the geographical area for which the new ABCs apply is smaller than the current area for which they apply, as a result of the proposed zone revisions in the Gulf and Atlantic.
Because Gulf migratory group king mackerel is not overfished or undergoing overfishing, the Gulf Council recommended that ACL remain equal to OY and to ABC. Therefore, in Amendment 26, the total ACLs for the Gulf migratory group of king mackerel are the same values as the ABCs recommended by the Gulf SSC: 9.21 million lb (4.18 million kg) for the 2016-2017 fishing year, 8.88 million lb (4.03 million kg) for the 2017-2018 fishing year, 8.71 million lb (3.95 million kg) for the 2018-2019 fishing year, and 8.55 million lb (3.88 million kg) for the 2019-2020 fishing year.
Amendment 26 would not revise the current Gulf migratory group king mackerel allocations (68 percent of the total ACL to the recreational sector and 32 percent to the commercial sector). Based on the existing allocations, the commercial ACLs proposed for Gulf migratory group king mackerel are: 2.95 million lb (1.34 million kg) for the 2016-2017 fishing year, 2.84 million lb (1.29 million kg) for the 2017-2018 fishing year, 2.79 million lb (1.27 million kg) for the 2018-2019 fishing year, and 2.74 million lb (1.24 million kg) for the 2019-2020 fishing year and subsequent fishing years.
The Gulf migratory group commercial ACLs would be further divided each fishing year into gear-specific commercial ACLs for hook-and-line gear and for vessels fishing with run-around gillnet gear. The hook-and-line component commercial ACLs (which applies to the entire Gulf) would be: 2,330,500 lb (1,057,097 kg) for the 2016-2017 fishing year, 2,243,600 lb (1,017,680 kg) for the 2017-2018 fishing year, 2,204,100 lb (999,763 kg) for the 2018-2019 fishing year, and 2,164,600 lb (981,846 kg) for the 2019-2020 fishing year and subsequent years. The run-around gillnet component
The proposed recreational ACLs for Gulf migratory group king mackerel would be: 6.26 million lb (2.84 million kg) for the 2016-2017 fishing year, 6.04 million lb (2.74 million kg) for the 2017-2018 fishing year, 5.92 million lb (2.69 million kg) for the 2018-2019 fishing year, and 5.81 million lb (2.64 million kg) for the 2019-2020 fishing year and subsequent fishing years.
Amendment 26 would revise the Gulf migratory group commercial zone quotas, because of the proposed changes to the Councils' jurisdictional boundaries and resultant zone revisions. The current allocation of the commercial ACL for Gulf migratory group king mackerel by zones is: 31 percent in the western zone, 5.17 percent in the northern zone, 15.96 percent for the southern zone using hook-and-line gear, 15.96 percent for the southern zone using gillnet gear, and 31.91 percent for the Florida east coast subzone. However, under Amendment 26, the Florida east coast subzone would no longer exist and the quota associated with that zone would be re-allocated to the remaining zones. The revised allocation of commercial zone quotas for Gulf migratory group king mackerel would be: 40 percent in the western zone, 18 percent in the northern zone, 21 percent for the southern zone using hook-and-line gear, and 21 percent for the southern zone using gillnet gear.
The proposed commercial quotas for the Gulf western zone would be: 1,180,000 lb (535,239 kg) for the 2016-2017 fishing year, 1,136,000 lb (515,281 kg) for the 2017-2018 fishing year, 1,116,000 lb (506,209 kg) for the 2018-2019 fishing year, and 1,096,000 lb (497,137 kg) for the 2019-20 fishing year and subsequent fishing years.
The proposed commercial quotas for the Gulf northern zone would be: 531,000 lb (240,858 kg) for the 2016-2017 fishing year, 511,200 lb (231,876 kg) for the 2017-18 fishing year, 502,200 lb (227,794 kg) for the 2018-2019 fishing year, and 493,200 lb (223,712 kg) for the 2019-2010 fishing year and subsequent fishing years.
The proposed commercial hook-and-line and commercial run-around gillnet component quotas in the southern zone would be equal to each other for each fishing year and would be: 619,500 lb (281,000 kg) for the 2016-2017 fishing year, 596,400 lb (270,522 kg) for the 2017-2018 fishing year, 585,900 lb (265,760 kg) for the 2018-2019 fishing year, and 575,400 lb (260,997 kg) for the 2019-2020 fishing year and subsequent fishing years.
From the 2002-2003 fishing year through the 2013-2014 fishing year, the recreational sector's landings of the Gulf migratory group of king mackerel were consistently less than 50 percent of the recreational ACL, while the commercial sector's landings were consistently 90 percent or more of the commercial ACL. In Amendment 26, the Councils considered but rejected, the possibility of reallocating from the recreational ACL to the commercial ACL and instead proposed an increase in the recreational bag limit for Gulf migratory group king mackerel from 2 fish per person per trip to 3 fish per person per trip. The Councils determined that this increased recreational bag limit would allow more opportunities for recreational anglers to harvest the recreational sector ACL.
A proposed rule that would implement Amendment 26 has been drafted. In accordance with the Magnuson-Stevens Act, NMFS is evaluating the proposed rule to determine whether it is consistent with the FMP, the Magnuson-Stevens Act, and other applicable law. If that determination is affirmative, NMFS will publish a proposed rule in the
The Councils have submitted Amendment 26 for Secretarial review, approval, and implementation. Comments on Amendment 26 must be received by February 13, 2017. Comments received during the respective comment periods, whether specifically directed to the amendment or the proposed rule, will be considered by NMFS in its decision to approve, disapprove, or partially approve Amendment 26.
All comments received by NMFS on the amendment or the proposed rule during their respective comment periods will be addressed in the final rule.
16 U.S.C 1801
Office of the Deputy Under Secretary for Food Safety, USDA.
Notice of public meeting and request for comments.
The Office of the Deputy Under Secretary for Food Safety, U.S. Department of Agriculture (USDA) and the Agricultural Marketing Service (AMS), are sponsoring a public meeting on January 17, 2017. The objective of the meeting is to provide information and receive public comments on agenda items and draft United States (U.S.) positions to be discussed at the 3rd Session of the Codex Committee on Spices and Culinary Herbs (CCSCH) of the Codex Alimentarius Commission (Codex), taking place in Chennai, India, February 6-10,2017. The Deputy Under Secretary for Food Safety and AMS recognize the importance of providing interested parties the opportunity to obtain background information on the 3rd Session of the CCSCH and to address items on the agenda.
The public meeting is scheduled for Tuesday, January 17, 2017 from 2:00 p.m.-4:00 p.m.
The public meeting will take place at the USDA, Jamie L. Whitten Building, Room 107-A, 1400 Independence Avenue SW., Washington, DC 20250.
Documents related to the 3rd Session of the CCSCH will be accessible via the Internet at the following address:
Dorian LaFond, U.S. Delegate to the 3rd Session of the CCSCH, invites U.S. interested parties to submit their comments electronically to the following email address:
If you wish to participate in the public meeting for the 3rd Session of the CCSCH by conference call, please use the call-in-number below:
The participant code will be posted on the following Web page:
Attendees may register to attend the public meeting by emailing
Dorian LaFond, Agricultural Marketing Service, Fruits and Vegetables Division, Mail Stop 0235, Room 2086, USDA, 1400 Independence Avenue SW., Washington, DC 20250. Telephone: (202) 690-4944, Fax: (202) 720-0016, email:
Marie Maratos, U.S. Codex Office, 1400 Independence Avenue SW., Room 4861, Washington, DC 20250. Telephone: (202) 205-7760, Fax: (202) 720-3157, email:
The Codex was established in 1963 by two United Nations organizations, the Food and Agriculture Organization and the World Health Organization. Through adoption of food standards, codes of practice, and other guidelines developed by its committees, and by promoting their adoption and implementation by governments, the Codex seeks to protect the health of consumers and ensure that fair practices are used in trade.
The CCSCH is responsible for elaborating worldwide standards for spices and culinary herbs in their dried and dehydrated state in whole, ground, and cracked or crushed form. The CCSCH consults as necessary with other international organizations in the standards development process to avoid duplication.
The CCSCH is hosted by India.
The following items on the Agenda for the 3rd Session of the CCSCH will be discussed during the public meeting:
• Matters Referred by the Codex Alimentarius Commission and its Subsidiary bodies;
• Activities of International Organizations relevant to the Work of CCSCH;
• Draft Standard for Cumin;
• Draft Standard for Thyme;
• Proposed draft Standard for Black, White and Green Pepper;
• Proposed draft Standard for Oregano;
• Sampling plans for cumin and thyme;
• Further work on grouping of spices and culinary herbs;
• Discussion paper on glossary of terms for spices and culinary herbs;
• Discussion paper on further processing (in the context of spices and culinary herbs);
• Proposal for new work (replies to CL 2015/27-SCH); and
• Other business.
Each issue listed will be fully described in documents distributed, or to be distributed, by the Secretariat before the Meeting. Members of the public may access or request copies of these documents (see
At the January 17, 2017, public meeting, draft U.S. positions on the agenda items will be described and discussed. Attendees will have the opportunity to pose questions and offer comments. Written comments may be offered at the meeting or sent to the U.S. Delegates for the 3rd Session of the CCSCH,(see
Public awareness of all segments of rulemaking and policy development is
FSIS also will make copies of this publication available through the FSIS Constituent Update, which is used to provide information regarding FSIS policies, procedures, regulations,
No agency, officer, or employee of the USDA shall, on the grounds of race, color, national origin, religion, sex, gender identity, sexual orientation, disability, age, marital status, family/parental status, income derived from a public assistance program, or political beliefs, exclude from participation in, deny the benefits of, or subject to discrimination any person in the United States under any program or activity conducted by the USDA.
To file a complaint of discrimination, complete the USDA Program Discrimination Complaint Form, which may be accessed online at
Send your completed complaint form or letter to USDA by mail, fax, or email:
Persons with disabilities who require alternative means for communication (Braille, large print, audiotape, etc.), should contact USDA's TARGET Center at (202) 720-2600 (voice and TDD).
Commission on Civil Rights.
Announcement of meeting.
Notice is hereby given, pursuant to the provisions of the rules and regulations of the U.S. Commission on Civil Rights (Commission), and the Federal Advisory Committee Act (FACA), that a planning meeting of the Virginia State Advisory Committee to the Commission (MD State Advisory Committee) will convene by conference call at 12:00 p.m. (EDT) on Thursday, January 5, 2017. The purpose of each planning meeting is to discuss project planning and eventually select topic(s) for the Committee's civil rights review. At its last meeting, the Committee decided to have a proposal on hate crimes presented and considered among other potential topics.
The meeting will be held on Thursday, January 5, 2017, at 12:00 p.m. EST.
Public call information: Dial: 888-601-3861, Conference ID: 417838
Ivy L. Davis, at
Interested members of the public may listen to the discussion by calling the following toll-free conference call-in number: 1-888-601-3861 and conference ID: 417838. Please be advised that before being placed into the conference call, you will be prompted to provide your name, organizational affiliation (if any), and email address (so that callers may be notified of future meetings). Callers can expect to incur charges for calls they initiate over wireless lines, and the Commission will not refund any incurred charges. Callers will incur no charge for calls they initiate over land-line connections to the toll-free conference call-in number.
Persons with hearing impairments may also follow the discussion by first calling the Federal Relay Service at 1-800-977-8339 and providing the operator with the toll-free conference call-in number: 1-888-601-3861 and conference call ID: 417838.
Members of the public are invited to submit written comments; the comments must be received in the regional office approximately 30 days after each scheduled meeting. Written comments may be mailed to the Eastern Regional Office, U.S. Commission on Civil Rights, 1331 Pennsylvania Avenue, Suite 1150, Washington, DC 20425, faxed to (202) 376-7548, or emailed to Evelyn Bohor at
Records and documents discussed during the meeting will be available for public viewing as they become available at
U.S. Census Bureau, Department of Commerce.
Notice of revision of the confidentiality pledge under Title 13 United States Code, Section 9.
Under 44 U.S.C. 3506(e) and 13 U.S.C. Section 9, the U.S. Census Bureau is announcing revisions to the confidentiality pledge it provides to its respondents under Title 13, United States Code, Section 9. These revisions are required by the passage and
These revisions become effective upon publication of this notice in the
Questions about this notice should be addressed to Jennifer Jessup, Departmental Paperwork Clearance Officer, Department of Commerce, Room 6616, 14th and Constitution Avenue NW., Washington, DC 20230 (or via the Internet at
Requests for additional information should be directed to Robin J. Bachman, Policy Coordination Office, Census Bureau, HQ-8H028, Washington, DC 20233; 301-763-6440 (or via email at
Federal statistics provide key information that the Nation uses to measure its performance and make informed choices about budgets, employment, health, investments, taxes, and a host of other significant topics. The overwhelming majority of Federal surveys are conducted on a voluntary basis. Respondents, ranging from businesses to households to institutions, may choose whether or not to provide the requested information. Many of the most valuable Federal statistics come from surveys that ask for highly sensitive information such as proprietary business data from companies or particularly personal information or practices from individuals. Strong and trusted confidentiality and exclusively statistical use pledges under Title 13, U.S.C. and similar statistical confidentiality pledges are effective and necessary in honoring the trust that businesses, individuals, and institutions, by their responses, place in statistical agencies.
Under the authority of Title 13, U.S.C. and similar statistical confidentiality protection statutes, many Federal statistical agencies make statutory pledges that the information respondents provide will be seen only by statistical agency personnel or their sworn agents, and will be used only for statistical purposes. Title 13, U.S.C. and similar statutes protect the confidentiality of information that agencies collect solely for statistical purposes and under a pledge of confidentiality. These acts protect such statistical information from administrative, law enforcement, taxation, regulatory, or any other non-statistical use and immunize the information submitted to statistical agencies from legal process. Moreover, many of these statutes carry criminal penalties of a Class E felony (fines up to $250,000, or up to five years in prison, or both) for conviction of a knowing and willful unauthorized disclosure of covered information.
As part of the Consolidated Appropriations Act for Fiscal Year 2016 signed on December 17, 2015, the Congress included the Federal Cybersecurity Enhancement Act of 2015 (H.R. 2029, Division N, Title II, Subtitle B, Sec. 223). This Act, among other provisions, permits and requires the Secretary of Homeland Security to provide Federal civilian agencies' information technology systems with cybersecurity protection for their Internet traffic. The technology currently used to provide this protection against cyber malware is known as Einstein 3A; it electronically searches Internet traffic in and out of Federal civilian agencies in real time for malware signatures.
When such a signature is found, the Internet packets that contain the malware signature are shunted aside for further inspection by Department of Homeland Security (DHS) personnel. Since it is possible that such packets entering or leaving a statistical agency's information technology system may contain a small portion of confidential statistical data, statistical agencies can no longer promise their respondents that their responses will be seen only by statistical agency personnel or their sworn agents. However, they can promise, in accordance with provisions of the Federal Cybersecurity Enhancement Act of 2015, that such monitoring can be used only to protect information and information systems from cybersecurity risks, thereby, in effect, providing stronger protection to the integrity of the respondents' submissions.
Consequently, with the passage of the Federal Cybersecurity Enhancement Act of 2015, the Federal statistical community has an opportunity to welcome the further protection of its confidential data offered by DHS' Einstein 3A cybersecurity protection program. The DHS cybersecurity program's objective is to protect Federal civilian information systems from malicious malware attacks. The Federal statistical system's objective is to ensure that the DHS Secretary performs those essential duties in a manner that honors the Government's statutory promises to the public to protect their confidential data. Given that the Department of Homeland Security is not a Federal statistical agency, both DHS and the Federal statistical system have been successfully engaged in finding a way to balance both objectives and achieve these mutually reinforcing objectives.
Accordingly, DHS and Federal statistical agencies, in cooperation with their parent departments, have developed a Memorandum of Agreement for the installation of Einstein 3A cybersecurity protection technology to monitor their Internet traffic and have incorporated an associated Addendum on Highly Sensitive Agency Information that provides additional protection and enhanced security handling of confidential statistical data.
However, many current Title 13, U.S.C. and similar statistical confidentiality pledges promise that respondents' data will be seen only by statistical agency personnel or their sworn agents. Since it is possible that DHS personnel could see some portion of those confidential data in the course of examining the suspicious Internet packets identified by Einstein 3A sensors, statistical agencies need to revise their confidentiality pledges to reflect this process change. Therefore, the U.S. Census Bureau is providing this notice to alert the public to the confidentiality pledge revisions in an efficient and coordinated fashion.
The following is the revised statistical confidentiality pledge for the Census Bureau's data collections:
The U.S. Census Bureau is required by law to protect your information. The Census Bureau is not permitted to publicly release your responses in a way that could identify you. Per the Federal Cybersecurity Enhancement Act of 2015, your data are protected from cybersecurity risks through screening of the systems that transmit your data.
The following listing includes Census Bureau information collections which are confidential under 13 U.S.C. Section 9, as well as information collections that the Census Bureau conducts on behalf of other agencies which are confidential under 13 U.S.C. Section 9 and for which
Enforcement and Compliance, International Trade Administration, Department of Commerce.
The Department of Commerce (the “Department”) is conducting the fifth administrative review of the antidumping duty order on seamless refined copper pipe and tube from the People's Republic of China (“PRC”), covering the period November 1, 2014 through October 31, 2015. The Department preliminarily finds that, during the period of review (“POR”), the Hailiang Single Entity sold subject merchandise in the United States at less than normal value. Additionally, the Department preliminarily finds that the GD Single Entity did not sell subject merchandise in the United States at less than normal value. Interested parties are invited to comment on these preliminary results.
Effective December 14, 2016.
Drew Jackson or Stephen Bailey, AD/CVD Operations, Office IV, Enforcement & Compliance, International Trade Administration, Department of Commerce, 1401 Constitution Avenue NW., Washington, DC 20230; telephone: 482-4406, and 482-0193, respectively.
On November 22, 2010, the Department published in the
The merchandise subject to the order is seamless refined copper pipe and tube. The product is currently classified under Harmonized Tariff Schedule of the United States (“HTSUS”) item numbers 7411.10.1030 and 7411.10.1090. Products subject to this order may also enter under HTSUS item numbers 7407.10.1500, 7419.99.5050, 8415.90.8065, and 8415.90.8085. Although the HTSUS numbers are provided for convenience and customs purposes, the written description of the scope of this order remains dispositive.
On July 12, 2016, the Department extended the time period for issuing the preliminary results of this review until December 5, 2016.
Based on record evidence in this review, as well as the Department's affiliation determination in the 2013-2014 administrative review,
Moreover, based on the information presented in this review, we preliminarily find that Golden Dragon and its group of affiliated companies should be treated as a single entity and Hailiang and its group of affiliated companies should be treated as a single entity for purposes of this review pursuant to 19 CFR 351.401(f). Specifically, pursuant to 19 CFR 351.401(f)(1), the Department preliminarily found that the Golden Dragon companies are affiliated, have production facilities for producing similar or identical products that would not require substantial retooling of their respective facilities in order to restructure manufacturing priorities, and there is a significant potential for manipulation of price or production. The Department reached a similar preliminarily decision with respect to Hailiang and its affiliated companies. Additionally, the Department preliminarily finds that among the Golden Dragon companies and among the Hailiang companies, a significant potential for manipulation exists pursuant to 19 CFR 351.401(f)(2). For additional information,
In the Initiation Notice, we informed parties of the opportunity to request a separate rate.
In this review, nine companies for which a review was requested and which remain under review did not submit separate-rate information to rebut the presumption that they are subject to government control. These companies are: Zhejiang Jiahe Pipes Inc., Sinochem Ningbo Ltd., Sinochem Ningbo Import & Export Co., Ltd., Ningbo Jintian Copper Tube Co., Ltd., Zhejiang Naile Copper Co., Ltd., Guilin Lijia Metals Co., Ltd., Foshan Hua Hong Copper Tube Co., Ltd., Hong Kong Hailiang Metal, and Taicang City Jinxin Copper Tube Co., Ltd. As further discussed in the Preliminary Decision Memorandum,
The Department preliminarily finds that information placed on the record by the GD Single Entity
The Department's change in policy regarding conditional review of the PRC-wide entity applies to this administrative review.
The Department is conducting this review in accordance with section 751(a)(1)(B) of the Act. The Department calculated export prices and constructed export prices in accordance with section 772 of the Act. Because the PRC is a non-market economy country, within the meaning of section 771(18) of the Act, the Department calculated normal value in accordance with section 773(c) of the Act. For a full description of the methodology underlying the preliminary results of this review,
The Preliminary Decision Memorandum is a public document and is made available to the public
The Department preliminarily finds that the following weighted-average dumping margins exist for the POR:
The Department intends to disclose to parties the calculations performed for these preliminary results of review within five days of the date of publication of this notice in accordance with 19 CFR 351.224(b). Interested parties may submit case briefs no later than 30 days after the date of publication of these preliminary results of review.
Interested parties who wish to request a hearing must submit a written request to the Assistant Secretary for Enforcement and Compliance, U.S. Department of Commerce, within 30 days after the date of publication of this notice.
All submissions, with limited exceptions, must be filed electronically using ACCESS.
Unless otherwise extended, the Department intends to issue the final results of this administrative review, which will include the results of its analysis of issues raised in any briefs, within 120 days of publication of these preliminary results, pursuant to section 751(a)(3)(A) of the Act.
Upon issuance of the final results of this review, the Department will determine, and Customs and Border Protection (“CBP”) shall assess, antidumping duties on all appropriate entries covered by this review.
In accordance with section 751(a)(2)(C) of the Act, the final results of this review shall be the basis for the assessment of antidumping duties on entries of merchandise covered by the final results of this review and for future deposits of estimated duties, where applicable.
The Department will instruct CBP to require a cash deposit equal to the weighted-average amount by which the normal value exceeds U.S. price. The following cash deposit requirements will be effective upon publication of the final results of this administrative review for shipments of the subject merchandise from the PRC entered, or withdrawn from warehouse, for consumption on or after the publication date of this notice, as provided by section 751(a)(2)(C) of the Act: (1) For the exporters listed above, the cash deposit rate will be equal to the weighted-average dumping margin established in the final results of this review (except, if the rate is zero or
This notice also serves as a preliminary reminder to importers of their responsibility under 19 CFR 351.402(f)(2) to file a certificate regarding the reimbursement of antidumping duties prior to liquidation of the relevant entries during this POR. Failure to comply with this requirement could result in the Department's presumption that reimbursement of antidumping duties occurred and the subsequent assessment of double antidumping duties.
We are issuing and publishing these results in accordance with sections 751(a)(1) and 777(i)(1) of the Act, and 19 CFR 351.221(b)(4).
International Trade Administration, DOC.
Notice of Federal Advisory Committee Meeting.
This notice sets forth the schedule and proposed agenda of a meeting of the Environmental Technologies Trade Advisory Committee (ETTAC).
The meeting is scheduled for Tuesday, January 10, 2017 from 9:00 a.m.-5:00 p.m. and Wednesday, January 11, 2017 from 9:00 a.m.-2:00 p.m. Eastern Standard Time (EST).
The meeting will be held in the Auditorium at the U.S. Department of Commerce, Herbert Clark Hoover Building, 1401 Constitution Avenue NW., Washington, DC 20230.
Ms. Amy Kreps, Office of Energy & Environmental Industries (OEEI), International Trade Administration, Room 28018, 1401 Constitution Avenue NW., Washington, DC 20230 (Phone: 202-482-3835; Fax: 202-482-5665; email:
The two-day meeting will take place on January 10 from 9:00 a.m. to 5:00 p.m. and on January 11 from 9:00 a.m. to 2:00 p.m. Eastern Standard Time (EST). The general meeting is open to the public and time will be permitted for public comment on January 11 from 1:30-2:00 p.m. EST. Those interested in attending must provide notification by Thursday, December 29, 2016 at 5:00 p.m. EST, via the contact information provided above. Written comments concerning ETTAC affairs are welcome any time before or after the meeting. Minutes will be available within 30 days of this meeting.
Ms. Amy Kreps, Office of Energy & Environmental Industries (OEEI), International Trade Administration, Room 4053, 1401 Constitution Avenue NW., Washington, DC 20230. (Phone: 202-482-3835; Fax: 202-482-5665; email:
International Trade Administration, U.S. Department of Commerce.
Notice of open meetings.
This notice sets forth the schedule and proposed topics of discussion for public meetings of the Advisory Committee on Supply Chain Competitiveness (Committee).
The meetings will be held on January 25, 2017, from 12:00 p.m. to 3:00 p.m., and January 26, 2017, from 9:00 a.m. to 4:00 p.m., Eastern Standard Time (EST).
The meetings on January 25 and 26 will be held at the U.S. Department of Commerce, 1401 Constitution Avenue NW., Research Library (Room 1894), Washington, DC 20230.
Richard Boll, Office of Supply Chain, Professional & Business Services (OSCPBS), International Trade Administration. (Phone: (202) 482-1135 or Email:
The meetings will be open to the public and press on a first-come, first-served basis. Space is limited. The public meetings are physically accessible to people with disabilities. Individuals requiring accommodations, such as sign language interpretation or other ancillary aids, are asked to notify Mr. Richard Boll, at (202) 482-1135 or
Interested parties are invited to submit written comments to the Committee at any time before and after the meeting. Parties wishing to submit written comments for consideration by the Committee in advance of this meeting must send them to the Office of Supply Chain, Professional & Business Services, 1401 Constitution Ave NW., Room 11014, Washington, DC, 20230, or email to
For consideration during the meetings, and to ensure transmission to the Committee prior to the meetings, comments must be received no later than 5:00 p.m. EST on January 18, 2017. Comments received after January 18, 2017, will be distributed to the Committee, but may not be considered at the meetings. The minutes of the meetings will be posted on the Committee Web site within 60 days of the meeting.
National Institute of Standards and Technology, Department of Commerce.
Notice; request for information.
The National Institute of Standards and Technology (NIST) plans to publish a Notice of Funding Opportunity (NOFO) in fiscal year 2017 (FY17), subject to the availability of appropriated funding, to competitively fund grants and/or cooperative agreements (hereinafter referred to as awards) to existing Hollings Manufacturing Extension Partnership (MEP) Centers to add capabilities to the MEP program, including the development and conduct of projects to solve new or emerging manufacturing problems. This notice is not the NOFO; 15 U.S.C. 287k(f), the statute under which NIST expects to conduct the future award program, requires the NIST Director to consult with small and mid-sized manufacturers regarding their needs and, in turn, for NIST to use the information provided to develop one or more themes for future NOFOs, which will be disseminated through
NIST will accept responses to this request for information until 11:59 p.m. Eastern Time on January 13, 2017.
Responses will be accepted by email only. Responses must be sent to
Diane Henderson, 100 Bureau Drive, Mail Stop 4800, Gaithersburg, MD 20899-4800, 301-975-5020,
Pursuant to 15 U.S.C. 287k(f), NIST will consider the information obtained in response to this request for information in the development of one or more NOFOs to competitively fund awards to existing MEP Centers to add capabilities to the MEP program, including the development and conduct of projects to solve new or emerging manufacturing problems.
MEP is a nationwide network of Centers located in all 50 States and Puerto Rico that serve as trusted business advisors focused on transforming U.S. manufacturers to compete globally, supporting supply chain integration, and providing access to technology for improved productivity. MEP Centers are a diverse network of State, non-profit university-based, and other non-profit organizations, comprising more than 1,200 technical experts offering products, technical expertise and services that address the critical needs of their local manufacturers.
Each MEP Center works directly with area manufacturers to provide expertise and services tailored to their most critical needs, ranging from process improvement and workforce development to business practices and technology transfer. Additionally, MEP Centers connect manufacturers with government and trade associations, universities and research laboratories, and a host of other public and private resources to help manufacturers realize individual business goals.
Small U.S. manufacturers are a critical segment of our economy, comprising over 99% of all manufacturing establishments and approximately 73% of manufacturing employment.
Small U.S. manufacturers have proven to be flexible and adaptable in their approach to improved competitiveness and profitable growth through new markets, new customers, new products and new processes. Yet gaps remain in identifying, acquiring and implementing new manufacturing and other technologies, business models and supply chain practices that small U.S. manufacturers need to compete globally. Of particular interest is the gap between the research being performed by universities, federal labs, research consortia, as well as other entities, and the readiness of many small U.S. manufacturers to adopt both existing and emerging technologies into their products and processes to respond to the quality and performance requirements of original equipment manufacturers. Within this readiness gap, NIST includes workforce development, education and training needs related to those technologies and practices. Reports by the President's Council of Advisors on Science and Technology
Through the efforts of its existing network of MEP Centers to provide services to small U.S. manufacturers, NIST MEP has made strides to address many of the needs of small U.S. manufacturers. However, to effectively assist small U.S. manufacturing firms to compete in the global economy, these firms require meaningful expertise specific to a given technology, supply chain and/or sector.
Bridging the gap between available technologies and commercial adoption by small U.S. manufacturers is essentially a two-part problem. First, there is the critical step of translating available technologies into competitive market advantage including but not limited to the identification of viable business opportunities related to those technologies. Second, the adoption of new technologies requires addressing the variety of challenges that serve as barriers to small U.S. manufacturers to incorporating technology solutions into their processes and product portfolio. These challenges include, but are not limited to, the same challenges that were identified when the MEP program was first created
15 U.S.C. 287k(f), the statute under which NIST expects to conduct the future award program, requires the NIST Director to consult with small and mid-
15 U.S.C. 278k(f)(3) states that the themes identified for the future award competition:
(A) Shall be related to projects designed to increase the viability both of traditional manufacturing sectors and other sectors, such as construction, that increasingly rely on manufacturing through the use of manufactured components and manufacturing techniques, including supply chain integration and quality management;
(B) shall be related to projects related to the transfer of technology based on the technological needs of manufacturers and available technologies from institutions of higher education, laboratories, and other technology producing entities; and
(C) may extend beyond these traditional areas to include projects related to construction industry modernization.
15 U.S.C. 278k(f)(5)(A) also provides requirements for the selection of awardees under the future NOFO. Awards made under this program should:
(i) Create jobs or train newly hired employees;
(ii) promote technology transfer and commercialization of environmentally focused materials, products, and processes;
(iii) increase energy efficiency; and
(iv) improve the competitiveness of industries in the region in which the MEP Center or Centers are located.
Additionally, under 15 U.S.C. 278k(f)(5)(B), awards may:
(i) Encourage greater cooperation and foster partnerships in the region with similar Federal, State, and locally funded programs to encourage energy efficiency and building technology; and
(ii) collect data and analyze the increasing connection between manufactured products and manufacturing techniques, the future of construction practices, and the emerging application of products from the green energy industries.
No confidential proprietary information, business identifiable information or personally identifiable information should be included in the written responses to this request for information. Reponses received by the deadline may be made publicly available without change at:
The responses to the questions below are intended to assist NIST in developing one or more NOFOs for the funding of competitive awards to existing MEP Centers to add capabilities to the MEP program. In addition, the NIST Director is fulfilling the consultation requirement contained in 15 U.S.C. 278k(f)(3) via publication of this request for information. As required by the same statutory provision, the NIST Director will also consult with the MEP Advisory Board concerning topics for the future NOFO. Further information on the MEP Advisory Board is available at:
NIST is seeking information that responds to one or more of the questions listed below. Responses should clearly indicate which question is being addressed.
(1) What are the key problems and issues facing small U.S. manufacturers and their competitiveness and opportunities for growth in the near-term (1 to 2 years), mid-term (3 to 5 years) and/or long-term (more than 5 years)?
(2) What advanced manufacturing technologies are and/or will be needed by small U.S. manufacturers for the companies to be competitive and grow in the global marketplace in the near-term (1 to 2 years), mid-term (3 to 5 years) and/or long-term (more than 5 years)?
(a) What would be the appropriate Manufacturing Readiness Level
(b) What information will be required for small U.S. manufacturers to understand a technology or related group of technologies and the risks and opportunities associated with making or not making an investment in any given technology?
(c) How is the information about advanced manufacturing technologies best delivered to small U.S. manufacturers and/or MEP Centers that support those small U.S. manufacturers?
(3) What technologies and/or business models are important to small U.S. manufacturers as they choose and participate in any particular supply chain?
(4) What complementary business services, including information services, are and/or will be needed by small U.S. manufacturers and/or MEP Centers to take full advantage of advanced manufacturing technologies at the company or supply chain level?
(5) Are there any other critical issues that NIST MEP should consider in its strategic planning for future investments that are not covered by the first four questions?
Response to this request for information (RFI) is voluntary. Respondents need not reply to all questions; however, they should clearly indicate the number of each question to which they are responding. Brevity is appreciated. No confidential proprietary information, business identifiable information or personally identifiable information should be submitted in response to this RFI, as all responses received by the deadline may be made publicly available without change at:
National Marine Fisheries Service (NMFS), National Oceanic and Atmospheric Administration (NOAA), Commerce.
Notice of funding availability.
The principal objective of the National Oceanic and Atmospheric
Applications must be postmarked, provided to a delivery service, or received by
Complete application packages, including required Federal forms and instructions, can be found on
For further information, contact Melanie Gange at (301) 427-8664, or by email at
As noted above, the principal objective of NOAA's GulfCorps Program solicitation is to develop a Gulf-wide conservation corps that will contribute to meaningful Gulf of Mexico ecosystem restoration benefiting coastal habitat and water quality in each of the Gulf states (Texas, Louisiana, Mississippi, Alabama, and Florida), while economically benefiting coastal communities through education, training, and employment opportunities. The GulfCorps Program grant recipients will recruit, train, and employ workers to work on habitat restoration projects and develop skills in support of long-term Gulf coast restoration. This program is funded under the RESTORE Act. Information on the RESTORE Act, including more information on the funding provided to establish this conservation corps, and the other initiatives included on the Funded Priorities List (FPL) can be found online at
Section IV.B. of the FFO describes the suggested information to include in the application narrative. Supplemental Guidance regarding application writing, a checklist to submit a complete application, and FAQs about this solicitation can be found at
Total anticipated funding for all awards is up to $7 million, subject to the availability of funds under the RESTORE Act. NOAA anticipates typical awards will range from $1 million to $7 million. NOAA will not accept applications requesting less than $1 million or more than $7 million in Federal funds from NOAA under this solicitation and the exact amount of funds that may be awarded will be determined in pre-award negotiations between the applicant and NOAA. Funding may be provided in annual increments without further competition, and the period of performance for most awards is expected to be 36 months, although 48 months will be considered. Any funds provided to successful applicants will be at the discretion of the NOAA Office of Habitat Conservation and the NOAA Grants Management Division (GMD). In no event will NOAA or the Department of Commerce be responsible for application preparation costs if programs fail to receive funding or are cancelled because of other agency priorities. Publication of this notice does not oblige NOAA to award any specific project or to obligate any available funds and there is no guarantee that sufficient funds will be available to make awards for all top-ranked applications. The number of awards to be made as a result of this solicitation will depend on the number of eligible applications received, the amount of funds requested for GulfCorps proposals, and the merit and ranking of the applications.
Eligible applicants are institutions of higher education, non-profits, commercial (for profit) organizations, U.S. territories, and state, local and Native American tribal governments. Applications from individuals, Federal agencies, or employees of Federal agencies will not be considered. Individuals and Federal agencies are strongly encouraged to work with states, non-governmental organizations, municipal and county governments, and others that are eligible to apply. Cost sharing is not required, however, match is included in the evaluation criteria as listed in the full FFO announcement in
The general evaluation criteria and selection factors that apply to full applications to this funding opportunity are summarized below. Further information about the evaluation criteria and selection factors can be found in the full FFO announcement in
Reviewers will assign scores to applications ranging from 0 to 100 points based on the following five standard NOAA evaluation criteria and respective weights specified below. Applications that best address these criteria will be most competitive.
1.
2.
3.
4.
5.
Applications will undergo an initial administrative review to determine if they are eligible and complete, per Section III of the full FFO posted at
Applications submitted under the FFO are subject to the provisions of Executive Order 12372, “Intergovernmental Review of Programs.” Any applicant submitting an application for funding is required to complete item 16 on Form SF-424 regarding clearance by the State Single Point of Contact (SPOC). To find out about and comply with a State's process under Executive Order 12372, the names, addresses and phone numbers of participating SPOC's are listed on the Office of Management and Budget's home page at:
In no event will NOAA or the Department of Commerce be responsible for proposal preparation costs if these programs fail to receive funding or are cancelled because of other agency priorities. Publication of this announcement does not oblige NOAA to award any specific project or to obligate any available funds.
NOAA must analyze the potential environmental impacts, as required by the National Environmental Policy Act (NEPA), for applicant projects or proposals which are seeking NOAA federal funds. Further details regarding NOAA's compliance with NEPA can be found in the full Federal Funding Opportunity.
The Department of Commerce Pre-Award Notification Requirements for Grants and Cooperative Agreements contained in the
This document contains collection-of-information requirements subject to the Paperwork Reduction Act (PRA). The use of Standard Forms 424, 424A, 424B, and SF-LLL has been approved by the Office of Management and Budget (OMB) under the respective control numbers 4040-0004, 4040-0006, 4040-0007, and 4040-0013. Notwithstanding any other provision of law, no person is required to, nor shall a person be subject to a penalty for failure to comply with, a collection of information subject to the requirements of the PRA unless that collection of information displays a currently valid OMB control number.
This notice has been determined to be not significant for purposes of Executive Order 12866.
It has been determined that this notice does not contain policies with implications as that term is defined in Executive Order 13132.
Prior notices and an opportunity for public comment are not required by the Administrative Procedure Act or any other law for rules concerning public property, loans, grants, benefits, and contracts (5 U.S.C. 553(a)(2)). Because notice and opportunity for comment are not required pursuant to 5 U.S.C. 553 or any other law, the analytical requirements for the Regulatory Flexibility Act (5 U.S.C. 601
National Marine Fisheries Service (NMFS), National Oceanic and Atmospheric Administration (NOAA), Commerce.
Notice.
The National Marine Fisheries Service (NMFS) is providing notification that the agency will not identify additional fisheries to observe on the Annual Determination (AD) for 2017, pursuant to its authority under the Endangered Species Act (ESA). Through the AD, NMFS identifies U.S. fisheries operating in the Atlantic Ocean, Gulf of Mexico, and Pacific Ocean that will be required to take observers upon NMFS'
See
Sara Wissmann, Office of Protected Resources, 301-427-8402; Ellen Keane, Greater Atlantic Region, 978-282-8476; Dennis Klemm, Southeast Region, 727-824-5312; Dan Lawson, West Coast Region, 562-980-3209; Irene Kelly, Pacific Islands Region, 808-725-5141. Individuals who use a telecommunications device for the hearing impaired may call the Federal Information Relay Service at 1-800-877-8339 between 8 a.m. and 4 p.m. Eastern time, Monday through Friday, excluding Federal holidays.
Information regarding the Sea Turtle Observer Requirement for Fisheries (72 FR 43176; August 3, 2007) may be obtained online at
• NMFS, Greater Atlantic Region, 55 Great Republic Drive, Gloucester, MA 01930;
• NMFS, Southeast Region, 263 13th Avenue South, St. Petersburg, FL 33701;
• NMFS, West Coast Region, 501 W. Ocean Blvd., Suite 4200, Long Beach, CA 90802;
• NMFS, Pacific Islands Region, Protected Resources, 1845 Wasp Blvd., Building 176, Honolulu, HI 96818.
Under the ESA, 16 U.S.C. 1531
Incidental take, or bycatch, in fishing gear is the primary anthropogenic source of sea turtle injury and mortality in U.S. waters. Section 9 of the ESA prohibits the take (including harassing, harming, pursuing, hunting, shooting, wounding, killing, trapping, capturing, collecting or attempting to engage in any such conduct), including incidental take, of endangered sea turtles. Pursuant to section 4(d) of the ESA, NMFS has issued regulations extending the prohibition of take, with exceptions, to threatened sea turtles (50 CFR 223.205 and 223.206). The purpose of the sea turtle observer requirement and the AD is ultimately to implement ESA sections 9 and 4(d), which prohibit the incidental take of endangered and threatened sea turtles, respectively, and to conserve sea turtles. Section 11 of the ESA provides for civil and criminal penalties for anyone who violates a regulation issued pursuant to the ESA, including regulations that implement the take prohibition, as well as for the issuance of regulations to enforce the take prohibitions. NMFS may grant exceptions to the take prohibitions for activities that are covered by an incidental take statement or an incidental take permit issued pursuant to ESA section 7 or 10, respectively. To do so, NMFS must determine the activity that will result in incidental take is not likely to jeopardize the continued existence of the affected listed species. For some Federal fisheries and most state fisheries, NMFS has not granted an exception for incidental takes of sea turtles primarily because we lack information about fishery-sea turtle interactions.
The most effective way for NMFS to learn about sea turtle-fishery interactions, in order to implement management measures and prevent or minimize take, is to place observers aboard fishing vessels. In 2007, NMFS issued a regulation (50 CFR 222.402) establishing procedures to annually identify, pursuant to specified criteria and after notice and opportunity for comment, those fisheries in which the agency intends to place observers (72 FR 43176; August 3, 2007). These regulations specify that NMFS may place observers on U.S. fishing vessels, commercial or recreational, operating in U.S. territorial waters, the U.S. exclusive economic zone (EEZ), or on the high seas, or on vessels that are otherwise subject to the jurisdiction of the United States. Failure to comply with the requirements under this rule may result in civil or criminal penalties under the ESA.
Where observers are required, NMFS will pay the direct costs for vessels to carry observers. These include observer salary and insurance costs. NMFS may also evaluate other potential direct costs, should they arise. Once selected, a fishery will be eligible to be observed for a period of five years without further action by NMFS. This will enable NMFS to develop an appropriate sampling protocol to investigate whether, how, when, where, and under what conditions incidental takes are occurring; evaluate whether existing measures are minimizing or preventing takes; and develop ESA management measures that implement the prohibitions against take and that conserve sea turtles.
Pursuant to 50 CFR 222.402, NOAA's Assistant Administrator for Fisheries (AA), in consultation with Regional Administrators and Fisheries Science Center Directors, annually identifies fisheries for inclusion on the AD based on the extent to which:
(1) The fishery operates in the same waters and at the same time as sea turtles are present;
(2) The fishery operates at the same time or prior to elevated sea turtle strandings; or
(3) The fishery uses a gear or technique that is known or likely to result in incidental take of sea turtles based on documented or reported takes in the same or similar fisheries; and
(4) NMFS intends to monitor the fishery and anticipates that it will have the funds to do so.
NMFS is providing notification that the agency is not identifying additional fisheries to observe on the 2017 AD, pursuant to its authority under the ESA. NMFS is not identifying additional fisheries at this time given lack of dedicated resources to implement new observer programs or expand existing observer programs to focus on sea turtles (50 CFR 222.402(a)(4)). The 14 fisheries identified on the 2015 AD (see Table 1) remain on the AD for a 5-year
Department of Defense, Defense Security Cooperation Agency.
Notice.
The Department of Defense is publishing the unclassified text of a section 36(b)(1) arms sales notification. This is published to fulfill the requirements of section 155 of Public Law 104-164 dated July 21, 1996.
Pam Young, DSCA/SE&E-RAN, (703) 697-9107.
The following is a copy of a letter to the Speaker of the House of Representatives, Transmittal 16-76 with attached Policy Justification and Sensitivity of Technology.
(i)
(ii)
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Driver's vision enhancers; Global Positioning System (GPS) navigational capability; sets of special tools testing equipment; associated M2 Flex spare parts and tripods; M6 Smoke Grenade launchers and associated spares; VIC-3 systems; Operators New Equipment Training (OPNET) and Field Level Maintenance Training (FLMNET); publications; training manuals; Contractor Field Service Representative support; contractor and concurrent spare parts; project office technical support; U.S. Government technical assistance; packaging, crating, and handling; de-processing services for shipment; and associated transportation.
(iv)
(v)
(vi)
(vii)
(viii)
* as defined in Section 47(6) of the Arms Export Control Act.
The Government of Peru has requested a possible sale of one hundred and seventy-eight (178) Reconditioned Stryker Infantry Carrier Vehicles; one hundred and seventy-eight (178) M2 Flex .50 Cal Machine Guns; and one hundred and seventy-eight (178) Remote Weapon Stations (RWS). Also included are driver's vision enhancers; Global Positioning System (GPS) navigation capability; sets of special tools testing equipment; associated M2 Flex spare parts and tripods; M6 Smoke Grenade launchers and associated spares; VIC-3 systems; Operators New Equipment Training (OPNET) and Field Level Maintenance Training (FLMNET); publications; training manuals; Contractor Field Service Representative support; contractor and concurrent spare parts; project office technical support; U.S. Government technical assistance; packaging, crating, and handling; de-processing services for shipment; and associated transportation. Total estimated program cost is $668 million.
This proposed sale will contribute to the foreign policy objectives of the United States by helping to improve the security of an important partner which has been and continues to be an important force for political stability, peace, and economic progress in South America. It is in the U.S. national security interest for Peru to field capable forces and multi-role equipment for border security, disaster response, and to confront de-stabilizing internal threats, such as the terrorist group Sendero Luminoso (Shining Path).
Peru intends to use these defense articles and services to modernize its armed forces. This will contribute to the Peruvian military's goal of updating its capabilities while further enhancing interoperability between Peru, the United States, and other allies and partners. This acquisition would support the first major step in Peru's acquisition strategy to build a multi-dimensional brigade by 2030. Peru will have no difficulty absorbing this equipment into its armed forces.
The proposed sale of this equipment and support will not alter the basic military balance in the region.
The prime contractor for this program is General Dynamics Land Systems. There are no known offset agreements in connect with this potential sale.
Implementation of this proposed sale will require the temporary assignment of U.S. Government or contractor representatives to Peru for up to three years.
There will be no adverse impact on U.S. defense readiness as a result of this proposed sale.
(vii)
1. The following Major Defense Equipment items do not contain any sensitive technologies or classified material: 178 M1126 Stryker Infantry Carrier Vehicles with M2 Flex .50 Cal machine guns and Remote Weapon Systems. The M1126 Stryker is an infantry carrier vehicle transporting nine soldiers, their mission equipment and a crew of two consisting of a driver and vehicle commander. It is equipped with armor protection, M2 machine guns and M6 smoke grenade launchers for self-protection. The Stryker is an eight-wheeled vehicle powered by a 350hp diesel engine. It incorporates a central tire inflation system, run-flat tires, and a vehicle height management system. The Stryker is capable of supporting a communications suite, a Global Positioning System (GPS), and a high frequency and near-term digital radio systems. The Stryker is deployable by C-130 aircraft and combat capable upon arrival. The Stryker is capable of self-deployment by highway and self-recovery. It has a low noise level that reduces crew fatigue and enhances survivability. It moves about the battlefield quickly and is optimized for close, complex, or urban terrain. The Stryker program leverages non-developmental items with common subsystems and components to quickly acquire and filed these systems.
2. The AN/VAS-5 Driver's Vision Enhancer (DVE) is a compact thermal camera providing armored vehicle drivers with day or night time visual awareness in clear or reduced vision (fog, smoke, dust) situations. The system provides the driver a 180 degree viewing angle using a high resolution infrared sensor and image stabilization to reduce the effect of shock and vibration. The viewer and monitor are ruggedized for operation in tactical environments. The system is UNCLASSIFIED but considered sensitive technology. If a technically advanced adversary were to obtain knowledge of the AN/VAS-5, the information could be used to identify ways to countering the system or improve the adversary's ability to avoid detection by the system in low-visibility environments. This is a low-level concern because the thermal imaging technology used in the AN/VAS-5 is considered mature and available in other industrial nation's comparable performance thresholds.
3. A determination has been made that the recipient country can provide the same degree of protection for the sensitive technology being released as the U.S. Government. This sale is necessary in furtherance of the U.S. foreign policy and national security objectives outlined in the Policy Justification.
4. All defense articles and services listed in this transmittal have been authorized for release and export to Peru.
Department of Defense, Defense Security Cooperation Agency.
Notice.
The Department of Defense is publishing the unclassified text of a section 36(b)(1) arms sales notification. This is published to fulfill the requirements of section 155 of Public Law 104-164 dated July 21, 1996.
Pam Young, DSCA/SA&E-RAN, (703) 697-9107.
The following is a copy of a letter to the Speaker of the House of Representatives, Transmittal 16-72 with attached Policy Justification and Sensitivity of Technology.
(i)
(ii)
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Two (2) AGM-158B Weapon System Simulators, F-16 operational flight plan upgrade for the Polish F- 16C/D, JASSM-ER integration, missile containers, spare and repair parts, support and test equipment, publications and technical documentation, personnel training and training equipment, U.S. Government and contractor engineering, technical and logistics support services, and other related elements of logistical and program support.
(iv)
* as defined in Section 47(6) of the Arms Export Control Act.
The Government of Poland has requested a possible sale of seventy (70) AGM-158B Joint Air-to-Surface Standoff Missiles Extended Range (JASSM-ER), two (2) AGM-158B Flight Test Vehicles, two (2) AGM-158B Mass Simulant Vehicles, one (1) AGM-158B Flight Test Vehicle—Captive Carry, three (3) AGM-158B Separation Test Vehicles. Also included are two (2) AGM-158B Weapon System Simulators, F-16 operational flight plan upgrade for the Polish F- 16C/D, JASSM-ER integration, missile containers, spare and repair parts, support and test equipment, publications and technical documentation, personnel training and training equipment, U.S. Government and contractor engineering, technical and logistics support services, and other related elements of logistical and program support. The total estimated program value is $200 million.
The proposed sale will contribute to the foreign policy and the national security objectives of the United States by helping to improve the security of a NATO ally. Poland continues to be an important force for political stability and economic progress in Central Europe.
The proposed sale will improve Poland's capability to meet current and future threats of enemy air and ground weapons systems. Poland will use the enhanced capability as a deterrent to regional threats and to strengthen its homeland defense. These weapon and capabilities upgrades will allow Poland to strengthen its air-to-ground strike capabilities and increase its contribution to future NATO operations. Poland will have no difficulty absorbing these missiles into its armed forces.
The proposed sale of this equipment and support will not alter the basic military balance in the region.
The prime contractor will be the Lockheed Martin of Ft. Worth, Texas. There are no known offset agreements proposed in connection with this potential sale.
Implementation of this proposed sale will not require the assignment of any additional U.S. Government or contractor representatives to Poland.
There will be no adverse impact on U.S. defense readiness as a result of this proposed sale.
(vii)
1. The AGM-158B JASSM ER is an extended range low-observable, highly survivable subsonic cruise missile designed to penetrate next generation air defense systems en-route to target. It is designed to kill hard, medium-hardened, soft and area type targets. The extended range over the baseline was obtained by going from a turbo jet to a turbo-fan engine and by reconfiguring the fuel tanks for added capacity. Classification of the technical data and information on the AGM-158's performance, capabilities, systems, sub-systems, operations, and maintenance will range from UNCLASSIFIED to SECRET.
2. If a technologically advanced adversary were to obtain knowledge of the specific hardware and software elements, the information could be used to develop countermeasures that might reduce weapon system effectiveness or be used in the development of a system with similar or advanced capabilities.
3. A determination has been made that Poland can provide substantially the same degree of protection for the sensitive technology being released as the U.S. Government. This proposed sale is necessary to further the US foreign policy and national security objectives outlined in the Policy Justification.
4. All defense articles and services listed in this transmittal are authorized for release and export to Poland.
Department of Defense, Defense Security Cooperation Agency.
Notice.
The Department of Defense is publishing the unclassified text of a section 36(b)(1) arms sales notification. This is published to fulfill the requirements of section 155 of Public Law 104-164 dated July 21, 1996.
Pam Young, DSCA/SE&E-RAN, (703) 697-9107.
The following is a copy of a letter to the Speaker of the House of Representatives, Transmittal 16-65 with attached Policy Justification and Sensitivity of Technology.
(i)
(ii)
(iii)
Follow-on equipment and support for Finland's F/A-18 Mid-Life Upgrade (MLU) program includes software test and integration center upgrades, flight testing, spare and repair parts, support and test equipment, transportation, publications and technical documentation, personnel training and training equipment, U.S. Government and contractor technical and logistics support services, and other related elements of logistics support.
(iv)
(v)
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* as defined in Section 47(6) of the Arms Export Control Act.
The Government of Finland has requested a possible sale of follow-on equipment and support for Finland's F/A-18 Mid-Life Upgrade (MLU) program, consisting of: Ninety (90) Multifunctional Information Distribution System Joint Tactical Radio System (MIDS-JTRS) variant(s). The proposed program support also includes software test and integration center upgrades, flight testing, spare and repair parts, support and test equipment, transportation, publications and technical documentation, personnel training and training equipment, U.S. Government and contractor technical and logistics support services, and other related elements of logistics support. Total estimated program cost is $156 million.
This proposed sale will contribute to the foreign policy and national security objectives of the United State by helping to improve the security of a friendly country which has been and continues to be an important force for political stability and economic progress in Europe.
The Finnish Air Force (FAF) intend to purchase this MLU program equipment and services to extend the useful life of its F/A-18 fighter aircraft and enhance their survivability and communications connectivity. The FDF needs this upgrade to keep pace with technology advances in sensors, weaponry, and communications. Finland has extensive experience operating the F/A-18 aircraft and will have no difficulty incorporating the upgraded capabilities into its forces.
The proposed sale of this equipment and support will not alter the basic military balance in the region.
The principal contractors will be Raytheon in Waltham, Massachusetts; Lockheed Martin in Bethesda, Maryland; The Boeing Company in St. Louis, Missouri; BAE North America in Arlington, Virginia; General Electric in Fairfield, Connecticut; General Dynamics in West Falls Church, Virginia; Northrop Grumman in Falls Church, Virginia; Rockwell Collins in Cedar rapids, Iowa; ViaSat in Carlsbad, California; and Data Link Solutions in Cedar Rapids, Iowa. There are no known offset agreements proposed in connection with this potential sale.
Implementation of this proposed sale will require multiple trips to Finland involving U.S. Government and contractor representatives for technical reviews, support, and training.
There will be no adverse impact on U.S. defense readiness as a result of this proposed sale.
(vii)
1. The Multifunctional Information Distribution System Joint Tactical Radio System (MIDS-JTRS) is not classified but is considered a COMSEC Controlled Item (CCI). There are no training devices, associated documentation, or services to be provided with the sale of these MIDS-JTRS units. No sensitive information is provided or associated with this sale.
2. All defense articles and services listed in this transmittal have been authorized for release and export to the Government of Finland.
Defense Security Service, DoD.
Notice.
In compliance with the
Consideration will be given to all comments received by February 13, 2017.
You may submit comments, identified by docket number and title, by any of the following methods:
• Federal eRulemaking Portal:
• Mail: Department of Defense, Office of the Deputy Chief Management Officer, Directorate for Oversight and Compliance, 4800 Mark Center Drive, Mailbox #24, Alexandria, VA 22350-1700.
Any associated form(s) for this collection may be located within this same electronic docket and downloaded for review/testing. Follow the instructions at
To request more information on this proposed information collection or to obtain a copy of the proposal and associated collection instruments, please write to the Defense Security Service, ATTN: Mr. Corey Beckett, Chief Finanical Officer, 27130 Telegraph Road, Quantico, VA 22134.
Collection of this data is required to comply with the reporting requirements of Executive Order 12829, “National Industrial Security Program.” This collection of information requests the assistance of the Facility Security Officer to provide estimates of annual security labor cost in burdened, current year dollars and the estimated percentage of security labor dollars to the total security costs for the facility. Security labor is defined as personnel whose positions exist to support operations and staff in the implementation of government security requirements for the protect ion of classified information. Guards who are required as supplemental controls are included in security labor. This data will be incorporated into a report produced to ISOO for the estimated cost of securing classified information within industry. The survey will be distributed electronically via a Web-based commercial survey tool.
Defense Security Cooperation Agency, Department of Defense.
Notice.
The Department of Defense is publishing the unclassified text of a section 36(b)(1) arms sales notification. This is published to fulfill the requirements of section 155 of Public Law 104-164 dated July 21, 1996.
Pam Young, DSCA/SE&E-RAN, (703) 697-9107.
The following is a copy of a letter to the Speaker of the House of Representatives, Transmittal 16-54 with attached Policy Justification and Sensitivity of Technology.
(i)
(ii)
(iii)
(iv) Military Department: Navy (AT-P-GUW-A1)
(v)
(vi)
(vii)
(viii)
* as defined in Section 47(6) of the Arms Export Control Act.
The Government of Australia has requested additional funding to a previously implemented case for two Electronic Warfare Range Systems to conduct Electronic Warfare and Electronic Surveillance training within the borders of Australia. The original FMS case, valued at $79.07 million, includes non-MDE costs for all support elements required to provide for system integration testing, tools and test equipment, support equipment, spare and repair parts, publications, operations manuals, technical documents, personnel training, U.S. Government and contractor technical assistance, and other related elements of logistics and program support. The addition of $35.93 million in non-MDE funding to the basic case will provide for unfunded requirements to meet the scope of the basic case and provide for the sale of additional classified technical data and software, system integration and testing, tools and test equipment, support equipment, spare and repair parts, publications, operations manuals, and technical documents, personnel training, U.S. Government and contractor technical assistance, and other related elements of engineering, logistics, and program management. This amendment will push the original case value above notification threshold and thus requires notification of the entire case. The total overall estimated value is $115 million.
This sale will contribute to the foreign policy and national security of the United States by helping to improve the security of a major contributor to political stability, security, and economic development in the Western Pacific. Australia is an important Major non-NATO Ally and partner that contributes significantly to peacekeeping and humanitarian operations around the world. It is vital to the U.S. national interest to assist our ally in developing and maintaining a strong and ready self-defense capability. By enabling Australian Defense Force (ADF) ranges, the U.S. Government will ensure consistency in training across platforms and theaters, whether the exercises are conducted in the United State or in Australia, where U.S. aircrews will be able to participate in training exercises alongside their Australian counterparts.
The proposed sale will allow continued efforts to improve Australia's capability in current and future coalition operations. Australia will use the range to enhance Electronic Warfare capabilities as a deterrent to regional threats and to strengthen its homeland defense. Australia will have no difficulty absorbing these items into its armed forces.
The proposed sale will not alter the basic military balance in the region.
The prime contractors will be Leidos (hardware) and General Dynamics Mission Systems (software). The U.S. Government is not aware of any known offsets associated with this sale.
Implementation of this sale will require ten (10) temporary U.S. Government or contractor representatives to Australia for assistance in integration and range operational and maintenance training.
There will be no adverse impact on U.S. defense readiness as a result of this proposed amendment.
(vii)
1. Provides two (2) in-country Electronic Warfare (EW) ranges for EA-18G aircrew training to detect, identify, locate, and suppress hostile emitters. Range technology transfers programmable equipment able to emulate generic Integrated Air Defense Systems, threat and other emitters, along with authentic threat emitters purchased from vendors in Former Soviet Block states. The range hardware is Unclassified either stand-alone or integrated. The range software is unclassified with the exception of one (1) Secret Digital Integrated Air Defense System (DIADS) software suite. The amendment facilitates transfer of classified information such as software, classified threat and fly-out models, user event captured data, range operations manuals, and security classification guidance. The classified information enhances the usefulness of the range technology being transferred and provides guidance on safeguarding sensitive information.
2. When EW range hardware and software work together against a particular aircraft platform, the visual and recorded information becomes classified Secret. The range capability is unclassified until the networks touch a Secret network (
3. If a technologically advanced adversary were to obtain knowledge of the specific hardware and software elements, the information could be used to develop countermeasures that might reduce EA-18G weapon system effectiveness or be used in the development of a system with similar or advanced capabilities.
4. All defense articles and services listed in this transmittal are authorized for release and export to the Government of Australia.
Department of Defense.
Notice of meeting.
The Department of Defense is publishing this notice to announce the following Federal Advisory Committee meeting of the Judicial Proceedings Since Fiscal Year 2012 Amendments Panel (“the Judicial Proceedings Panel” or “the Panel”). The meeting is open to the public.
A meeting of the Judicial Proceedings Panel will be held on Friday, January 6, 2017. The public session will begin at 9:00 a.m. and end at 4:45 p.m.
Holiday Inn Arlington at Ballston, Grand Ballroom, 4610 N. Fairfax Drive, Arlington, Virginia 22203.
Ms. Julie Carson, Judicial Proceedings Panel, One Liberty Center, Suite 150, 875 N. Randolph Street, Arlington, Virginia 22203. Email:
This public meeting is being held under the provisions of the Federal Advisory Committee Act of 1972 (5 U.S.C., Appendix, as amended), the Government in the Sunshine Act of 1976 (5 U.S.C. 552b, as amended), and 41 CFR 102-3.150.
National Center for Education Statistics (NCES), Department of Education (ED).
Notice.
In accordance with the Paperwork Reduction Act of 1995, ED is
Interested persons are invited to submit comments on or before January 13, 2017.
To access and review all the documents related to the information collection listed in this notice, please use
For specific questions related to collection activities, please contact NCES Information Collections at
The Department of Education (ED), 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. ED is soliciting comments on the proposed information collection request (ICR) that is described below. The Department of Education 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.
Office of Elementary and Secondary Education, Department of Education.
Notice.
In an effort to support the implementation of effective school improvement strategies, the U.S. Department of Education (Department) is using a portion of its FY 2016 School Improvement Grants (SIG) national activities funds to initiate the FY 2017 grant competition for the Opening Doors, Expanding Opportunities program. This program supports Local Educational Agencies (LEAs)
The resulting blueprints will: (1) Provide a publicly available implementation plan for the grantee LEAs and their communities to support efforts to increase the socioeconomic diversity in their schools; (2) serve as a resource for local and State policy decisions that could reduce barriers to, and build support for, increasing socioeconomic diversity in schools; and (3) serve as a resource for other communities considering similar approaches.
The Department also intends to provide technical assistance to grantees during the grant period, which will include a community of practice with opportunities for collaborative planning and problem solving with other grantees and experts in the field.
The SIG program, authorized under section 1003(g) of Title I of the Elementary and Secondary Education Act of 1965 (ESEA), as amended by the No Child Left Behind Act of 2001 (NCLB), provides resources in order to substantially raise the achievement of students in the lowest-performing schools. Since FY 2012, Congress has authorized the Department to reserve up to five percent of the SIG appropriations to carry out activities to build State and LEA capacity to implement the SIG program effectively. These funds are used to build upon the school improvement work that States and LEAs have been doing with SIG funds in order to raise the achievement of students in SIG Schools. The Department has used its national activities reservation to support SEAs, LEAs, and schools in increasing the effectiveness of their school improvement activities, including through activities that support the preparation and development of school leaders who lead turnaround efforts; the development of early warning indicator systems to help identify students at risk of dropout early on to provide appropriate interventions as soon as possible; efforts to strengthen community partnerships in low-performing schools with AmeriCorps service members; and the incorporation of arts into school turnaround efforts. The Department will take the lessons it has learned from the investments it has made to date, and with this notice apply it to the school improvement efforts it will undertake as it seeks to support State and local implementation of the Every Student Succeeds Act (ESSA), which calls for all States to target attention and resources to their lowest performing schools, those with chronic underperformance among student subgroups, and high schools with low graduation rates.
Increasing student diversity is one of many potentially beneficial strategies for improving low-performing schools. As outlined in this section, studies of recent initiatives to increase student diversity indicate that such efforts may improve student achievement and may particularly benefit students from low-income households. Furthermore, increasing student diversity has the potential to further support whole-school reform models implemented in SIG Schools. Diverse learning environments can serve as engines of social mobility. Unfortunately, our Nation's schools are becoming less diverse and more segregated each year. More than sixty years after
These data reflect inequities that can have detrimental impacts on children and communities. Studies have shown that students from low-income households enter kindergarten far behind their middle- and upper-income peers. For example, cognitive and socio-emotional skill gaps between low-income and middle-class children are evident by kindergarten entry, and these gaps persist through the beginning of high school.
Hackman, D.A., & Farah, M.J. (2009). “Socioeconomic status and the developing brain.”
Hughes, C., Ensor, R., Wilson, A., & Graham, A. (2010). “Tracking executive function across the transition to school: A latent variable approach.”
Council of Economic Advisers. (2016).
Multiple studies indicate that increasing student diversity, through socioeconomic diversity and other means, is one strategy that holds promise for supporting efforts to improve low-performing schools. One study showed that low-income children gain more language and mathematics skills from preschool if they attend preschools with children from economically diverse backgrounds.
Although the Department anticipates that applicants will propose to develop approaches best suited to their local context, it is worth illuminating a few examples of efforts to increase student diversity. Data on one effort that increased socioeconomic diversity in Montgomery County, Maryland, schools
Therefore, as Secretary King recently noted, “A number of promising examples demonstrate what research has shown: increasing diversity has the power to pay off for everyone. From corporate boards to the scientific world, there are increasing indications that diversity isn't just a feel-good nicety—it's a clear path to better outcomes in school and in life.”
Through the Opening Doors, Expanding Opportunities program, the Department invites interested LEAs and consortia of LEAs to apply for funding to develop ambitious blueprints focused on improving academic outcomes for students in SIG Schools or SIG-Eligible Schools by systematically increasing socioeconomic diversity, and offers the option to apply for funding for one or more Pre-Implementation Activities aligned to their blueprint. The Department seeks to support applicants who will explore and develop voluntary, community-led strategies that will positively impact the socioeconomic diversity in a significant percentage or number of SIG Schools or SIG-Eligible Schools where a substantial number of students are acutely impacted by a lack of student diversity, while also closing historic achievement gaps. Applicants may, but are not required to, consider developing voluntary strategies to increase socioeconomic diversity in early learning settings (which may include schools implementing the SIG early learning model, as described in the SIG final requirements, published in the
Although the Department expects applicants to propose plans for developing blueprints for socioeconomic diversity, applicants may also choose to voluntarily promote student diversity by considering additional factors beyond socioeconomic diversity, including race and ethnicity, in their efforts to diversify schools. We encourage all applicants choosing to consider factors in addition to socioeconomic diversity to consult the “Guidance on the Voluntary Use of Race to Achieve Diversity and Avoid Racial Isolation in Elementary and Secondary Schools,”
An applicant must indicate in its application whether it is applying under Absolute Priority 2 or Absolute Priority 3. If an applicant applies under Absolute Priority 3 and is deemed ineligible, it will be considered for funding under Absolute Priority 2, if it meets the requirements for Absolute Priority 2. If an applicant mistakenly applies under Absolute Priority 2 but clearly proposes Pre-Implementation Activities and meets the requirements for Absolute Priority 3, it will be peer reviewed for consideration under Absolute Priority 3. The Secretary prepares a rank order of applications for Absolute Priority 2 and Absolute Priority 3 based solely on the evaluation of their quality according to the selection criteria. Absolute Priorities 2 and 3 each constitutes its own funding category. Assuming that applications in each funding category are of sufficient quality, the Secretary intends to award grants under both Absolute Priorities 2 and 3 (Absolute Priority 1 applies to all grants).
These priorities are:
Projects that are designed to increase socioeconomic diversity in educational settings by addressing one or more of the following:
(a) Using established survey or data-collection methods to identify socioeconomic stratification and related barriers to socioeconomic diversity at the classroom, school, district, community, or regional level.
(b) Designing or implementing, with community input, education funding strategies, such as the use of weighted per-pupil allocations of local, State, and eligible Federal funds, to provide incentives for schools and districts to increase socioeconomic diversity.
(c) Developing or implementing policies or strategies to increase socioeconomic diversity in schools that are evidence-based; demonstrate ongoing, robust family and community involvement, including a process for intensive public engagement and consultation; and meet one or more of the following factors—
(i) Are carried out on one or more of an intra-district, inter-district, community, or regional basis;
(ii) Reflect coordination with other relevant government entities, including housing or transportation authorities, to the extent practicable;
(iii) Include one or both of the following strategies—
(A) Establishing school assignment or admissions policies that are designed to give preference to low-income students, students from low-performing schools, or students residing in neighborhoods experiencing concentrated poverty to attend higher-performing schools; or
(B) Establishing or expanding schools that are designed to attract substantial numbers of students from different socioeconomic backgrounds, such as magnet or theme schools, charter schools, or other schools of choice.
To meet this priority, the applicant must propose to develop a blueprint for improving student academic outcomes in SIG Schools or SIG-Eligible Schools by increasing the diversity of students enrolled in those schools and, at the applicant's discretion, other schools in the LEA(s) to be served. Applicants under this priority may only use funds for Planning Activities.
To meet this priority, the applicant must propose to: (1) Develop a blueprint for improving student academic outcomes in SIG Schools or SIG-Eligible Schools by increasing the diversity of students enrolled in those schools and, at the applicant's discretion, other schools in the LEA(s) to be served, including by expanding existing plans of the LEA(s) to increase student diversity in schools; and (2) execute one or more Pre-Implementation Activities that are outlined in existing plans. The applicant must also provide evidence of its existing diversity plans.
These priorities are:
This priority is for applicants that propose to develop a blueprint that includes establishing or expanding an inter-district partnership that provides students with increased educational options by allowing them to attend schools in another LEA. Under this priority, an inter-district partnership may be between contiguous or non-contiguous LEAs. Under this priority, the applicant must submit, for each LEA that will participate in the inter-district partnership, a memorandum of understanding (MOU) or letter of commitment signed by the superintendent or chief executive officer (CEO) of each LEA that describes each LEA's proposed commitment, including its contribution of financial or in-kind resources (if any). An applicant will receive competitive preference priority points under this priority based on the strength of the commitment of each LEA to the partnership. Note that applicants
This priority is for applicants that propose to serve at least one SIG School or SIG-Eligible School designated as a Rural School. If applying as a consortium, at least one LEA in the consortium must have at least one SIG School or SIG-Eligible School designated as a Rural School. Applicants applying under this priority must provide the school name and National Center for Education Statistics (NCES) number for each school designated as a Rural School. An applicant will receive three competitive preference priority points under this priority if at least one SIG School or SIG-Eligible School the applicant proposes to serve is designated as a Rural School.
Application Requirements:
(1) Fully participate in the Opening Doors, Expanding Opportunities Community of Practice to explore strategies and design solutions to relevant problems, and also attend, in-person, at least one project director's meeting;
(2) Participate in any program evaluation or related activity (which may include public presentations) conducted by or for the Department, including by providing access to relevant program and project data and other information, as appropriate; and
(3) Submit to the Department within the project period of the grant award, a blueprint that meets the Program Requirements as outlined in this notice.
(1) Each Pre-Implementation Activity;
(2) How each Pre-Implementation Activity will promote student diversity in the schools to be served;
(3) How each proposed Pre-Implementation Activity will contribute to full implementation of the blueprint;
(4) A theory of action and the evidence base (with consideration for the Department's recent guidance on using evidence
(5) A description of the anticipated challenges and potential solutions to executing each Pre-Implementation Activity, including stakeholder support for work to date and plans to engage stakeholders going forward;
(6) The timeline for executing each Pre-Implementation Activity;
(7) The costs associated with each Pre-Implementation Activity, including the process by which such costs were estimated;
(8) The significance of the anticipated impact on the participating LEA(s) and schools, including, but not limited to: The percentage and number of schools and students (disaggregated by socioeconomic status, race, or ethnicity, as appropriate for the blueprint) that will be affected by each Pre-Implementation Activity;
(9) In the appendix, current or recent student diversity plans (which do not need to meet the blueprint requirements at the time of application) or other relevant documentation to demonstrate that the applicant has existing or established efforts related to student diversity; and
(10) If applicable, a description of how the applicant will leverage new or existing partnerships to execute each Pre-Implementation Activity, such as, but not limited to, partnerships with the following: (i) An LEA; (ii) a charter management organization or charter school operator; (iii) an SEA; (iv) an institution of higher education; (v) a non-profit or for-profit organization; (vi) a local governmental agency (such as mayor's office or transportation or housing authority); (vii) a community-based organization; (viii) a Federal agency; and (ix) another organization, as determined by the applicant.
(1) Submit to the Department, within the grant period, a blueprint that includes the following:
(a) A detailed needs analysis of the LEA(s) to determine the factors that have led to low student achievement in its SIG Schools or SIG-Eligible Schools, including:
(i) A comparison of student demographic and academic outcome information for the SIG Schools or SIG-Eligible Schools with that of other schools in the LEA(s);
(ii) A comparison of student demographic information for the SIG Schools or SIG-Eligible Schools with that of the residential population of the LEA(s), if such information is available and relevant; and
(iii) Other information, if such information is available and relevant, including, for the LEA(s) to be served:
(A) Other analyses of concentrated poverty or racial or ethnic segregation;
(B) Analyses of the location and capacity of school facilities or the adequacy of local or regional transportation infrastructure; and
(C) Analyses of school-level resources, including per pupil expenditures (if available), student access to instructional tools, full day Pre-Kindergarten, advanced coursework, and effective educators;
(b) An explanation of how the LEA(s) determined which schools would be served under the blueprint, including:
(i) The extent to which the LEA(s) gave priority to serving students in SIG Schools or SIG-Eligible Schools; and
(ii) The extent to which the determination of the participating schools reflected robust parental involvement and community engagement;
(c) Measurable goals, beginning with the 2019-2020 school year and for every two years thereafter through the 2025-2026 school year, including a description of how such goals were determined, for increasing student diversity and for improving student academic outcomes:
(i) In each school to be served;
(ii) At the applicant's discretion, in other schools in the LEA(s) to be served; and
(iii) At the applicant's discretion and if appropriate, in the LEA(s) to be served;
(d) A detailed description of the strategies the applicant will pursue to
(i) A theory of action and the evidence base (with consideration for the Department's recent guidance on using evidence
(ii) For each selected strategy:
(A) A description of the anticipated challenges and potential solutions;
(B) Timeline for implementation;
(C) Costs associated with implementation, including the process by which such costs were estimated; and
(D) A description of the extent to which it reflects parental involvement and community engagement; and
(e) A description of the significance of the anticipated impact on the participating LEA(s) and schools, including, but not limited to:
(i) The percentage and number of schools and students (disaggregated by socioeconomic status, race, or ethnicity, as appropriate for the blueprint) that will be affected by the implementation of the blueprint;
(ii) If applicable, how the implementation of the blueprint may positively or adversely affect diversity or educational opportunities available to poor or minority students in other schools within the LEA(s) and how these adverse effects could be mitigated; and
(iii) Potential cost savings as a result of specific strategies outlined in the blueprint.
(f) Plans for continued community engagement, parental involvement, and LEA and school staff capacity building to support the ongoing implementation of the blueprint (including a summary of how the community, parents, and family participated in the planning process as well as a description of how they will be engaged during implementation);
(g) If applicable, a description of how the applicant will leverage new or existing partnerships with entities such as, but not limited to, the following: (i) An LEA; (ii) a charter management organization or charter school operator; (iii) an SEA; (iv) an institution of higher education; (v) a non-profit or for-profit organization; (vi) a local governmental agency (such as mayor's office or transportation or housing authority); (vii) a community-based organization; (viii) a Federal agency; and (ix) another organization, as determined by the applicant;
(h) An implementation plan including a proposed personnel and management plan; and
(i) A description of potential opportunities to implement the blueprint (
(2) For grantees who applied under Absolute Priority 3, blueprints must be submitted to the Department prior to executing Pre-Implementation Activities.
(1) Collecting and analyzing available demographic data;
(2) Using surveys and other research strategies to gain a better understanding of local student diversity issues and concerns, barriers to integration, etc.;
(3) Identifying Federal, State, and local resources needed to implement each activity;
(4) Convening groups of stakeholders to better understand challenges (such as local zoning or State legislative barriers to overcome) and brainstorm solutions (such as viable opportunities to transport students to different schools);
(5) Designing student admission systems aligned to strategies included in the blueprint; and
(6) Visiting districts that are implementing diversity strategies to inform blueprint development.
(1) Making upgrades to a data system to improve the capacity to track and use information relevant to the blueprint; and
(2) Piloting activities included in the blueprint (
(a) A school that is identified in the State's most recently approved State SIG application as a Tier I or Tier II school; or
(b) For a State that previously received approval of its ESEA flexibility request, any school identified as a priority or focus school by the State under ESEA flexibility for the 2016-2017 school year.
(a) A Tier I or Tier II school as defined in the SIG final requirements published in the
(b) For a State that previously received approval of its ESEA flexibility request, any school identified as a priority or focus school by the State under ESEA flexibility for the 2016-2017 school year that is, as of the date of the application, implementing one of the SIG intervention models or a planning year in preparation to implement a model.
Contingent upon the availability of funds and the quality of applications, we may make additional awards in FY 2018 from the list of unfunded applications from this competition.
The Department is not bound by any estimates in this notice.
1.
Eligible applicants seeking to apply as a consortium must comply with the regulations in 34 CFR 75.127-75.129 (see Appendix for MOU or Other Binding Agreement Requirements for Consortia Applicants).
2.
1.
If you use a telecommunications device for the deaf (TDD) or a text telephone (TTY), call the Federal Relay Service (FRS), toll free, at 1-800-877-8339.
Individuals with disabilities can obtain a copy of the application package in an accessible format (
2.a.
• A “page” is 8.5″ x 11″, on one side only, with 1” margins at the top, bottom, and both sides.
• Double space (no more than three lines per vertical inch) all text in the application narrative, including titles, headings, footnotes, quotations, references, and captions, as well as all text in charts, tables, figures, and graphs.
• Use a font that is either 12 point or larger or no smaller than 10 pitch (characters per inch).
• Use one of the following fonts: Times New Roman, Courier, Courier New, or Arial. An application submitted in any other font (including Times Roman or Arial Narrow) will not be accepted.
The page limit does not apply to Part I, the cover sheet; Part II, the budget section, including the narrative budget justification; Part IV, the assurances and certifications; or the one-page abstract, the resumes, the bibliography, or the letters of support. However, the page
Our reviewers will not read any pages of your application that exceed the page limit.
2.b.
Because we plan to make successful applications available to the public, you may wish to request confidentiality of business information.
Consistent with Executive Order 12600, please designate in your application any information that you believe is exempt from disclosure under Exemption 4. In the appropriate Appendix section of your application, under “Other Attachments Form,” please list the page number or numbers on which we can find this information. For additional information please see 34 CFR 5.11(c).
3.
Applications for grants under this competition must be submitted electronically using the
We do not consider an application that does not comply with the deadline requirements.
Individuals with disabilities who need an accommodation or auxiliary aid in connection with the application process should contact the person listed under
4.
5.
6.
a. Have a Data Universal Numbering System (DUNS) number and a Taxpayer Identification Number (TIN);
b. Register both your DUNS number and TIN with the System for Award Management (SAM), the Government's primary registrant database;
c. Provide your DUNS number and TIN on your application; and
d. Maintain an active SAM registration with current information while your application is under review by the Department and, if you are awarded a grant, during the project period.
You can obtain a DUNS number from Dun and Bradstreet at the following Web site:
If you are a corporate entity, agency, institution, or organization, you can obtain a TIN from the Internal Revenue Service. If you are an individual, you can obtain a TIN from the Internal Revenue Service or the Social Security Administration. If you need a new TIN, please allow two to five weeks for your TIN to become active.
The SAM registration process can take approximately seven business days, but may take upwards of several weeks, depending on the completeness and accuracy of the data you enter into the SAM database. Thus, if you think you might want to apply for Federal financial assistance under a program administered by the Department, please allow sufficient time to obtain and register your DUNS number and TIN. We strongly recommend that you register early.
Once your SAM registration is active, it may be 24 to 48 hours before you can access the information in, and submit an application through,
If you are currently registered with SAM, you may not need to make any changes. However, please make certain that the TIN associated with your DUNS number is correct. Also note that you will need to update your registration annually. This may take three or more business days.
Information about SAM is available at
In addition, if you are submitting your application via
7.
a.
Applications for grants under the Opening Doors, Expanding Opportunities program must be submitted electronically using the Governmentwide
We will reject your application if you submit it in paper format unless, as described elsewhere in this section, you qualify for one of the exceptions to the electronic submission requirement
You may access the electronic grant application for Opening Doors, Expanding Opportunities at
Please note the following:
• When you enter the
• Applications received by
• The amount of time it can take to upload an application will vary depending on a variety of factors, including the size of the application and the speed of your Internet connection. Therefore, we strongly recommend that you do not wait until the application deadline date to begin the submission process through
• You should review and follow the Education Submission Procedures for submitting an application through
• You will not receive additional point value because you submit your application in electronic format, nor will we penalize you if you qualify for an exception to the electronic submission requirement, as described elsewhere in this section, and submit your application in paper format.
• You must submit all documents electronically, including all information you typically provide on the following forms: The Application for Federal Assistance (SF 424), the Department of Education Supplemental Information for SF 424, Budget Information—Non-Construction Programs (ED 524), and all necessary assurances and certifications.
• You must upload any narrative sections and all other attachments to your application as files in a read-only Portable Document Format (PDF). Do not upload an interactive or fillable PDF file. If you upload a file type other than a read-only PDF (
• Your electronic application must comply with any page-limit requirements described in this notice.
• After you electronically submit your application, you will receive from
Once your application is successfully validated by
These emails do not mean that your application is without any disqualifying errors. While your application may have been successfully validated by
• We may request that you provide us original signatures on forms at a later date.
If you are prevented from electronically submitting your application on the application deadline date because of technical problems with the
If you submit an application after 4:30:00 p.m., Washington, DC time, on the application deadline date, please contact the person listed under
The extensions to which we refer in this section apply only to the unavailability of, or technical problems with, the
• You do not have access to the Internet; or
• You do not have the capacity to upload large documents to the
• No later than two weeks before the application deadline date (14 calendar days or, if the fourteenth calendar day before the application deadline date falls on a Federal holiday, the next business day following the Federal holiday), you mail or fax a written
If you mail your written statement to the Department, it must be postmarked no later than two weeks before the application deadline date. If you fax your written statement to the Department, we must receive the faxed statement no later than two weeks before the application deadline date.
Address and mail or fax your statement to: Ashley Briggs, U.S. Department of Education, 400 Maryland Avenue SW., Room 3W242, Washington, DC 20202. Fax: (202) 401-1557.
Your paper application must be submitted in accordance with the mail or hand-delivery instructions described in this notice.
b.
If you qualify for an exception to the electronic submission requirement, you may mail (through the U.S. Postal Service or a commercial carrier) your application to the Department. You must mail the original and two copies of your application, on or before the application deadline date, to the Department at the following address: U.S. Department of Education, Application Control Center, Attention: CFDA Number 84.377C, LBJ Basement Level 1, 400 Maryland Avenue SW., Washington, DC 20202-4260.
You must show proof of mailing consisting of one of the following:
(1) A legibly dated U.S. Postal Service postmark.
(2) A legible mail receipt with the date of mailing stamped by the U.S. Postal Service.
(3) A dated shipping label, invoice, or receipt from a commercial carrier.
(4) Any other proof of mailing acceptable to the Secretary of the U.S. Department of Education.
If you mail your application through the U.S. Postal Service, we do not accept either of the following as proof of mailing:
(1) A private metered postmark.
(2) A mail receipt that is not dated by the U.S. Postal Service.
The U.S. Postal Service does not uniformly provide a dated postmark. Before relying on this method, you should check with your local post office.
We will not consider applications postmarked after the application deadline date.
c.
If you qualify for an exception to the electronic submission requirement, you (or a courier service) may deliver your paper application to the Department by hand. You must deliver the original and two copies of your application by hand, on or before the application deadline date, to the Department at the following address: U.S. Department of Education, Application Control Center, Attention: CFDA Number 84.377C, 550 12th Street SW., Room 7039, Potomac Center Plaza, Washington, DC 20202-4260.
The Application Control Center accepts hand deliveries daily between 8:00 a.m. and 4:30:00 p.m., Washington, DC time, except Saturdays, Sundays, and Federal holidays.
If you mail or hand deliver your application to the Department—
(1) You must indicate on the envelope and—if not provided by the Department—in Item 11 of the SF 424 the CFDA number, including suffix letter, if any, of the competition under which you are submitting your application; and
(2) The Application Control Center will mail to you a notification of receipt of your grant application. If you do not receive this notification within 15 business days from the application deadline date, you should call the U.S. Department of Education Application Control Center at (202) 245-6288.
1.
The Secretary considers the need for the proposed project. In determining the need for the proposed project, the Secretary considers the following factors:
1. The magnitude or severity of the problem to be addressed by the proposed project.
2. The extent to which the proposed project will focus on serving or otherwise addressing the needs of disadvantaged individuals.
3. The extent to which specific gaps or weaknesses in services, infrastructure, or opportunities have been identified and will be addressed by the proposed project, including the nature and magnitude of those gaps or weaknesses.
The Secretary considers the significance of the proposed project. In determining the significance of the proposed project, the Secretary considers the following factors:
1. The potential contribution of the proposed project to increased knowledge or understanding of educational problems, issues, or effective strategies.
2. The extent to which the proposed project is likely to build local capacity to provide, improve, or expand services that address the needs of the target population.
The Secretary considers the quality of the design of the proposed project. In determining the quality of the design of the proposed project, the Secretary considers the following factors:
1. The potential and planning for the incorporation of project purposes, activities, or benefits into the ongoing work of the applicant beyond the end of the grant.
2. The extent to which the proposed project will integrate with or build on similar or related efforts to improve relevant outcomes (as defined in 34 CFR 77.1(c)), using existing funding streams from other programs or policies supported by community, State, and Federal resources.
3. The extent to which the proposed project will establish linkages with other appropriate agencies and organizations providing services to the target population.
4. The extent to which the proposed project encourages parental involvement.
The Secretary considers the quality of the personnel who will carry out the proposed project. In determining the quality of project personnel, the Secretary considers the extent to which the applicant encourages applications for employment from persons who are members of groups that have traditionally been underrepresented based on race, color, national origin, gender, age, or disability. In addition, the Secretary considers the following factors:
1. The qualifications, including relevant training and experience, of the project director or principal investigator.
2. The qualifications, including relevant training and experience, of key project personnel.
3. The qualifications, including relevant training and experience, of project consultants or subcontractors.
The Secretary considers the quality of the management plan for the proposed project. In determining the quality of the management plan for the proposed project, the Secretary considers the following factors:
1. The adequacy of the management plan to achieve the objectives of the proposed project on time and within budget, including clearly defined responsibilities, timelines, and milestones for accomplishing project tasks.
2. How the applicant will ensure that a diversity of perspectives are brought to bear in the operation of the proposed project, including those of parents, teachers, the business community, a variety of disciplinary and professional fields, recipients or beneficiaries of services, or others, as appropriate.
The Secretary considers the adequacy of resources for the proposed project. In determining the adequacy of resources for the proposed project, the Secretary considers the following factors:
1. The extent to which the budget is adequate to support the proposed project.
2. The extent to which the costs are reasonable in relation to the objectives, design, and potential significance of the proposed project.
3. The adequacy of support, including facilities, equipment, supplies, and other resources, from the applicant organization or the lead applicant organization.
2.
In addition, in making a competitive grant award, the Secretary requires various assurances, including those applicable to Federal civil rights laws that prohibit discrimination in programs or activities receiving Federal financial assistance from the Department of Education (34 CFR 100.4, 104.5, 106.4, 108.8, and 110.23).
3.
4.
Please note that, if the total value of your currently active grants, cooperative agreements, and procurement contracts from the Federal Government exceeds $10,000,000, the reporting requirements in 2 CFR part 200, Appendix XII, require you to report certain integrity information to FAPIIS semiannually. Please review the requirements in 2 CFR part 200, Appendix XII, if this grant plus all the other Federal funds you receive exceed $10,000,000.
1.
If your application is not evaluated or not selected for funding, we notify you.
2.
We reference the regulations outlining the terms and conditions of an award in the Applicable Regulations section of this notice and include these and other specific conditions in the GAN. The GAN also incorporates your approved application as part of your binding commitments under the grant.
3.
(b) At the end of your project period, you must submit a final performance report that must include a description of progress to date on its goals, timelines, activities, deliverables, and budgets. The Secretary may also require more frequent performance reports under 34 CFR 75.720(c). For specific requirements on reporting, please go to
(c) Under 34 CFR 75.250(b), the Secretary may provide a grantee with additional funding for data collection analysis and reporting. In this case, the Secretary establishes a data collection period.
4.
Ashley Briggs, U.S. Department of Education, 400 Maryland Avenue SW.,
If you use a TDD or a TTY, call the FRS, toll free, at 1-800-877-8339.
You may also access documents of the Department published in the
An applicant that is applying as part of a consortium must enter into a memorandum of understanding (MOU) or other binding agreement with each member of the consortium. At a minimum, each MOU or other binding agreement must include the following key elements, each of which is described in detail below: (1) Terms and conditions; and (2) signatures.
1.
a. Designate one member of the group to apply for the grant or establish a separate legal entity to apply for the grant;
b. Detail the activities that each party plans to perform;
c. Bind each party to every statement and assurance made by the applicant in the application;
d. State that the applicant for the consortium (the lead LEA) is legally responsible for:
i. The use of all grant funds;
ii. Ensuring that the project is carried out by the partners or consortium in accordance with Federal requirements;
iii. Ensuring that the indirect costs are determined as required under 34 CFR 75.564(e);
iv. Carrying out the activities it has agreed to perform; and
v. Using the funds that it receives under the MOU or other binding agreement in accordance with the Federal requirements that apply to the Opening Doors, Expanding Opportunities grant.
e. State that each member of the consortium is legally responsible for:
i. Carrying out the activities it has agreed to perform; and
ii. Using the funds that it receives under the MOU or other binding agreement in accordance with the Federal requirements that apply to the Opening Doors, Expanding Opportunities grant.
2.
Department of Education (ED), National Center for Education Statistics (NCES)
Notice.
In accordance with the Paperwork Reduction Act of 1995, ED is proposing a reinstatement of a previously approved information collection.
Interested persons are invited to submit comments on or before January 13, 2017.
To access and review all the documents related to the information collection listed in this notice, please use
For specific questions related to collection activities, please contact NCES Information Collections at
The Department of Education (ED), 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. ED is soliciting comments on the proposed information collection request (ICR) that is described below. The Department of Education 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.
Environmental Protection Agency (EPA).
Notice.
The Environmental Protection Agency is planning to submit an information collection request (ICR), “Reporting and Recordkeeping Requirements Under EPA's Natural Gas STAR Methane Challenge Program” (EPA ICR No. 2547.01, OMB Control No. 2060-NEW) to the Office of Management and Budget (OMB) for review and approval in accordance with the Paperwork Reduction Act (44 U.S.C. 3501
Comments must be submitted on or before February 13, 2017.
Submit your comments, referencing Docket ID No. EPA-HQ-OAR-2016-0731, online using
EPA's policy is that all comments received will be included in the public docket without change including any personal information provided, unless the comment includes profanity, threats, information claimed to be Confidential Business Information (CBI) or other information whose disclosure is restricted by statute.
Justin Pryor, Office of Atmospheric Programs, Climate Change Division, (6207A), Environmental Protection Agency, 1200 Pennsylvania Ave. NW., Washington, DC 20460; telephone number: 202-343-9258; fax number: 202-343-2342; email address:
Supporting documents which explain in detail the information that the EPA will be collecting are available in the public docket for this ICR. The docket can be viewed online at
Pursuant to section 3506(c)(2)(A) of the PRA, EPA is soliciting comments and information to enable it to: (i) 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; (ii) 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; (iii) enhance the quality, utility, and clarity of the information to be collected; and (iv) 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,
•
•
Partners must complete and submit a Methane Challenge Implementation Plan within six months of signing the MOU. The Implementation Plan forms covered under this ICR include:
•
•
After one full calendar year of participation in the Program, EPA requires partners to submit a specific set of data documenting the previous year's methane emissions, activity data, and reduction activities. The annual reporting forms covered under this ICR include:
•
•
•
The annual reporting forms for the ONE Future Commitment Option are to be developed but will follow the requirements set forth in the following document:
•
Upon becoming a partner in the Methane Challenge Program, companies are given an opportunity to draft and submit a Historical Actions Fact Sheet, which provides information on historical methane reduction actions taken prior to joining Methane Challenge. A two-page fact sheet template is made available to partner companies and allows entry of up to five key methane mitigation activities, including text, photos, and graphics. Submitting this document is
•
Environmental Protection Agency (EPA).
Notice.
EPA is removing certain chemical substances from the current listing of inert ingredients approved for use in pesticide products because these chemical substances are no longer used as an inert ingredient in any registered pesticide product.
You may be potentially affected by this action if you engage in activities related to the registration of pesticide products, including but not limited to, the use of approved inert ingredients used in registered pesticide products. Potentially affected entities may include, but are not limited to, engaging in the formulation and preparation of agricultural and household pest control chemical substances or pesticides and other agricultural and household pest control chemical substances or inert ingredient manufacturers and those who make proprietary inert ingredient formulations or pesticides and other agricultural chemical substance manufacturing generally identified by the North American Industrial Classification System (NAICS) code 325320.
This listing is not intended to be exhaustive, but rather provides a guide for readers to help determine whether this document applies to them and which entities are likely to be affected by this action. Other types of entities not listed in this unit could also be affected. The NAICS code has been
EPA is taking this action under the Federal Insecticide, Fungicide, and Rodenticide Act (FIFRA), 7 U.S.C. 136
EPA is removing 72 chemical substances from the current listing of inert ingredients approved for use in pesticide products because these chemical substances are no longer used as an inert ingredient in any registered pesticide product. The list of chemical substances that are no longer on the approved inert ingredient list is available in the docket for this action, under docket identifier EPA-HQ-OPP-2014-0558-0002 at
Removal of a chemical substance from the approved inert ingredient listing does not, by itself, restrict the use of the chemical substance in a pesticide product; it changes the way an application is processed. Once removed, the chemical substance would be considered a “new” inert ingredient. Any inert ingredient that is not on the approved list must be approved by EPA before the Agency will approve a registration for a formulation containing that chemical substance as an inert ingredient. EPA approval can be obtained by submitting a request, along with relevant data as instructed in applicable EPA guidance. The type of data needed to evaluate a new inert ingredient may include, among other things, studies to evaluate potential carcinogenicity, adverse reproductive effects, developmental toxicity, genotoxicity, as well as environmental effects associated with any chemical substance that is persistent or bioaccumulative. In addition, adding the chemical substance to the list of approved inert ingredients would also require payment of a fee in accordance with FIFRA section 33, 7 U.S.C. 136w-8.
Information regarding the inert ingredient request and approval process is available on the Agency's Web site at
The docket for this action, identified by docket identification (ID) number EPA-HQ-OPP-2014-0558, is available online at
On October 22, 2014 (79 FR 63120; FRL-9916-22), EPA published for comment a proposal to remove from the Agency's list of inert ingredients approved for use in pesticide products 72 chemical substances that are no longer being used as inert ingredients in pesticide products. In response to EPA's request for comments, no specific information regarding those 72 chemical substances or any products that may include them was provided to the Agency indicating that these chemical substances are being used in currently approved pesticide product formulations.
EPA received approximately 50 public comments on the proposal. A summary of the significant areas of comment and EPA's responses is presented in this unit.
EPA is not banning the chemical substances. This action does not change the fact that the chemical substances may be part of a formulation for which an application for a pesticide registration is submitted. All that changes is the process, which will now include an application for approval of the inert ingredient. As before, each application for registration is evaluated pursuant to the unreasonable adverse effects on the environment standard in FIFRA section 3, which evaluation includes the inert ingredients in the formulation.
Another commenter requested that seven chemical substances: methyl ethyl ketone (CAS Reg. No. 78-93-3), tetrahydrofuran (CAS Reg. No. 109-99-9), 1-butanol, 3-methyl-, acetate (CAS Reg. No. 123-92-2), nitrous oxide (CAS Reg. No. 10024-97-2), ethane (CAS Reg. No. 74-84-0), turpentine oil (CAS Reg. No. 8006-64-2), and formaldehyde (CAS Reg. No. 50-00-0) not be removed from the list, stating that the chemical substances are currently being used in pesticide products formulations.
The commenter did not submit any evidence (
This action is not intended to address public access to inert ingredient information but to facilitate EPA review of inert ingredients not currently used in pesticide formulations. Removing ingredients no longer used in pesticide products from the list of approved inert ingredients is one of the actions discussed in the May 22, letter. The Agency continues to develop and implement the other concepts outlined in that letter.
FIFRA does not state a standard for approval of an inert ingredient, specifying only the fee category and review time. While the statute incorporates the risk of unreasonable adverse effects on the environment as one of the factors in granting a registration for an individual pesticide product under FIFRA section 3, no such criteria apply to approval of an inert ingredient. Addition of an inert ingredient to the approved inert list is a prerequisite to approval of applications for registration of specific pesticide formulations that contain the inert ingredient.
An adjuvant is a chemical substance separately added to a pesticide product (typically as part of a spray tank mixture). Since pesticide adjuvant products do not make pesticidal claims, they are not pesticides, and the components of adjuvants are therefore not pesticide inert ingredients. Adjuvants are not included in the inert ingredient approval process and are therefore unaffected by this policy. While adjuvants may need tolerances or tolerance exemptions in some cases, tolerances and exemptions are separate from the inert ingredient approval process.
The EPA FIL comprises more than 1,500 fragrance component ingredients that have undergone Agency evaluation to determine their suitability for safe use as components of fragrances in nonfood-use pesticide product formulations in accordance with the Fragrance Notification Program. Removal of an inert ingredient from the approved inert ingredient listing does not preclude use as a fragrance ingredient as part of the Fragrance Notification Program provided that inert ingredient is listed on the FIL and use in a pesticide formulation is consistent with the Fragrance Notification Process. The inert ingredients no longer used in registered pesticide products will be removed from the approved inert ingredient listing but these same ingredients will not be removed from the FIL.
The definition of inert ingredient as given in 40 CFR 152.3 applies to chemical substances used as inert ingredients that are “intentionally included in a pesticide product” and as such the removal of a chemical substance from the approved inert ingredient list does not apply to circumstances where the chemical substance may be present as an impurity. Impurities in pesticide products are considered on a case-by-case basis as part of the Agency's pesticide product registration process. As part of that evaluation, the Agency looks at the identity and amount of an impurity in the product manufacturing information, and the steps taken to limit or remove impurities.
EPA records include no Confidential Statements of Formula for any currently registered pesticide product that list any of these chemical substances. However, if a registrant or a producer of proprietary mixtures identifies an active registration that contains one of the chemical substances that has now been removed from the approved inert ingredient listing, that registrant or producer should contact the Agency directly, using the contact for listing inquiries that is provided under
7 U.S.C. 136
The Commission hereby gives notice of the filing of the following agreements under the Shipping Act of 1984. Interested parties may submit comments on the agreements to the Secretary, Federal Maritime Commission, Washington, DC 20573, within twelve days of the date this notice appears in the
By Order of the Federal Maritime Commission.
Federal Trade Commission (“FTC” or “Commission”).
Notice.
The information collection requirements described below will be submitted to the Office of Management and Budget (“OMB”) for review, as required by the Paperwork Reduction Act (“PRA”). The FTC is seeking public comments on its proposal to extend for an additional three years the current PRA clearance for disclosure requirements in its Affiliate Marketing Rule (or “Rule”), which applies to certain motor vehicle dealers, and its shared enforcement with the Consumer Financial Protection Bureau (“CFPB”) of
Comments must be filed by January 13, 2017.
Interested parties are invited to submit written comments electronically or in paper form by following the instructions in the Request for Comment part of the
Requests for additional information should be addressed to Ruth Yodaiken, Attorney, Division of Privacy and Identity Protection, Bureau of Consumer Protection, Federal Trade Commission, 600 Pennsylvania Avenue NW., Room CC-8232, Washington, DC 20580, (202) 326-2127.
Under the PRA, 44 U.S.C. 3501-3521, federal agencies must get OMB approval for each collection of information they conduct or sponsor. “Collection of information” includes agency requests or requirements to submit reports, keep records, or provide information to a third party. 44 U.S.C. 3502(3); 5 CFR 1320.3(c). The FTC seeks clearance for its assumed share of the estimated PRA burden regarding the disclosure requirements under the FTC and CFPB Rules.
On August 15, 2016, the FTC sought public comment on the consumer notification (“disclosure”) requirements associated with the FTC Rule (August 15, 2016 Notice
Pursuant to the OMB regulations, 5 CFR part 1320, that implement the PRA, 44 U.S.C. 3501
These estimates include the start-up burden and attendant costs, such as determining compliance obligations.
The FTC's share of total estimated burden for affected entities includes the increment apportioned to the FTC reflective of its sole jurisdiction over certain motor vehicle dealers. Capital and other non-labor costs should be minimal, at most, since the Rule has been in effect several years, with covered entities now equipped to provide the required notice.
You can file a comment online or on paper. For the Commission to consider your comment, we must receive it on or before January 13, 2017. Write “Affiliate Marketing Disclosure Rule, PRA Comment: FTC File No. P105411” on your comment. Your comment, including your name and your state—will be placed on the public record of this proceeding, including, to the extent practicable, on the public Commission Web site, at
Because your comment will be made public, you are solely responsible for making sure that your comment doesn't include any sensitive personal information, like anyone's Social Security number, date of birth, driver's license number or other state identification number or foreign country equivalent, passport number, financial account number, or credit or debit card number. You are also solely responsible for making sure that your comment doesn't include any sensitive health information, like medical records or other individually identifiable health information. In addition, don't include any “[t]rade secret or any commercial or financial information which is . . . privileged or confidential,” as provided in Section 6(f) of the FTC Act, 15 U.S.C. 46(f), and FTC Rule 4.10(a)(2), 16 CFR 4.10(a)(2). In particular, don't include competitively sensitive information such as costs, sales statistics, inventories, formulas, patterns, devices, manufacturing processes, or customer names.
If you want the Commission to give your comment confidential treatment, you must file it in paper form, with a request for confidential treatment, and you have to follow the procedure explained in FTC Rule 4.9(c), 16 CFR 4.9(c).
Postal mail addressed to the Commission is subject to delay due to heightened security screening. As a result, we encourage you to submit your comments online. To make sure that the Commission considers your online comment, you must file it at
If you file your comment on paper, write “Affiliate Marketing Disclosure Rule, PRA Comment: FTC File No. P105411” on your comment, and on the envelope, and mail or deliver it to the following address: Federal Trade Commission, Office of the Secretary, 600 Pennsylvania Avenue NW., Suite CC-5610 (Annex J), Washington, DC 20580, or deliver your comment to the following address: Federal Trade Commission, Office of the Secretary, Constitution Center, 400 7th Street SW., 5th Floor, Suite 5610 (Annex J), Washington, DC 20024. If possible, submit your paper comment to the
Comments on the disclosure requirements subject to review under the PRA should additionally be submitted to OMB. If sent by U.S. mail, they should be addressed to Office of Information and Regulatory Affairs, Office of Management and Budget, Attention: Desk Officer for the Federal Trade Commission, New Executive Office Building, Docket Library, Room 10102, 725 17th Street NW., Washington, DC 20503. Comments sent to OMB by U.S. postal mail, however, are subject to delays due to heightened security precautions. Thus, comments instead should be sent by facsimile to (202) 395-5806.
The FTC Act and other laws that the Commission administers permit the collection of public comments to consider and use in this proceeding as appropriate. The Commission will consider all timely and responsive public comments that it receives on or before January 13, 2017. For information on the Commission's privacy policy, including routine uses permitted by the Privacy Act, see
Centers for Medicare & Medicaid Services, HHS.
Notice.
The Centers for Medicare & Medicaid Services (CMS) is announcing an opportunity for the public to comment on CMS' intention to collect information from the public. Under the Paperwork Reduction Act of 1995 (the PRA), federal agencies are required to publish notice in the
Comments must be received by February 13, 2017.
When commenting, please reference the document identifier or OMB control number. To be assured consideration, comments and recommendations must be submitted in any one of the following ways:
1.
2.
To obtain copies of a supporting statement and any related forms for the proposed collection(s) summarized in this notice, you may make your request using one of following:
1. Access CMS' Web site address at
2. Email your request, including your address, phone number, OMB number, and CMS document identifier, to
3. Call the Reports Clearance Office at (410) 786-1326.
Reports Clearance Office at (410) 786-1326.
This notice sets out a summary of the use and burden associated with the following information collections. More detailed information can be found in each collection's supporting statement and associated materials (see
Under the PRA (44 U.S.C. 3501-3520), federal agencies must obtain approval from the Office of Management and Budget (OMB) for each collection of information they conduct or sponsor. The term “collection of information” is defined in 44 U.S.C. 3502(3) and 5 CFR 1320.3(c) and includes agency requests or requirements that members of the public submit reports, keep records, or provide information to a third party. Section 3506(c)(2)(A) of the PRA requires federal agencies to publish a 60-day notice in the
1.
2.
Food and Drug Administration, HHS.
Notice of public meeting; request for comments.
The Food and Drug Administration (FDA or Agency) is announcing a public meeting and an opportunity for public comment on “Patient-Focused Drug Development for Sarcopenia.” Patient-Focused Drug Development is part of FDA's performance commitments made as part of the fifth authorization of the Prescription Drug User Fee Act (PDUFA V). The public meeting is intended to allow FDA to obtain patient perspectives on the impact of sarcopenia on daily life as well as patient views on treatment approaches for sarcopenia.
The public meeting will be held on April 6, 2017, from 1 p.m. to 5 p.m. Registration to attend the meeting must be received by March 27, 2017 (see
The public meeting will be held at the FDA White Oak Campus, 10903 New Hampshire Ave., Bldg. 31 Conference Center, the Great Room, (Rm. 1503), Silver Spring, MD 20993-0002. Entrance for the public meeting participants (non-FDA employees) is through Building 1 where routine security check procedures will be performed. For more information on parking and security procedures, please refer to
You may submit comments as follows:
Submit electronic comments in the following way:
•
• 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”).
Submit written/paper submissions as follows:
•
• For written/paper comments submitted to the Division of Dockets Management, 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.”
• 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
FDA will post the agenda approximately 5 days before the meeting
Meghana Chalasani, Center for Drug Evaluation and Research, Food and Drug Administration, 10903 New Hampshire Ave., Bldg. 51, Rm. 1146, Silver Spring, MD 20993-0002, 240-402-6525, FAX: 301-847-8443,
FDA has selected sarcopenia as the focus of a public meeting under Patient-Focused Drug Development, an initiative that involves obtaining a better understanding of patient perspectives on the severity of a disease and the available therapies for that condition. Patient-Focused Drug Development is being conducted to fulfill FDA performance commitments that are part of the reauthorization of the PDUFA under Title I of the Food and Drug Administration Safety and Innovation Act (Pub. L. 112-144). The full set of performance commitments is available at
FDA committed to obtain the patient perspective on at least 20 disease areas during the course of PDUFA V. For each disease area, the Agency is conducting a public meeting to discuss the disease and its impact on patients' daily lives, the types of treatment benefit that matter most to patients, and patients' perspectives on the adequacy of the available therapies. These meetings will include participation of FDA review divisions, the relevant patient communities, and other interested stakeholders.
On April 11, 2013, FDA published a notice in the
As part of Patient-Focused Drug Development, FDA will obtain patient and patient stakeholder input on the symptoms of sarcopenia that matter most to patients and on current approaches to treating sarcopenia. Sarcopenia is a condition characterized by loss of muscle mass and loss of muscle function or strength that occurs with age. While there is currently no cure, treatments for sarcopenia are primarily non-drug therapies including exercise and nutrition. FDA is interested in the perspectives of patients with sarcopenia on (1) symptoms and the daily impacts of their condition, (2) current approaches to treatment, and (3) decision factors taken into account when selecting a treatment.
The questions that will be asked of patients and patient stakeholders at the meeting are listed in this section, organized by topic. For each topic, a brief initial patient panel discussion will begin the dialogue. This will be followed by a facilitated discussion inviting comments from other patient and patient stakeholder participants. In addition to input generated through this public meeting, FDA is interested in receiving patient input addressing these questions through written comments, which can be submitted to the public docket (see
(1) Of all the symptoms that you experience because of your condition, which one to three symptoms have the most significant impact on your life? (Examples may include difficulty walking, feeling unsteady and falling frequently, having a decreased level of activity, etc.)
(2) Are there specific activities that are important to you but that you cannot do at all or as fully as you would like because of your condition? (Examples of activities may include participation in social activities, household chores, daily hygiene, etc.)
(3) How do your symptoms and their negative impacts affect your daily life on the best days? On the worst days?
(4) How have your condition and its symptoms changed over time?
(a) Would you define your condition today as being well managed?
(5) What worries you most about your condition?
(1) What are you currently doing to help treat your condition or its symptoms? (Examples may include prescription medicines, over-the-counter products, and other therapies including non-drug therapies such as diet modification.)
(a) What specific symptoms do your treatments address?
(b) How has your treatment regimen changed over time, and why?
(2) How well does your current treatment regimen control your condition?
(a) How well do your treatments address specific activities that are important to you in your daily life?
(b) How well have these treatments worked for you as your condition has changed over time?
(3) What are the most significant downsides to your current treatments, and how do they affect your daily life? (Examples of downsides may include going to the hospital or clinic for treatment, time devoted to treatment, etc.)
(4) What specific things would you look for in an ideal treatment for your condition?
(a) What would you consider to be a meaningful improvement (for example, symptom improvements or functional improvements) in your condition that a treatment could provide?
If you wish to attend this meeting, visit
If you need special accommodations because of a disability, please contact Meghana Chalasani (see
Patients who are interested in presenting comments as part of the initial panel discussions will be asked to indicate in their registration which topic(s) they wish to address. These patients also must send to
Food and Drug Administration, HHS.
Notice.
The Food and Drug Administration (FDA) is publishing a list of information collections that have been approved by the Office of Management and Budget (OMB) under the Paperwork Reduction Act of 1995.
FDA PRA Staff, Office of Operations, Food and Drug Administration, Three White Flint North, 10A63, 11601 Landsdown St., North Bethesda, MD 20852,
The following is a list of FDA information collections recently approved by OMB under section 3507 of the Paperwork Reduction Act of 1995 (44 U.S.C. 3507). The OMB control number and expiration date of OMB approval for each information collection are shown in table 1. Copies of the supporting statements for the information collections are available on the Internet at
Food and Drug Administration, HHS.
Notice.
The Food and Drug Administration (FDA) is announcing the fiscal year (FY) 2017 fee rate for accreditation bodies applying to be recognized in the third-party certification program that is authorized by the Federal Food, Drug, and Cosmetic Act (the FD&C Act), as amended by the FDA Food Safety Modernization Act (FSMA).
Sylvia Kim, Office of Foods and Veterinary Medicine, Food and Drug Administration, 10903 New Hampshire Ave., Bldg. 1, Rm. 3212, Silver Spring, MD 20993, 301-796-7599.
This fee is effective January 13, 2017, and will remain in effect through September 30, 2017.
Section 307 of FSMA, Accreditation of Third-Party Auditors, amends the FD&C Act to create a new provision, section 808, under the same name. Section 808 of the FD&C Act (21 U.S.C. 384d) directs us to establish a new program for accreditation of third-party certification bodies
Section 808(c)(8) of the FD&C Act directs FDA to establish a reimbursement (user fee) program by which we assess fees and require reimbursement for the work FDA performs to establish and administer the third-party certification program under section 808 of the FD&C Act. The FSMA FY 2017 third-party certification program user fee rate announced in this notice is effective on January 13, 2017, and will remain in effect through September 30, 2017. We plan to publish the FSMA third-party certification program user fee rates for FY 2018 prior to the beginning of the next fiscal year.
Section 808(c)(8) of the FD&C Act requires FDA to establish the user fee program for the third-party certification program by regulation. Elsewhere in this issue of the
In each year, the costs of salary (or personnel compensation) and benefits for FDA employees account for between 50 and 60 percent of the funds available to, and used by, FDA. Almost all of the remaining funds (operating funds) available to FDA are used to support FDA employees for paying rent, travel, utility, information technology, and other operating costs.
In general, the starting point for estimating the full cost per direct work hour is to estimate the cost of a full-time equivalent (FTE) or paid staff year for the relevant activity. This is done by dividing the total funds allocated to the elements of FDA primarily responsible for carrying out the activities for which fees are being collected by the total FTEs allocated to those activities. For the purposes of the third-party certification program user fees authorized by section 808(c)(8) of the FD&C Act (the fees that are the subject of this notice), primary responsibility for the activities for which fees will be collected rests with FDA's Office of Regulatory Affairs (ORA). ORA carries out field-based activities on behalf of FDA's product centers, including the Center for Food Safety and Applied Nutrition (CFSAN) and the Center for Veterinary Medicine (CVM). Thus, as the starting point for estimating the full cost per direct work hour, FDA will use the total funds allocated to ORA for CFSAN and CVM related field activities. The most recent fiscal year with available data was FY 2015. In that year, FDA obligated a total of $666,722,326 for ORA in carrying out the CFSAN and CVM related field activities work, excluding the cost of inspection travel. In that same year, the number of ORA staff primarily conducting the CFSAN and CVM related field activities was 3,022 FTEs or paid staff years. Dividing $666,722,326 by 3,022 FTEs results in an average cost of $220,623 per paid staff year, excluding travel costs.
Not all of the FTEs required to support the activities for which fees will be collected are conducting direct work such as conducting onsite assessments. Data collected over a number of years and used consistently in other FDA user fee programs (
To calculate an hourly rate, FDA must divide the average fully supported cost of $315,491 per FTE by the average number of supported direct FDA work hours. See table 1.
Dividing the average fully supported cost of an FTE in FY 2015 ($315,491) by the total number of supported direct work hours available for assignment (1,600) results in an average fully supported cost of $197 (rounded to the nearest dollar), excluding travel costs, per supported direct work hour in FY 2015—the last fiscal year for which complete data are available.
To adjust the hourly rate for FY 2017, FDA must estimate the cost of inflation in each year for FY 2016 and FY 2017. FDA uses the method prescribed for estimating inflationary costs under the PDUFA provisions of the FD&C Act (section 736(c)(1) (21 U.S.C. 379h(c)(1)), the statutory method for inflation adjustment in the FD&C Act that FDA has used consistently. FDA previously determined the FY 2016 inflation rate to be 2.0266; this rate was published in the FY 2016 PDUFA user fee rates notice in the
Increasing the FY 2015 average fully supported cost per supported direct FDA work hour of $197 (excluding travel costs) by 3.6047 percent yields an inflationary adjusted estimated cost of $204 per a supported direct work hour in FY 2017, excluding travel costs. FDA will use this base unit fee in determining the hourly fee rate for third-party certification program fee for FY 2017 prior to including travel costs as applicable for the activity. For the purpose of estimating the fee, we are
In FY 2017 (the first fiscal year in which the program will operate), the only fee that will be collected by FDA under section 808(c)(8) of the FD&C Act is the initial application fee for accreditation bodies seeking recognition. Section 1.705(a)(1) establishes an application fee for accreditation bodies applying for initial recognition that represents the estimated average cost of the work FDA performs in reviewing and evaluating initial applications for recognition of accreditation bodies.
The fee is based on the fully supported FTE hourly rates and estimates of the number of hours it would take FDA to perform relevant activities. These estimates represent FDA's current thinking, and as the program evolves, FDA will reconsider the estimated hours. We estimate that it would take, on average, 60 person-hours to review an accreditation body's submitted application, 48 person-hours for an onsite performance evaluation of the applicant (including travel and other steps necessary for a fully supported FTE to complete an onsite assessment), and 45 person-hours to prepare a written report documenting the onsite assessment.
FDA employees are likely to review applications and prepare reports from their worksites, so we use the fully supported FTE hourly rate excluding travel, $204/hour, to calculate the portion of the user fee attributable to those activities: $204/hour × (60 hours + 45 hours) = $21,420. FDA employees will likely travel to foreign countries for the onsite performance evaluations because most accreditation bodies are located in foreign countries. For this portion of the fee we use the fully supported FTE hourly rate for work requiring travel, $285/hour, to calculate the portion of the user fee attributable to those activities: $285 × 48 hours (
The third-party certification program will also assess other application fees and annual fees in future years of this program. Section 1.705(a) also establishes application fees for recognized accreditation bodies submitting renewal applications, certification bodies applying for direct accreditation, and certification bodies applying for renewal of direct accreditation. Section 1.705(b) establishes annual fees for recognized accreditation bodies, certification bodies directly accredited by FDA, and certification bodies accredited by recognized accreditation bodies.
Although we will not be collecting these other fees in FY 2017, for transparency and planning purposes, we have provided an estimate of what these fees could have been for FY 2017 based on the fully supported FTE hourly rates for FY 2017 and estimates of the number of hours it would take FDA to perform relevant activities as outlined in the Final Regulatory Impact Analysis for the Third-Party Certification Regulation. Table 3 provides an overview of the estimated fees for other fee categories.
Accreditation bodies seeking initial recognition must submit the application fee with the application.
The consequence of not paying this fee is outlined in § 1.725. If FDA does not receive an application fee with an application for recognition, the application will be considered incomplete and FDA would not review the application.
Food and Drug Administration, HHS.
Notice of availability.
The Food and Drug Administration (FDA or Agency) is announcing the availability of the guidance entitled “Public Notification of Emerging Postmarket Medical Device Signals (`Emerging Signals').” FDA is issuing this guidance to describe the Center for Devices and Radiological Health's (CDRH) policy for notifying the public about medical device “emerging signals.” This guidance describes the
Submit either electronic or written comments on this guidance at any time. General comments on Agency guidance documents are welcome at any time.
You may submit comments as follows:
Submit electronic comments in the following way:
•
• 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”).
Submit written/paper submissions as follows:
•
• For written/paper comments submitted to the Division of Dockets Management, 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.”
• 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
An electronic copy of the guidance document is available for download from the Internet. See the
Rebecca Nipper, Center for Devices and Radiological Health, Food and Drug Administration, 10903 New Hampshire Ave., Bldg. 66, Rm. 1540, Silver Spring, MD 20993-0002, 301-796-6527.
All medical devices have benefits and risks. FDA weighs probable benefit to health from the use of the device against any probable risk of injury or illness from such use in determining the safety and effectiveness of a device.
FDA is issuing this guidance to describe CDRH policy for notifying the public about medical device “emerging signals.” For the purposes of this guidance, an emerging signal is new information about a marketed medical device: (1) That supports a new causal association or a new aspect of a known association between a device and an adverse event or set of adverse events and (2) for which the Agency has conducted an initial evaluation and determined that the information has the potential to impact patient management decisions and/or the known benefit-risk profile of the device. Information that is
This guidance describes the factors CDRH intends to consider in deciding whether to notify the public about emerging signals and the processes and timelines it intends to follow in issuing and updating the notification. Timely notification about those emerging signals based on the factors described in this guidance document is intended to provide health care providers, patients, and consumers with access to the most current information concerning the performance and potential benefits and risks of marketed medical devices so that they can make informed patient management decisions about their treatment and diagnostic options.
In the
This guidance is being issued consistent with FDA's good guidance practices regulation (21 CFR 10.115). The guidance represents the current thinking of FDA on “Public Notification of Emerging Postmarket Medical Device Signals ('Emerging Signals').” 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.
Persons interested in obtaining a copy of the guidance may do so by downloading an electronic copy from the Internet. A search capability for all Center for Devices and Radiological Health guidance documents is available at
This guidance refers to previously approved collections of information found in FDA regulations. These collections of information are subject to review by the Office of Management and Budget (OMB) under the Paperwork Reduction Act of 1995 (44 U.S.C. 3501-3520). The collections of information in 21 CFR parts 801, regarding labeling, have been approved under OMB control number 0910-0485 and the collections of information in 21 CFR part 803, regarding medical device reporting, have been approved under OMB control numbers 0910-0291, 0910-0437, and 0910-0471.
Office of the National Coordinator for Health Information Technology, HHS.
Notice.
The Model Privacy Notice (MPN) is a voluntary, openly available resource designed to help health technology developers who collect digital health data clearly convey information about their privacy and security policies to their users. Similar to a nutrition facts label, the MPN provides a snapshot of a product's existing privacy practices, encouraging transparency and helping consumers make informed choices when selecting products. The MPN does not mandate specific policies or substitute for more comprehensive or detailed privacy policies. The Privacy Policy Snapshot Challenge is a call for designers, developers, and health data privacy experts to create an online MPN generator. The statutory authority for this Challenge is Section 105 of the America COMPETES Reauthorization Act of 2010 (Pub. L. 111-358).
Adam Wong,
In 2011, the Office of the National Coordinator for Health Information Technology (ONC) collaborated with the Federal Trade Commission (FTC) and released a Model Privacy Notice (MPN) focused on personal health records (PHRs), which were the emerging technology at the time (view 2011 PHR MPN). The project's goals were to increase consumers' awareness of companies' PHR data practices and empower consumers by providing them with an easy way to compare the data practices of two or more PHR companies. In the last five years, the health information technology market has changed significantly and there is now a larger variety of products such as mobile applications and wearable devices that collect digital health data.
ONC recognized a need to update the MPN to make it applicable to a broad range of consumer health technologies beyond PHRs. More and more individuals are obtaining access to their electronic health information and using consumer health technology to manage this information. As retail products that collect digital health data directly from consumers are used, such as exercise trackers, it is increasingly important for consumers to be aware of companies' privacy and security policies and information sharing practices. Health technology developers can use the MPN to easily enter their information practices and produce a notice to allow consumers to quickly learn and understand privacy policies, compare company policies, and make informed decisions. Many consumer health technologies are offered by organizations that are not subject to the Health Insurance Portability and Accountability Act (HIPAA) privacy and security standards. This is detailed in the HHS report, Examining Oversight of the Privacy & Security of Health Data Collected by Entities Not Regulated by HIPAA, released in July 2016 by ONC's Office of the Chief Privacy Officer with the cooperation of the HHS Office for Civil Rights (OCR) and the FTC.
The Privacy Policy Snapshot Challenge leverages updated content developed recently by ONC, with feedback from OCR, FTC, and other private and public stakeholders. The
The code for the web-based generator must be posted to GitHub and be available through an open source license such that any app developer can implement and use it. The solution should be developed as an HTML Web page styled using CSS (or SASS) that is powered by a framework, library, or plugin developed in JavaScript that is packaged and made available as one of the following:
The final output of a successful submission is an MPN generator that can create customized privacy notices that would be accessible from an app or other consumer health technology; the privacy notices must, following the MPN, inform and educate the app or technology user so that they understand how the app or technology uses their personal health data. What the privacy notices created by the MPN generator look like and how they educate the user is up to the submitter—for example, the notices can be interactive or use graphics and images; however, it cannot be a simple static document such as a pdf. The MPN generator should create privacy notices that factor in accessibility, clean web design, and the differences between reading and understanding content on paper versus online, for which resources like Health Literacy Online (
Submitters are also required to undertake consumer testing of the final customizable MPN produced by the MPN generator, which is intended to help bring in direct user feedback. Testing can be formal (such as standardized assessments or focus groups) or informal (such as among family members or individuals in a waiting room). Submitters must provide evidence of testing with at least five people. A larger amount of time spent with each tester, greater formal rigor, and the number and diversity of people used for testing will result in a more positive assessment under the selection criteria. Evidence demonstrating consumer testing could include sample feedback, quotes, or pictures, and should include how it affected development of the language, design, and/or structure of the customizable MPN. Resources like
Submitters must submit the following through the challenge Web page:
• Framework, library, or plugin file(s) for the MPN generator.
• ReadMe file that documents usage and installation instructions and system requirements (including supported browsers).
• Link to a demo Web page of the MPN generator.
• Slide deck of no more than ten slides that describes how the submission functions, addresses the application requirements, and includes evidence of consumer testing of the customizable MPN with a minimum of five people.
• Video demo (five minute maximum) showing implementation and use of the MPN generator and creation of the customizable MPN, and may also address consumer testing.
• Link to a GitHub Repository that includes the submission elements above. Submitters can make the Repository private so that their code is not out in the open during the submission and review phase, but are required to make it public if designated as challenge winners.
To enter this Challenge, submitters can access
To be eligible to win a prize under this Challenge, an individual or entity:
1. Shall have registered to participate in the Challenge under the rules promulgated by ONC.
2. Shall have complied with all the stated requirements of the Privacy Policy Snapshot Challenge (parentheses above).
3. In the case of a private entity, shall be incorporated in and maintained a primary place of business in the United States, and in the case of an individual, whether participating singly or in a group, shall be a citizen or permanent resident of the United States.
4. Shall not be an HHS employee.
5. May not be a federal entity or federal employee acting within the scope of their employment. We recommend that all non-HHS federal employees consult with their agency Ethics Official to determine whether the federal ethics rules will limit or prohibit the acceptance of a COMPETES Act prize.
6. Federal grantees may not use federal funds to develop COMPETES Act challenge applications unless consistent with the purpose of their grant award.
7. Federal contractors may not use federal funds from a contract to develop COMPETES Act challenge applications or to fund efforts in support of a COMPETES Act challenge submission.
8. All individual members of a team must meet the eligibility requirements.
An individual or entity shall not be deemed ineligible because the individual or entity used federal facilities or consulted with federal employees during a Challenge if the facilities and employees are made available to all individuals and entities participating in the Challenge on an equitable basis.
Participants must agree to assume any and all risks and waive claims against the Federal Government and its related entities, except in the case of willful misconduct, for any injury, death, damage, or loss of property, revenue, or profits, whether direct, indirect, or consequential, arising from my participation in this prize contest, whether the injury, death, damage, or loss arises through negligence or otherwise. Participants are required to obtain liability insurance or demonstrate financial responsibility in the amount of $500,000, for claims by a third party for death, bodily injury, or property damage, or loss resulting from an activity carried out in connection with participation in a Challenge.
Participants must also agree to indemnify the Federal Government against third party claims for damages arising from or related to Challenge activities.
In order for a submission to be eligible to win this Challenge, it must meet the following requirements:
1. No HHS or ONC logo—The product must not use HHS' or ONC's logos or official seals and must not claim endorsement.
2. Functionality/Accuracy—A product may be disqualified if it fails to function as expressed in the description provided by the Submitter, or if it provides inaccurate or incomplete information.
3. Security—Submissions must be free of malware. Submitter agrees that ONC may conduct testing on the product to determine whether malware or other security threats may be present. ONC may disqualify the submission if, in ONC's judgment, it may damage government or others' equipment or operating environment.
Prize will be paid by a contractor.
The review panel will make selections based upon the following criteria:
• Accurate use of MPN content, including appropriate modification of flexible language and no deviation from standardized language.
• Use and demonstration of best practices in developing and presenting web content for consumption, including consumer testing, web design, and accessibility, as exemplified in the resources provided above.
• Visual appeal of the generated MPN.
• Ease of use for a developer to implement and use the MPN generator, including ability to customize the MPN.
By entering the Challenge, each applicant represents, warrants and covenants as follows:
(a) Participant is the sole author, creator, and owner of the Submission;
(b) The Submission is not the subject of any actual or threatened litigation or claim;
(c) The Submission does not and will not violate or infringe upon the intellectual property rights, privacy rights, publicity rights, or other legal rights of any third party;
(d) The Submission does not and will not contain any harmful computer code (sometimes referred to as “malware,” “viruses,” or “worms”); and
(e) The Submission, and participants' use of the Submission, does not and will not violate any applicable laws or regulations, including, without limitation, HIPAA, applicable export control laws and regulations of the U.S. and other jurisdictions.
If the submission includes any third party works (such as third party content or open source code), participant must be able to provide, upon request, documentation of all appropriate licenses and releases for such third party works. If participant cannot provide documentation of all required licenses and releases, ONC reserves the right, at their sole discretion, to disqualify the applicable submission.
Participants must indemnify, defend, and hold harmless the Federal Government from and against all third party claims, actions, or proceedings of any kind and from any and all damages, liabilities, costs, and expenses relating to or arising from participant's submission or any breach or alleged breach of any of the representations, warranties, and covenants of participant hereunder.
ONC reserves the right to disqualify any submission that, in their discretion, deems to violate these Official Rules, Terms & Conditions.
15 U.S.C. 3719
Department of Health and Human Services, Office of the Secretary.
Notice.
As stipulated by the Federal Advisory Committee Act, the Department of Health and Human Services (HHS) is hereby giving notice that the National Advisory Committee on Children and Disasters (NACCD) and the National Preparedness and Response Science Board (NPRSB) will be holding a joint public teleconference.
The NACCD and NPRSB will hold a joint public meeting on January 9, 2017, from 2:00 p.m. to 3:00 p.m. EST. The agenda is subject to change as priorities dictate.
Individuals who wish to participate should send an email to
Please submit an inquiry via the NPRSB Contact Form or the NACCD Contact Form located at
Pursuant to the Federal Advisory Committee Act (FACA) of 1972 (5 U.S.C., Appendix, as amended), and section 2811A of the Public Health Service (PHS) Act (42 U.S.C. 300hh-10a), as added by section 103 of the Pandemic and All Hazards Preparedness Reauthorization Act of 2013 (Pub. L. 113-5), the HHS Secretary, in consultation with the Secretary of the U.S. Department of Homeland Security, established the NACCD. The purpose of the NACCD is to provide advice and consultation to the HHS Secretary with respect to the medical and public health needs of children in relation to disasters. Pursuant to section 319M of the PHS Act (42 U.S.C. 247d-7f) and section 222 of the PHS Act (42 U.S.C. 217a), HHS established the NPRSB. The NPRSB shall provide expert advice and guidance to the Secretary on scientific, technical, and other matters of special interest to HHS regarding current and
Pursuant to Public Law 92-463, notice is hereby given that the Substance Abuse and Mental Health Services Administration (SAMHSA) Center for Mental Health Services (CMHS) National Advisory Council (NAC) on February 1, 2017, from 9:00 a.m. to 5:15 p.m. E.D.T.
The meeting will include discussion of the Center's policy issues, and current administrative, legislative, and program developments and a conversation with the SAMHSA Principal Deputy Administrator, and the SAMHSA Chief Medical Officer.
The meeting will be held at the SAMHSA building, 5600 Fishers Lane, 5th Floor, Conference Room 5W07, Rockville, MD 20857. Attendance by the public will be limited to space available. Interested persons may present data, information, or views, orally or in writing, on issues pending before the committee. Written submissions should be forwarded to the contact person (below) on or before January 18, 2017. Oral presentations from the public will be scheduled at the conclusion of the meeting. Individuals interested in making oral presentations are encouraged to notify the contact on or before January 18, 2017. Five minutes will be allotted for each presentation.
The meeting can be accessed via telephone. To attend on site, obtain the call-in number and access code, submit written or brief oral comments, or request special accommodations for persons with disabilities, please register at the SAMHSA's Advisory Committees Web site at
Substantive meeting information and a roster of Committee members may be obtained either by accessing the SAMHSA Committees' Web site
U.S. Customs and Border Protection, Department of Homeland Security.
General notice.
This notice advises the public that the quarterly Internal Revenue Service interest rates used to calculate interest on overdue accounts (underpayments) and refunds (overpayments) of customs duties will remain the same from the previous quarter. For the calendar quarter beginning October 1, 2016, the interest rates for overpayments will be 3 percent for corporations and 4 percent for non-corporations, and the interest rate for underpayments will be 4 percent for both corporations and non-corporations. This notice is published for the convenience of the importing public and U.S. Customs and Border Protection personnel.
Kara N. Welty, Revenue Division, Collection and Refunds Branch, 6650 Telecom Drive, Suite #100, Indianapolis, Indiana 46278; telephone (317) 614-4614.
Pursuant to 19 U.S.C. 1505 and Treasury Decision 85-93, published in the
The interest rates are based on the Federal short-term rate and determined by the Internal Revenue Service (IRS) on
In Revenue Ruling 2016-23, the IRS determined the rates of interest for the calendar quarter beginning October 1, 2016, and ending on December 31, 2016. The interest rate paid to the Treasury for underpayments will be the Federal short-term rate (1%) plus three percentage points (3%) for a total of four percent (4%) for both corporations and non-corporations. For corporate overpayments, the rate is the Federal short-term rate (1%) plus two percentage points (2%) for a total of three percent (3%). For overpayments made by non-corporations, the rate is the Federal short-term rate (1%) plus three percentage points (3%) for a total of four percent (4%). These interest rates are subject to change for the calendar quarter beginning January 1, 2017, and ending March 31, 2017.
For the convenience of the importing public and U.S. Customs and Border Protection personnel the following list of IRS interest rates used, covering the period from before July of 1974 to date, to calculate interest on overdue accounts and refunds of customs duties, is published in summary format.
Office for Civil Rights and Civil Liberties, DHS.
30-Day notice and request for comments; new collection, 1601-NEW.
The Department of Homeland Security (DHS), Office for Civil Rights and Civil Liberties, will submit the following Information Collection Request (ICR) to the Office of Management and Budget (OMB) for review and clearance in accordance with the Paperwork Reduction Act of 1995. DHS previously published this information collection request (ICR) in the
Comments are encouraged and will be accepted until January 13, 2017. This process is conducted in accordance with 5 CFR 1320.1.
Interested persons are invited to submit written comments on the proposed information collection to the Office of Information and Regulatory Affairs, Office of Management and Budget. Comments should be addressed to OMB Desk Officer, Department of Homeland Security and sent via electronic mail to
Recipients of Federal financial assistance from DHS are required to meet certain legal requirements relating to nondiscrimination and nondiscriminatory use of Federal funds. Those requirements include ensuring that entities receiving Federal financial assistance from DHS do not deny benefits or services, or otherwise discriminate on the basis of race, color, national origin, disability, age, or sex, in accordance with the following authorities: Title VI of the Civil Rights Act of 1964 (Title VI) Public Law 88-352, 42 U.S.C. 2000d-1
DHS has an obligation to enforce nondiscrimination requirements to ensure that its Federally-assisted programs and activities are administered in a nondiscriminatory manner. In order to carry out its enforcement responsibilities, DHS must obtain a signed assurance of compliance and collect and review information from recipients to ascertain their compliance with applicable requirements. DHS implementing regulations and the Department of Justice (DOJ) regulation Coordination of Non-discrimination in Federally Assisted Program, 28 CFR part 42, provide for the collection of data and information from recipients (see 28 CFR 42.406).
DHS has developed the DHS Civil Rights Compliance Form as the primary tool to implement this information collection. The purpose of the information collection is to advise recipients of their civil rights obligation; obtain an assurance of compliance from each recipient, and collect pertinent civil rights information to ascertain if the recipient has in place adequate policies and procedures to achieve compliance, and to determine what, if any, further action may be needed (technical assistance, training, compliance review, etc.) to ensure the recipient is in compliance and will carry out its programs and activities in a nondiscriminatory manner. DHS will make available sample policies and procedures to assist recipients in completing Section 4 of the Form, and providing technical assistance directly to recipients as needed.
DHS will use the DHS Civil Rights Compliance Form to collect civil rights related information from all primary recipients of Federal financial assistance from the Department. Primary recipients are non-federal entities that receive Federal financial assistance in the form of a grant, cooperative agreement, or other type of financial assistance directly from the Department and not through another recipient or “pass-through” entity. This information collection does not apply to sub-recipients, Federal contractors (unless the contract includes the provision of financial assistance), nor the ultimate beneficiaries of services, financial aid, or other benefits from the Department. Recipients will be required to provide the information once every two years, not every time a grant is awarded. Entities whose award does not run a full two years are required to provide the information again if they receive a subsequent award more than two (2) years after the prior award. In responding to Section 4: Required Information, which contains the bulk of the information collection, if the recipient's responses have not changed in the two year period since their initial submission, the recipient does not need to resubmit the information. Instead, the recipient will indicate “no change” for each applicable item. DHS will require recipients to submit their completed forms and supporting information electronically, via email, to the Department, in an effort to minimize administrative burden on the recipient and the Department. DHS anticipates that records or files that will be used to respond to the information collection are already maintained in electronic format by the recipient, so providing the information electronically will further minimize administrative burden. DHS will allow recipients to scan and submit documents that are not already maintained electronically. If the recipient is unable to submit their information electronically, alternative arrangements will be made to submit responses in hard copy.
There are no confidentiality assurances associated with this collection. The system of record notices associated with this information collection are: DHS/ALL-029—Civil Rights and Civil Liberties Records, (July 8, 2010, 75 FR 39266) and DHS/ALL-016—Department of Homeland Security Correspondence Records, (November 10, 2008, 73 FR 66657).
This is a new information collection. The Office of Management and Budget is particularly interested in comments which:
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;
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;
3. Enhance the quality, utility, and clarity of the information to be collected; and
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,
Office of the Assistant Secretary for Housing—Federal Housing Commissioner, HUD.
Notice.
Through this document FHA advises that it is shifting the timeframe for FHA's review of loans prior to endorsement from pre-closing to post-closing. A lender applying for unconditional Direct Endorsement authority will therefore submit required loan files, required in accordance with HUD regulations, only after closing. After determining that the mortgage is acceptable and meets all FHA requirements, FHA will notify the lender that the loan has been endorsed.
Joy Hadley, Director, Office of Lender Activities and Program Compliance, Office of Housing, U.S. Department of Housing and Urban Development, 490 L'Enfant Plaza East SW., Room P3214, Washington, DC 20024-8000; telephone number 202-708-1515 (this is not a toll-free number). Persons with hearing or speech impairments may access this number through TTY by calling the toll-free Federal Relay Service at 800-877-8339.
FHA grants lenders unconditional Direct Endorsement authority to close loans without prior FHA approval in accordance with the terms and conditions of HUD's regulations in 24 CFR 203.3. Under the Direct Endorsement program, the lender underwrites and closes the mortgage loan without prior FHA review or approval. Before being granted unconditional Direct Endorsement authority, the lender must submit a specified number of loan files for review and approval by FHA as described in 24 CFR 203.3(b)(4). The regulations provide for the review of each loan file to be conducted by FHA, and the lender to be notified of the acceptability of the mortgage, prior to FHA endorsement of the mortgage for insurance. The Direct Endorsement program has been designed to give the lender sufficient certainty of FHA endorsement requirements to justify the assumption of the responsibilities involved in originating and closing mortgage loans without prior FHA review.
Currently, FHA generally conducts this review of the loan files required under 24 CFR 203.3(b)(4) prior to closing and, if acceptable, issues a commitment to the lender at that time. After closing, the mortgage is then submitted to FHA for endorsement for insurance. While this is the general procedure utilized by lenders seeking unconditional Direct Endorsement approval, FHA currently allows lenders to close the loans before submission for review. A lender is eligible for unconditional Direct Endorsement authority once FHA has reviewed and found acceptable the requisite number of loan files, at either pre-closing or pre-endorsement review, provided that the lender has met the other requirements for Direct Endorsement approval under 24 CFR 203.3.
On March 21, 2013, at 78 FR 17303, HUD published in the
As provided in the March 21, 2013, notice, HUD submitted that the proposed change in review time should not alter the current quality of review of the loan file or the quality of the Direct Endorsement lender approval process. The notice advised that FHA guidance issued in accordance with 24 CFR 203.3(b)(2), already requires the lender to certify that their underwriter(s) have the qualifications, expertise, and experience to underwrite mortgage loans in accordance with FHA requirements. The notice provided that given the certification required of lenders, the shift in the timeframe for review may in fact result in enhanced lender accountability; that is, the lender will place more emphasis on ensuring that their underwriting staff is sufficiently trained prior to requesting Direct Endorsement authority. The notice further provided that properly trained underwriters will help to increase the number of loans that are found to be acceptable, resulting in an even higher percentage of loan files that meet FHA policies and guidelines.
The March 21, 2013, notice also advised that HUD had analyzed data for mortgage loans that were submitted for review during the period beginning October 1, 2009 through June 30, 2012, and the data demonstrated that 86.7 percent of all loans reviewed during this time period, and 90.5 percent of all loans reviewed year to date in FY 2012, were found to meet FHA policies and guidelines and were subsequently endorsed. The notice further advised that the lenders entering the Direct Endorsement review process during the October 1, 2009 through June 30, 2012 timeframe, 48.6 percent did not receive an unacceptable rating on any loan submitted for review, while 28 percent
In response to HUD's solicitation of comment, HUD received only one comment, and the following provides the issues raised by the commenter and HUD's responses.
On September 14, 2015, FHA's Single Family Housing Policy Handbook went into effect and FHA implemented a core component of its goal to expand access to mortgage credit. This implementation consolidated and superseded hundreds of Mortgagee Letters and Housing Notices, along with numerous policy handbooks. Mortgagees and other stakeholders now benefit from a single consolidated source and comprehensive set of policies that support homeownership for millions of qualified individuals and families each year. It also provides mortgagees' with a clear and consistent understanding of FHA's requirements during the origination, underwriting, closing and endorsement process.
FHA provides live and online training events throughout the year covering multiple topics regarding FHA Single Family Housing policies, processes, and technology to assist lenders in complying with HUD/FHA's requirements. In addition, FHA has created a series of eight pre-recorded training webinars covering the policies that mortgagees use for origination through FHA insurance endorsement for Title II forward mortgages. The modules provide an overview of the policies and requirements contained in the Origination through Post-Closing/Endorsement for Title II Forward Mortgages section of the Single Family Housing Policy Handbook 4000.1.
FHA requires lenders to certify that it has on its permanent staff an underwriter(s) that has the qualifications, expertise and experience to underwrite mortgage loans in accordance with FHA requirements. As stated in March 21, 2013, notice, FHA continues to believe that given the certification required of lenders, the shift in the timeframe for review may in fact result in enhanced lender accountability; that is, the lender will place appropriate emphasis on ensuring that their underwriting staff is sufficiently trained prior to requesting Direct Endorsement authority. Properly trained underwriters will help to increase the number of loans that are found to be acceptable, resulting in an even higher percentage of loan files that meet FHA policies and guidelines.
Since HUD issued the March 2013 notice, FHA analyzed a new set of data for the period October 1, 2014 through June 30, 2016 and found that overall the acceptability of mortgage loans submitted for pre-closing review continued to improve during this period when compared to the October 1, 2009 through June 30, 2012 data analyzed in the March 21, 2013, notice. Specifically, for mortgage loans that were submitted for review during the period beginning October 1, 2014 through June 30, 2016, the data demonstrated that 94.3 percent of the total cases reviewed were found to meet HUD/FHA guidelines and were eligible for endorsement; 87.2 percent of the eligible cases were endorsed as of July 25, 2016. In addition, of the lenders entering the Direct Endorsement review process during the October 1, 2014 through June 30, 2016 timeframe, 55.5 percent did not receive an unacceptable rating on any loan submitted for review, while 33.7 percent of lenders had only one loan rated unacceptable and 6.4 percent of lenders had two loans rated unacceptable. Overall, 95.6 percent of lenders had two or fewer loans rated unacceptable.
After consideration of public comment and further consideration of this issue, FHA has determined to move the timeframe for FHA's review of loans prior to endorsement from pre-closing to post-closing. FHA's Mortgagee Letter which more fully addresses this issue can be found at
Fish and Wildlife Service, Interior.
Notice of availability.
The Coastal Barrier Resources Act (CBRA) requires the Secretary of the Interior (Secretary) to review the maps of the John H. Chafee Coastal Barrier Resources System (CBRS) at least once every 5 years and make any minor and technical modifications to the boundaries of the CBRS as are necessary to reflect changes that have occurred in the size or location of any CBRS unit as a result of natural forces. The U.S. Fish and Wildlife Service (Service) has conducted this review and has prepared final revised maps for 14 CBRS units in Louisiana, all units in Puerto Rico, and all units in the U.S. Virgin Islands. The maps were produced by the Service in partnership with the Federal Emergency Management Agency (FEMA) and in consultation with the appropriate Federal, State, and local officials. This notice announces the findings of the Service's review and the availability of final revised maps for 121 CBRS units. The final revised maps for these CBRS units, dated November 15, 2016, are the official controlling CBRS maps for these areas.
Changes to the CBRS depicted on the final revised maps, dated November 15, 2016, become effective on December 14, 2016.
For information about how to get copies of the maps or where to go to view them, see the Availability of Final Maps and Related Information section below.
Katie Niemi, Coastal Barriers Coordinator, U.S. Fish and Wildlife Service, Ecological Services Program, 5275 Leesburg Pike, MS: ES, Falls Church, VA 22041; (703) 358-2071 (telephone); or
Background information on the CBRA (16 U.S.C. 3501
For information on how to access the final revised maps, see the Availability of Final Maps and Related Information section below.
This notice announces modifications to the maps for several CBRS units in Louisiana, all units in Puerto Rico, and all units in the U.S. Virgin Islands. Most of the modifications were made to reflect changes to the CBRS units as a result of natural forces (
The Service's review resulted in a set of 65 final revised maps, dated November 15, 2016, depicting a total of 121 CBRS units. The set of maps includes 31 maps for 14 CBRS units located in Louisiana; 28 maps for 70 CBRS units located in Puerto Rico; and 6 maps for 37 CBRS units located in the U.S. Virgin Islands. The Service found that a total of 41 of the 121 units reviewed had experienced changes in their size or location as a result of natural forces since they were last mapped.
The Service is specifically notifying the following stakeholders concerning the availability of the final revised maps: The Chair and Ranking Member of the House of Representatives Committee on Natural Resources; the Chair and Ranking Member of the Senate Committee on Environment and Public Works; the members of the Senate and House of Representatives for the affected areas; the Governors of the affected areas; the local elected officials of the affected areas; and other appropriate Federal, State, and local agency officials.
The CBRA requires consultation with the appropriate Federal, State, and local officials (stakeholders) on the proposed CBRS boundary modifications to reflect changes that have occurred in the size or location of any CBRS unit as a result of natural forces (16 U.S.C. 3503(c)). The Service fulfilled this requirement by holding a 30-day comment period on the draft maps (dated July 8, 2016) for Federal, State, and local stakeholders, from October 11, 2016, through November 10, 2016. This comment period was announced in a notice published in the
Formal notification of the comment period was provided via letters to approximately 110 stakeholders, including the Chair and Ranking Member of the House of Representatives Committee on Natural Resources; the Chair and Ranking Member of the Senate Committee on Environment and Public Works; the members of the Senate and House of Representatives for the affected areas; the Governors of the affected areas; the local elected officials of the affected areas; and other appropriate Federal, State, and local agency officials. No comments were received during the comment period.
The Service made no changes to the CBRS boundaries depicted on the draft maps dated July 8, 2016, as a result of the fall 2016 comment period (October 11, 2016; 81 FR 70130). The CBRS boundaries depicted on the final revised maps, dated November 15, 2016, are identical to the CBRS boundaries depicted on the draft revised maps dated July 8, 2016.
Below is a summary of the changes depicted on the final revised maps dated November 15, 2016.
The Service's review found 6 of the 14 CBRS units in Louisiana that are included in this review (Units LA-03P, LA-04P, LA-05P, LA-07, LA-08P, LA-09, LA-10, S01, S01A, S02, S08, S09,
The six CBRS units that have changed are:
LA-03P: CHANDELEUR ISLANDS UNIT. A portion of the western boundary of the unit has been moved westward to account for the migration of the Chandeleur Islands and to include associated shoals within the unit. In some places, the boundary has been generalized due to a lack of remaining features in the area.
LA-05P: MARSH ISLAND/RAINEY UNIT. The northern boundary of the unit has been modified to account for wetland erosion along Vermilion Bay and West Cote Blanche Bay. The eastern boundary of the unit has been modified to account for wetland erosion along East Cote Blanche Bay. Due to the significant rate of erosion in this area, some of the boundaries have been generalized.
LA-10: CALCASIEU PASS UNIT. A portion of the northern boundary of the unit has been modified to account for wetland erosion along West Cove. Due to the significant rate of erosion in this area, some of the boundaries have been generalized.
S01: BASTIAN BAY COMPLEX. Portions of the eastern and northern boundary of the unit have been modified and generalized due to wetland loss along Bay Jacques, Fleur Pond, Pipeline Canal, Scofield Bay, and Shell Island Bay. The western boundary coincident with Unit S01A has been moved eastward to account for accretion at the eastern end of an unnamed island between Bay Joe Wise and the Gulf of Mexico.
S01A: BAY JOE WISE COMPLEX. The eastern boundary coincident with Unit S01 has been moved eastward to account for accretion at the eastern end of an unnamed island between Bay Joe Wise and the Gulf of Mexico. The western boundary of the unit has been modified to account for the northward migration of an unnamed island between Bay Cheniere Ronquille and the Gulf of Mexico.
S10: MERMENTAU RIVER UNIT. A portion of the eastern boundary of the unit has been modified to account for shoreline erosion along the Gulf of Mexico near Beach Prong. The southern boundary of the excluded area at the western end of the unit has been modified to account for shoreline erosion along the Gulf of Mexico.
The Service's review found 22 of the 70 CBRS units in Puerto Rico have changed due to natural forces. Maps for the following CBRS units in Puerto Rico are depicted on U.S. Geological Survey topographic quadrangles instead of aerial imagery: PR-07, PR-09P, PR-10, PR-45P, PR-49P, PR-61, PR-63P, PR-64P, and PR-65P.
PR-07: LAGUNA AGUAS PRIETAS UNIT. A portion of the excluded area boundary of the unit has been modified to account for natural changes that have occurred in the configuration of the shoreline along Laguna Aguas Prietas and the Atlantic Ocean.
PR-09P: RIO FAJARDO UNIT. Portions of the landward boundary of the unit have been modified to account for natural changes that have occurred in the configuration of the mangroves.
PR-10: PUNTA BARRANCAS UNIT. The northern boundary of the unit has been modified to account for natural changes that have occurred in the configuration of the mangroves.
PR-16P: PUERTO DEL MANGLAR UNIT. A portion of the eastern boundary of the unit has been modified to account for natural changes that have occurred in the configuration of the wetland/fastland interface.
PR-17P: ENSENADA SOMBE UNIT. A portion of the western boundary of the unit has been modified to account for natural changes that have occurred along the shoreline of Ensenada Sombe. Portions of the northeastern boundary were modified to account for natural changes that have occurred in the configuration of the shoreline of an unnamed ponding area.
PR-18P: CAYO ALGODONES UNIT. A portion of the northern boundary of the unit has been modified to account for natural changes that have occurred along an unnamed channel. A portion of the northeastern boundary has been modified to account for natural changes that have occurred in the configuration of the mangroves of Bosque Estatal De Ceiba.
PR-40: PUNTA TUNA UNIT. A portion of the northwestern boundary of the unit has been modified to account for natural changes that have occurred in the configuration of the mangroves.
PR-41: RIO MAUNABO UNIT. The western lateral boundary of the unit has been extended to clarify the extent of the unit. No modifications were made to the boundaries of this unit as a result of changes due to natural forces.
PR-45P: BAHIA DE JOBOS UNIT. A portion of the northwestern landward boundary of the unit has been modified to account for natural changes that have occurred in the configuration of the mangroves of Mar Negro.
PR-49P: PUNTA AGUILA UNIT. A portion of the northwestern boundary of the unit has been modified to account for natural changes that have occurred in the configuration of the shoreline along an unnamed bay.
PR-55: ISLA DEL FRIO UNIT. A portion of the landward boundary of the unit has been modified to account for natural changes that have occurred in the configuration of the shoreline along the Caribbean Sea.
PR-56: PUNTA CABULLONES UNIT. A portion of the landward boundary of the unit has been modified to account for natural changes that have occurred in the configuration of the mangroves.
PR-61: ENSENADA LAS PARDAS UNIT. The landward boundary of the unit has been modified to account for natural changes that have occurred in the configuration of the mangroves.
PR-63P: CAYO DON LUIS UNIT. The northeastern portion of the landward boundary of the unit has been modified to account for natural changes that have occurred along the shoreline of an unnamed ponding area.
PR-64P: BAHIA MONTALVA UNIT. A portion of the northeastern landward boundary of the unit has been modified to account for natural changes that have occurred along the shoreline of Bahia Montalva. Portions of the northwest and northeast landward boundary have been modified to account for natural changes that have occurred in the configuration of the mangroves. Portions of the excluded area boundary have been modified to account for natural changes that have occurred in the configuration of the wetland/fastland interface along Isla Matei.
PR-65P: ISLA CUEVA/GUAYACAN UNIT. Portions of the northeastern and northwestern landward boundary of the unit have been modified to account for natural changes that have occurred in the configuration of the mangroves.
PR-66: CABO ROJO UNIT. A portion of the northeastern boundary of the unit has been modified to account for natural changes that have occurred in the configuration of the shoreline of an unnamed lake.
PR-67P: BAHIA DE BOQUERON UNIT. A portion of the northwestern landward boundary of the unit has been modified to account for natural changes that have occurred in the configuration of the shoreline along Laguna Guaniquilla. A portion of the southeastern boundary has been modified to account for natural changes that have occurred along the shoreline of an island located in the channel of Caño Boquerón.
PR-69: PUNTA CARENERO UNIT. Portions of the landward boundary of the unit have been modified to account for natural changes that have occurred in the configuration of the wetland/fastland interface.
PR-83: TORTUGUERO UNIT. Portions of the landward boundary of the unit have been modified to account for natural changes that have occurred in the configuration of the wetland/fastland interface. Portions of the boundary have been modified to account for natural changes that have occurred along the shoreline of Laguna Tortuguero.
PR-84: PUNTA GARZA UNIT. A portion of the western boundary of the unit has been modified to account for natural changes that have occurred in the configuration of the mangroves.
PR-86P: PUNTA SALINAS UNIT. A portion of the northern boundary of the unit has been modified to account for natural changes that have occurred in the shoreline along Bahía Toa.
PR-87: PUNTA VACIA TALEGA UNIT. A portion of the southwestern boundary of the unit has been modified to account for natural changes that have occurred in the configuration of Canal Blasina. A portion of the southern boundary has been modified to account for natural changes that have occurred in the configuration of the wetland/fastland interface.
The Service's review found 13 of the 37 CBRS units in the U.S. Virgin Islands have changed due to natural forces.
VI-01: RUST UP TWIST UNIT. Portions of the landward boundary of the unit have been modified to reflect natural changes that have occurred in the configuration of the wetland/fastland interface. The western lateral boundary has been extended offshore to clarify the extent of the unit.
VI-02: SALT RIVER BAY UNIT. Portions of the landward boundary of the unit have been modified to reflect natural changes that have occurred in the wetland/fastland interface.
VI-03: ALTONA LAGOON UNIT. Portions of the landward boundary of the unit have been modified to reflect natural changes that have occurred in the wetland/fastland interface.
VI-06: ROBIN BAY UNIT. A portion of the landward boundary of the unit has been modified to account for natural changes that have occurred in the configuration of the shoreline along an unnamed salt pond.
VI-09: KRAUSE LAGOON UNIT. A portion of the landward boundary of the unit has been modified to reflect natural changes that have occurred in the wetland/fastland interface. The eastern boundary of the unit has been modified to account for natural changes that have occurred along Krause Lagoon Channel.
VI-10: LONG POINT UNIT. A portion of the landward boundary of the unit has been modified to account for shoreline erosion along Long Point Bay.
VI-11: WESTEND SALTPOND UNIT. A portion of the northeastern boundary of the unit has been modified to account for shoreline erosion along Westend Saltpond.
VI-11P: WESTEND SALTPOND UNIT. Offshore boundaries have been added at the western end of the unit to clarify the extent of the unit. The eastern lateral boundary has been extended offshore to clarify the extent of the unit. No modifications were made to the boundaries of this unit as a result of changes due to natural forces.
VI-12P: CINNAMON BAY UNIT. A portion of the landward boundary of the unit has been modified to account for shoreline erosion along Cinnamon Bay.
VI-13P: MAHO BAY UNIT. A portion of the landward boundary of the unit has been modified to reflect natural changes that have occurred in the configuration of the wetland/fastland interface.
VI-15P: LEINSTER BAY UNIT. Portions of the landward boundary of the unit have been modified to account for shoreline erosion along Leinster Bay and natural changes that have occurred in the wetland/fastland interface.
VI-19P: RAM HEAD UNIT. Lateral offshore boundaries have been added to the eastern and western ends of the unit to clarify the extent of the unit. No modifications were made to the boundaries of this unit as a result of changes due to natural forces.
VI-27: LIMESTONE BAY UNIT. Portions of the landward boundary of the unit were modified to reflect natural changes that have occurred in the configuration of the marsh adjacent to Limestone Bay.
VI-29: MAGENS BAY UNIT. Portions of the landward boundary of the unit have been modified to account for natural changes that have occurred in the configuration of the shoreline along Magens Bay.
VI-32: VESSUP BAY UNIT. An offshore boundary has been added to the unit in Vessup Bay to clarify the extent of the unit. No modifications were made to the boundaries of this unit as a result of changes due to natural forces.
VI-34: JERSEY BAY UNIT. Portions of the landward boundary of the unit have been modified to account for natural changes that have occurred in the configuration of the shoreline and wetland/fastland interface. The eastern lateral boundary has been extended offshore to clarify the extent of the unit.
The final revised maps dated November 15, 2016, and digital boundary data can be accessed and downloaded from the Service's Web site at
Interested parties may also contact the Service individual identified in
Fish and Wildlife Service, Interior.
Notice of receipt of permit applications; request for comment.
We, the U.S. Fish and Wildlife Service, invite the public to comment on the following applications for a permit to conduct activities intended to enhance the survival of endangered species. With some exceptions, the Endangered Species Act of 1973, as amended (Act), prohibits certain activities that may impact endangered and threatened species unless a Federal permit allows such activity. The Act also requires that we invite public comment before issuing these permits.
To ensure consideration, please send your written comments by January 13, 2017.
Documents and other information submitted with the applications are available for review, subject to the requirements of the Privacy Act and Freedom of Information Act, by any party who submits a written request for a copy of such documents to the following office within 30 days of the date of publication of this notice. You may use one of the following methods to request hard copies or a CD-ROM of the documents. Please specify the permit you are interested in by number (
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Kathy Konishi, Recovery Permits Coordinator, Ecological Services, (719) 628-2670 (phone);
The Act (16 U.S.C. 1531
A permit granted by us under section 10(a)(1)(A) of the Act authorizes the permittee to conduct activities with U.S.
We invite local, State, Tribal, and Federal agencies and the public to comment on the following applications. Please refer to the permit number for the application when submitting comments.
Documents and other information submitted with these applications are available for review, subject to the requirements of the Privacy Act (5 U.S.C. 552a) and Freedom of Information Act (5 U.S.C. 552).
The applicant requests the renewal of their permit to continue surveying and monitoring activities for pallid sturgeon (
The applicant requests a new recovery permit to conduct presence/absence surveys of southwestern willow flycatcher (
The applicant requests an amendment to their current permit to conduct presence/absence surveys for black-footed ferrets (
The applicant requests the renewal of their permit to continue surveying and monitoring activities for bonytail chub (
The applicant requests an amendment to their current permit to collect vouchers and seeds in Arizona and propagate Gierisch mallow (
The applicant requests an amendment to their current permit to conduct presence/absence surveys for southwestern willow flycatcher (
The applicant requests the renewal of their permit to continue surveying and monitoring activities for the interior least tern (
The applicant requests the renewal of their permit to continue surveying and monitoring activities for the interior least tern (
The applicant requests an amendment to their current permit to conduct telemetry studies of Colorado pikeminnow (
The applicant requests the renewal of their permit for research, propagation, transport, and release of bonytail chub (
The applicant requests the renewal of their permit to exhibit Mexican wolf (
The proposed activities in the requested permits qualify as categorical exclusions under the National Environmental Policy Act, as provided by Department of the Interior implementing regulations in part 46 of title 43 of the Code of Federal Regulations (43 CFR 46.205, 46.210, and 46.215).
All comments and materials we receive in response to these requests will be available for public inspection, by appointment, during normal business hours at the address listed above in
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.
We provide this notice under section 10 of the Act (16 U.S.C. 1531
Bureau of Indian Affairs, Interior.
Notice.
This notice advises the public that the Bureau of Indian Affairs (BIA) as lead agency, with the Wilton Rancheria (Tribe), City of Galt, City of Elk Grove, Sacramento County (County), and the United States Environmental Protection Agency (EPA) serving as cooperating agencies, has prepared a Final Environmental Impact Statement (FEIS) for the Wilton Rancheria Fee-to-Trust and Casino Project, Sacramento County, California, pursuant to the National Environmental Policy Act (NEPA) of 1969, as amended. This notice announces that the FEIS is now available for public review. In accordance with Section 176 of the Clean Air Act and EPA's general conformity regulations, a Revised Draft Conformity Determination (DCD) also has been prepared for the proposed project.
The BIA will issue a Record of Decision (ROD) on the proposed action no sooner than 30 days after the date EPA publishes its Notice of Availability in the
The FEIS is available for public review at the Galt Branch of the Sacramento Public Library, located at 1000 Caroline Ave., Galt, California 95632, and the Elk Grove Branch of the Sacramento Public Library, located at 8900 Elk Grove Blvd., Elk Grove, California 95624, and online at
Mr. John Rydzik, Bureau of Indian Affairs, Pacific Regional Office, 2800 Cottage Way, Sacramento, California 95825, (916) 978-6051.
The Tribe has requested that BIA take into trust approximately 36 acres of land (known as the Elk Grove Mall site) currently in fee, on which the Tribe proposes to construct a casino, hotel, parking area, and other ancillary facilities (Proposed Project). The proposed fee-to-trust property is located within the incorporated boundaries of the City of Elk Grove in Sacramento County, California.
The Draft Environmental Impact Statement (DEIS) identified Alternative A, located on the 282-acre Twin Cities site, as the Proposed Action that would allow for the development of the Tribe's proposed casino/hotel project; however, after evaluating all alternatives in the Draft EIS, BIA has now selected Alternative F, located on the Elk Grove Mall Site, as its Preferred Alternative to allow for the Tribe's Proposed Project. Since the DEIS was published, the Elk Grove Mall site increased by approximately eight acres, from approximately 28 to 36 acres. The additional eight acres consists of developed and disturbed land similar to the original 28 acres and was added due to parcel configuration and redesigned interior circulation. In addition, Alternative F project components have been revised in the FEIS from their discussion in the DEIS. The total square footage of the proposed facility has decreased approximately 2,299 square feet, from 611,055 square feet to 608,756 square feet. Some components have also changed, such as restaurant types, and a three-story parking garage has been added. However, gaming floor square footage has remained the same. These changes do not impact the conclusions of the EIS. The Final EIS was updated accordingly.
The Proposed Action consists of transferring the approximately 36 acres of property and the subsequent development of the Proposed Project. The Proposed Project would contain approximately 110,260 square-feet (sf) of gaming floor area, a 12-story hotel with approximately 302 guest rooms, a 360-seat buffet, 60-seat pool grill, other food and beverage providers, retail area, a fitness center, spa, and an approximately 48,000 sf convention center. Access to the Mall site would be provided via an existing driveway and a new driveway located along Promenade Parkway.
The following alternatives are considered in the FEIS: Alternative A—Proposed Twin Cities Casino Resort; Alternative B—Reduced Twin Cities Casino; Alternative C—Retail on the Twin Cities Site; Alternative D—Casino Resort at Historic Rancheria Site; Alternative E—Reduced Intensity Casino at Historic Rancheria Site; Alternative F—Casino Resort at Mall Site; and Alternative G—No Action.
Alternative F has been identified as the Preferred Alternative, as discussed in the FEIS. The information and analysis contained in the FEIS, as well as its evaluation and assessment of the Preferred Alternative, are intended to assist the Department of the Interior (Department) in its review of the issues presented in the fee-to-trust application. The Preferred Alternative does not reflect the Department's final decision because the Department must further evaluate all of the criteria listed in 25 CFR part 151 and 25 CFR part 292. The Department's consideration and analysis of the applicable regulations may lead to a final decision that selects an alternative other than the Preferred Alternative, including no action, or a variant of the Preferred or another of the alternatives analyzed in the FEIS.
Environmental issues addressed in the FEIS include geology and soils, water resources, air quality, biological resources, cultural and paleontological resources, socioeconomic conditions (including environmental justice), transportation and circulation, land use, public services, noise, hazardous materials, aesthetics, cumulative effects, and indirect and growth inducing effects.
Section 176 of the Clean Air Act, 42 U.S.C. 7506, requires Federal agencies to ensure that their actions conform to applicable implementation plans for achieving and maintaining the National Ambient Air Quality Standards for criteria air pollutants. The BIA has prepared a Revised DCD for the proposed action/project described above. The Revised DCD is included as Revised Appendix T of the FEIS.
A public scoping meeting for the DEIS was held by BIA on December 19, 2013 at the Chabolla Community Center in Galt, California. A Notice of Availability for the Draft EIS was published in the
To obtain a compact disc copy of the FEIS, please provide your name and address in writing or by voicemail to Mr. John Rydzik, Bureau of Indian Affairs, at the address or phone number above in the
Bureau of Land Management, Interior.
Notice.
In accordance with Bureau of Land Management (BLM) regulations, the United States Department of the Interior, BLM Miles City Field Office is publishing this notice of intent to prepare an environmental impact statement (EIS) to evaluate the potential impacts of four proposed actions related to coal mining at the Spring Creek Mine in Big Horn County, Montana. The proposed actions involve the potential sale of two tracts of Federal coal through a Lease-By-Application (LBA) and a lease modification application (LMA). Both applications cover proposed additions to an existing Federal coal lease at the Spring Creak Mine. Related to these leasing requests, the EIS will also evaluate proposed amendments to an existing land use permit to maintain access to mine monitoring and gauging stations and an existing land use lease to provide room for the placement of overburden and infrastructure. The EIS will be called the Spring Creek Coal EIS. This notice initiates the public scoping process for the Spring Creek Coal EIS.
Public scoping meetings to provide the public with an opportunity to review the proposals and gain understanding of the coal leasing process will be held by the BLM. The dates and locations of any scoping meetings will be announced at least 15 days in advance through local media outlets and through the Miles City BLM Web site at:
Please submit written comments or concerns to the BLM Miles City Field Office, Attn: Irma Nansel, 111 Garryowen Road, Miles City, MT 59301. Written comments or resource information may also be hand delivered to the BLM Miles City Field Office. Comments may be sent electronically to
Irma Nansel, Planning and Environmental Coordinator; telephone 406-233-3653. Persons who use a telecommunications device for the deaf (TDD) may call the Federal Relay Service (FRS) at 1-800-877-8339 to contact the above individual during normal business hours. The FRS is available 24 hours a day, seven days a week, to leave a message or question with the above individual. You will receive a reply during normal business hours.
Spring Creek Coal LLC (SCC) submitted four applications to the BLM, Montana State Office in 2012 and 2013. The four applications are as follows:
A. On February 15, 2013, SCC submitted LBA MTM 105485 for the Spring Creek Northwest and Spring Creek Southeast tracts. The LBA encompasses approximately 1,602.57 acres (containing approximately 198.2 million mineable tons of coal) adjacent to the Spring Creek Mine. Since decertification of the Powder River Federal Coal Region as a Federal coal production region by the Powder River Regional Coal Team (PRRCT) in 1990, leasing is permitted to take place under the existing regulations on an application basis, in accordance with 43 CFR 3425.1-5. The PRRCT reviewed the proposed Spring Creek Northwest and Spring Creek Southeast tracts in the application and recommended that the Montana State Office begin processing the application. This LBA consists of the following acreage:
B. On December 20, 2012, SCC applied for a lease modification to Federal coal lease MTM 94378, for the Spring Creek Northeast tract, consisting of about 170 acres (containing approximately 7.9 million mineable tons of coal) adjacent to the Spring Creek Mine. On May 9, 2016, the application was modified to reduce the tract acreage to 150 acres. The tract reserve value did not change as a result of the acreage reduction. If approved, the acreage covered by the LMA would be added to the existing lease and is listed below. Consistent with applicable statutory authority, the proposed LMA acreage does not exceed the original lease acreage of (1,117.70 acres):
C. On December 23, 2013, SCC submitted an application to amend land use permit (LUP) MTM 96659, adding 175 acres to the permit and removing 320 acres currently included within the permit that overlap the Spring Creek Southeast LBA tract. The LUP amendment would maintain access to mine monitoring areas and gauging stations by utilizing existing two-track roads and trails. The LUP use will not exceed 3 years, in accordance with 43 CFR 2920.1-1(b), and will not cause appreciable damage or disturbance to the public lands, their resources or improvements in accordance with 43 CFR 2920.2-2(a). The acreage to be added to LUP MTM 96659 are:
Acres to be removed from LUP MTM 96659 are:
D. On December 23, 2013, SCC submitted an application in accordance with 43 CFR 2920.2-3 to amend noncompetitive land use lease (LUL) MTM 74913, adding 255 acres to the existing lease and removing approximately 195 acres that overlap the Spring Creek Southeast LBA tract. A Notice of Realty Action was published in the
Acres to be removed from LUL MTM 74913 are:
The Spring Creek Mine operates under an existing approved surface mining permit from the State of Montana. The Montana Department of Environmental Quality, the Montana Department of Natural Resources and Conservation, and the OSMRE will be cooperating agencies in the preparation of the Spring Creek Coal EIS. Other cooperating agencies may be identified during the scoping process.
The actions announced by this Notice are consistent with Secretarial Order (S.O.) 3338, which allows preparatory work, including National Environmental Policy Act and other related analyses, on already-pending applications to continue while the BLM's programmatic review of the Federal coal program is pending. With respect to the sale of the coal covered by the leasing requests, unless it is shown that one of the exceptions or exclusions to S.O. 3338 applies, the BLM will not make a final leasing decision on the proposed LBA until the programmatic review has concluded. The BLM has confirmed that the LMA is not subject to S.O. 3338's leasing pause because the lease tract is less than 160 acres. As result, issuane of the LMA can occur prior to the finalization of the programmatic review.
If the proposed tracts were to be leased to the applicant, the new lease and the modifications to the existing coal lease, LUP, and LUL, must be incorporated into the existing approved mining and reclamation plans for the mine. Before this can occur, the Secretary of the Interior must approve the revised Mineral Leasing Act (MLA) mining plan for the mine in which the tracts will be included. The OSMRE is the Federal agency that is responsible for recommending approval, approval with conditions, or disapproval of the revised MLA mining plan to the Secretary of the Interior, which is why it is a cooperator in this EIS.
In order to help facilitate its analysis, the BLM is providing interested parties the opportunity to submit comments and relevant information to help the BLM identify issues to be considered in preparing the Spring Creek Coal EIS. Issues that have been identified in analyzing the impacts of previous Federal coal-leasing actions in the Montana Powder River Basin (PRB) include: (1) The need for resolution of potential conflicts between existing and proposed oil and gas development and coal mining on the tracts proposed for coal leasing; (2) Potential impacts to big game herds and hunting, Greater Sage-Grouse, listed threatened and endangered species, and air quality, including greenhouse gas emissions; (3) The need to consider the cumulative impacts of coal leasing decisions combined with other existing and proposed development in the Montana PRB; and (4) Potential site-specific and cumulative impacts on air and water quality.
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 public at any time. While you may request to us in your comment to withhold your personal identifying information from public review, we cannot guarantee that we will be able to do so.
40 CFR 1506.6, 43 CFR 3425.3, and 3425.4.
Bureau of Land Management, Interior.
Notice.
The Bureau of Land Management (BLM) has received a proposal to amend Spring Creek Coal, LLC's existing Land Use Lease (LUL) MTM-74913, pursuant to Section 302 of the Federal Land Policy and Management Act (FLPMA) of 1976, as amended, for not less than the appraised fair market value.
Interested parties may submit comments on or before January 30, 2017.
Send written comments to the Field Manager, Miles City Field Office, Bureau of Land Management, 111 Garryowen Road, Miles City, MT 59301.
Beth Klempel, BLM Miles City Field Office, 111 Garryowen Road, Miles City, MT 59301, telephone 406-233-2800, or email
The following described lands include the proposed LUL amendment and have been determined as suitable for leasing under Section 302 of FLPMA (43 U.S.C. 1732):
The areas described aggregate 255 acres.
The BLM is considering amending the existing LUL, which is 222.12 acres. The amendment would modify its size to authorize the surface use of 255 additional acres of public lands for coal mine layback, establishing a highwall crest, topsoil and overburden stockpiles, and transportation and utility corridors on Spring Creek Coal, LLC's existing
The amendment has been requested to facilitate recovery of coal reserves from Spring Creek Coal, LLC's adjoining Federal coal leases MTM-94378 and MTM-69782, Montana State coal lease C-1088-05, and for Spring Creek, LLC's to ultimately access the coal contained within its pending coal lease modification MTM-94378 and coal lease by application MTM-105485, if they were to be approved. Layback on the area covered by the LUL is a critical component in coal surface mine recovery, which consists of a series of benches cut into the mine highwall to stabilize the wall as mining progresses into an area.
If the LUL amendment were to be approved, the coal lessee will: (1) Remove the topsoil from the coal leases and stockpile it on the above-described lands and use it for reclamation after mining; (2) Remove the overburden from the pit and stockpile it on the subject lands to be used in post-mining topography construction; (3) Locate an electric line and distribution station within the use area at a safe distance from the pit and grading activity; (4) Construct access/haul roads to use in the mining process and to access the stockpiles; and (5) Cut benches into the mine highwall to stabilize the wall as mining progresses into an area.
The BLM is considering offering the land use lease amendment noncompetitively to Spring Creek Coal, LLC to amend its existing LUL MTM-74913 because the authorized officer has determined that: (1) These parcels are surrounded by land owned or controlled by Spring Creek Coal, LLC; and (2) It is unlikely there would be interest in competitive bidding in these lands. The BLM does not authorize mineral use under this LUL amendment; however, Spring Creek Coal, LLC applied for a modification of coal lease MTM-94378 and submitted a coal lease by application request (MTM-105485). The BLM will process the LUL amendment and coal lease modification concurrently in accordance with 43 CFR 2920 and 43 CFR 3432, and will process the lease by application separately in accordance with 43 CFR 3425.
Any application filed for this LUL amendment must reference this Notice and provide a complete description of the proposed project. If the BLM accepts the application to amend the LUL, the reimbursement of costs and the annual rental is the responsibility of the applicant in accordance with the provisions of 43 CFR 2920.6 and 43 CFR 2920.8, respectively. This LUL amendment is consistent with the applicable Resource Management Plan.
The BLM will complete an environmental analysis addressing the proposed LUL amendment, proposed amendment to an existing land use permit, coal lease modification, and coal lease by application in accordance with the National Environmental Policy Act of 1969, prior to making a decision to approve the proposed applications. The BLM will solicit public comment in support of scoping for the environmental analysis. You may review the proposed LUL amendment at the BLM Miles City Field Office. Interested parties may submit in writing any comments concerning the LUL amendment to the BLM Field Manager listed under
Comments on the proposed LUL amendment should be specific, confined to issues pertinent to the proposed action, and should explain the reason for any recommended revisions. Where possible, comments should reference the specific section or paragraph of the proposal. The BLM is not obligated to consider or include in the Administrative Record comments received after the close of the comment period or comments delivered to an address other than the one listed above.
Comments, including names and street addresses of respondents, will be available for public review at the BLM Miles City Field Office address listed in
Any adverse comments regarding the proposed LUL amendment will be reviewed by the BLM Montana State Director or other authorized official of the Department of the Interior, who may sustain, vacate, or modify this realty action in whole or in part. In the absence of timely filed objections, this realty action will become the final determination of the Department of the Interior.
43 CFR 2920.4, 43 CFR 3430.3-2
U.S. International Trade Commission.
Notice.
Notice is hereby given that the U.S. International Trade Commission has received a complaint entitled
Lisa R. Barton, Secretary to the Commission, U.S. International Trade Commission, 500 E Street SW., Washington, DC 20436, telephone (202) 205-2000. The public version of the complaint can be accessed on the Commission's Electronic Document Information System (EDIS) at
General information concerning the Commission may also be obtained by accessing its Internet server at United States International Trade Commission (USITC) at
The Commission has received a complaint and a submission pursuant to § 210.8(b) of the Commission's Rules of Practice and Procedure filed on behalf of Kent Displays, Inc. on December 8, 2016. The complaint alleges violations of section 337 of the Tariff Act of 1930 (19 U.S.C.
Proposed respondents, other interested parties, and members of the public are invited to file comments, not to exceed five (5) pages in length, inclusive of attachments, on any public interest issues raised by the complaint or § 210.8(b) filing. Comments should address whether issuance of the relief specifically requested by the complainant in this investigation would affect the public health and welfare in the United States, competitive conditions in the United States economy, the production of like or directly competitive articles in the United States, or United States consumers.
In particular, the Commission is interested in comments that:
(i) Explain how the articles potentially subject to the requested remedial orders are used in the United States;
(ii) identify any public health, safety, or welfare concerns in the United States relating to the requested remedial orders;
(iii) identify like or directly competitive articles that complainant, its licensees, or third parties make in the United States which could replace the subject articles if they were to be excluded;
(iv) indicate whether complainant, complainant's licensees, and/or third party suppliers have the capacity to replace the volume of articles potentially subject to the requested exclusion order and/or a cease and desist order within a commercially reasonable time; and
(v) explain how the requested remedial orders would impact United States consumers.
Written submissions must be filed no later than by close of business, eight calendar days after the date of publication of this notice in the
Persons filing written submissions must file the original document electronically on or before the deadlines stated above and submit 8 true paper copies to the Office of the Secretary by noon the next day pursuant to § 210.4(f) of the Commission's Rules of Practice and Procedure (19 CFR 210.4(f)). Submissions should refer to the docket number (“Docket No. 3187”) in a prominent place on the cover page and/or the first page. (
Any person desiring to submit a document to the Commission in confidence must request confidential treatment. All such requests should be directed to the Secretary to the Commission and must include a full statement of the reasons why the Commission should grant such treatment.
This action is taken under the authority of section 337 of the Tariff Act of 1930, as amended (19 U.S.C. 1337), and of §§ 201.10 and 210.8(c) of the Commission's Rules of Practice and Procedure (19 CFR 201.10, 210.8(c)).
By order of the Commission.
Bureau of Alcohol, Tobacco, Firearms and Explosives, Department of Justice.
60-day notice.
The Department of Justice (DOJ), Bureau of Alcohol, Tobacco, Firearms and Explosives (ATF), will submit the following information collection request to the Office of Management and Budget (OMB) for review and approval in accordance with the Paperwork Reduction Act of 1995.
Comments are encouraged and will be accepted for 60 days until February 13, 2017.
If you have additional comments, particularly with respect to the estimated public burden or associated response time, have suggestions, need a copy of the proposed information collection instrument with instructions, or desire any additional information, please contact Rinell Lawrence, Firearms Industry Program Branch, Bureau of Alcohol, Tobacco, Firearms and Explosives (ATF), either by mail at 99 New York Ave. NE., Washington, DC 20226, by email at
Written comments and suggestions from the public and affected agencies concerning the proposed collection of information are encouraged. Your comments should address one or more of the following four points:
• 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;
• 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;
• Evaluate whether and if so how the quality, utility, and clarity of the information to be collected can be enhanced; and
• 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,
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If additional information is required contact: Jerri Murray, Department Clearance Officer, United States Department of Justice, Justice Management Division, Policy and Planning Staff, Two Constitution Square, 145 N Street NE., Room 3E-405B, Washington, DC 20530.
Office for Victims of Crime, Department of Justice.
60-day notice.
The Department of Justice (DOJ), Office of Justice Programs, Office for Victims of Crime, will be submitting the following information collection request to the Office of Management and Budget (OMB) for review and approval in accordance with the Paperwork Reduction Act of 1995.
Comments are encouraged and will be accepted for 60 days until February 13, 2017.
If you have additional comments especially on the estimated public burden or associated response time, suggestions, or need a copy of the proposed information collection instrument with instructions or additional information, please contact Shelby Jones Crawford, Program Manager, Office for Victims of Crime, Office of Justice Programs, Department of Justice, 810 7th Street NW., Washington, DC 20530.
Written comments and suggestions from the public and affected agencies concerning the proposed collection of information are encouraged. Your comments should address one or more of the following four points:
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If additional information is required contact: Jerri Murray, Department
Office of Juvenile Justice and Delinquency Prevention, Justice.
Notice of webinar meeting.
The Office of Juvenile Justice and Delinquency Prevention (OJJDP) has scheduled a webinar meeting of the Federal Advisory Committee on Juvenile Justice (FACJJ).
The webinar meeting will take place online on Thursday, January 12, 2017 at 2:00p.m.-5:00p.m. ET.
Jeff Slowikowski, Designated Federal Official, OJJDP,
The Federal Advisory Committee on Juvenile Justice (FACJJ), established pursuant to Section 3(2)A of the Federal Advisory Committee Act (5 U.S.C. App. 2), will meet to carry out its advisory functions under Section 223(f)(2)(C-E) of the Juvenile Justice and Delinquency Prevention Act of 2002. The FACJJ is composed of representatives from the states and territories. FACJJ member duties include: Reviewing Federal policies regarding juvenile justice and delinquency prevention; advising the OJJDP Administrator with respect to particular functions and aspects of OJJDP; and advising the President and Congress with regard to State perspectives on the operation of OJJDP and Federal legislation pertaining to juvenile justice and delinquency prevention. More information on the FACJJ may be found at
To participate in or view the webinar meeting, FACJJ members and the public must pre-register online. Members and interested persons must link to the webinar registration portal through
An on-site room is available for members of the public interested in viewing the webinar in person. If members of the public wish to view the webinar in person, they must notify Melissa Kanaya by email message at
FACJJ members will not be physically present in Washington, DC for the webinar. They will participate in the webinar from their respective home jurisdictions.
National Archives and Records Administration (NARA).
Notice of availability of proposed records schedules; request for comments.
The National Archives and Records Administration (NARA) publishes notice at least once monthly of certain Federal agency requests for records disposition authority (records schedules). Once approved by NARA, records schedules provide mandatory instructions on what happens to records when agencies no longer need them for current Government business. The records schedules authorize agencies to preserve records of continuing value in the National Archives of the United States and to destroy, after a specified period, records lacking administrative, legal, research, or other value. NARA publishes notice in the
NARA must receive requests for copies in writing by January 13, 2017. Once NARA finishes appraising the records, we will send you a copy of the schedule you requested. We usually prepare appraisal memoranda that contain additional information concerning the records covered by a proposed schedule. You may also request these. If you do, we will also provide them once we have completed the appraisal. You have 30 days after we send to you these requested documents in which to submit comments.
You may request a copy of any records schedule identified in this notice by contacting Records Appraisal and Agency Assistance (ACRA) using one of the following means:
Email:
FAX: 301-837-3698.
You must cite the control number, which appears in parentheses after the name of the agency that submitted the schedule, and a mailing address. If you would like an appraisal report, please include that in your request.
Margaret Hawkins, Director, by mail at Records Appraisal and Agency Assistance (ACRA); National Archives and Records Administration; 8601 Adelphi Road; College Park, MD 20740-6001, by phone at 301-837-1799, or by email at
Each year, Federal agencies create billions of
The schedules listed in this notice are media neutral unless otherwise specified. An item in a schedule is media neutral when an agency may apply the disposition instructions to records regardless of the medium in which it creates or maintains the records. Items included in schedules submitted to NARA on or after December 17, 2007, are media neutral unless the item is expressly limited to a specific medium. (See 36 CFR 1225.12(e).)
Agencies may not destroy Federal records without Archivist of the United States' approval. The Archivist approves destruction only after thoroughly considering the records' administrative use by the agency of origin, the rights of the Government and of private people directly affected by the Government's activities, and whether or not the records have historical or other value.
In addition to identifying the Federal agencies and any subdivisions requesting disposition authority, this notice lists the organizational unit(s) accumulating the records (or notes that the schedule has agency-wide applicability when schedules cover records that may be accumulated throughout an agency); provides the control number assigned to each schedule, the total number of schedule items, and the number of temporary items (the records proposed for destruction); and includes a brief description of the temporary records. The records schedule itself contains a full description of the records at the file unit level as well as their disposition. If NARA staff has prepared an appraisal memorandum for the schedule, it also includes information about the records. You may request additional information about the disposition process at the addresses above.
1. Department of Agriculture, Office of the Secretary (DAA-0016-2016-0003, 3 items, 2 temporary items). Case files related to scientific integrity and research misconduct, including written allegations, correspondence, copies of research records, case summaries, determinations, notifications, and decisional letters. Proposed for permanent retention are case files of historical value.
2. Department of the Army, Agency-wide (DAA-AU-2011-0001, 1 item, 1 temporary item). Master files of an electronic information system used to track the movement of supplies and equipment.
3. Department of the Army, Agency-wide (DAA-AU-2016-0008, 1 item, 1 temporary item). Master files of an electronic information system used to correct supply discrepancies.
4. Department of the Army, Agency-wide (DAA-AU-2016-0050, 1 item, 1 temporary item). Master files of an electronic information system that contains resource planning and financial management data.
5. Department of the Army, Agency-wide (DAA-AU-2016-0056, 1 item, 1 temporary item). Master files of an electronic information system used to process access requests for individual military personnel records.
6. Department of Defense, National Guard Bureau (DAA-0168-2016-0001, 2 items, 1 temporary item). Records relating to biographical information on agency leadership and spouses. Proposed for permanent retention are biographies of general officers.
7. Department of Defense, Office of the Secretary of Defense (DAA-0330-2016-0014, 1 item, 1 temporary item). Master files of an electronic information system used to manage human resource activities of the Military Health System for contractors and volunteers.
8. Department of Energy, Naval Nuclear Propulsion Program (DAA-0434-2015-0009, 74 items, 66 temporary items). Records relating to environmental health and safety including routine correspondence, safety checks, protective equipment, leak tests, alarm systems, equipment inspection, and related matters. Proposed for permanent retention are records relating to archaeology, environmental monitoring, radiological protection, waste shipments, radiological training, site closures, and incidents.
9. Department of Energy, Office of Science and Energy (DAA-0434-2016-0009, 1 item, 1 temporary item). Records relating to oil shale research created by the former Laramie Project Office including engineering drawings, maps, special events and activities at the site, employee activities, ancillary mining operations, routine correspondence, and related records.
10. Department of the Navy, Agency-wide (DAA-NU-2015-0009, 30 items, 21 temporary items). Records relating to ship designs and materials management records including routine correspondence, construction records, examinations, ship surveillance, equipment modifications, and related matters. Proposed for permanent retention are records relating to policy, planning, master technical reports and manuals, ship system planning, ship drawings, weight and moment changes, inclining studies, and ship photographs.
11. National Archives and Records Administration, Government-wide (DAA-GRS-2016-0016, 3 items, 3 temporary items). General Records Schedule for general administrative records including the day-to-day administrative records maintained, non-recordkeeping copies of electronic records, and records related to non-mission related internal agency committees.
12. National Mediation Board, Agency-wide (DAA-0013-2015-0002, 9 items, 4 temporary items). Routine program and administrative records including litigation case files, arbitration files, and housekeeping and general administrative files. Proposed for permanent retention are Presidential Emergency Board reports and case files, official published board actions, mediation case files, representation case files, and significant litigation case files.
13. Peace Corps, Office of Volunteer Recruitment and Selection (DAA-0490-2016-0004, 2 items, 2 temporary items). Records include fingerprint cards and recruiting records.
Pursuant to delegation by the Commission,
This proceeding—which was previously terminated by a Board on September 11, 2015,
The Board is comprised of the following Administrative Judges:
All correspondence, documents, and other material shall be filed in accordance with the NRC E-Filing rule.
Rockville, Maryland.
Pursuant to Section 19(b)(1)
The Exchange proposes to extend the pilot period for the Exchange's Retail Liquidity Program (the “Retail Liquidity Program” or the “Program”), which is currently scheduled to expire on December 31, 2016, until June 30, 2017. The proposed rule change is available on the Exchange's Web site at
In its filing with the Commission, the self-regulatory organization 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 those 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 parts of such statements.
The purpose of this filing is to extend the pilot period of the Retail Liquidity Program, currently scheduled to expire on December 31, 2016,
In July 2012, the Commission approved the Retail Liquidity Program on a pilot basis.
The Retail Liquidity Program was approved by the Commission on a pilot basis. Pursuant to NYSE MKT Rule 107C(m)—Equities, the pilot period for the Program is scheduled to end on December 31, 2016.
The Exchange established the Retail Liquidity Program in an attempt to attract retail order flow to the Exchange by potentially providing price improvement to such order flow. The Exchange believes that the Program promotes competition for retail order flow by allowing Exchange members to submit RPIs to interact with Retail Orders. Such competition has the ability to promote efficiency by facilitating the price discovery process and generating additional investor interest in trading securities, thereby promoting capital formation. The Exchange believes that extending the pilot is appropriate because it will allow the Exchange and the Commission additional time to analyze data regarding the Program that the Exchange has committed to provide.
The proposed rule change is consistent with Section 6(b) of the Act,
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 proposed rule change simply extends an established pilot program for an additional six months, thus allowing the Retail Liquidity Program to enhance competition for retail order flow and contribute to the public price discovery process.
No written comments were solicited or received with respect to the proposed rule change.
The Exchange has filed the proposed rule change pursuant to Section 19(b)(3)(A)(iii) of the Act
At any time within 60 days of the filing of such 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 shall institute proceedings under Section 19(b)(2)(B)
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:
• Use the Commission's Internet comment form (
• Send an email to
• Send paper comments in triplicate to Brent J. Fields, Secretary, Securities and Exchange Commission, 100 F Street NE., Washington, DC 20549-1090.
For the Commission, by the Division of Trading and Markets, pursuant to delegated authority.
Securities and Exchange Commission (“Commission”).
Notice of an application for an order under section 12(d)(1)(J) of the Investment Company Act of 1940 (the “Act”) for an exemption from sections 12(d)(1)(A), (B), and (C) of the Act and under sections 6(c) and 17(b) of the Act for an exemption from sections 17(a)(1) and (2) of the Act. The requested order would permit certain registered unit investment trusts (“UITs”) to acquire shares of certain registered open-end investment companies, registered closed-end investment companies and registered UITs (collectively, the “Underlying Funds”) that are within and outside the same group of investment companies as the acquiring
ALAIA Market Linked Trust (the “Trust”), a UIT that is registered under the Act, and Beech Hill Securities, Inc. (“BHSI”), a New York corporation registered as a broker-dealer under the Securities Exchange Act of 1934 (the “Exchange Act”).
An order granting the requested relief will be issued unless the Commission orders a hearing. Interested persons may request a hearing by writing to the Commission's Secretary and serving applicants with a copy of the request, personally or by mail. Hearing requests should be received by the Commission by 5:30 p.m. on January 3, 2017 and should be accompanied by proof of service on the applicants, in the form of an affidavit, or, for lawyers, a certificate of service. Pursuant to Rule 0-5 under the Act, hearing requests should state the nature of the writer's interest, any facts bearing upon the desirability of a hearing on the matter, the reason for the request, and the issues contested. Persons who wish to be notified of a hearing may request notification by writing to the Commission's Secretary.
Secretary, U.S. Securities and Exchange Commission, 100 F Street NE., Washington, DC 20549-1090. Applicants: ALAIA Market Linked Trust, 10 Corbin Drive, Darien, CT 06820, Beech Hill Securities, Inc., 880 3rd Avenue, 16th Floor, New York, NY 10022-4730.
Deepak T. Pai, Senior Counsel, at (202) 551-6876 or Mary Kay Frech, Branch Chief, at (202) 551-6814 (Division of Investment Management, Chief Counsel's Office).
The following is a summary of the application. The complete application may be obtained via the Commission's Web site by searching for the file number, or for an applicant using the Company name box, at
1. Applicants request an order to permit (a) a Series
2. Applicants agree that any order granting the requested relief will be subject to the terms and conditions stated in the application. Such terms and conditions are designed to, among other things, help prevent any potential (i) undue influence over an Underlying Fund that is not in the same “group of investment companies” as the UIT through control or voting power, or in connection with certain services, transactions, and underwritings, (ii) excessive layering of fees, and (iii) overly complex fund structures, which are the concerns underlying the limits in sections 12(d)(1)(A), (B), and (C) of the Act.
3. Section 12(d)(1)(J) of the Act provides that the Commission may exempt any person, security, or transaction, or any class or classes of persons, securities, or transactions, from any provision of section 12(d)(1) if the exemption is consistent with the public interest and the protection of investors. Section 17(b) of the Act authorizes the Commission to grant an order permitting a transaction otherwise prohibited by section 17(a) if it finds that (a) the terms of the proposed transaction are fair and reasonable and do not involve overreaching on the part of any person concerned; (b) the proposed transaction is consistent with the policies of each registered investment company involved; and (c) the proposed transaction is consistent with the general purposes of the Act. Section 6(c) of the Act permits the Commission to exempt any persons or transactions from any provision of the Act if such exemption is necessary or appropriate in the public interest and consistent with the protection of investors and the purposes fairly intended by the policy and provisions of the Act.
For the Commission, by the Division of Investment Management, pursuant to delegated authority.
Pursuant to Section 19(b)(1)
The Exchange proposes to amend the Exchange's Schedule of Fees and Charges (“Fee Schedule”) relating to the Listing and Annual Fees applicable to certain Structured Products. This amendment to the Fee Schedule is effective November 29, 2016. The proposed rule change is available on the Exchange's Web site at
In its filing with the Commission, the self-regulatory organization 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 those 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 parts of such statements.
The Exchange proposes to amend the Exchange's Schedule of Fees and Charges (“Fee Schedule”) relating to the Listing Fee and the Annual Fee applicable to certain “Structured Products”, as described below.
Currently, the Exchange's Fee Schedule provides for a “Listing Fee” for issues of “Structured Products” which ranges from $5,000 to $45,000 based on the number of shares outstanding.
The Exchange proposes to amend the Fee Schedule to eliminate the Listing Fee in connection with Exchange listing of certain Structured Products effective November 29, 2016, as described below. Exchange rules applicable to listing of Structured Products under NYSE Arca Equities Rules 5.2(j)(2), 5.2(j)(4) and 5.2(j)(6) provide for listing such products pursuant to Rule 19b-4(e) under the Act if they satisfy all criteria—referred to as “generic” listing criteria—in such rule. If an issue of such Structured Products does not satisfy all applicable generic criteria, the Commission must approve or issue a notice of effectiveness with respect to a proposed rule change filed by the Exchange pursuant to Section 19(b) of the Act prior to Exchange listing of such issue.
The Exchange proposes to eliminate the Listing Fee for the following Structured Products listed on the Exchange pursuant to Rule 19b-4(e) under the Act, and for which a proposed rule change pursuant to Section 19(b) of the Act is not required to be filed with the Commission: (i) Equity Linked Notes (listed under Rule 5.2(j)(2)); (ii) Index-Linked Exchangeable Notes (listed under Rule 5.2(j)(4)); and (iii) Index-Linked Securities (listed under Rule 5.2(j)(6)) (collectively, “Generically-Listed Structured Products”). The Exchange believes that eliminating the Listing Fee for Generically-Listed Structured Products would help correlate the Listing Fee applicable to an issue of Generically-Listed Structured Products to the resources required to list such securities on the Exchange. The Exchange believes it is appropriate to eliminate the Listing Fee for Generically-Listed Structured Products because such products do not require a commitment of time and resources by Exchange staff to prepare and review Rule 19b-4 filings for Structured Products other than Generically-Listed Structured Products, and to communicate with issuers and the Commission staff regarding such filings. Application of a Listing Fee for Structured Products other than Generically-Listed Structured Products is appropriate because the Exchange generally incurs increased costs in connection with the listing administration process, issuer services, and consultative legal services when a proposed rule change pursuant to Section 19(b) of the Act is required to be filed with the Commission.
The Exchange also proposes to amend the Exchange's Fee Schedule relating to the Annual Fee payable in connection with Exchange listing of Index-Linked Securities.
Example: An issuer issues ETN Series A based on the S&P 500 Index with a leverage factor of 2X and subsequently issues Series B based on the S&P 500 Index with a leverage factor of 2X. Series A has 20 million shares outstanding and Series B has 7 million shares outstanding. The Annual Fee, calculated separately, for Series A is $25,000 and, for Series B, $12,000. The aggregate Annual Fee for both series is $37,000. The aggregate Annual Fee would be reduced by 30%, and the Annual Fee for both series combined would be $25,900.
The Exchange believes it is appropriate to provide a reduction in the Annual Fee for related ETNs, as described above, because such reduction will facilitate the issuance of additional ETNs series, which may provide enhanced competition among ETN issuers, while providing a reduction in fees to certain issuers listing additional ETN series. The proposed reduction would apply equally to all issuers issuing additional ETN series based on the same reference asset and leverage factor. The Exchange believes that a discount, as described above, is appropriate in such cases because the Exchange would incur cost savings relating to listing review, ongoing regulatory compliance, issuer services and legal services in connection with listing of such additional related ETNs that are commensurate with the proposed reduction in Annual Fees.
Notwithstanding the proposed amendments to the Listing Fee and Annual Fee, as described above, the Exchange will continue to be able to fund its regulatory obligations.
NYSE Arca believes that the proposal is consistent with Section 6(b)
The proposed elimination of the Listing Fee for certain Generically-Listed Structured Products, as described above, is equitable and does not unfairly discriminate between issuers because it would apply uniformly to issues of Structured Products that are listed generically under Exchange rules. The Exchange believes eliminating the Listing Fee for such Structured Products, as described above, listed on the Exchange pursuant to Rule 19b-4(e) under the Act, and for which a proposed rule change pursuant to Section 19(b) of the Act is not required to be filed with the Commission, would help correlate the Listing Fee applicable to an issue of Structured Products to the resources required to list such securities on the Exchange. The Exchange believes it is appropriate to continue to charge a Listing Fee for Structured Products other than Generically-Listed Structured Products for which a proposed rule change pursuant to Section 19(b) of the Act is required to be filed because of the significant additional extensive time and legal and business resources required by Exchange staff to prepare and review such filings and to communicate with issuers and the Commission regarding such filings.
The Exchange believes it is appropriate to provide a reduction in the Annual Fee for ETNs, as described above, because such reduction will facilitate the issuance of additional ETN series, which may provide enhanced competition among ETN issuers, while providing a reduction in fees to certain issuers listing additional ETN series. The proposed reduction would apply equally to all issuers issuing additional ETNs series based on the same reference asset and leverage factor. The Exchange believes that a discount, as described above, is appropriate in such cases because the Exchange would incur cost savings relating to listing review, ongoing regulatory compliance, issuer services and legal services in connection with listing of such additional related ETNs that are commensurate with the proposed reduction in Annual Fees.
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 purpose of the Act. The Exchange believes the proposed rule change would promote competition because it will eliminate the Listing Fee for certain Structured Products and reduce the Annual Fee for certain ETNs and will therefore encourage issuers to develop and list additional Structured Products on the Exchange.
No written comments were solicited or received with respect to the proposed rule change.
The foregoing rule change is effective upon filing pursuant to Section 19(b)(3)(A)
At any time within 60 days of the filing of such 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 shall institute proceedings under Section 19(b)(2)(B)
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:
• Use the Commission's Internet comment form (
• Send an email to
• Send paper comments in triplicate to Secretary, Securities and Exchange Commission, 100 F Street NE., Washington, DC 20549-1090.
For the Commission, by the Division of Trading and Markets, pursuant to delegated authority.
Securities and Exchange Commission (“Commission”).
Notice of application for an order approving the substitution of certain securities pursuant to section 26(c) of the Investment Company Act of 1940, as amended (“Act”) and an order of exemption pursuant to section 17(b) of the Act from section 17(a) of the Act.
Hartford Life Insurance Company (“Hartford Life”), Hartford Life and Annuity Insurance Company (“Hartford Life and Annuity,” and together with Hartford Life, the “Hartford Life Insurance Companies”); their respective separate accounts, Hartford Life Insurance Company Separate Account Three (“HL Separate Account 3”), Hartford Life and Annuity Insurance Company Separate Account Three (“HLA Separate Account 3”), Hartford Life Insurance Company Separate Account Seven (“HL Separate Account 7”), Hartford Life and Annuity Insurance Company Separate Account Seven (“HLA Separate Account 7”) (collectively, the “Separate Accounts,” and together with the Hartford Insurance Companies, the “Section 26 Applicants”); HIMCO Variable Insurance Trust (the “Trust”), Hartford Investment Management Company (“HIMCO,” and collectively with the Section 26 Applicants and the Trust, the “Section 17 Applicants”).
The Applicants seek an order pursuant to section 26(c) of the Act, approving the substitution of shares of twenty-seven (27) investment portfolios of registered investment companies (the “Existing Portfolios”) with shares of six (6) investment portfolios of the Trust (the “Replacement Portfolios”), under certain variable annuity contracts (the “Contracts”), each funded through the Separate Accounts (the “Substitutions”). In addition, the Section 17 Applicants also seek an order pursuant to section 17(b) of the Act exempting them from section 17(a) of the Act to the extent necessary to permit them to engage in certain in-kind transactions (the “In-Kind Transactions”) in connection with the Substitutions.
An order granting the requested relief will be issued unless the Commission orders a hearing. Interested persons may request a hearing by writing to the Commission's Secretary and serving applicants with a copy of the request, personally or by mail. Hearing requests should be received by the Commission by 5:30 p.m. on January 3, 2017, and should be accompanied by proof of service on applicants, in the form of an affidavit, or for lawyers, a certificate of service. Pursuant to rule 0-5 under the Act, hearing requests should state the nature of the writer's interest, any facts bearing upon the desirability of a hearing on the matter, the reason for the request, and the issues contested. Persons who wish to be notified of a hearing may request notification by writing to the Commission's Secretary.
Secretary, U.S. Securities and Exchange Commission, 100 F Street NE., Washington, DC 20549-1090. Applicants: Hartford Life Insurance Company, Attn: Lisa Proch, Vice President, Assistant General Counsel, P.O. Box 2999, Hartford, CT 06104-2999.
Jessica Shin, Attorney-Adviser at (202) 551-5921 or David J. Marcinkus, Branch Chief, at (202) 551-6821 (Chief Counsel's Office, Division of Investment Management).
The following is a summary of the application. The complete application may be obtained via the Commission's Web site by searching for the file number, or for an applicant using the Company name box, at
1. Hartford Life is a stock life insurance company incorporated under the laws of the state of Connecticut. Hartford Life was engaged in the business of writing individual and group life insurance and annuity contracts until April 30, 2013, and remains authorized to do business in every state and the District of Columbia. Hartford Life is an indirect, wholly-owned subsidiary of The Hartford Financial Services Group, Inc. (“The Hartford”), a Delaware corporation whose stock is traded on the New York Stock Exchange.
2. Hartford Life and Annuity is a stock life insurance company incorporated under the laws of the state of Connecticut. Hartford Life and Annuity was engaged in the business of writing individual and group life insurance and annuity contracts until April 30, 2013, and remains authorized to do business in every state (except New York), the District of Columbia and Puerto Rico. Hartford Life and Annuity is an indirect wholly-owned subsidiary of The Hartford.
3. Hartford Life established HL Separate Account 3 and HL Separate Account 7 as segregated asset accounts under Connecticut law on June 22, 1994 and December 8, 1986, respectively. Hartford Life and Annuity established HLA Separate Account 3 and HLA Separate Account 7 as segregated asset accounts under Connecticut law on June 22, 1994 and April 1, 1999, respectively. Each of the Separate Accounts meets the definition of “separate account,” as defined in Section 2(a)(37) of the Act. The Separate Accounts are registered with the Commission under the Act as unit investment trusts. The assets of the Separate Accounts support the Contracts and interests in the Separate Accounts offered through such Contracts. The Separate Accounts are segmented into subaccounts, and certain of these subaccounts invest in the Existing Portfolios. The Contracts are individual and group deferred variable annuity contracts, with group participants acquiring certain ownership rights as described in the group contract or plan documents. Contract owners and participants in group contracts (each, a “Contract owner,” and collectively, “Contract owners”) may allocate some or all of their Contract value to one or more subaccounts available as investment options under their respective Contracts and any rider(s).
4. By the terms of each Contract (and as set forth in the prospectuses for the Contracts), the Hartford Insurance Companies reserve the right to substitute shares of another registered investment company for the shares of any registered investment company already purchased or to be purchased in the future by the Separate Accounts.
5. The Trust is a Delaware statutory trust that was established on January 13, 2012. The Trust is registered with the
6. HIMCO, a Delaware corporation and a registered investment adviser, serves as investment adviser to each of the HIMCO VIT Funds pursuant to an investment advisory agreement between the Trust, on behalf of each HIMCO VIT Fund, and HIMCO. In addition, the Trust has obtained an exemptive order from the Commission (File No. 812-11684) (the “Manager of Managers Order”). The Replacement Portfolios may rely on the the Manager of Managers Order, and the Trust's registration statement discloses and explains the existence, substance and effect of the Manager of Managers Order.
7. The Section 26 Applicants propose to substitute shares of the Existing Portfolios with shares of the corresponding Replacement Portfolios, as shown in the table below. As discussed in greater detail in the application, the Section 26 Applicants believe that each Existing Portfolio has substantially similar investment objectives, principal investment strategies, and principal investment risks, and has substantially similar risk and return characteristics, as its corresponding Replacement Portfolio.
8. The Hartford Insurance Companies state that the proposed Substitutions are intended to improve the administrative efficiency and cost-effectiveness of the Contracts, as well as to make the Contracts more attractive to existing Contract owners. Applicants state that by eliminating overlapping investment options that duplicate one another by having substantially similar investment objectives, strategies and risks, the Hartford Insurance Companies can present a more streamlined menu of investment options under the Contracts. Applicants further state that since the proposed Substitutions were designed to reduce investment-option redundancy, the diversity of available investment styles under the Contracts will not be adversely impacted. Additional information for each Existing Portfolio and the corresponding Replacement Portfolio, including investment objectives, principal investment strategies, principal risks, and fees can be found in the application.
9. Applicants state that through the proposed Substitutions, the Hartford Insurance Companies seek to replace certain investment options in the Contracts' current fund lineups with investment options that will provide Contract owners with lower expenses, while maintaining a high-quality menu of investment options. In this regard, the Section 26 Applicants believe that Contract owners with Contract value allocated to the subaccounts of the Existing Portfolios will have lower total and net annual operating expenses immediately after the proposed Substitutions than before the proposed Substitutions. Applicants also state that, for each Substitution, the combined management fee and Rule 12b-1 fee of each Replacement Portfolio is lower than that of the corresponding Existing Portfolio. The application sets forth the fees and expenses of each Existing Portfolio and its corresponding Replacement Portfolio in greater detail.
10. The Section 26 Applicants also agree that, during a period of two (2)
11. Applicants state that the Hartford Insurance Companies or their affiliates will pay all expenses and transaction costs of the proposed Substitutions, including legal and accounting expenses, any applicable brokerage expenses and other fees and expenses. Applicants state that no fees or charges will be assessed to the affected Contract owners to effect the proposed Substitutions. Applicants state that the proposed Substitutions will not cause the Contract fees and charges currently being paid by existing Contract owners to be greater after the Substitutions than before the Substitutions.
12. Applicants state that the Contract value of each Contract owner affected by the proposed Substitutions will not change as a result of the proposed Substitutions. Applicants state that, because the Substitutions will occur at relative net asset value, and the fees and charges under the Contracts will not change as a result of the Substitutions, the benefits offered by the guarantees under the Contracts will be the same immediately before and after the Substitutions. Applicants further state that what effect the Substitutions may have on the value of the benefits offered by the Contract guarantees would depend, among other things, on the relative future performance of each Existing Portfolio and Replacement Portfolio, which the Section 26 Applicants cannot predict. Nevertheless, the Section 26 Applicants note that at the time of the Substitutions, the Contracts will offer a comparable variety of investment options with as broad a range of risk/return characteristics.
13. At least 30 days prior to the Substitution Date, Contract owners will be notified via prospectus supplements, which will be filed with the Commission pursuant to Rule 497 under the Securities Act of 1933, that the Section 26 Applicants received or expect to receive Commission approval of the applicable proposed Substitutions and of the anticipated Substitution Date (the “Pre-Substitution Notice”). The Pre-Substitution Notice will advise Contract owners that Contract values attributable to investments in the Existing Portfolios will be transferred to the Replacement Portfolios, without any charge that would otherwise apply and without being subject to any limitations on transfers, on the Substitution Date. The Pre-Substitution Notice also will state that, from the date of the Pre-Substitution Notice through the date thirty (30) days after the Substitutions, Contract owners may transfer Contract value from the subaccounts investing in the Existing Portfolios (before the Substitutions) or the Replacement Portfolios (after the Substitutions) to any other available investment option without charge and without imposing any transfer limitations.
14. The Section 26 Applicants will also deliver to affected Contract owners, at least thirty (30) days before the Substitution Date, a prospectus for each applicable Replacement Portfolio. In addition, within five (5) business days after the Substitution Date, Contract owners whose assets are allocated to a Replacement Portfolio as part of the proposed Substitutions will be sent a written notice (each, a “Confirmation”) informing them that the Substitutions were carried out as previously notified. The Confirmation will also restate the information set forth in the Pre-Substitution Notice. The Confirmation will also reflect the Contract owners Contract values before and after the Substitution(s).
15. Each Substitution will be effected at the relative net asset values of the respective shares of the Replacement Portfolios in conformity with Section 22(c) of the 1940 Act and Rule 22c-1 thereunder without the imposition of any transfer or similar charges by the Section 26 Applicants. The Substitutions will be effected without change in the amount or value of any Contracts held by affected Contract owners. As such, the Section 26 Applicants believe that the procedures to be implemented are sufficient to assure that each Contract owner's cash values immediately after the Substitution will be equal to the cash value immediately before the Substitution. As of the Substitution Date, the Separate Accounts will redeem shares of the Existing Portfolios for cash or in- kind. The proceeds of such redemptions will then be used to purchase shares of the corresponding Replacement Portfolio, as each subaccount of the Separate Accounts will invest the proceeds of its redemption from the Existing Portfolios in the applicable Replacement Portfolios.
1. The Section 26 Applicants request that the Commission issue an order pursuant to section 26(c) of the Act approving the proposed Substitutions. Section 26(c) of the Act prohibits any depositor or trustee of a unit investment trust holding the security of a single issuer from substituting another security of another issuer without the approval of the Commission. Section 26(c) provides that such approval shall be granted by order of the Commission “if the evidence establishes that [the substitution] is consistent with the protection of investors and the purposes fairly intended by the policy and provisions of [the Act].”
2. The Section 26 Applicants submit that each of the Substitutions meet the standards set forth in section 26(c) and that, if implemented, the Substitutions would not raise any of the concerns underlying this provision. The Section 26 Applicants believe that each Replacement Portfolio and its corresponding Existing Portfolio(s) have substantially similar investment objectives, principal investment strategies and principal risks. Applicants state that, accordingly, no Contract owner will involuntarily lose his or her rider(s) as a result of any proposed Substitution. Contract owners will not incur any fees or charges as a result of the proposed Substitutions.
3. The Section 17 Applicants request that the Commission issue an order pursuant to section 17(b) of the Act exempting them from section 17(a) of the Act to the extent necessary to permit them to carry out, as part of the Substitutions, the In-Kind Transactions. Section 17(a)(1) of the Act prohibits any affiliated person of a registered investment company, or any affiliated person of such person, acting as principal, from selling any security or other property to such registered investment company. Section 17(a)(2) of the Act prohibits any of the persons described above, acting as principals, from purchasing any security or other property from such registered investment company.
4. Because the proposed Substitutions may be effected, in whole or in part, by means of in-kind redemptions and purchases, the proposed Substitutions
5. The Section 17 Applicants maintain that the terms of the proposed In-Kind Transactions, including the consideration to be paid by each Existing Portfolio and received by each Replacement Portfolio involved, are reasonable, fair and do not involve overreaching, principally because the transactions will conform with all but one of the conditions enumerated in Rule 17a-7. The In-Kind Transactions will take place at relative net asset value in conformity with the requirements of Section 22(c) of the Act and Rule 22c-1 thereunder without the imposition of any transfer or similar charges by the Section 26 Applicants. The Substitutions will be effected without change in the amount or value of any Contract held by the affected Contract owners. The Substitutions will in no way alter the tax treatment of affected Contract owners in connection with their Contracts, and no tax liability will arise for Contract owners as a result of the Substitutions. The fees and charges under the Contracts will not increase because of the Substitutions. Even though the Separate Accounts, the Hartford Insurance Companies and the Trust may not rely on Rule 17a-7, the Section 17 Applicants believe that the Rule's conditions outline the type of safeguards that result in transactions that are fair and reasonable to registered investment company participants and preclude overreaching in connection with an investment company by its affiliated persons.
6. The Section 17 Applicants submit that the proposed in-kind purchases by the Separate Accounts are consistent with the policies of the Trust and the Replacement Portfolios, as recited in the Trust's current registration statement and reports filed under the Act. Finally, the Section 17 Applicants submit that the proposed Substitutions are consistent with the general purposes of the Act.
The Section 26 Applicants, and HIMCO as applicable, agree that any order granting the requested relief will be subject to the following conditions.
1. The Substitutions will not be effected unless the Section 26 Applicants determine that: (i) The Contracts allow the substitution of shares of registered open-end investment companies in the manner contemplated by this application; (ii) the Substitutions can be consummated as described in this application under applicable insurance laws; and (iii) any regulatory requirements in each jurisdiction where the Contracts are qualified for sale have been complied with to the extent necessary to complete the Substitutions.
2. The Hartford Insurance Companies will seek approval of the proposed Substitutions from any state insurance regulators whose approval may be necessary or appropriate.
3. HIMCO will not change a sub-adviser, add a new sub-adviser, or otherwise rely on the Manager of Managers Order or any replacement order from the Commission with respect to any Replacement Portfolio without first obtaining shareholder approval of the change in sub-adviser, the new sub-adviser, or the Replacement Portfolio's ability to add or to replace a sub-adviser at a shareholder meeting, the record date for which shall be after the proposed Substitution has been effected.
4. The Hartford Insurance Companies or their affiliates will pay all expenses and transaction costs of the Substitutions, including legal and accounting expenses, any applicable brokerage expenses and other fees and expenses. No fees or charges will be assessed to the affected Contract owners to effect the Substitutions. The proposed Substitutions will not cause the Contract fees and charges currently being paid by Contract owners to be greater after the proposed Substitution than before the proposed Substitution.
5. The Substitutions will be effected at the relative net asset values of the respective shares of the Replacement Portfolios in conformity with Section 22(c) of the 1940 Act and Rule 22c-1 thereunder without the imposition of any transfer or similar charges by the Section 26 Applicants. The Substitutions will be effected without change in the amount or value of any Contracts held by affected Contract owners.
6. The Substitutions will in no way alter the tax treatment of affected Contract owners in connection with their Contracts, and no tax liability will arise for Contract owners as a result of the Substitutions.
7. The obligations of the Section 26 Applicants, and the rights of the affected Contract owners, under the Contracts of affected Contract owners will not be altered in any way.
8. Affected Contract owners will be permitted to transfer Contract value from the subaccount investing in the Existing Portfolio (before Substitution Date) or the Replacement Portfolio (after the Substitution Date) to any other available investment option under the Contract without charge for a period beginning at least 30 days before the Substitution Date through at least 30 days following the Substitution Date. Contract owners with guaranteed living and/or death benefit riders, as applicable, may transfer Contract value from the subaccounts investing in the Existing Portfolios (before the Substitutions) or the Replacement Portfolios (after the Substitutions) to any other available investment option available under their respective riders without charge and without imposing any transfer limitations. Except as described in any market timing/short-term trading provisions of the relevant prospectus, the Section 26 Applicants will not exercise any rights reserved under the Contracts to impose restrictions on transfers between the subaccounts under the Contracts, including limitations on the future number of transfers, for a period beginning at least 30 days before the Substitution Date through at least 30 days following the Substitution Date.
9. All affected Contract owners will be notified, at least 30 days before the Substitution Date about: (a) The intended Substitution of Existing Portfolios with the Replacement Portfolios; (b) the intended Substitution Date; and (c) information with respect to transfers as set forth in Condition 8 above. In addition, the Section 26 Applicants will also deliver to affected Contract owners, at least thirty (30) days before the Substitution Date, a prospectus for each applicable Replacement Portfolio.
10. The Section 26 Applicants will deliver to each affected Contract owner within five (5) business days of the Substitution Date a written confirmation which will include: (a) A confirmation that the Substitutions were carried out as previously notified; (b) a restatement of the information set forth in the Pre-
11. For a period of two years following the Substitution Date, for those Contracts with assets allocated to the Existing Portfolio on the Substitution Date, the Hartford Insurance Companies will reimburse, on the last business day of each fiscal quarter, the Contract owners whose subaccounts invest in the applicable Replacement Portfolio to the extent that the Replacement Portfolio's net annual operating expenses (taking into account fee waivers and expense reimbursements) for such period exceeds, on an annualized basis, the net annual operating expenses of the Existing Portfolio for fiscal year 2015. In addition, the Section 26 Applicants will not increase the Contract fees and charges that would otherwise be assessed under the terms of the Contracts for a period of at least two years following the Substitution Date.
For the Commission, by the Division of Investment Management, under delegated authority.
Securities and Exchange Commission (“Commission”).
Notice of application for an order approving the substitution of certain securities pursuant to section 26(c) of the Investment Company Act of 1940, as amended (“Act”) and an order of exemption pursuant to section 17(b) of the Act from section 17(a) of the Act.
Hartford Life Insurance Company (“Hartford Life”), Hartford Life and Annuity Insurance Company (“Hartford Life and Annuity,” and together with Hartford Life, the “Hartford Life Insurance Companies”); their respective separate accounts, Hartford Life Insurance Company Separate Account Three (“HL Separate Account 3”), Hartford Life and Annuity Insurance Company Separate Account Three (“HLA Separate Account 3”), Hartford Life Insurance Company Separate Account Seven (“HL Separate Account 7”), Hartford Life and Annuity Insurance Company Separate Account Seven (“HLA Separate Account 7) (collectively, the “Separate Accounts,” and together with the Hartford Insurance Companies, the “Section 26 Applicants”); HIMCO Variable Insurance Trust (the “Trust”), Hartford Investment Management Company (“HIMCO,” and collectively with the Section 26 Applicants and the Trust, the “Section 17 Applicants”).
The Applicants seek an order pursuant to section 26(c) of the Act, approving the substitution of shares of thirty-five (35) investment portfolios of registered investment companies (the “Existing Portfolios”) with shares of five (5) investment portfolios of the Trust (the “Replacement Portfolios”), under certain variable annuity contracts (the “Contracts”), each funded through the Separate Accounts (the “Substitutions”). In addition, the Section 17 Applicants also seek an order pursuant to section 17(b) of the Act exempting them from section 17(a) of the Act to the extent necessary to permit them to engage in certain in-kind transactions (the “In-Kind Transactions”) in connection with the Substitutions.
Filing Date:
The application was filed on April 21, 2015, and amended on May 25, 2016 and August 31, 2016.
An order granting the requested relief will be issued unless the Commission orders a hearing. Interested persons may request a hearing by writing to the Commission's Secretary and serving applicants with a copy of the request, personally or by mail. Hearing requests should be received by the Commission by 5:30 p.m. on January 3, 2017, and should be accompanied by proof of service on applicants, in the form of an affidavit, or for lawyers, a certificate of service. Pursuant to rule 0-5 under the Act, hearing requests should state the nature of the writer's interest, any facts bearing upon the desirability of a hearing on the matter, the reason for the request, and the issues contested. Persons who wish to be notified of a hearing may request notification by writing to the Commission's Secretary.
Secretary, U.S. Securities and Exchange Commission, 100 F Street NE., Washington, DC 20549-1090. Applicants: Hartford Life Insurance Company, Attn: Lisa Proch, Vice President, Assistant General Counsel, P.O. Box 2999, Hartford, CT 06104-2999.
Jessica Shin, Attorney-Adviser at (202) 551-5921 or David J. Marcinkus, Branch Chief, at (202) 551-6821 (Chief Counsel's Office, Division of Investment Management).
The following is a summary of the application. The complete application may be obtained via the Commission's Web site by searching for the file number, or for an applicant using the Company name box, at
1. Hartford Life is a stock life insurance company incorporated under the laws of the state of Connecticut. Hartford Life was engaged in the business of writing individual and group life insurance and annuity contracts until April 30, 2013, and remains authorized to do business in every state and the District of Columbia. Hartford Life is an indirect, wholly-owned subsidiary of The Hartford Financial Services Group, Inc. (“The Hartford”), a Delaware corporation whose stock is traded on the New York Stock Exchange.
2. Hartford Life and Annuity is a stock life insurance company incorporated under the laws of the state of Connecticut. Hartford Life and Annuity was engaged in the business of writing individual and group life insurance and annuity contracts until April 30, 2013, and remains authorized to do business in every state (except New York), the District of Columbia and Puerto Rico. Hartford Life and Annuity is an indirect wholly-owned subsidiary of The Hartford.
3. Hartford Life established HL Separate Account 3 and HL Separate Account 7 as segregated asset accounts under Connecticut law on June 22, 1994 and December 8, 1986, respectively. Hartford Life and Annuity established HLA Separate Account 3 and HLA Separate Account 7 as segregated asset accounts under Connecticut law on June 22, 1994 and April 1, 1999, respectively. Each of the Separate Accounts meets the definition of “separate account,” as defined in Section 2(a)(37) of the Act. The Separate Accounts are registered with the Commission under the Act as unit investment trusts. The assets of the Separate Accounts support the Contracts and interests in the Separate Accounts offered through such Contracts. The Separate Accounts are segmented into subaccounts, and certain of these subaccounts invest in the Existing Portfolios. The Contracts are individual and group deferred variable
4. By the terms of each Contract (and as set forth in the prospectuses for the Contracts), the Hartford Insurance Companies reserve the right to substitute shares of another registered investment company for the shares of any registered investment company already purchased or to be purchased in the future by the Separate Accounts.
5. The Trust is a Delaware statutory trust that was established on January 13, 2012. The Trust is registered with the Commission as an open-end management investment company under the Act and its shares are registered under the Securities Act of 1933. The Trust is a series investment company and currently has twenty-four (24) separate portfolios (each a “HIMCO VIT Fund,” and collectively, the “HIMCO VIT Funds”). Five (5) HIMCO VIT Funds comprise the Replacement Portfolios.
6. HIMCO, a Delaware corporation and a registered investment adviser, serves as investment adviser to each of the HIMCO VIT Funds pursuant to an investment advisory agreement between the Trust, on behalf of each HIMCO VIT Fund, and HIMCO. In addition, the Trust has obtained an exemptive order from the Commission (File No. 812-11684) (the “Manager of Managers Order”). The Replacement Portfolios may rely on the the Manager of Managers Order, and the Trust's registration statement discloses and explains the existence, substance and effect of the Manager of Managers Order.
7. The Section 26 Applicants propose to substitute shares of the Existing Portfolios with shares of the corresponding Replacement Portfolios, as shown in the table below. As discussed in greater detail in the application, the Section 26 Applicants believe that each Existing Portfolio has substantially similar investment objectives, principal investment strategies, and principal investment risks, and has substantially similar risk and return characteristics, as its corresponding Replacement Portfolio.
8. The Hartford Insurance Companies state that the proposed Substitutions are intended to improve the administrative efficiency and cost-effectiveness of the Contracts, as well as to make the Contracts more attractive to existing Contract owners. Applicants state that by eliminating overlapping investment options that duplicate one another by having substantially similar investment objectives, strategies and risks, the Hartford Insurance Companies can present a more streamlined menu of investment options under the Contracts. Applicants further state that since the proposed Substitutions were designed to reduce investment-option redundancy, the diversity of available investment styles under the Contracts will not be adversely impacted. Additional information for each Existing Portfolio and the corresponding Replacement Portfolio, including investment objectives, principal investment strategies, principal risks, and fees can be found in the application.
9. Applicants state that through the proposed Substitutions, the Hartford Insurance Companies seek to replace certain investment options in the Contracts' current fund lineups with investment options that will provide Contract owners with lower expenses, while maintaining a high-quality menu of investment options. In this regard, the Section 26 Applicants believe that Contract owners with Contract value allocated to the subaccounts of the Existing Portfolios will have lower total and net annual operating expenses immediately after the proposed Substitutions than before the proposed Substitutions. Applicants also state that, for each Substitution, the combined management fee and Rule 12b-1 fee of each Replacement Portfolio is lower than that of the corresponding Existing Portfolio. The application sets forth the fees and expenses of each Existing Portfolio and its corresponding Replacement Portfolio in greater detail.
10. The Section 26 Applicants also agree that, during a period of two (2) years following the implementation of the proposed Substitution (the “Substitution Date”), and for those Contracts with assets allocated to an Existing Portfolio on the Substitution Date, the Hartford Insurance Companies will reimburse, on the last business day of each fiscal quarter, the owners of those Contracts invested in the applicable Replacement Portfolio to the extent that the Replacement Portfolio's total net annual operating expenses (taking into account fee waivers and expense reimbursements) for such period exceeds, on an annualized basis, the total net annual operating expenses of the Existing Portfolio for fiscal year 2015. In addition, the Hartford Insurance Companies will not increase the Contract fees and charges that would otherwise be assessed under the terms of those Contracts for a period of at least two (2) years following the Substitution Date.
11. Applicants state that the Hartford Insurance Companies or their affiliates will pay all expenses and transaction costs of the proposed Substitutions, including legal and accounting expenses, any applicable brokerage expenses and other fees and expenses. Applicants state that no fees or charges will be assessed to the affected Contract owners to effect the proposed Substitutions. Applicants state that the proposed Substitutions will not cause the Contract fees and charges currently being paid by existing Contract owners to be greater after the Substitutions than before the Substitutions.
12. Applicants state that the Contract value of each Contract owner affected by the proposed Substitutions will not change as a result of the proposed Substitutions. Applicants state that, because the Substitutions will occur at relative net asset value, and the fees and charges under the Contracts will not change as a result of the Substitutions, the benefits offered by the guarantees under the Contracts will be the same immediately before and after the Substitutions. Applicants further state that what effect the Substitutions may have on the value of the benefits offered by the Contract guarantees would depend, among other things, on the relative future performance of each Existing Portfolio and Replacement Portfolio, which the Section 26 Applicants cannot predict. Nevertheless, the Section 26 Applicants note that at the time of the Substitutions, the Contracts will offer a comparable variety of investment options with as broad a range of risk/return characteristics.
13. At least 30 days prior to the Substitution Date, Contract owners will be notified via prospectus supplements, which will be filed with the Commission pursuant to Rule 497 under the Securities Act of 1933, that the Section 26 Applicants received or expect to receive Commission approval of the applicable proposed Substitutions and of the anticipated Substitution Date (the “Pre-Substitution Notice”). The Pre-Substitution Notice will advise Contract owners that Contract values attributable to investments in the Existing Portfolios will be transferred to the Replacement Portfolios, without any charge that would otherwise apply and without being subject to any limitations on transfers, on the Substitution Date. The Pre-Substitution Notice also will state that, from the date of the Pre-Substitution Notice through the date thirty (30) days after the Substitutions, Contract owners may transfer Contract value from the subaccounts investing in the Existing Portfolios (before the Substitutions) or the Replacement Portfolios (after the Substitutions) to any other available investment option without charge and without imposing any transfer limitations.
14. The Section 26 Applicants will also deliver to affected Contract owners, at least thirty (30) days before the Substitution Date, a prospectus for each applicable Replacement Portfolio. In addition, within five (5) business days after the Substitution Date, Contract owners whose assets are allocated to a Replacement Portfolio as part of the proposed Substitutions will be sent a written notice (each, a “Confirmation”) informing them that the Substitutions were carried out as previously notified. The Confirmation will also restate the information set forth in the Pre-Substitution Notice. The Confirmation will also reflect the Contract owners Contract values before and after the Substitution(s).
15. Each Substitution will be effected at the relative net asset values of the respective shares of the Replacement Portfolios in conformity with Section 22(c) of the 1940 Act and Rule 22c-1 thereunder without the imposition of any transfer or similar charges by the Section 26 Applicants. The Substitutions will be effected without change in the amount or value of any Contracts held by affected Contract owners. As such, the Section 26 Applicants believe that the procedures to be implemented are sufficient to assure that each Contract owner's cash values immediately after the Substitution will be equal to the cash value immediately before the Substitution. As of the Substitution Date, the Separate Accounts will redeem shares of the Existing Portfolios for cash or in-kind. The proceeds of such redemptions will then be used to purchase shares of the corresponding Replacement Portfolio, as each subaccount of the Separate Accounts will invest the proceeds of its redemption from the Existing Portfolios in the applicable Replacement Portfolios.
1. The Section 26 Applicants request that the Commission issue an order pursuant to section 26(c) of the Act approving the proposed Substitutions. Section 26(c) of the Act prohibits any depositor or trustee of a unit investment trust holding the security of a single issuer from substituting another security of another issuer without the approval of the Commission. Section 26(c) provides that such approval shall be granted by order of the Commission “if the evidence establishes that [the substitution] is consistent with the protection of investors and the purposes fairly intended by the policy and provisions of [the Act].”
2. The Section 26 Applicants submit that each of the Substitutions meet the standards set forth in section 26(c) and that, if implemented, the Substitutions would not raise any of the concerns underlying this provision. The Section 26 Applicants believe that each Replacement Portfolio and its corresponding Existing Portfolio(s) have substantially similar investment objectives, principal investment strategies and principal risks. Applicants state that, accordingly, no Contract owner will involuntarily lose his or her rider(s) as a result of any proposed Substitution. Contract owners will not incur any fees or charges as a result of the proposed Substitutions.
3. The Section 17 Applicants request that the Commission issue an order pursuant to section 17(b) of the Act exempting them from section 17(a) of the Act to the extent necessary to permit them to carry out, as part of the Substitutions, the In-Kind Transactions. Section 17(a)(1) of the Act prohibits any affiliated person of a registered investment company, or any affiliated person of such person, acting as principal, from selling any security or other property to such registered investment company. Section 17(a)(2) of the Act prohibits any of the persons described above, acting as principals, from purchasing any security or other property from such registered investment company.
4. Because the proposed Substitutions may be effected, in whole or in part, by means of in-kind redemptions and purchases, the proposed Substitutions may be deemed to involve one or more purchases or sales of securities or property between affiliated persons. The proposed transactions may involve a transfer of portfolio securities by the Existing Portfolios to the Separate Accounts. Immediately thereafter, the Separate Accounts would purchase shares of the Replacement Portfolios with the portfolio securities received from the Existing Portfolios. Accordingly, to the extent the Separate Accounts and the Existing Portfolios, and the Separate Accounts and the Replacement Portfolios, are deemed to be affiliated persons of one another under Section 2(a)(3) of the Act, it is conceivable that this aspect of the proposed Substitutions could be viewed as being prohibited by Section 17(a). As such, the Section 17 Applicants have determined that it is prudent to seek relief from Section 17(a) in the context of this application.
5. The Section 17 Applicants maintain that the terms of the proposed In-Kind Transactions, including the consideration to be paid by each Existing Portfolio and received by each Replacement Portfolio involved, are reasonable, fair and do not involve overreaching, principally because the transactions will conform with all but one of the conditions enumerated in Rule 17a-7. The In-Kind Transactions will take place at relative net asset value in conformity with the requirements of Section 22(c) of the Act and Rule 22c-1 thereunder without the imposition of any transfer or similar charges by the Section 26 Applicants. The Substitutions will be effected without change in the amount or value of any Contract held by the affected Contract owners. The Substitutions will in no way alter the tax treatment of affected Contract owners in connection with their Contracts, and no tax liability will arise for Contract owners as a result of the Substitutions. The fees and charges under the Contracts will not increase because of the Substitutions. Even though the Separate Accounts, the Hartford Insurance Companies and the Trust may not rely on Rule 17a-7, the Section 17 Applicants believe that the Rule's conditions outline the type of safeguards that result in transactions that are fair and reasonable to registered investment company participants and preclude overreaching in connection with an investment company by its affiliated persons.
6. The Section 17 Applicants submit that the proposed in-kind purchases by the Separate Accounts are consistent with the policies of the Trust and the Replacement Portfolios, as recited in the Trust's current registration statement and reports filed under the Act. Finally, the Section 17 Applicants submit that the proposed Substitutions are consistent with the general purposes of the Act.
The Section 26 Applicants, and HIMCO as applicable, agree that any order granting the requested relief will be subject to the following conditions.
1. The Substitutions will not be effected unless the Section 26 Applicants determine that: (i) The Contracts allow the substitution of shares of registered open-end investment companies in the manner contemplated by this application; (ii) the Substitutions can be consummated as described in this application under applicable insurance laws; and (iii) any regulatory requirements in each jurisdiction where the Contracts are qualified for sale have been complied with to the extent necessary to complete the Substitutions.
2. The Hartford Insurance Companies will seek approval of the proposed Substitutions from any state insurance regulators whose approval may be necessary or appropriate.
3. HIMCO will not change a sub-adviser, add a new sub-adviser, or otherwise rely on the Manager of Managers Order or any replacement order from the Commission with respect to any Replacement Portfolio without first obtaining shareholder approval of the change in sub-adviser, the new sub-adviser, or the Replacement Portfolio's ability to add or to replace a sub-adviser at a shareholder meeting, the record date for which shall be after the proposed Substitution has been effected.
4. The Hartford Insurance Companies or their affiliates will pay all expenses and transaction costs of the Substitutions, including legal and
5. The Substitutions will be effected at the relative net asset values of the respective shares of the Replacement Portfolios in conformity with Section 22(c) of the 1940 Act and Rule 22c-1 thereunder without the imposition of any transfer or similar charges by the Section 26 Applicants. The Substitutions will be effected without change in the amount or value of any Contracts held by affected Contract owners.
6. The Substitutions will in no way alter the tax treatment of affected Contract owners in connection with their Contracts, and no tax liability will arise for Contract owners as a result of the Substitutions.
7. The obligations of the Section 26 Applicants, and the rights of the affected Contract owners, under the Contracts of affected Contract owners will not be altered in any way.
8. Affected Contract owners will be permitted to transfer Contract value from the subaccount investing in the Existing Portfolio (before Substitution Date) or the Replacement Portfolio (after the Substitution Date) to any other available investment option under the Contract without charge for a period beginning at least 30 days before the Substitution Date through at least 30 days following the Substitution Date. Contract owners with guaranteed living and/or death benefit riders, as applicable, may transfer Contract value from the subaccounts investing in the Existing Portfolios (before the Substitutions) or the Replacement Portfolios (after the Substitutions) to any other available investment option available under their respective riders without charge and without imposing any transfer limitations. Except as described in any market timing/short-term trading provisions of the relevant prospectus, the Section 26 Applicants will not exercise any rights reserved under the Contracts to impose restrictions on transfers between the subaccounts under the Contracts, including limitations on the future number of transfers, for a period beginning at least 30 days before the Substitution Date through at least 30 days following the Substitution Date.
9. All affected Contract owners will be notified, at least 30 days before the Substitution Date about: (a) The intended Substitution of Existing Portfolios with the Replacement Portfolios; (b) the intended Substitution Date; and (c) information with respect to transfers as set forth in Condition 8 above. In addition, the Section 26 Applicants will also deliver to affected Contract owners, at least thirty (30) days before the Substitution Date, a prospectus for each applicable Replacement Portfolio.
10. The Section 26 Applicants will deliver to each affected Contract owner within five (5) business days of the Substitution Date a written confirmation which will include: (a) A confirmation that the Substitutions were carried out as previously notified; (b) a restatement of the information set forth in the Pre-Substitution Notice; and (c) values of the Contract owner's positions in the Existing Portfolio before the Substitution and the Replacement Portfolio after the Substitution.
11. For a period of two years following the Substitution Date, for those Contracts with assets allocated to the Existing Portfolio on the Substitution Date, the Hartford Insurance Companies will reimburse, on the last business day of each fiscal quarter, the Contract owners whose subaccounts invest in the applicable Replacement Portfolio to the extent that the Replacement Portfolio's net annual operating expenses (taking into account fee waivers and expense reimbursements) for such period exceeds, on an annualized basis, the net annual operating expenses of the Existing Portfolio for fiscal year 2015. In addition, the Section 26 Applicants will not increase the Contract fees and charges that would otherwise be assessed under the terms of the Contracts for a period of at least two years following the Substitution Date.
For the Commission, by the Division of Investment Management, under delegated authority.
On May 24, 2016, NYSE MKT LLC (“Exchange”) filed with the Securities and Exchange Commission (“Commission”), pursuant to Section 19(b)(1) of the Securities Exchange Act of 1934 (“Act”)
On July 28, 2016, pursuant to Section 19(b)(2) of the Act,
Section 19(b)(2) of the Act
The Commission finds it appropriate to designate a longer period within which to issue an order approving or disapproving the proposed rule change so that it has sufficient time to consider this proposed rule change, as modified by Amendments No. 1 and 2, thereto, and the comments received.
Accordingly, the Commission, pursuant to Section 19(b)(2) of the Act,
For the Commission, by the Division of Trading and Markets, pursuant to delegated authority.
U.S. Small Business Administration.
Notice.
This is a Notice of the Presidential declaration of a major disaster for Public Assistance Only for the Commonwealth of PENNSYLVANIA (FEMA-4292-DR), dated 12/02/2016.
Submit completed loan applications to: U.S. Small Business Administration, Processing and Disbursement Center, 14925 Kingsport Road, Fort Worth, TX 76155.
A. Escobar, Office of Disaster Assistance, U.S. Small Business Administration, 409 3rd Street SW., Suite 6050, Washington, DC 20416.
Notice is hereby given that as a result of the President's major disaster declaration on 12/02/2016, Private Non-Profit organizations that provide essential services of governmental nature may file disaster loan applications at the address listed above or other locally announced locations.
The following areas have been determined to be adversely affected by the disaster:
The Interest Rates are:
The number assigned to this disaster for physical damage is 14999B and for economic injury is 15000B
60-day notice and request for comments.
The Small Business Administration (SBA) intends to request approval, from the Office of Management and Budget (OMB) for the collection of information described in the
Submit comments on or before February 13, 2017.
Send all comments to Brenda Fernandez, Program Analyst, Office of Government Contracting, Small Business Administration, 409 3rd Street, 7th Floor, Washington, DC 20416.
Brenda Fernandez, Analyst, (202) 205-7337,
The Paperwork Reduction Act (PRA) of 1995, 44 U.S.C Chapter 35 requires federal agencies to publish a notice in the
This form is used by SBA Government Contracting Area Office for size protest and size determinations, and program offices to assist in determining eligibility for small business programs.
The Department of State will conduct an open meeting at 9:00am on Thursday, January 19, 2017, in room 7M15-01 of the Douglas A. Munro Coast Guard Headquarters Building at St. Elizabeth's, 2703 Martin Luther King Jr. Avenue SE., Washington, DC 20593. The primary purpose of the meeting is to prepare for the Fourth session of the International Maritime Organization's (IMO) Sub-Committee on Ship Design and Construction to be held at the IMO headquarters, London, United Kingdom, February 13-17, 2017.
The agenda items to be considered include:
Members of the public may attend this meeting up to the seating capacity of the room. Upon request to the meeting coordinator, members of the public may also participate via teleconference. To facilitate the building security process, and to request reasonable accommodation, those who plan to attend should contact the meeting coordinator, LT Joshua Kapusta, by email at
In the case of inclement weather where the Federal Government is closed or delayed, a public meeting may be conducted virtually by calling (202) 475-4000 or 1-855-475-2447, Participant code: 887 809 72. The meeting coordinator will confirm whether the virtual public meeting will be utilized by posting an announcement at:
The Department of State will conduct an open meeting at 9:00am on Wednesday, January 11, 2017, in room 7K15-01 of the Douglas A. Munro Coast Guard Headquarters Building at St. Elizabeth's, 2703 Martin Luther King Jr. Avenue SE., Washington, DC 20593. The primary purpose of the meeting is to prepare for the fourth session of the International Maritime Organization's (IMO) Sub-Committee on Pollution Prevention and Response (PPR 4) to be held at the IMO Headquarters, United Kingdom, on January 16-20, 2017. The agenda items to be considered include:
Members of the public may attend this meeting up to the seating capacity of the room. Upon request to the meeting coordinator, members of the public may also participate via teleconference. To facilitate the building security process, and to request reasonable accommodation, those who plan to attend should contact the meeting coordinator, Mr. Patrick Keffler, by email at
Surface Transportation Board (Board).
Notice of vacancies on the Railroad-Shipper Transportation Advisory Council (RSTAC) and solicitation of nominations.
The Board hereby gives notice of vacancies on RSTAC for (1) a representative of a small shipper; and (2) a representative for a Class I railroad. The Board is soliciting suggestions for candidates to fill these vacancies.
Nominations are due on January 9, 2017.
Suggestions may be submitted either via the Board's e-filing format or in the traditional paper format. Any person using e-filing should attach a document and otherwise comply with the instructions at the E-FILING link on the Board's Web site, at
Katherine Bourdon at 202-245-0285. Assistance for the hearing impaired is available through the Federal Information Relay Service (FIRS) at 1-800-877-8339.
The Board, created in 1996 to take over many of the functions previously performed by the Interstate Commerce Commission, exercises broad authority over transportation by rail carriers, including regulation of railroad rates and service (49 U.S.C. 10701-47, 11101-24), as well as the construction, acquisition, operation, and abandonment of rail lines (49 U.S.C. 10901-07) and railroad line sales, consolidations, mergers, and common control arrangements (49 U.S.C. 10902, 11323-27).
RSTAC was established upon the enactment of the ICC Termination Act of 1995 (ICCTA), on December 29, 1995, to advise the Board's Chairman; the Secretary of Transportation; the Committee on Commerce, Science, and Transportation of the Senate; and the Committee on Transportation and Infrastructure of the House of Representatives with respect to rail transportation policy issues RSTAC considers significant. RSTAC focuses on issues of importance to small shippers and small railroads, including car supply, rates, competition, and procedures for addressing claims. ICCTA directs RSTAC to develop private-sector mechanisms to prevent, or identify and address, obstacles to the most effective and efficient transportation system practicable. The Secretary of Transportation and the members of the Board cooperate with RSTAC in providing research, technical, and other reasonable support. RSTAC also prepares an annual report concerning its activities and recommendations on whatever regulatory or legislative relief it considers appropriate. RSTAC is not subject to the Federal Advisory Committee Act.
RSTAC currently consists of 19 members. Of this number, 15 members are appointed by the Chairman of the Board, and the remaining four members are comprised of the Secretary of Transportation and the Members of the Board, who serve as
RSTAC is required by statute to meet at least semi-annually. In recent years, RSTAC has met four times a year. Meetings are generally held at the Board's headquarters in Washington, DC, although some are held in other locations.
RSTAC members receive no compensation for their services and are required to provide for the expenses incidental to their service, including travel expenses, as the Board cannot provide for these expenses. RSTAC may solicit and use private funding for its activities, again subject to certain restrictions in ICCTA. RSTAC members currently have elected to submit annual dues to pay for RSTAC expenses.
RSTAC members must be citizens of the United States and represent as broadly as practicable the various segments of the railroad and rail shipper industries. They may not be full-time employees of the United States. According to revised guidance issued by the Office of Management and Budget, it is permissible for federally registered lobbyists to serve on advisory committees, such as RSTAC, as long as they do so in a representative capacity, rather than an individual capacity.
RSTAC members are appointed for three-year terms. A member may serve after the expiration of his or her term until a successor has taken office. No member will be eligible to serve in excess of two consecutive terms.
Due to the expiration of two RSTAC members' second terms, vacancies exist for a small shipper representative and a Class I railroad representative. Upon appointment by the Chairman, the new representatives will serve for three years and may be eligible to serve a second three-year term following the end of their first terms.
Suggestions for candidates to fill these vacancies should be submitted in letter form, identify the name of the
49 U.S.C. 1325.
By the Board, Rachel D. Campbell, Director, Office of Proceedings.
Federal Aviation Administration (FAA), DOT.
Notice and request for comments.
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 a previously approved information collection. On February 21, 2014, the FAA published a final rule entitled, “Helicopter Air Start Printed Page 58673 Ambulance, Commercial Helicopter, and part 91 Helicopter Operations”, to address helicopter air ambulance operations and all commercial helicopter operations conducted under part 135. The FAA also established new weather minimums for helicopters operating under part 91 in Class G airspace.
Written comments should be submitted by February 13, 2017.
Send comments to the FAA at the following address: Ronda Thompson, Room 441, Federal Aviation Administration, ASP-110, 950 L'Enfant Plaza SW., Washington, DC 20024.
Ronda Thompson by email at:
Federal Aviation Administration (FAA), DOT.
Notice and request for comments.
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 a previously approved information collection. The information collected is used by the FAA to register aircraft or hold an aircraft in trust. The information required to register an prove ownership of an aircraft is required by any person wishing to register an aircraft.
Written comments should be submitted by February 13, 2017.
Send comments to the FAA at the following address: Ronda Thompson, Room 441, Federal Aviation Administration, ASP-110, 950 L'Enfant Plaza SW., Washington, DC 20024.
Ronda Thompson by email at:
Federal Aviation Administration (FAA), DOT.
Notice and request for comments.
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 a previously approved information collection. FAA Form 7480-1, Notice of Landing Area Proposal, is used to collect information about any construction, alteration, or change to the status or use of an airport.
Written comments should be submitted by February 13, 2017.
Send comments to the FAA at the following address: Ronda Thompson, Room 441, Federal Aviation Administration, ASP-110, 950 L'Enfant Plaza SW., Washington, DC 20024.
Ronda Thompson by email at:
Federal Aviation Administration (FAA), DOT.
Notice and request for comments.
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 a previously approved information collection. The “Aging Aircraft Program (Widespread Fatigue Damage)” final rule amended FAA regulation pertaining to certification and operation of transport category airplanes to preclude widespread fatigue damage in those airplanes.
Written comments should be submitted by February 13, 2017.
Send comments to the FAA at the following address: Ronda Thompson, Room 441, Federal Aviation Administration, ASP-110, 950 L'Enfant Plaza SW., Washington, DC 20024.
Ronda Thompson by email at:
Federal Aviation Administration (FAA), DOT.
Notice and request for comments.
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 a previously approved information collection. The final rule titles “Automatic Dependent Surveillance Broadcast (ADS-B) Equipage Mandate to Support Air Traffic Control Service”, requires performance requirements for certain avionics equipment on aircraft operating in specified classes of airspace within the United States national Airspace System. The rule facilitates the use of ADS-B for aircraft surveillance by FAA air traffic controllers to accommodate the expected increase in demand for air transportation.
Written comments should be submitted by February 13, 2017.
Send comments to the FAA at the following address: Ronda Thompson, Room 441, Federal Aviation Administration, ASP-110, 950 L'Enfant Plaza SW., Washington, DC 20024.
Ronda Thompson by email at:
Federal Aviation Administration (FAA), DOT.
Notice and request for comments.
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 a previously approved information collection. The FAA is collecting safety-related data regarding the voluntary implementation of Commercial Aviation Safety Team (CAST) safety enhancements (SEs) from certificate holders conducting operations under 14 CFR part 121 and parts 121/135.
Written comments should be submitted by February 13, 2017.
Send comments to the FAA at the following address: Ronda Thompson, Room 441, Federal Aviation Administration, ASP-110, 950 L'Enfant Plaza SW., Washington, DC 20024.
Ronda Thompson by email at:
Federal Aviation Administration (FAA), DOT.
Notice and request for comments.
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 a previously approved information collection. The FAA Aviation Research and Development Grants Program establishes uniform policies and procedures for the award and administration of research grants to colleges, universities, not for profit organizations, and profit organizations for security research. The collection of data is required from prospective grantees in order to adhere to applicable statutes and OMB circulars.
Written comments should be submitted by February 13, 2017.
Send comments to the FAA at the following address: Ronda Thompson, Room 441, Federal Aviation Administration, ASP-110, 950 L'Enfant Plaza SW., Washington, DC 20024.
Ronda Thompson by email at:
Office of Foreign Assets Control, Treasury.
Notice.
The Department of the Treasury's Office of Foreign Assets Control (OFAC) is publishing the names of 2 individuals and 1 entity 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.”
OFAC's actions described in this notice were effective on December 7, 2016.
Associate Director for Global Targeting, tel.: 202-622-2420, Assistant Director for Sanctions Compliance & Evaluation, tel.: 202-622-2490, Assistant Director for Licensing, tel.: 202-622-2480, Office of Foreign Assets Control, or Chief Counsel (Foreign Assets Control), tel.: 202-622-2410, Office of the General Counsel, Department of the Treasury (not toll free numbers).
The SDN List and additional information concerning OFAC sanctions programs are available from OFAC's Web site (
On December 7, 2016, OFAC blocked the property and interests in property of the following 2 individuals and 1 entity pursuant to E.O. 13224, “Blocking Property and Prohibiting Transactions With Persons Who Commit, Threaten To Commit, or Support Terrorism”:
1. SADIQ AL-AHDAL, Abdallah Faysal (a.k.a. AL-AHDAL, Abdallah Bin Faisal; a.k.a. AL-AHDAL, Abdallah Bin Faysal; a.k.a. AL-AHDAL, Abdallah Faisal; a.k.a. AL-AHDAL, Abdallah Faysal; a.k.a. AL-AHDAL, Abdullah; a.k.a. AL-AHDAL, Abdullah Bin Faisal; a.k.a. AL-AHDAL, Abdullah Bin Faysal; a.k.a. AL-AHDAL, Abdullah Faisal; a.k.a. AL-AHDAL, Abdullah Faysal; a.k.a. AL-AHDEL, Abdullah; a.k.a. AL-ALAHADIL, Abdullah), Ash Shihr District, Hadramawt Governorate, Yemen; DOB Jan 1959; citizen Yemen (individual) [SDGT] (Linked To: AL-QA'IDA IN THE ARABIAN PENINSULA).
2. ALI ALI ABKAR, Al-Hasan (a.k.a. ALI ABKAR, Al-Hassan; a.k.a. ALI ABKAR, Hasan; a.k.a. ALI ALI ABKAR, Al Hassan; a.k.a. ALI ALI ABKAR, Alihasan; a.k.a. BIN ALI ABKAR, Hassan; a.k.a. BIN-ALI ABKAR, Al-Hasan), Al-Ghail district, Al-Jawf Governorate, Yemen; DOB 05 Jun 1962; POB Yemen; citizen Yemen; Passport 02214513 (Yemen) (individual) [SDGT] (Linked To: AL-QA'IDA IN THE ARABIAN PENINSULA).
1. RAHMAH CHARITABLE ORGANIZATION (a.k.a. AL-RAHMA CHARITY FOUNDATION; a.k.a. AL-RAHMA FOUNDATION; a.k.a. AL-RAHMAH CHARITABLE ASSOCIATION; a.k.a. AL-RAHMAH CHARITY FOUNDATION; a.k.a. AL-RAHMAH CHARITY ORGANIZATION; a.k.a. AL-RAHMAH FOUNDATION; a.k.a. AL-RAHMAH ORGANIZATION; a.k.a. AL-RAHMAH WELFARE ORGANIZATION; a.k.a. AL-RAHMAN WELFARE ORGANIZATION; a.k.a. AR RAHMAH CHARITY FOUNDATION; a.k.a. AR RAHMAH FOUNDATION; a.k.a. EL RAHMAH CHARITY FOUNDATION; a.k.a. EL RAHMAH FOUNDATION; a.k.a. MUASSASSAT AL-RAHMAH; a.k.a. MUASSASSAT AL-RAHMAH AL-KHAYRIYYAH; a.k.a. RAHMA CHARITABLE ORGANIZATION; a.k.a. RAHMA
Department of Veterans Affairs.
Notice.
This Department of Veterans Affairs (VA) notice updates the data for calculating the “Reasonable Charges” collected or recovered by VA for medical care or services. This notice also updates the “National Average Administrative Prescription Costs” for purposes of calculating VA's charges for prescription drugs that were not administered during treatment, but provided or furnished by VA to a veteran.
Romona Greene, Office of Community Care, Revenue Operations, Consolidated Patient Account Center (CPAC) Rates and Charges (10D1C), Veterans Health Administration (VHA), Department of Veterans Affairs, 810 Vermont Avenue NW., Washington, DC 20420, (202) 382-2521. This is not a toll free number.
Section 17.101 of 38 Code of Federal Regulations sets forth the “Reasonable Charges” for medical care or services provided or furnished by VA to a veteran: “For a nonservice-connected disability for which the veteran is entitled to care (or the payment of expenses for care) under a health plan contract; For a nonservice-connected disability incurred incident to the veteran's employment and covered under a worker's compensation law or plan that provides reimbursement or indemnification for such care and services; or For a nonservice-connected disability incurred as a result of a motor vehicle accident in a State that requires automobile accident reparations insurance.” Section 17.101 provides the methodologies for establishing billed amounts for several types of charges; however, this notice will only address partial hospitalization facility charges; outpatient facility charges; physician and other professional charges, including professional charges for anesthesia services and dental services; pathology and laboratory charges; observation care facility charges; ambulance and other emergency transportation charges; and charges for durable medical equipment, drugs, injectables, and other medical services, items, and supplies identified by Healthcare Common Procedure Coding System (HCPCS) Level II codes.
Section 17.101 provides that the actual charge amounts at individual VA facilities based on these methodologies and the data sources used for calculating those actual charge amounts will either be published as a notice in the
In cases where VA has not established charges for medical care or services provided or furnished at VA expense (by either VA or non-VA providers) under other provisions or regulations, the method for determining VA's charges is set forth at 38 CFR 17.101(a)(8).
Based on the methodologies set forth in § 17.101, this notice provides an update to charges for 2017 HCPCS Level II and Current Procedural Terminology (CPT) codes. Charges are also being updated based on more recent versions of data sources for the following charge types: Partial hospitalization facility charges; outpatient facility charges; physician and other professional charges, including professional charges for anesthesia services and dental services; pathology and laboratory charges; observation care facility charges; ambulance and other emergency transportation charges; and charges for durable medical equipment, drugs, injectables, and other medical services, items, and supplies identified by HCPCS Level II codes. As of the date of this notice, the actual charge amounts at individual VA facilities based on the methodologies in § 17.101 will be posted on the VHA Internet site at
The list of data sources used for calculating the actual charge amounts listed above also will be posted on the VHA Internet site at
Acute inpatient facility charges and skilled nursing facility/sub-acute inpatient facility charges remain the same as set forth in the notice published in the
We are also updating the list of VA medical facility locations. The list of VA medical facility locations, including the first three digits of their zip codes as well as provider-based/non-provider-based designations, will be posted on the VHA Internet site at
As indicated in 38 CFR 17.101(m), when VA provides or furnishes prescription drugs not administered during treatment, “charges billed separately for such prescription drugs will consist of the amount that equals the total of the actual cost to VA for the drugs and the national average of VA administrative costs associated with dispensing the drugs for each prescription.” Section 17.101(m) includes the methodology for calculating the national average administrative cost for prescription drug charges not administered during treatment.
VA determines the amount of the national average administrative cost annually for the prior fiscal year (October through September) and then applies the charge at the start of the next calendar year. The national average administrative drug cost for calendar year 2017 is $16.36. This change will be posted at
Consistent with § 17.101, the national average administrative cost, the updated data, and supplementary tables containing the changes described in this notice will be posted online, as indicated in this notice. This notice will be posted on the VHA Internet site at
The Secretary of Veterans Affairs, or designee, approved this document and authorized the undersigned to sign and submit the document to the Office of the Federal Register for publication electronically as an official document of the Department of Veterans Affairs. Gina S. Farrisee, Deputy Chief of Staff, Department of Veterans Affairs, approved this document on December 9, 2016, for publication.
Veterans Benefits Administration, Department of Veterans Affairs.
Notice.
The Veterans Benefits Administration (VBA), 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
VA Form 21-686c is necessary to obtain current marital and dependency information in order to determine the proper rate of payment for Veterans and surviving spouses who are entitled to an additional allowance for dependents.
Written comments and recommendations on the proposed collection of information should be received on or before February 13, 2017.
Submit written comments on the collection of information through Federal Docket Management System (FDMS) at
Nancy J. Kessinger at (202) 632-8924 or FAX (202) 632-8925.
Under the PRA of 1995 (Pub. L. 104-13; 44 U.S.C. 3501-21), 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 pursuant to Section 3506(c)(2)(A) of the PRA.
With respect to the following collection of information, VBA invites comments on: (1) Whether the proposed collection of information is necessary for the proper performance of VBA's functions, including whether the information will have practical utility; (2) the accuracy of VBA'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.
By direction of the Secretary:
The Department of Veterans Affairs (VA) gives notice under Public Law 92-463; Title 5 U.S.C. App. 2 (Federal Advisory Committee Act) that the Joint Biomedical Laboratory Research and Development and Clinical Science Research and Development Services Scientific Merit Review Board (JBL/CS SMRB) teleconference meeting will convene on January 26, 2017, from 3:00 p.m. to 3:45 p.m. and will be open to the public. This Notice of Meeting is being amended due to clarification of the meeting being open.
This meeting is conducted to meet with the JBL/CS Service Directors to discuss the overall policies and process for Merit Review as well as disseminate information among the subcommittee chairs regarding the VA research priorities.
Members of the public who wish to attend the open JBL/CS SMRB teleconference may dial 1-800-767-1750, participant code 95562. Members of the public who wish to make a statement at the JBL/CS SMRB meeting must notify Dr. Alex Chiu, Designated Federal Officer, via email at
Veterans Benefits Administration, Department of Veterans Affairs
Notice.
The Veterans Benefits Administration (VBA), 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
VA Form Letter 21-914 gathers the information necessary to verify that a Filipino veteran or beneficiary who is receiving benefits at the full-dollar rate based on U.S. residency continues to meet the residency requirements. The proper rate of payment could not be determined without this information.
Written comments and recommendations on the proposed collection of information should be received on or before February 13, 2017.
Submit written comments on the collection of information through Federal Docket Management System (FDMS) at
Nancy J. Kessinger at (202) 632-8924 or FAX (202) 632-8925.
Under the PRA of 1995 (Pub. L. 104-13; 44 U.S.C. 3501-21), 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 pursuant to Section 3506(c)(2)(A) of the PRA.
With respect to the following collection of information, VBA invites comments on: (1) Whether the proposed collection of information is necessary for the proper performance of VBA's functions, including whether the information will have practical utility; (2) the accuracy of VBA'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.
By direction of the Secretary:
Veterans Benefits Administration, Department of Veterans Affairs.
Notice.
The Veterans Benefits Administration (VBA), 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
VA Form Letter 21-863 is used to gather the necessary information to determine a schoolchild's continued eligibility to VA death benefits and eligibility to direct payment at the age of majority.
Written comments and recommendations on the proposed collection of information should be received on or before February 13, 2017.
Submit written comments on the collection of information through Federal Docket Management System (FDMS) at
Nancy J. Kessinger at (202) 632-8924 or FAX (202) 632-8925.
Under the PRA of 1995 (Public Law 104-13; 44 U.S.C. 3501-21), 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 pursuant to Section 3506(c)(2)(A) of the PRA.
With respect to the following collection of information, VBA invites comments on: (1) Whether the proposed collection of information is necessary for the proper performance of VBA's functions, including whether the information will have practical utility; (2) the accuracy of VBA'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.
By direction of the Secretary.
Veterans Benefits Administration, Department of Veterans Affairs.
Notice.
In compliance with the Paperwork Reduction Act (PRA) of 1995 (44 U.S.C. 3501-3521), this notice announces that the Veterans Benefits Administration (VBA), Department of Veterans Affairs, will submit the collection of information abstracted below to the Office of Management and Budget (OMB) for review and comment. The PRA submission describes the nature of the information collection and its expected cost and burden; it includes the actual data collection instrument.
Comments must be submitted on or before January 13, 2017.
Submit written comments on the collection of information through
Cynthia Harvey-Pryor, Enterprise Records Service (005R1B), Department of Veterans Affairs, 810 Vermont Avenue NW., Washington, DC 20420, (202) 461-5870 or email
The
By direction of the Secretary.
Veterans Health Administration, Department of Veterans Affairs.
Notice.
In compliance with the Paperwork Reduction Act (PRA) of 1995 (44 U.S.C. 3501-3521), this notice announces that the Veterans Health Administration (VHA), Department of Veterans Affairs, will submit the collection of information abstracted below to the Office of Management and Budget (OMB) for review and comment. The PRA submission describes the nature of the information collection and its expected cost and burden; it includes the actual data collection instrument.
Comments must be submitted on or before January 13, 2017.
Submit written comments on the collection of information through
Cynthia Harvey-Pryor, Enterprise Records Service (005R1B), Department of Veterans Affairs, 810 Vermont Avenue NW., Washington, DC 20420, (202) 461-5870 or email
a. Annual Report Template, VA Form 10-10073.
b. Audit Actions Items Remediation Plans, VA Form 10-10073 A.
c. NPPO Internal Control Questionnaire, VA Form 10-10073 B.
d. NPPO Operations Oversight Questionnaire, VA Form 10-10073 C.
a. NPC Annual Report Template—301 hrs.
b. NPC Audit Actions Items Remediation Plans—84 hrs.
c. NPPO Internal Control Questionnaire—344 hrs.
d. NPPO Operations Oversight Questionnaire—129 hrs.
a. NPC Annual Report Template—210 minutes.
b. NPC Audit Actions Items Remediation Plans—120 minutes.
c. NPPO Internal Control Questionnaire—240 minutes.
d. NPPO Operations Oversight Questionnaire—90 minutes.
a. NPC Annual Report Template—86.
b. NPC Audit Actions Items Remediation Plans—42.
c. NPPO Internal Control Questionnaire—86.
d. NPPO Operations Oversight Questionnaire—86.
By direction of the Secretary.
National Highway Traffic Safety Administration (NHTSA), Department of Transportation (DOT).
Final rule.
To reduce the risk of pedestrian crashes, especially for the blind and visually-impaired, and to satisfy the mandate in the Pedestrian Safety Enhancement Act (PSEA) of 2010 this final rule establishes a new Federal motor vehicle safety standard (FMVSS) setting minimum sound requirements for hybrid and electric vehicles. This new standard requires hybrid and electric passenger cars, light trucks and vans (LTVs), and low speed vehicles (LSVs) to produce sounds meeting the requirements of this standard. This final rule applies to electric vehicles (EVs) and to those hybrid vehicles (HVs) that are capable of propulsion in any forward or reverse gear without the vehicle's internal combustion engine (ICE) operating. This standard will help to ensure that blind, visually impaired, and other pedestrians are able to detect and recognize nearby hybrid and electric vehicles, as required by the PSEA.
Petitions for reconsideration of this final rule must refer to the docket and notice number set forth above and be submitted to the Administrator, National Highway Traffic Safety Administration, 1200 New Jersey Avenue SE., Washington, DC 20590.
For non-legal issues, Mr. Mike Pyne, Office of Crash Avoidance Standards (telephone: 202-366-4171) (fax: 202-493-2990). Mr. Pyne's mailing address is National Highway Traffic Safety Administration, NVS-123, 1200 New Jersey Avenue SE., Washington, DC 20590.
For legal issues, Mr. Thomas Healy, Office of the Chief Counsel (telephone: 202-366-2992) (fax: 202-366-3820). Mr. Healy's mailing address is National Highway Traffic Safety Administration, NCC-112, 1200 New Jersey Avenue SE., Washington, DC 20590.
The PSEA requires NHTSA to establish performance requirements for an alert sound that is recognizable as a motor vehicle in operation that allows blind and other pedestrians to detect nearby electric vehicles or hybrid vehicles operating at lower speeds. This final rule establishes FMVSS No.141,
Hybrid vehicles with gross vehicle weight rating (GVWR) of 4,536 kg (10,000 lbs.) or less are 1.18 times more likely than an ICE vehicle to be involved in a collision with a pedestrian and 1.51 times more likely to be involved in a collision with a pedalcyclist. NHTSA assumes that this difference in accident rates is mostly attributable to the pedestrians' inability to detect the presence of these vehicles through hearing.
To further evaluate the assumption that the difference in crash rates is mostly attributable to differences in vehicle emitted sound, the agency conducted research to see if there was a difference in the ability of pedestrians to detect approaching hybrid and electric vehicles versus ICE vehicles. The agency also conducted research to examine how the frequency composition of a sound influenced the ability of pedestrians to detect that sound in the presence of ambient noise. Section II.C provides much more information on this research and how the agency used it in the context of this rulemaking.
On January 14, 2013, NHTSA published a notice of proposed rulemaking (NPRM) specifying minimum sound requirements for hybrid and electric vehicles.
In order to provide an alternative that would allow the most flexibility in the types of sounds that manufacturers could choose to add to vehicles to alert pedestrians, we also discussed using human factors testing to determine whether a sound used to alert pedestrians was recognizable as a motor vehicle.
After careful consideration of all available information, including the public comments submitted in response to the NPRM,
With regard to the scope of the final rule and what level of sound to emit and when, however, the agency is adopting numerous changes to the proposal in response to additional analysis conducted by the agency and in response to comments, including the following:
• The final rule will only apply to four-wheeled hybrid and electric vehicles with a gross vehicle weight rating (GVWR) of 4,536 kg (10,000) pounds or less. The NPRM proposed that this rule would also apply to hybrid and electric vehicles with a GVWR over 4,536 kg (10,000) pounds and to electric motorcycles. We believe that we do not have enough information at this time to apply the minimum acoustic requirements of this final rule to these vehicles.
• In this final rule, the agency is reducing the number of one-third octave bands for which there are minimum requirements. The NPRM proposed that vehicles would have to emit sound meeting minimum requirements in eight one-third octave bands. To comply with this final rule, hybrid and electric vehicles will instead have to meet a requirement specifying either two or four one-third octave bands. Vehicles complying with the four-band requirement must meet minimum sound pressure levels in any four non-adjacent one-third octave bands between 315 Hz and 5000 Hz, including the one-third octave bands between 630 Hz and 1600 Hz (these bands were excluded in the NPRM). Vehicles complying with the two-band requirement must meet minimum sound pressure levels in two non-adjacent one-third octave bands between 315 Hz and 3150 Hz. For the two-band requirement, one band must be below 1000 Hz and the second band must be at or above 1000 Hz, and the two bands used to meet the two-band requirement also must meet a minimum band sum requirement.
• The NPRM proposed that the fundamental frequency of the sound emitted by a hybrid or electric vehicle must vary as the vehicle changes speed by one percent per km/h for speeds between 0 and 30 km/h to allow pedestrians to detect vehicle acceleration and deceleration. This requirement was referred to as “pitch shifting,” and it is not required in the final rule. Instead, the final rule assists pedestrians in detecting increases in vehicle speed by requiring vehicle-emitted sound to increase in sound pressure level by a specified amount as the vehicle's speed increases. The agency acknowledges that the concept of increasing sound pressure level with increased speed is not a direct replacement for pitch shifting, but we believe it is a reasonable alternative that will provide useful audible information to pedestrians about the operating state of nearby vehicles.
• The NPRM proposed that sound emitted by hybrid and electric vehicles must contain one tone no higher than 400 Hz and emit broadband content including each one-third octave band from 160 Hz to 5000 Hz so that sounds emitted by these vehicles would be recognizable as motor vehicles. The final rule does not adopt these proposed requirements. We believe that pedestrians will use other cues to recognize EVs and HVs such as the location of the sound source and the frequency and level changes caused by the motion of the sound.
• In order to ensure that hybrid and electric vehicles of the same make, model, and model year emit the same sound, as required by the PSEA, the NPRM proposed that vehicles of the same make, model, and model year must emit the same level of sound, within 3 dB(A), in each one-third octave band from 160 Hz to 5000 Hz. We have instead decided to ensure that EVs and HVs of the same make, model, and model year emit the same sound by requiring that all vehicles of the same make, model, and model year use the same alert system hardware and software, including specific items such as the same digital sound file where applicable, to produce sound used to meet the minimum sound requirements in today's final rule.
• The NPRM proposed that each hybrid and electric vehicle must meet minimum sound requirements anytime the vehicle's propulsion system is activated, including when the vehicle is stationary. The final rule requires each hybrid and electric vehicle to meet minimum sound requirements any time the vehicle's propulsion system is activated, including when the vehicle is stationary, unless the vehicle's gear selector is in the “park” position or the parking brake is applied (the latter for HVs and EVs with manual transmissions).
• The NPRM proposed a phase-in schedule that required each manufacturer of hybrid and electric vehicles to begin meeting the requirements of the final rule with 30 percent of the hybrid and electric vehicles they produce three years before the date for full compliance established in the PSEA. In the final rule, we have modified the phase-in schedule to provide additional time for compliance
As discussed in detail in Section V of this notice, the benefits of this final rule will accrue from injuries to pedestrians that will be avoided, based on the anticipated ability of this rule to reduce the pedestrian injury rate for HVs and EVs to that of ICE vehicles. As discussed in Section II.B, a traditional analysis of pedestrian fatalities is not appropriate for this rulemaking. If we assume that HVs and EVs increase their presence in the U.S. fleet to four percent of all vehicle registrations in model year 2020, a total of 2,464 injuries to pedestrians and pedalcyclists would be expected over the lifetime of the 2020 model year fleet due to the pedestrians' and pedalcyclists' inability to detect these vehicles by their sense of hearing. Taking into account the agency's estimate of detectability of vehicle alert sounds complying with this final rule, which is discussed in the Final Regulatory Impact Assessment, we estimate that the benefit of reducing the pedestrian and pedalcyclist injury rate per registered vehicle for EVs HVs to ICE vehicles when four percent of the fleet is HVs and EVs would be 2,390 fewer injured pedestrians and pedalcyclists. We do not include any quantifiable benefits in pedestrian or pedalcyclist injury reduction for EVs because we believe it is reasonable to assume that EV manufacturers would have installed alert sounds in their cars without passage of the PSEA and this proposed rule.
NHTSA estimates that the fuel and installation cost of adding a speaker system in order to comply with the requirements of this rule is $129.84 per vehicle for unequipped hybrid light vehicles (
To more easily compare the costs and benefits of this rulemaking, we have converted pedestrian and pedalcyclist injuries avoided into equivalent lives saved. We estimate that the impact of this rule in pedestrian and pedalcyclist injury reduction in light vehicles and LSVs will be 25.76 equivalent lives saved at the 3-percent discount rate and 19.92 equivalent lives saved at the 7-percent discount rate (summing values from Table 1 and Table 3). Converting that to dollars, the benefits of this rule for the HV portion of the MY 2020 light vehicle and LSV fleet are $320.0 million at the 3-percent discount rate and $247.5 million at the 7-percent discount rate (Table 4).
On January 4, 2011, the Pedestrian Safety Enhancement Act of 2010 (Pub. L. 111-373) was signed into law. The Pedestrian Safety Enhancement Act (PSEA) requires NHTSA to conduct a rulemaking to establish a Federal Motor Vehicle Safety Standard (FMVSS)
The PSEA requires NHTSA to establish performance requirements for an alert sound that allows blind and other pedestrians to reasonably detect a nearby EV or HV. The PSEA defines “alert sound,” as that term is used in the statute, as a vehicle-emitted sound that enables pedestrians to discern the presence, direction,
In addition to those operating scenarios, the definition of alert sound in the PSEA requires the agency to establish requirements for a sound while the vehicle is stationary but active and when the vehicle is operating in reverse. PSEA states that the alert sound must allow pedestrians to “discern vehicle presence, direction, location, and operation.”
The agency believes that it is reasonable to conclude that Congress intended the term “operation” in the PSEA to be the condition in which a driver is operating the vehicle, as opposed to just the operation of the vehicle's propulsion system. It is the operation of the vehicle by a driver, not the operation of the vehicle's propulsion system, that creates the safety risk to pedestrians who fail to detect hybrid and electric vehicles. Consequently, when the vehicle's gear selector is in “park,” the propulsion system may or may not be activated but, in such a condition when the propulsion system is activated, the vehicle is not operable by the driver until the gear selector is moved from “park” to some other gear selector position. Therefore, we have determined that the PSEA does not require us to establish minimum sound requirements for when a vehicle has its gear selector control in the “park” position.
Because the PSEA directs NHTSA to issue these requirements as an FMVSS under the National Traffic and Motor Vehicle Safety Act (Vehicle Safety Act),
As an FMVSS, the minimum sound standard in today's final rule will be enforced in the same fashion as other safety standards issued under the Vehicle Safety Act. Thus, violators of the standard will be subject to civil penalties.
Under the PSEA, the standard must specify performance requirements for an alert sound that enables blind and other pedestrians to reasonably detect EVs and HVs operating below their crossover speed.
Nothing in the PSEA specifically requires the alert sound to be electrically generated. Therefore, if manufacturers wish to meet the minimum sound level requirements specified by the agency through the use of sound generated by the vehicle's power train or any other vehicle component, there are no conflicts with the PSEA to limit their flexibility to do so.
The alert sound must also reflect the agency's determination of the performance requirements necessary to ensure that each vehicle's alert sound is recognizable to pedestrians as that of a motor vehicle in operation.
While the mandate that NHTSA develop performance requirements for an alert sound that is recognizable as a motor vehicle does not mean that the sound must be based solely on sounds produced by ICE vehicles, the mandate does impose substantive requirements that the agency must follow during the rulemaking. The Vehicle Safety Act defines a motor vehicle as a “vehicle driven or drawn by mechanical power and manufactured primarily for use” on public roads.
The PSEA mandates that the standard shall not require the alert sound to be dependent on either driver or pedestrian activation. It also requires that the safety standard allow manufacturers to provide each vehicle with one or more alert sounds that comply, at the time of manufacture, with the safety standard. Thus, a manufacturer may, if it so chooses, equip a vehicle with different sounds to denote different operating scenarios, such as stationary, forward or reverse. Each vehicle of the same make and model must emit the same alert sound or set of sounds. The standard is required to prohibit manufacturers from providing anyone, other than the manufacturer or dealers, with a device designed to disable, alter, replace or modify the alert sound or set of sounds emitted from the vehicle. This language prohibits NHTSA from allowing
Additionally, vehicle manufacturers, distributors, dealers, and motor vehicle repair businesses would be prohibited from rendering the sound system inoperative under Section 30122 of the Vehicle Safety Act. A manufacturer or a dealer, however, is allowed to alter, replace, or modify the alert sound or set of sounds in order to remedy a defect or non-compliance with the safety standard.
It is the agency's intention that the requirements of this standard be technology neutral. For this reason, we have chosen to establish minimum sound requirements for a vehicle-level test, as opposed to a component-based bench test or some other type of test, to ensure any kind of technology used can be properly tested.
The agency interprets the requirement in the PSEA that each vehicle of the same make and model emit the same sound as applying only to sound added to a vehicle for the purposes of complying with this standard. We also interpret the PSEA requirement that NHTSA prohibit manufacturers from providing anyone with a means of modifying or disabling the alert sound and the prohibition on making required safety systems inoperative contained in Section 30122 of the Vehicle Safety Act as applying only to sound added to a vehicle for the purposes of complying with this proposed standard.
Many changes to a vehicle could affect the sound produced by that vehicle. In issuing this proposal the agency does not wish to prevent manufacturers, dealers, and repair businesses from making modifications to a vehicle such as adding a spoiler or changing the vehicle's tires that may have the effect of changing the sound produced by the vehicle.
The PSEA requires that the final rule provide a phase-in period, as determined by the agency. In response to that requirement, full compliance with the standard must be achieved for all vehicles manufactured on or after September 1st of the calendar year beginning three years after the date of publication of the final rule. This final rule is establishing the requirement for 100-percent compliance for all light vehicles subject to the requirements of this rule produced for sale in the U.S. by all manufacturers no later than September 1, 2019. This requirement includes a one-year, 50-percent phase-in period beginning September 1, 2018.
Public safety advocacy groups have raised pedestrian safety concerns regarding HVs because a vehicle using an electric motor may be quieter than an ICE vehicle and may not emit the sounds that non-motorists rely on for warning as vehicles approach them.
In 2009, NHTSA released the report “Incidence of Pedestrian and Bicyclist Crashes by Hybrid Electric Passenger Vehicles” which found that, when comparing similar vehicles, 77 out of 8,387 total HVs reported to be in any crash incident were involved in pedestrian crashes, and 3,578 out of 559,703 total ICE vehicles were involved in similar pedestrian crashes.
Available at
In 2011 NHTSA released a second report “Incidence Rates of Pedestrian And Bicyclist Crashes by Hybrid Electric Passenger Vehicles: An Update” which verified these previous findings
The state data set that NHTSA used to determine the pedestrian and pedalcyclist crash rates for HVs did not include any information about the vision status of the pedestrians involved in the crashes, so we were unable to determine whether any of the pedestrians involved in these crashes were blind or visually-impaired.
While this updated analysis provides insightful comparisons of the incidence rates of HVs versus ICE vehicles involved in pedestrian crashes, there are some limitations to consider: The use of data from 16 states cannot be used to directly estimate the national problem size; and there is still not enough data to draw conclusions in all scenarios of interest such as for individual low-speed maneuvers such as making a turn, starting up, or in parking lots.
It has been an ongoing concern that HVs have a very small share among all vehicles (approximately 0.5 percent). The conditional probability of HV pedestrian or pedalcyclist crashes is very small if whole populations of both HV and ICE are included. Therefore, the sample size of HV may have an impact on the comparison of crash rates between HVs and ICE vehicles. For this reason, NHTSA has further updated the comparison between HV and ICE crash data in order to include additional HV crashes.
In our recent calculations
In the NPRM, the agency asked for comments on whether the differences in pedestrian crash rates between HV and ICE vehicles are solely due to pedestrians' inability to detect these vehicles based on sound, or whether there may be other factors that we have not identified that affect the difference in crash rates.
Ideally, in order to determine whether this lack of sound is causing accidents, NHTSA would have compared accident rates for HVs and EVs with and without sound. However, there have not been enough HVs and EVs with sound for a long enough period of data to be able reasonably conduct this analysis. NHTSA has also been unable to directly measure the pedestrian and pedalcyclist crash rates per mile travelled for HVs and EVs to the rates for ICEs because the Agency does not have data on VMT for HVs and EVs. Therefore, we have instead used the number of other types of crashes vehicles are involved in and using that as a proxy for VMT. While this is a standard technique in analyzing crash risk, it does raise the possibility that there may be other explanations than the lack of sound for hybrids having higher-than-average rates of pedestrian and pedalcyclist crashes relative to other crashes.
Various comments noted that the agency should consider the possibility that factors other than sound will have an impact on the difference in crash rates between HVs and ICE vehicles. Commenters stated that driver characteristics and higher rates of exposure to pedestrians were factors that could contribute to the higher rate of pedestrian crashes among HVs when compared to ICE vehicles.
Nissan North America, Inc. (Nissan) stated that NHTSA should take into account the fact that the “making a turn” and “backing” maneuvers, which constitute a majority of the low speed maneuvers examined in the agency's crash analysis, are maneuvers during which it is difficult for drivers to detect pedestrians. American Honda Motor Co. (Honda) stated that NHTSA should examine whether there is a significant difference between HEV/EV pedestrian crashes and ICE pedestrian crashes for vehicles starting from stationary.
Advocates stated that elevated crash rates between EVs/HEVs and pedestrians and pedalcyclists, concerns of blind advocacy groups, and the international attention focused on the issue support the conclusion that minimum sound requirements for EVs and HEVs will reduce the rate of pedestrian crashes involving these vehicles. The Insurance Institute for Highway Safety stated that, according to research from the Highway Data Loss Institute (HDLI), hybrid vehicles where 17.2 percent more likely to cause injuries to pedestrians than their ICE vehicle counterparts.
After review of the comments received on the NPRM, we utilized a multivariate logistic regression model to examine whether other variables besides type of powertrain in the State Data System contributed to increased risk of pedestrian collisions. In addition, we utilized the calculated odds ratio to compare HVs and ICEs using a case-control analysis. The variables that NHTSA examined in the regression are: Whether the vehicle was an HV or ICE; whether the vehicle was involved in a low-speed maneuver at the time of the crash; city size; driver age; vehicle age; and calendar year. The results of the regression analysis show that an HV may have 1.18 times higher likelihood of hitting a pedestrian than an ICE after accounting for these other confounding risk factors included in the State Data System. NHTSA believes that our case-control analysis, the results of our multivariate logistic regression, and the results of HDLI's research show that there is a difference in crash rates between HVs and ICE vehicles that is attributable to sound. We note that we were unable to calculate a statistically significant difference in crash rates between HVs and ICE vehicles for pedestrian crashes when the vehicle was starting from a stopped position because of the small number of crashes involving HVs in the State Data System.
We have considered the fact that many of the crashes in the low-speed maneuver data in our crash analysis include crashes in which the driver was making a turn or backing and may have had an obstructed view of the pedestrian. Because backing crashes are addressed by our recent final rule to increase the field of view requirements of FMVSS No. 111,
The Fatality Analysis Reporting System (FARS) contains a census of all traffic fatalities. HVs and EVs that struck and killed a pedestrian were identified using the Vehicle Identification Numbers (VINs) contained in the 2001 through 2009 FARS files. During this period, there were 53 pedestrian fatalities attributed to crashes involving 47 HVs and three EVs. Almost all of these fatalities (47 of the 53) involved vehicles that were identified as passenger vehicles. In 2008, there were 10 HVs or EVs that struck and killed 10 pedestrians, and in 2009, there were 11 HVs or EVs that struck and killed 11 pedestrians.
However, these fatalities are not included in the target population for analysis under this rulemaking for two reasons. The first is that pedestrian fatalities are not as likely to occur at low speeds for which the rate of HV pedestrian collisions is significantly higher than collisions between ICE vehicles and pedestrians. Today's final rule establishes minimum sound requirements for hybrid and electric vehicles operating at speeds up to 30 km/h (18.6 mph). A majority of pedestrian fatalities occur when the vehicle involved in the collision is not travelling at a low speed. Overall, 67 percent of the pedestrian fatalities involving HVs or EVs and with known speed limits occurred at a speed limit above 35 mph.
The second reason is that the rate of pedestrian fatalities per registered vehicle for HVs and EVs is not larger (and is in fact smaller) than that for ICE vehicles. Using 2008 data, the fatality rate for pedestrians in crashes with HVs and EVs is 0.85 fatalities per 100,000 registered vehicles, and the corresponding rate for ICE vehicles is 1.57 per 100,000 vehicles.
There also could be fatalities involving HVs and EVs that occur in non-traffic crashes in places such as driveways and parking lots. However, a comprehensive search for HVs and EVs involved in pedestrian fatalities could not be undertaken because NHTSA's Not in Traffic Surveillance (NiTS) system does not provide VINs, and a search for model names that indicate hybrid or electric vehicles did not identify any crashes involving pedestrian fatalities.
NHTSA has no data on pedestrian or pedalcyclist crash rates for low-speed vehicles due to the low rate of sales of these vehicles as a percentage of the light vehicle fleet. NHTSA also has not found any examples of crashes involving LSVs and pedestrians or pedalcyclists that appear to be caused by the lack of sound in LSVs. However, we assume that the safety problem with these vehicles will be similar to that for HVs based on the acoustic profile of these vehicles.
In addition to addressing the safety need in the traditional sense of injuries avoided as a result of preventing vehicle-pedestrian crashes, NHTSA believes it is important to note another dimension of safety that should be taken into account with respect to pedestrians who are blind or visually-impaired. Pedestrians who are blind or visually-impaired need to be able to travel independently and safely throughout their communities without fear and risk of injury, both as a result of collisions with motor vehicles and as a result of other adverse events in the environments they must negotiate. To a far greater extent than is the case for sighted people, vehicle sounds help to define a blind or visually-impaired person's environment and contribute to that person's ability to negotiate through his/her environment in a variety of situations.
The modern white cane and the techniques for its use help the user to navigate and allow sighted people to recognize that a person is blind or visually-impaired. Today, the “structured discovery” method of teaching independent travel for visually-impaired people emphasizes learning to use information provided by the white cane, traffic sounds, and other cues in the environment to travel anywhere safely and independently, whether the individual has previously visited the place or not.
Whether a blind or visually-impaired person uses a white cane or guide dog, the primary purpose of both travel tools is to help the blind traveler identify and/or avoid obstacles in his or her path using the sense of touch. The remaining information needed by a blind or visually-impaired person to safely and independently travel is provided primarily through the sense of hearing.
When traveling with a white cane or guide dog, the primary sound cue used by blind pedestrians is the sound of vehicle traffic, which serves two purposes: navigation and collision avoidance. Navigation involves not only ascertaining the proper time to enter a crosswalk and maintain a straight course through an intersection while crossing, but also the recognition of roadways and their traffic patterns and their relationship to sidewalks and other travel ways a blind or visually-impaired person might use.
Sound emitted by individual vehicles, as opposed to the general sound of moving traffic, is critical. The sound of individual vehicles helps to alert blind travelers to the vehicle's location, speed, and direction of travel. For example, a blind or visually-impaired person moving through a parking lot can hear and avoid vehicles entering or exiting the lot or looking for parking spaces; a blind person walking through a neighborhood can hear when a neighbor is backing out of a driveway. The vehicle sound also indicates to a blind or visually-impaired pedestrian whether a vehicle is making a turn, and if so, in which direction. The sound of individual vehicles also allows the blind traveler to detect and react to unusual or unexpected vehicle movement. The sound of a vehicle that has an activated starting system but is stationary (usually referred to as “idling” for vehicles with internal combustion engines) alerts the blind or visually-impaired traveler to the fact that the vehicle is not simply parked and that it may move at any moment. If a blind person is approaching a driveway and notes a vehicle that is stationary but running he or she will wait for the vehicle to pull out, or for an indication that it will not, for example by noting that the vehicle remains stationary for some time, indicating that the driver has no immediate plans to move.
In the NPRM, the agency described how the acoustic cues provided by vehicles help blind pedestrians discern changes in the road-way, determine whether an intersection has a traffic control device, and navigate intersections with unusual characteristics such as three-way intersections or roundabouts. The sounds made by traffic including the sounds of idling vehicles allow blind pedestrians to determine when it is safe to cross the street and maintain a straight travel path while walking through the intersection.
Using the white cane or guide dog and the sound of traffic, people who are blind or visually-impaired have been able to navigate safely and independently for decades. Blind and visually-impaired people travel to school, the workplace, and throughout their communities to conduct the daily functions of life primarily by walking and using public transportation. Safe and independent pedestrian travel is essential for blind or visually-impaired individuals to obtain and maintain employment, acquire an education, and fully participate in community life. Short of constantly traveling with a human companion, a blind or visually-impaired pedestrian simply cannot ensure his or her own safety or navigate effectively without traffic sound. To the extent that there are more and more HVs and EVs on the road that are hard to
NHTSA began collaborating with a working group within the Society of Automotive Engineers International (SAE) in August 2007 to identify effective ways to address the safety issue of quiet hybrid and electric vehicles. This working group included representatives from the Alliance of Automobile Manufacturers, Global Automakers, the visually impaired community and NHTSA.
On June 23, 2008, NHTSA held a public meeting to bring together government policymakers, stakeholders from the visually impaired community, industry representatives, and public interest groups to discuss the technical and safety policy issues associated with hybrid vehicles, electric vehicles, and quiet internal combustion engine (ICE) vehicles, and the risks they present to visually impaired pedestrians. After this public meeting, NHTSA issued a research plan to investigate hybrid and electric vehicles and pedestrian safety.
In 2009 NHTSA issued the report “Incidence of Pedestrian and Bicyclist Crashes by Hybrid Electric Passenger Vehicles,” discussed in Section II.B of this notice, and a report titled “Research on Quieter Cars and the Safety of Blind Pedestrians, A Report to Congress.”
In 2010 through 2014 the agency continued relevant quiet car research as briefly discussed below.
In April 2010, NHTSA issued a report that began addressing the tasks listed in the research plan. This report, titled “Quieter Cars and the Safety of Blind Pedestrians: Phase I,” documents the overall sound levels and general spectral content for a selection of ICE vehicles and HVs in different operating conditions, evaluates vehicle detectability for two background noise levels, and considers the viability of countermeasure concepts categorized as vehicle-based, infrastructure-based, and systems requiring vehicle-pedestrian communications.
The results show that the overall sound levels for the HVs tested are noticeably lower at low speeds than for the ICE vehicles tested. Overall, study participants were able to detect any vehicle sooner in the low ambient noise condition. ICE vehicles tested were detected sooner than their HV counterpart vehicles except for the test scenario in which the target vehicle was slowing down. In this scenario, HVs were detected sooner because of the distinctive sound emitted by the regenerative braking system on the HVs. Response time to detect a target vehicle varies by vehicle operating condition, ambient sound level, and vehicle type (
As part of Phase 1 research, NHTSA sought to identify operating scenarios necessary for the safety of visually impaired pedestrians. The researchers identified these scenarios based on crash data, literature reviews, and unstructured conversations with blind pedestrians and orientation and mobility specialists. Scenarios were defined by combining pedestrian vehicle environments, vehicle type, vehicle maneuver/speed/operation, and considerations of ambient sound level. The operating scenarios identified in Phase 1 were: Vehicle approaching at low speed; vehicle backing out (as if coming out of a driveway); vehicle travelling in parallel and slowing (like a vehicle that is about to make a turn); vehicle accelerating from a stop; and a vehicle that is stationary.
In Phase 1, NHTSA also compared the auditory detectability of HVs and ICE vehicles by pedestrians who are legally blind. Forty-eight independent travelers, with self-reported normal hearing, listened to binaural
Table 5 shows the time-to-vehicle arrival at the time of detection by vehicle type, and ambient condition. Considering all three independent variables, there was a main effect of vehicle, vehicle maneuver, and ambient sound level. Similarly, there were interaction effects between vehicle type and ambient, vehicle type and maneuver, ambient and vehicle maneuver, and a three way interaction between ambient, vehicle type and vehicle maneuver.
The Phase 1 research showed that HVs were more difficult for pedestrians to detect by hearing than ICE vehicles. The Phase 1 research report also discussed various countermeasures to mitigate pedestrian safety risks associated with quiet vehicles. The Phase 1 report also concluded that a vehicle-based audible alert signal was the countermeasure that both provided all the necessary information to blind pedestrians to make safe travel decisions and produced benefits for other pedestrians and for pedalcyclists.
In October 2011 NHTSA released a second report examining issues involving hybrid and electric vehicles and blind pedestrian safety titled “Quieter Cars and the Safety of Blind Pedestrians, Phase 2: Development of Potential Specifications for Vehicle Countermeasure Sounds.”
The methods for specifying sounds discussed in the Phase 2 final report assumed that the vehicle acoustic countermeasure should:
• Provide information at least equivalent to that provided by ICE vehicles, including speed change; and
• Provide for detection of a vehicle in residential, commercial, and other suburban and urban environments in which blind pedestrians would expect to be able to navigate using acoustic cues.
As part of the Phase 2 research, Volpe conducted a human factors study to compare the auditory detectability of potential sounds for hybrid and electric vehicles operating at a low speed and how those sounds compared to an ICE control vehicle. The human factors testing in Phase 2 suggested that synthetic sounds resembling an ICE produce similar detection distances as actual ICE vehicles. In some instances, the results indicated that synthetic sounds designed according to psychoacoustic principles can produce double the detection distances relative to the reference vehicle. The results also suggested that synthetic sounds that contain only the fundamental combustion noise are relatively ineffective. None of the analyses found a significant effect of vision ability.
In order to develop possible test procedures and requirements for an FMVSS proposing to establish minimum acoustic requirements for hybrid and electric vehicles, NHTSA initiated a third phase of research to develop an objective, repeatable test procedure and objective specifications for minimum sound requirements. NHTSA's Vehicle Research and Test Center (VRTC), as part of its effort to develop a test procedure, conducted acoustic measurements and recordings of several HVs and EVs and those vehicle's ICE pair vehicles.
The primary focus of Phase 3 research conducted by VRTC was to develop an objective and repeatable test procedure to measure vehicle-emitted sound. This work consisted mainly of evaluation of the new SAE J2889-1,
The research was conducted using three HVs, one EV, and four ICE vehicles. The vehicles were used to gather sample data on the difference in sound pressure levels between ICE sounds and EV or HV sounds. VRTC also gathered data to determine how synthetic vehicle sounds emitted from speakers projected around the vehicle, as referred to as the directivity of the sound, and sound quality levels. Some of the hybrid and electric vehicles were tested with multiple alert sounds. Some of the hybrid and electric vehicles were also tested with no alert sound at all, to examine the difference between the sound pressure level produced by hybrid and electric vehicles and ICE vehicles.
One of the purposes of the Phase 3 acoustic measurements was to gather additional data on the difference in sound levels between ICE vehicles and EVs and HVs operating in electric mode. For the pass-by tests at 10 km/h in Phase 3, the ICE vehicles were between 6.2 and 8.5 dB(A) louder than the EV/
The measurements from the startup and stationary but active scenarios were used to measure the directivity of the vehicles' sound. The purpose of measuring the directivity pattern of the vehicles was to compare the directivity pattern of ICE vehicles to those hybrid and electric vehicles equipped with a speaker system. For the ICE vehicles, the sound pressure level behind the vehicle was 6 to 10 dB lower than that directly in front of the vehicle. For the hybrid and electric vehicles with a speaker system, the sound level behind the vehicle was 12 to 15 dB lower behind the vehicle. There was a systematic difference from left to right for some vehicles, particularly with an artificial sound.
As another part of the Phase 3 research, Volpe conducted an analysis of existing acoustic data and data collected during the previously mentioned VTRC testing to develop recommendations for performance requirements for minimum levels of vehicle emitted sound to be proposed in the NPRM. This work consisted of examining the frequency ranges, minimum sound levels for selected one-third octave bands, and requirements for broadband noise and tones as possible criteria for setting minimum requirements for vehicle-emitted sound. Evaluations were conducted using a loudness model
Volpe's work in developing the sound specifications based on a loudness model and detection distances was guided by several aspects of the agency's Phase 1 and Phase 2 research. Volpe analyzed the acoustic data of the sounds used in the human factors research in Phase 2 from a psychoacoustic perspective to determine the loudness of the sounds and whether the sounds would be detectable in several different ambient environments. Because the response of the study participants in the human factors experimentation in Phase 2 varied significantly due to variations in the ambient,
This research showed that pedestrians' ability to detect synthetic sounds would be maximized if the alert signal contains detectable components over a wide frequency range. The research also explored how tones and broadband content could enhance the detectability of synthetic alert sounds. The report used acoustic data for directivity to estimate minimum sound levels for `reverse' or `backing' maneuvers. Volpe then used the results of this analysis of the detectability of sounds as estimated by psychoacoustic models to make recommendations for potential minimum sound levels for the NPRM.
In addition to using psychoacoustic models to develop recommendations for minimum sound specifications, Volpe created a set of minimum sound specifications based on the sound produced by ICE vehicles. Volpe considered multiple minimum sound specifications in an attempt to derive at the most optimal approach for defining sound specification requirements in order to provide recommendations for a variety of sound specifications for NHTSA to seek comment on in the NPRM. Volpe created the specification based on the sound produced by ICE vehicles (using data captured during Volpe's Phase 2 research) and recordings of vehicles provided by automobile manufacturers. Volpe aggregated this data to create minimum acoustic specifications based on the mean sound levels of ICE vehicles and the mean sound levels of ICE vehicles minus one standard deviation.
After the NPRM was issued, NHTSA conducted research to examine additional aspects of minimum sound requirements for hybrid and electric vehicles. The research involved human
In the NPRM, NHTSA proposed minimum sound pressure levels for a specific set of one-third octave bands that included low frequency bands (315, 400, and 500 Hz) and high-frequency bands (2000, 2500, 3150, 4000, and 5000 Hz) for various operating conditions. These proposed specifications for minimum sound pressure levels were identified based on a psychoacoustic loudness modeling approach and safe detection distances.
The key performance metrics for the human factors study were the response time and associated time-to-vehicle arrival. Response time is the elapsed time, in seconds, from the start of the trial to the instant the participant presses the push-button as an indication he/she detected the target signal. The time-to-vehicle arrival is the elapsed time, in seconds, from first detection of a target signal to the instant the vehicle passes the pedestrian location. The detection distance is the separation between the vehicle and the pedestrian location at the moment of detection. The detection distance can be computed from the time-to-vehicle arrival and vehicle speed. Signals meeting the minimum sound levels, computed according to the approach described in the NPRM, are expected to be detectable at least 2.0 seconds or 5 meters away (for a vehicle approaching at 10 km/h). Table 7 shows the time-to-vehicle arrival and detection distances for the signals examined in this study. The signals used in the study included sounds developed by Volpe to test different hypotheses involving the detection model, recordings of prototype synthetic sounds provided by vehicle manufacturers, and a recording of an ICE vehicle. The “Source” column in Table 7 describes the origin of each sound.
The data showed that all signals tested in the study exceeded the 2.0-second detection criterion except for signal 29, which was detected 1.4 seconds before pass-by.
An ICE vehicle (signal 23), without calibration to minimum one-third octave band levels for detection used in the NPRM, was detected 3.1 seconds away on average. Two prototype alert signals (signals 17, 19), without calibration to minimum one-third octave band levels for detection used in the NPRM, were detected 5.8 seconds away. In general, signals with a pure tone (signals 32, 33, 34) were detected sooner than signals with a single band of noise at the same frequency (signals 11, 12, 13). For example, the average time-to-vehicle arrival was 3.1 seconds for a pure tone at 315 Hz and 2.3 seconds for a single band of noise at the same frequency. A statistical analysis also found that the interaction of sound type (tones or noise) and frequency was significant.
The study results indicated that, except for frequency sensitivity for high frequency components, the modeling approach for determining detection thresholds was conservative, meaning that the study participants were able to detect sounds sooner than predicted by the model. In order to correct for frequency sensitivity differences and to develop the best agreement between modeled detection thresholds and those of the participants so that the minimum one-third octave band levels for detection in the final rule more closely align with pedestrians' ability to detect sounds in the real world, Volpe performed a linear regression to reconcile the predicted detection values in the model and the performance of the participants in the experiment.
In order to ensure that the model was as predictive of real-world experience as possible, that is, in order to obtain the best agreement between modeled detection thresholds and those of the participants, and also to correct for frequency sensitivity differences, Volpe did a series of linear regressions using different loudness metrics. The best agreement between modeled and actual participant detection times occurred when a detection threshold of 0.079 sones
The agency also conducted an analysis of acoustic recordings to evaluate the detectability of signals with varying numbers of non-adjacent components in the presence of additional ambient conditions different from the standardized ambient used to develop the one-third octave band minimum levels for detectability in the NPRM or this final rule. The analysis provides an estimate of how often pedestrians would be able to detect a sound signal in a 55 dB(A) ambient, with expected spectral variation, as a function of the number of one-third octave bands meeting the revised minimum thresholds.
This analysis predicted that, as ambient conditions vary, the probability that at least one component is detectable increases with increasing number of components when each component is set to the minimum detection levels calculated based on the human factors study. This is true for all operating conditions. For signals with content in 1, 2, 3, 4, 5, 6, and 7 one-third octave bands, the predicted probabilities were about 55, 81, 93, 97, 98, 100, and 100 percent, respectively. The analysis indicates that there is a rapid increase in detectability as the number of components increases from 1 band to 4 bands when each band is set at the specified minimum detectable level. Additional bands beyond 4 do not appear to increase the detectability level significantly. An eight-band sound was not included in the analysis because eight non-adjacent one-third octave bands do not fit in the frequency range over which we are establishing minimum requirements in the final rule. This analysis also showed that some signals with content in only 2 one-third octave bands are expected to be detected with the same frequency in multiple ambients as signals with content in 4 one-third octave bands. Because signals with content in 2 one-third octaves bands could be equally detectable as sounds with content in 4 one-third octave bands the agency decided to include minimum requirements for content in either 2 or 4 one-third octave bands in the final rule.
The research NHTSA conducted prior to the NPRM focused exclusively on
Two electric motorcycles were tested at the Transportation Research Center in Columbus, Ohio, on a test surface conforming to ISO 10844-2011 specifications. NHTSA was able to apply the proposed test procedure to the motorcycles without major issues.
The one-third octave band levels for the two motorcycles were computed and compared to the minimum levels needed for detection (as determined in NHTSA's research described in Section II.C
NHTSA also collected acoustic data for a pure electric heavy vehicle (Navistar eStar two-axle delivery van) on a surface compliant with ISO 10844 and suitable for heavy vehicles. No issues were encountered in applying the test protocol to the heavy vehicle tested. It is important to note that only this one delivery truck was tested. The agency was unable to obtain electric or hybrid heavy-duty vehicles with different sizes and configurations for testing. The overall sound pressure levels for the Navistar eStar were 55.4, 64.5, 73.4, and 75.2 dB(A) for the stationary, 10, 20, and 30 km/h pass-by scenarios, respectively. The acoustic measurements for this vehicle were computed and compared to the minimum levels needed for detection in the frequency range from 315 Hz to 5000 Hz.
The agency also collected “screening” data for four hybrid and electric heavy-duty vehicles. Screening tests were conducted in the field (not on ISO 10844 sound pads) at convenient locations using portable sound level meters. We note that the test protocol used for the screening tests did not fulfill all the parameters stated in SAE-J2889-1, and the measurements may not have been within the constraints of the SAE standard for acoustic environment, operating conditions, test surface, number of microphones, and microphone position. The results obtained from screening data therefore may deviate appreciably from results obtained using protocols and test conditions that strictly adhere to the SAE standard. Data were collected at three locations, Dayton, Ohio; Washington, DC; and Cambridge, Massachusetts. The four vehicles in the screening tests were all transit buses and included a New Flyer diesel-electric hybrid bus in Washington, DC; a trackless electric trolley bus and a diesel-electric hybrid trolley bus in Dayton, and a Neoplan trackless electric trolley bus in Cambridge. Each vehicle was tested in as many of the applicable operating scenarios (stationary, 10, 20, and 30 km/h pass-by) as possible. However, due to vehicle or site limitations, not all vehicles were tested in all of those operating scenarios.
The screening data showed that the overall levels for these vehicles range from 55.9 to 59.0 dB(A) for a stationary test; 61.7 to 69.3 dB(A) for a 10 km/h pass-by test; and 66 to 70.3 dB(A) for a 20 km/h pass-by test. The acoustic measurements for these vehicles were computed and compared to the NPRM minimum levels for detection in the frequency range from 315 Hz to 5000 Hz, for the eight bands included in the NPRM.
NHTSA also analyzed acoustic data measured in hemi-anechoic chambers equipped with a chassis dynamometer.
Repeatability at each indoor test site was evaluated by computing the standard error of the mean for each one-third octave band from the sound pressure measurements, considering each measurement as an estimate of the mean for each vehicle. The standard errors for these two indoor test sites were typically around 0.5 to 0.75 dB for the 315 Hz one-third octave band and above. This indicates that about 95 percent of measured one-third octave band levels for a given vehicle and operating speed will be within a range of ±1 to ±1.5 dB and, when estimating a mean value using four samples, the mean value should be within about 0.5 to 0.75 dB of the true mean with 95-percent confidence.
Measurement reproducibility between the two indoor test sites was evaluated by comparing the average values of each vehicle at each one-third octave band for each speed. The differences between sites were about 2 dB on average at 10 km/h and only about 1 dB on average at 20 and 30 km/h. Although the average difference is generally less than 2 dB between the two sites, differences for specific vehicle/speed/frequency pairs are still significant. When considering site-to-site differences, the 95-percent confidence intervals for estimated means range from ±2.5 dB to ±6.7 dB depending on the one-third octave band. Bands at and below 400 Hz consistently have standard deviations greater than 2 dB and bands 500 Hz and above typically have standard deviations less than 2 dB (exceptions being 630 Hz and 800 Hz). The reproducibility between sites appears good. We believe the measurement differences are due to inherent test variability, as discussed in section III.K of this document, and also to differences in each site's dynamometer/tire interaction.
In addition to comparing the two indoor test sites to one another, both facilities were also compared with outdoor measurements made at TRC. Measurement reproducibility between each indoor test facility and the outdoor test facility was evaluated by comparing the average sound pressure levels of each vehicle at each one-third octave band for each speed at the respective sites. Results showed that the indoor facilities tend to have higher sound pressure levels, especially at 20 and 30 km/h. Because the differences are smaller at 10 km/h, it is not likely that the differences in acoustic reflections from the indoor floor and the outdoor pavement are causing the difference. Rather, it is likely that the tire/dynamometer interaction is producing the higher sound pressure levels. Considering confidence intervals of estimated mean values for individual vehicle/speed/frequency pairs, the standard deviation between TRC and MPG was as high as 5 dB and the standard deviation between TRC and IAC was as high as 4.7 dB. Therefore, tolerance values associated with 95-percent confidence intervals would be as large as ±9.8 and ±9.2 dB respectively.
These confidence intervals include site-to-site differences and differences as a result of using different vehicles and in some cases different model years. It is anticipated that this confidence interval would be reduced if identical vehicles were tested. This indoor/outdoor analysis involved only a very limited amount of data and the data in some cases was not from the exact same vehicle. The agency would prefer to conduct additional testing in a more highly controlled fashion to allow for more conclusive results. In the absence of that, we have not changed our position on using outdoor testing as proposed in the NPRM.
NHTSA's VRTC conducted additional acoustic measures for hybrid vehicles, electric vehicles, low speed electric vehicles, and internal combustion engine (ICE) vehicles to collect additional sound measurements and to evaluate the repeatability of the test procedure proposed in the NPRM.
The repeatability of the measurement of the sound pressure level was assessed by performing multiple tests with one vehicle (a 2010 Ford Fusion) on one surface. The TRC ISO-compliant surface was used for this work and tests were performed twice a month from April to October 2012. Each test consisted of eight individual measurements for each scenario. Results showed that the 95-percent confidence interval of the overall sound pressure level ranged from ±0.7 dB to ±1.9 dB for the various scenarios. There was no significant systematic change in overall sound pressure levels over the six month period.
Data were also collected at different ISO 10844-compliant surfaces to examine test reproducibility. The reproducibility of sound pressure levels was estimated by testing the 2010 Ford Fusion twice on two other ISO-compliant surfaces (at Ford Motor Company Proving Ground in Romeo, Michigan, and at the Navistar Test Track in Fort Wayne, Indiana). The average sound pressure levels for all scenarios on the other ISO surfaces fell within the experimental errors of the average sound pressure levels measured on the TRC ISO surface. The 95-percent confidence interval of site-to-site variation for overall sound pressure level ranged from ±0.6 dB to ±2.1 dB and the 95-percent confidence estimates for reproducibility, including the repeatability of the measurements, ranged from ±1.3 dB to ±2.4 dB.
To determine if acoustic testing locations could include test areas with surfaces that are not ISO-compliant, the agency investigated using correction factors to adjust data from non-ISO-compliant surfaces, the agency compared overall sound pressure levels measured on ISO 10844-compliant surfaces to overall sound pressure levels measured on three other asphalt surfaces of varying characteristics. The alternative surfaces were located at TRC in East Liberty, OH, and included: A new asphalt surface in the vehicle dynamics area; a sealed asphalt surface; and a skid calibration lane. These pavements were appropriate examples of potential test surfaces that are not ISO-compliant to examine the impact that testing using different surfaces may have on measuring vehicle sound.
Overall sound pressure levels on the three asphalt surfaces were compared to the results on the TRC ISO surface using the 2010 Ford Fusion, and an EV with
To examine the sound levels emitted by low speed electric vehicles (LSVs), VRTC tested five of examples of these vehicles. LSVs typically are lighter than EVs and often use different tires, so it was prudent to conduct separate measurements of LSVs rather than assume they are as quiet as EVs. The sound levels produced by the LSVs were very similar to those of the EVs, with the main difference being that four of the LSVs were equipped with back-up beepers of varying sound pressure levels. Other than during reverse acceleration, the LSVs showed overall sound levels with standard deviations ranging from about 1 to 2.5 dB.
To provide data for the agency's analysis of the crossover speed of HVs and EVs, the agency tested additional HVs and one EV as well as a number of ICE peer vehicles (in cases where a peer vehicle was available for the HVs and the EV selected for testing) and compared the ICE peer vehicle test results to the HV and EV results. At 10 km/h, the three HVs tested (none with external sound generators) had an average SPL 2.4 dB lower than their ICE peer vehicles. An EV without an active external sound generator had an average SPL 7.3 dB lower than its ICE peer vehicle. At 20 km/h, the three HVs (none with external sound generators) had an average sound pressure level 1.1 dB lower than their ICE peer vehicle and the EV without external sound had an average sound pressure level of 3.5 dB below its ICE peer vehicle. At 30 km/h the HVs and EV had sound pressure levels that were not significantly different from their ICE peer vehicles. One-third octave band data and comparisons were also reported.
In addition, the agency compared the sound pressure levels of ICE vehicles in motion with their engines running to the same ICE vehicles coasting past the microphones with their engines turned off. These comparisons were made at 10, 20, and 30 km/h. The sound pressure levels for the vehicles with their engines running were an average of 7.9 dB higher than in the coasting (engine-off) condition at 10 km/h (min. 4.3 dB, max. 11.6 dB); 2.2 dB higher than in the coasting (engine off) condition at 20 km/h (min. 0.6 dB, max. 5.7 dB); and 0.9 dB higher than in the coasting (engine off) condition at 30 km/h (min. 0.5 dB; max. 1.7 dB).
In the NPRM we proposed to apply the minimum sound requirements to all hybrid and electric passenger cars, light trucks and vans (LTVs), medium and heavy-duty trucks and buses, low speed vehicles (LSVs), and motorcycles, that are capable of propulsion in any forward or reverse gear without the vehicle's ICE operating.
The proposed minimum sound requirements would apply to these HVs and EVs in three circumstances: (1) When operating up to 30 km/h (18 mph), (2) when the vehicle's starting system is activated but the vehicle is stationary,
The agency proposed to require HVs and EVs to make a minimum amount of sound in each of eight different one-third octave bands, under each of several test conditions. The agency developed the minimum sound levels for each one-third octave band using a detection model that estimated the distance at which a pedestrian would be able hear a given sound in the presence of a given ambient sound profile. In the NPRM, NHTSA proposed to require eight one-third octave bands with the perspective that required sounds should be detectable in a wide variety of ambients, including ambients that had different acoustic characteristics from the ambient that we used with our detection model. The NPRM also required that sound produced by EVs and HVs be recognizable to pedestrians as motor vehicle sounds by containing low frequency tones and broadband content because these are characteristics commonly associated with sounds produced by internal combustion engines.
The compliance test procedure specified in the NPRM was to be performed outdoors and was based in part on SAE J2889-1 SEPT 2011. The compliance test procedure contained tests for stationary, reverse, and pass-by tests conducted at 10 km/h, 20 km/h, and 30 km/h. We explained in the NPRM that NHTSA believed that outdoor pass-by testing would be preferable to indoor testing in hemi-anechoic chambers using dynamometers because outdoor testing is more representative of the real-world interactions between pedestrians and vehicles. We also expressed concern that specifications for indoor testing were not as developed and did not have the same level of objectivity, repeatability, and reproducibility as test specifications for outdoor testing.
The NPRM proposed a phase-in schedule consistent with the PSEA which would require “full compliance with the required motor vehicle safety standard for motor vehicles manufactured on or after September 1st of the calendar year that begins 3 years after the date on which the final rule is issued.” In the NPRM we stated that if the final rule was issued January 4, 2014, compliance would commence on September 1, 2015, which would mark the start of a three-year phase-in period. The NPRM proposed the following phase-in schedule:
• 30 percent of the subject vehicles produced on or after September 1 of the first year of the phase-in;
• 60 percent of the subject vehicles produced on or after September 1 of the second year of the phase-in;
• 90 percent of the subject vehicles produced on or after September 1 of the third year of the phase-in; and
• 100 percent of all vehicles produced on or after, by September 1 of
In the NPRM, we tentatively concluded that this phase-in schedule was reasonable for manufacturers and allowed the fastest implementation of the standard for pedestrian safety.
The agency received comments to the NPRM from a wide variety of commenters, including trade associations,
The primary issues raised by the advocacy groups and manufacturers concerned our proposal to require sound while hybrid and electric vehicles are stationary but active and our proposal to establish minimum sound requirements up to a speed of 30 km/h. Manufacturers and trade association groups argued that a sound at stationary is not required for safety. These commenters stated NHTSA should instead mandate a commencing motion sound that activated when the driver of an HV/EV removed her foot from the brake pedal. Manufacturers and trade associations also commented that the agency should only establish minimum sound requirements up to 20 km/h, arguing that above 20 km/h tire and wind noises are the dominant contributors to the sound produced by moving vehicles, and provide enough sound for pedestrians to safely detect hybrid and electric vehicles.
NFB and ACB supported the agency's proposal to require that hybrid and electric vehicles produce sound in the stationary but active operating condition, because it would help blind and visually-impaired pedestrians be aware of nearby vehicles and avoid collisions. NFB, ACB, and Advocates also supported the agency's proposal to establish minimum sound requirements for speeds up to 30 km/h, stating that they believe that the agency's research supports establishing minimum sound requirements to those limits.
Manufacturers and groups that represent manufacturers were supportive of the concept of adding sound to EVs and HVs to enhance pedestrian detection but expressed concern that the minimum sound requirements proposed in the NPRM were more restrictive than necessary to accomplish this goal. They argued that sounds meeting the requirements proposed in the NPRM would be annoying to consumers and might negatively affect sales of hybrid and electric vehicles. Regarding the agency's proposed compliance test procedure, manufacturers and groups that represent manufacturers requested the option to conduct compliance testing in indoor hemi-anechoic chambers using dynamometers, arguing that that is a more accurate and consistent method of testing because it is a more controlled environment that minimizes the kind of ambient variations that are expected in outdoor environments. They also raised issues regarding the agency's proposed method of measuring a vehicle's change in pitch as it increases or decreases speed, commenting that pitch shifting should be measured using a component-level test,
Manufacturers also disagreed with the agency's estimate of the cost of speaker systems needed to produce sounds capable of complying with the requirements in the NPRM, stating that speakers capable of producing the low frequency content specified in the proposed minimum sound requirements were more expensive than the agency estimated.
Organizations that represent manufacturers of motorcycles and heavy-duty and medium-duty vehicles took issue with the agency's basis for applying the rule to the vehicles they manufacture, stating that the agency had not shown a safety need based on crash data. They stated that the final rule should not apply to those vehicles because hybrid and electric motorcycles and heavy- and medium-duty trucks and buses do not pose an increased risk to pedestrians over ICE vehicles.
A number of individual commenters either expressed general support for the rule or general opposition to increasing the amount of sound produced by hybrid and electric vehicles. Several individuals also questioned why the agency was limiting the scope of the proposed rule to hybrid and electric vehicles. These commenters stated that the minimum sound requirements in the NPRM should apply to all vehicles including ICE vehicles that do not produce enough sound to be safely detected by pedestrians.
Today's final rule generally adopts the proposed standard but modifies the requirements in several ways. As proposed, we will require hybrid and electric vehicles to emit sound at minimum levels while the vehicle is stationary (although not necessarily at all times when the vehicle propulsion system is active); while the vehicle is in reverse; and while the vehicle is in forward motion up to 30 km/h. Today's final rule also adopts the agency's proposal to conduct compliance testing outdoors.
The agency is adopting numerous changes to the proposal in response to additional analysis conducted by the agency and in response to the comments on the proposal. The most significant change relates to the scope of the final rule. This final rule only applies to hybrid and electric passenger cars and LTVs with a GVWR of 4,536 kg (10,000) pounds or less and LSVs. This final rule does not apply to medium and heavy duty trucks and buses with a GVWR over 4,536 kg (10,000) pounds or to motorcycles. Based on a review of the available acoustic data regarding these vehicles and the comments, we have determined that we do not have enough information at this time to apply this final rule to medium and heavy duty vehicles and motorcycles.
We have determined the final rule should apply to LSVs, because unlike electric motorcycles and medium and heavy duty trucks and buses with a GVWR over 4,536 kg (10,000) pounds, we have acoustic data showing that LSVs are quiet. Therefore, we do not have any justification to exclude them
We have also made significant changes to the detectability specifications in the NPRM,
Under the four one-third octave band compliance option, the minimum sound requirements for each band would be slightly lower than the values proposed in the NPRM and the overall sound pressure of sounds meeting the four one-third octave band compliance option will be similar to those meeting the proposed requirements for eight bands in the NPRM. Under the two one-third octave band compliance option, the minimum sound requirements for each band are lower than those of the eight one-third octave band proposal in the NPRM for the low and mid frequency bands and higher than the minimum values in the NPRM for the high frequency one-third octave bands centered at 4000 Hz and 5000 Hz. Neither the four-band compliance option nor the two-band compliance option include requirements for tones or broadband content contained in the NPRM.
For both the two-band and four-band compliance options, the final rule expands the range of acceptable one-third octave bands to include those between 630 Hz and 1600 Hz (these bands were excluded in the NPRM). Reducing the number of required one-third octave bands while expanding the number of possible bands that manufacturers can use to meet the minimum requirements provides additional flexibility to manufacturers for designing pedestrian alert systems. Sounds meeting these new requirements will have a similar overall sound pressure level to those meeting the requirements in the NPRM. These changes preserve the agency's goal of establishing requirements that will lead to pedestrian alert sounds that are detectable in ambient sound environments with different spectral shapes. The detectability specifications are discussed further in Section III.E of this final rule.
The agency originally proposed to require “pitch shifting,” meaning that as HV/EVs increased or decreased in speed (from stationary up to the cutoff of 30 km/h), the frequency of the sound produced by the HV/EV had to vary up or down with speed by one percent per km/h. After further consideration, we have concluded that the proposed pitch shifting compliance test is likely to have repeatability issues and may involve subjective assessments in compliance evaluations. For those reasons, and also in response to information raised in manufacturers' comments, the agency has decided instead to require simply that the vehicle-emitted sound increase and decrease in volume by a specified amount as the vehicle's speed increases and decreases. The agency believes this revised requirement, like the proposed pitch shifting requirement, will appropriately convey to pedestrians when a vehicle is accelerating or decelerating. This approach also has a testing advantage in that changes in vehicle speed and corresponding changes in vehicle-produced sound can be determined using the same data collected during the stationary and constant-speed pass-by tests. This issue is discussed further in Section III.G of this final rule.
The agency also proposed to require the pedestrian alert sound to contain a low frequency tone under 400 Hz to aid recognizability by pedestrians, stating that this would make the required alert sounds more similar to ICE vehicle sounds which typically include low frequencies. Based on additional analysis indicating that low-frequency tones are not essential for vehicle-emitted sounds to be recognized as motor vehicles in operation, and manufacturer comments arguing that low-frequency tones would be intrusive to vehicle occupants and expensive to reproduce, we have decided against including the proposed requirement in the final rule. Section III.F discusses this issue in more detail.
Also to aid recognizability, we originally proposed to require that the vehicle-emitted sounds contain broadband sound between 160 Hz and 5000 Hz. This means sound across a wide range of frequencies, and reflects the fact that ICE vehicles produce broadband sound when operating at low speed. We agree with commenters that this requirement is not critical for sound recognition because we believe that pedestrians will use other sound cues that provide more information in order to recognize sounds meeting the requirements of the final rule as vehicle-emitted sounds. In addition to the revised requirement that the alert sound level must increase as a vehicle increases speed, we believe that pedestrians would use other cues to recognize EVs and HVs such as the location of the sound source and the frequency and level changes caused by the motion of the sound, so tones and broadband content are not essential for these vehicles to be recognizable. This issue is discussed more in Section III.F of this final rule.
With regard to test procedures, the final rule also makes a number of changes from the proposal. We have modified the procedure for determining whether the sound produced by two hybrid or electric vehicles of the same make, model, and model year is the same. After further analysis, we have determined that requiring the sound produced by two hybrid or electric vehicles of the same make, model, and model year to be within three dB(A) for every one-third octave band between 315 Hz and 5000 Hz would not guarantee that the sound produced by the two vehicles would be the same. We have instead decided to ensure that EVs and HVs of the same make, model, and model year produce the same sound by requiring that all vehicles of the same make, model, and model year use the same alert system hardware and software, including specific items such as the same digital sound file where applicable, to produce sound used to meet the minimum sound requirements in today's final rule. We have also made numerous other changes to the proposed test procedures in response to comments.
While we have retained the requirement that EVs and HVs must generate an alert when stationary, the final rule requires an alert only when a vehicle's transmission gear selector is not in the “Park” position. We have changed the test procedure accordingly, and we will test this condition with the vehicle's gear selector in “Drive” or any forward gear. We believe that this modification to the stationary requirement will provide pedestrians with a way to detect those vehicles that
With regard to the phase-in schedule for the standard, we have simplified the proposed phase-in schedule by shortening it to include a single year of phase-in, rather than the three-year phase-in that the agency proposed in the NPRM. This simplification provides somewhat greater lead-time and responds to vehicle manufacturers' comments that the proposed phase-in was unnecessarily complex. Half of each manufacturer's HV and EV production must comply with this final rule by September 1, 2018, and 100 percent of each manufacturer's HV and EV production must comply with this final rule by September 1, 2019. The phase-in does not apply to multi-stage and small volume manufacturers: 100 percent of their HV and EV production must comply with this final rule by September 1, 2019.
The PSEA defines “hybrid vehicle” as “a motor vehicle which has more than one means of propulsion.” As discussed in the NPRM, we concluded that the definition in the PSEA requires the agency to apply the standard only to hybrid vehicles that are capable of propulsion without the vehicle's ICE operating, because if the ICE is always running when these vehicles are operating, then the fact that these vehicles may not provide sufficient sound for pedestrians to detect them cannot be attributed to the type of propulsion. Under the agency's interpretation of the definition of “hybrid vehicle” in the PSEA, more than one means of propulsion therefore means more than one
The NPRM also stated that the PSEA did not limit the definition of “hybrid vehicle” to hybrid-electric vehicles, so the proposed rule would apply to any vehicle with multiple independent means of propulsion. However, the definitions section of the NPRM regulatory text did not include a specific definition of “hybrid vehicle.”
Alliance/Global and OICA disagreed with the agency's proposal that the standard should apply to any vehicle with multiple independent means of propulsion, and argued that it should apply only to those vehicles that have an electric motor as the additional means of independent propulsion. Alliance/Global and OICA stated they do not believe that vehicles with non-electric hybrid powertrains should be subject to the requirements of the final rule, because the agency has not demonstrated that those vehicles are quiet. Alliance/Global and OICA also stated that the final rule should include a definition of “hybrid vehicle” in paragraph S4 of the regulatory text.
We agree that a definition of “hybrid vehicle” should be included in the rule and have added one. The definition appears in Section S4 of the regulatory text, and is based on the definition for a hybrid vehicle that was presented in the “Application” section of the NPRM preamble, where we stated that a hybrid vehicle is “a motor vehicle that has more than one means of propulsion for which the vehicle's propulsion system can propel the vehicle in the normal travel mode in at least one forward drive gear or reverse without the internal combustion engine operating.”
In response to the industry request to limit the scope of the rule to only HVs with an electric motor as the additional means of propulsion, we are aware that some alternative hybrid vehicles may use something other than an electric drive system in conjunction with an ICE, for example, a hybrid that uses hydraulic or flywheel energy storage in place of electric motor and batteries, although we currently are not aware of hybrid vehicles other than hybrid-electrics that are for sale in the U.S.
Regardless of whether such vehicles are currently available for sale, however, we continue to believe that any hybrid operating under an independent, non-ICE means of propulsion should be required to meet the minimum sound requirements of this standard because we have no evidence that they may
In the NPRM, we stated that the PSEA requires the agency to apply the requirements of the standard to all hybrid and electric motor vehicles which includes cars, multipurpose passenger vehicles, trucks, buses, low-speed vehicles and motorcycles.
The agency also recognized at the time of the NPRM that we had very limited data about the sound levels produced by hybrid and electric heavy vehicles. We also acknowledged that there are a limited number of test pads having pavements that meet ISO 10844,
Manufacturers and organizations that represent manufacturers of heavy-duty vehicles stated that NHTSA should not apply the final rule to heavy-duty vehicles because the agency had not established that these vehicles are quiet, could not demonstrate a safety need to
EDTA stated in its comments that NHTSA should defer application of minimum sound requirements in the final rule to heavy-duty vehicles, motorcycles and low-speed vehicles until the agency establishes a more complete record showing the need for these vehicles to meet those requirements. EDTA further stated that if the agency found that the requirements in the final rule should apply to heavy-duty vehicles, motorcycles and low-speed vehicles, the agency should develop audibility specifications that reflect the technologies, duty cycles and uses, and sound profiles specific to these types of vehicles.
EMA and Navistar stated that NHTSA should exclude hybrid and electric vehicles with a GVWR over 10,000 lb. from the scope of this rulemaking until the agency identifies a potential unreasonable risk to safety caused by the quiet nature of these vehicles, develops acoustic requirements specifically for these vehicles, and develops appropriate compliance test procedures.
EMA stated that, in addition to the incidence rate of collisions between pedestrians and heavy vehicles, NHTSA also should consider the exposure level of pedestrians to being struck by heavy-duty vehicles. EMA stated that certain heavy vehicles such as truck tractors do not typically operate in environments where pedestrians are present, so their risk of collision with pedestrians is much lower than the risk for passenger cars. In addition to having lower rates of exposure to pedestrians, heavy-duty vehicles make up a small fraction of the on-road vehicle fleet when compared to light vehicles. EMA suggested that the risk of a pedestrian being struck by a heavy-duty vehicle is much lower than the risk of a pedestrian being struck by a light vehicle when the percentage of heavy vehicles in the on-road fleet and their exposure to pedestrians are considered. EMA further suggested that lower rate of collisions with pedestrians and the low exposure show that NHTSA should not apply a single countermeasure with the same test procedures to all hybrid and electric vehicles.
EMA stated that NHTSA does not have any acoustic data that shows that heavy-duty hybrid and electric vehicles are quieter than heavy ICE vehicles and pose a safety risk to blind and other pedestrians. EMA stated that the NPRM did not contain any data comparing the sound produced by heavy-duty ICE vehicles to heavy-duty hybrid and electric vehicles. EMA stated that without acoustic data on heavy vehicles, NHTSA is unable to know what the crossover speeds are for heavy-duty vehicles or whether heavy-duty vehicles produce sufficient sound that they do not need to be equipped with a sound generation device. In addition, EMA stated that the crossover speed developed for light vehicles might be inappropriate for heavy-duty vehicles. Because these vehicles have larger tires than light vehicles and often have more tires and have a less aerodynamic body design they produce more sound than light vehicles under the same operating conditions.
EMA stated in its comments that applying the requirements in the NPRM to heavy-duty vehicles would violate the PSEA because NHTSA has not determined a separate crossover speed for heavy vehicles. EMA stated that to comply with the PSEA NHTSA must determine the crossover speed for each type of heavy-vehicle to which the final rule would apply. EMA stated further that applying the NPRM to heavy-duty vehicles violates the Vehicle Safety Act because the NPRM did not assess whether a different standard was needed for heavy vehicles.
Advocates commented that NHTSA should apply the final rule to hybrid and electric heavy vehicles. Advocates suggested that as advances in alternative energy increase, there will be a greater number of these types of vehicles. Advocates stated “the agency should consider its findings that pedestrians and pedalcyclists, especially the visually-impaired, utilize the different sound of heavy vehicles when compared with light vehicles to modify their estimation of when it is safe to undertake a movement, like crossing a road, which may vary with vehicular traffic.”
ACB and NFB stated that the final rule should apply to heavy-duty hybrid and electric vehicles because these vehicles pose the same safety risks to pedestrians as light vehicles, and the number of these vehicles in the fleet will likely increase in the future.
Western Michigan University stated that if the intent of the rule is to address potential hazards to the travel of blind pedestrians, then potentially quiet hybrid and electric heavy-duty vehicles should be required to meet the minimum sound requirements in the final rule. WMU stated that it was not aware of research on the audibility of hybrid and electric buses or light rail vehicles but that it seemed better to err on the side of caution and include heavy-duty hybrid and electric vehicles in the coverage of the final rule.
Despite what was proposed in the NPRM, we have decided not to apply the requirements of this final rule to heavy-duty hybrid and electric vehicles. We reached this decision because we do not believe that we currently have enough information to determine whether the acoustic requirements or the crossover speed in this final rule are appropriate for heavy-duty hybrid and electric vehicles. Therefore, we plan to conduct further research on sound emitted by heavy-duty hybrid and electric vehicles before issuing a new NPRM proposing acoustic requirements for these vehicles.
As described in Section II.C, after NHTSA issued the NPRM, we conducted testing to examine the sound levels produced by heavy-duty electric and hybrid vehicles. The agency tested the Navistar eStar Electric Heavy Vehicle following the procedures in SAE J2889-1, MAY 2012, using an ISO asphalt pad meeting the specifications of International Standards Organization (ISO) 10844 “Acoustics—Specification of test tracks for measuring noise emitted by road vehicles and their tyres.”
The agency also conducted screening tests in the field of the sound levels of a selection of other heavy-duty EVs and HVs using a simplified procedure. For these screening tests, NHTSA measured four different electric or hybrid-electric transit buses, as described in the agency's report “Acoustic Data for Hybrid and Electric Heavy-duty Vehicles and Electric Motorcycles”
In conducting these screening measurements, the agency only recorded results for the eight one-third octave bands for which we proposed requirements in the NPRM. The agency compared the measurements to the revised minimum detectability thresholds based on our human factors research.
Of the three vehicles the agency evaluated in the stationary condition, all had sound content in several bands, and all would have been detectable in some ambient conditions according to the agency's detection model. At the 10 km/h pass-by, all of the vehicles tested would be expected to be detectable according to the detection model. At the 20 km/h pass-by, three of the vehicles would be expected to be detectable according to the detection model, and two would have met the requirements of the final rule.
This heavy vehicle screening data showed that some hybrid and electric heavy-duty vehicles may already make sufficient sound in some operating conditions to be detected by pedestrians according to the agency's model. Because the data the agency collected during screening testing is limited in scope and was not obtained on an ISO 10844 compliant surface, the agency needs to conduct further evaluation in this area before we can draw conclusions regarding the sound levels produced by these vehicles.
Furthermore, the agency does not have any data on the crossover speed of heavy vehicles. Given that heavy vehicles have very different tires and wind noise characteristics than light vehicles, and these factors heavily influence crossover speed, it is possible that the light vehicle crossover speed is inappropriate for heavy vehicles. The agency anticipates conducting further research and evaluation to make these determinations and, if it proves necessary, to develop separate acoustic requirements for these vehicles.
Regarding EMA and Advocates comments that the agency should develop a separate acoustic specification for heavy-duty vehicles, for the reasons discussed above NHTSA agrees and plans to conduct further evaluations on this issue.
Given that NHTSA has not yet established that heavy hybrid and electric vehicles are too quiet to be detected without a pedestrian alert system, and the agency has not determined that the same acoustic requirements and crossover speed for light vehicles in today's final rule are appropriate for heavy vehicles, we are excluding both those categories from the applicability section of today's final rule, and we anticipate conducting a separate rulemaking effort to address the potential need for pedestrian alert systems on those vehicles.
In the NPRM, we stated that we had tentatively concluded that the proposed rule should apply to electric motorcycles, because Congress defined “electric vehicle” broadly in the PSEA and did not exclude motorcycles from the definition. We acknowledged that the agency was not able to determine whether the incidence rate of collisions between pedestrians and electric motorcycles is different than the incidence rate of collisions between pedestrians and motorcycles with ICEs, but stated that we expected that the difference in pedestrian collision rates between electric motorcycles and their traditional ICE counterparts would be similar to the difference in pedestrian collision rates between light HVs and light ICE vehicles should the number of electric motorcycles in the fleet match the current market penetration of light HVs and EVs. Additionally, while we did not have data on the extent to which electric motorcycles are quieter than ICE motorcycles of the same type, we also noted that neither did we have information indicating whether electric motorcycles produced sound levels sufficient to allow pedestrians to detect these vehicles in time to avoid collisions. The NPRM did, however, cite crash statistics contained in BMW's comments on the NOI regarding incidents of motorcycle collisions with pedestrians. BMW cited data from NHTSA's General Estimates System (GES) for the period between 2005 and 2009 shows that 1.07 percent of the pedestrians injured in motor vehicle crashes were injured in crashes involving motorcycles to illustrate the low rates of crashes between motorcycles and pedestrians.
We also stated in the NPRM that the proposal was technology-neutral and that it would be possible for electric motorcycles to meet the requirements in the NPRM without the use of a speaker system if they already produced sufficient sound to meet the performance requirements. We sought comment on whether the minimum sound requirements should be applied to electric motorcycles.
The comments that the agency received in response to the NPRM from organizations that represent motorcycle manufacturers for the most part reiterated the concerns expressed by MIC and BMW in response to the NOI. BMW and MIC stated in their comments to the NOI that, because of the unique attributes of motorcycles, there is no safety need for NHTSA to establish minimum sound levels for electric motorcycles. MIC reiterated this point in their NPRM comments. According to
Also in their NOI comments, both BMW and MIC stated that adding a speaker system to a motorcycle could involve technical challenges not present for other vehicles because there is less space on the motorcycle to install the speaker and the weight of the speaker would have a greater impact on the vehicle's range. MIC and BMW also suggested that electric motorcycles should not be subject to the minimum sound level requirements in this proposal because electric motorcycles are not quiet.
MIC commented in response to the NPRM that motorcycles should be exempt from meeting the minimum sound requirements in the final rule because motorcycles, both electric and ICE, pose less of a risk to pedestrians than other vehicles, citing statistics that the collision rate between motorcycles and pedestrians is 0.27 percent compared with 0.76 percent for other vehicles under conditions most likely to pose a threat to pedestrians (backing up, turning, entering or leaving parking spaces, starting, or slowing).
MIC argued that NHTSA's assumption that electric motorcycles will show a similar increase in rate of pedestrian collisions as four-wheeled “HEVs” (MIC's term for hybrid and electric vehicles, collectively) is invalid because four-wheeled HEVs in fact do not pose a greater threat to pedestrians than ICE vehicles. MIC stated that the higher incidence of collisions between pedestrians and HEVs does not mean that HEVs collide with pedestrians at a higher frequency, arguing that NHTSA's comparison of incidence rates of pedestrian collisions between ICEs and HEVs to determine the overall frequency of pedestrian crashes between each group of vehicles is only valid if both classes of vehicles have similar overall crash rates. However, according to MIC, that is not the case, and the difference in overall crash rates is supported by FARS data which indicate that the overall crash rate for HEVs is only half of the overall crash rate for ICEs. MIC stated that the higher incidence rate of HEV-pedestrian collisions is likely to be artificial and driven by demographic factors other than sound, mainly that HEV drivers actually tend to be safer drivers on average, which makes their overall crash rate lower and which inflates their rate of pedestrian crashes as a percentage of all crashes. MIC pointed out that motorcycle pedestrian crash frequency is actually no higher than for ICEs. MIC stated that crash rate differences due to demographic factors are not uncommon and are, for example, what explain large differences in fatality rates between different types of motorcycles (
MIC also argued that it is logical that motorcycles should have a lower rate of collisions with pedestrians because motorcycles require two hands to operate so there is a lower chance of the operator being distracted, which should decrease the risk to pedestrians.
MIC stated that, in addition to having a low rate of crashes involving pedestrians, electric motorcycles are not quiet. MIC referenced a report submitted in response to the NPRM by Brammo, Inc., a manufacturer of electric motorcycles, that MIC believes shows that by design, electric motorcycles are not silent vehicles when moving.
MIC also stated that the NPRM did not take into account that motorcycles do not have a reverse gear and therefore do not collide with pedestrians while backing.
MIC stated that NHTSA should not establish minimum sound requirements for electric motorcycles until there is evidence that these vehicles pose a safety risk to pedestrians. MIC stated that if NHTSA does decide to establish minimum sound requirements for motorcycles, it should extend the exemption for small-volume manufacturers indefinitely.
IMMA suggested that electric motorcycles do not introduce a new threat to blind and visually impaired pedestrians because blind and visually impaired pedestrians already are exposed to pedalcyclists on both the road and on sidewalks (and bicycles would not be any louder than electric motorcycles). Operators of electric motorcycles, like pedalcyclists, have the advantage of greater awareness of nearby pedestrians and greater ability to avoid them.
IMMA stated that limited data exists on crashes between motorcycles and pedestrians and pedalcyclists but that there are a significant number of incidences of crashes involving motorcycles and four-wheeled vehicles, which it argued showed the high vulnerability of motorcycle riders and their inherent alertness to other road users including pedestrians. They also commented that motorcycles by design provide the operator with better vision of the surrounding environment which increases awareness of nearby pedestrians and pedalcyclists.
IMMA commented that studies have shown that pedestrians are at greater risk of being struck by HVs while the vehicle is operating in reverse, but this is not a concern for motorcycles because the vast majority of motorcycles do not have a reverse gear and those that do cannot move quickly in reverse.
IMMA stated that preliminary data shows that electric motorcycles are not quiet and suggested that this data, coupled with the fact the electric motorcycles do not pose an increased risk to pedestrians, shows that electric motorcycles should not be subject to the minimum sound requirements in the final rule.
DG Enterprise stated that the detectability parameters determined for EVs and HEVs in the NPRM may require the installation of an alert sound system on other quiet vehicles such as electric motorcycles and mopeds as well as electrically assisted bicycles. DG Enterprise inquired whether NHTSA plans to mandate the installation of and “AVAS” (Acoustic Vehicle Alerting Systems) in all these vehicle categories.
Western Michigan stated that all quiet vehicles traveling at the slow speeds covered by the NPRM, whether they are light-duty EVs and HVs or electric motorcycles, have the potential of
Although the agency proposed in the NPRM to include motorcycles in the final rule, we have decided not to apply the requirements of this final rule to electric motorcycles. As is the case with heavy hybrid and electric vehicles, we currently do not have enough information to determine whether the light vehicle acoustic requirements or the crossover speed in this final rule are appropriate for electric motorcycles. Instead, the agency is planning to conduct further research on sound emitted by electric motorcycles before issuing a new NPRM, if needed, to propose acoustic requirements for these vehicles.
As described in Section II.C of this notice, after issuing the NPRM the agency conducted acoustic testing on two electric motorcycles following the procedures in SAE J2889-1, MAY 2012.
According to the agency's detection model, a vehicle is detectable in the 55 dB(A) standard ambient utilized in the agency's acoustic evaluations if it meets or exceeds the minimum levels for detection in at least one of the thirteen one-third octave bands.
When compared to the average overall sound pressure level of four-wheeled ICE vehicles, the sound level produced by the Brammo Enertia was similar, based on a broad selection of ICE measurement data which the agency acquired from its own testing and from other sources (shown in Table 13 of the NPRM). The Zero S produced a lower overall sound level than the ICE mean and also was lower than the mean-minus-one-standard-deviation of the same ICE data (shown in Table 14 of the NPRM.)
Based on comparing the one-third octave band data to the agency's detection model and comparing the overall sound pressure levels to the sound produced by four-wheeled ICE vehicles, the agency believes the acoustic data from these two electric motorcycles are inconclusive as to whether electric motorcycles might be too quiet for pedestrians to detect by hearing. Furthermore the agency has not collected any data or conducted any analysis regarding the crossover speed for electric motorcycles, which might be different from that of four-wheeled vehicles. Because our acoustic data show that one of the two electric motorcycles would be detectable by pedestrians within a safe detection distance, but the other one would not be, we believe that further evaluation of electric motorcycles is needed before we can determine if it is appropriate that they be subject to the same acoustic requirements and crossover speed as four-wheeled vehicles.
Commenters stated that adding an alert system to a motorcycle would be a technical challenge because motorcycles are very different from cars in terms of layout and architecture, and a pedestrian alert system which includes a speaker is a significant amount of hardware to integrate into a motorcycle. NHTSA has not determined if this design burden would make it impracticable for electric motorcycles to be required to meet today's final rule.
The agency also needs to further evaluate whether electric motorcycles require distinct specifications separate from four-wheeled vehicles. For example, there is nothing in the minimum sound requirements that would allow pedestrians to specifically recognize a vehicle as a motorcycle. Furthermore, motorcycles do not need a backing sound since they generally are not driven in reverse.
In the NPRM, we stated that we had tentatively concluded that Low Speed Vehicles (LSV) should be required to meet the minimum sound requirements in the proposed standard. We stated that while we had not conducted any acoustic testing of these vehicles and had limited real-world data on crashes involving LSVs and pedestrians, we expected LSVs equipped with electric motors would be extremely quiet.
EDTA stated that NHTSA should defer application of minimum sound standards to LSVs until a more complete record establishing the need for standards for these vehicles exists. EDTA suggested that if the agency documents a need for LSVs to meet the minimum sound requirements in the final rule, the agency should then develop audibility specifications that reflect the technologies, duty cycles and uses, and sound profiles specific to these types of vehicles.
Western Michigan stated that LSVs should be required to meet the requirements in the final rule because they could pose a potential hazard to blind pedestrians. NFB stated that the rule should apply to LSVs.
We have decided to apply the minimum sound requirements in today's final rule to LSVs. The PSEA requires NHTSA to establish minimum sound requirements for all motor vehicles that are hybrid or electric motor vehicles. Because trailers are the only vehicles excluded from the scope of the required rulemaking, NHTSA's interpretation is that Congress intended for the agency to apply minimum sound requirements to all other vehicles that are HVs or EVs including LSVs.
The agency tested five LSVs to determine the sound levels produced by these vehicles. The sound levels
Results of the acoustic testing of these LSVs confirmed the agency's understanding that these vehicles produce similar sound levels as EVs and HVs. Also, they operate in locations where pedestrian exposure is similar to that of EVs and HVs. Therefore, the agency believes that electric LSVs pose an increased risk to pedestrians when they are operating at low speed when compared to conventional vehicles. Vehicles in the LSV category have a maximum speed limitation of 25mph, so by definition LSVs operate at low speeds. These speeds are reflective of those for which HVs and EVs have the highest risk of involvement in pedestrian crashes when compared to ICE vehicles, as noted in Section II.B of today's final rule. The agency is not aware of any factors related to the use of LSVs that would mitigate the risk to pedestrians created by the low sound levels produced by these vehicles. Because of the low sound level produced by LSVs and the fact they operate primarily at low speeds, the agency believes that it is necessary for hybrid and electric LSVs to meet the minimum sound requirements in today's final rule. This is in contrast to electric motorcycles and EVs/HVs with a GVWR over 10,000 for which our test data were inconclusive regarding the sound levels those vehicles achieve before having any sound added.
In response to the comment submitted by EDTA, NHTSA believes that acoustic requirements for light duty EVs and HVs are appropriate for LSVs. LSVs are not sufficiently different from vehicles that are not speed limited when those vehicles are traveling at low speeds, so LSVs do not require a separate acoustic specifications in order for pedestrians to detect them.
In the NPRM, we chose not to apply the proposed requirements to conventional ICE vehicles for the time being. We acknowledged that it is possible that some ICE vehicles may pose a risk to pedestrians because of the low level of sound that they produce when operating at low speeds. We stated in the NPRM that the agency would decide whether to apply the minimum sound requirements established for HVs and EVs to ICE vehicles after completing the Report to Congress on ICE vehicles, as required by the PSEA.
We also stated in the NPRM that while some of the ICE vehicles the agency tested during our research did not meet the proposed requirements, these vehicles emit sound in areas of the audible spectrum not covered in the proposed requirements. We stated that this characteristic of ICE vehicles made it difficult to compare the detectability of ICE vehicles to hybrid and electric vehicles solely based on acoustic measurements.
In response to the NPRM, we received several comments from members of the general public stating that if the agency chose to establish minimum sound requirements for hybrid and electric vehicles it should also establish requirements for quiet ICE vehicles. These commenters stated that NHTSA should make the determination regarding which vehicles will be subject to the final rule based on whether the vehicle poses an increased risk to pedestrians when operating at low speed not based on the vehicle's propulsion type. These commenters suggested that requiring only hybrid and electric vehicles to meet the requirements of the final rule discriminates against those types of vehicles.
DG Enterprise inquired whether NHTSA had plans to require quiet ICE vehicles to meet the requirements of the final rule. DG Enterprise further inquired whether the agency considered that the minimum sound requirements in the final rule might influence the installation of alert sound systems on quiet ICE vehicles.
WMU stated that, although increases in the number of hybrid and electric vehicles in the on-road fleet have brought about an increased awareness of the safety risks to pedestrians posed by quiet vehicles, there are many modern ICE vehicles that are too quiet to be safely detected by pedestrians who are blind. ADB stated that pedestrians who are blind are at just as much risk from a quiet ICE as they are from an EV or HV. ADB believes that quiet ICE vehicles should be subject to the final rule because the agency has not conducted enough research about the detectability of these vehicles.
We have chosen to limit the application of the final rule to hybrid and electric vehicles. The PSEA required NHTSA to establish minimum sound requirements for hybrid and electric vehicles. After completing the rulemaking to establish minimum sound requirements for hybrid and electric vehicles, NHTSA is required to complete a study and submit a report to congress on whether there is a safety need to apply the final rule to ICE vehicles. If NHTSA subsequently determines that there is a safety need to apply the rule to ICE vehicles, the agency is required to initiate a rulemaking to do so. Because we have not yet completed the required report to Congress, we have not yet determined whether a safety need exists to apply the requirements of today's final rule to ICE vehicles. Because they agency has not yet determined whether a safety need exists for quiet ICE vehicles to produce additional sound, we have no basis at this time to subject these vehicles to the requirements of today's final rule.
We are aware that some ICE vehicles do not meet the requirements of the final rule, and that this could lead to the inference that some ICE vehicles do not produce sufficient sound to allow pedestrians to detect these vehicles. We do not think that it is appropriate, however, to make the assumption—based solely on the data mentioned above—that some ICE vehicles must produce additional sound to be safely detected by pedestrians. As we stated in the NPRM, ICE vehicles produce sounds in areas of the audible spectrum that make it difficult to draw conclusions about how detectable they are by comparing them to the requirements in today's final rule. In addition, the sound produced by an ICE includes acoustic characteristics such as modulation that enhance detectability that are not included in the final rule. Therefore, it is likely that ICE vehicles that are readily detectable by pedestrians might not meet the requirements of the final rule.
The agency will examine whether there is any crash data that shows that ICE vehicles that produce a lower sound level have an increased risk of crashes with pedestrians as part of the agency's investigation of whether there is a safety need to apply the requirements of today's final rule to ICE vehicles as part of the agency's report to Congress.
The agency proposed to require hybrid and electric vehicles to meet
In the NPRM, we explained that the PSEA required the agency to establish minimum sound requirements for this operating condition. The PSEA states that the required safety standard must allow pedestrians “to reasonably detect a nearby electric or hybrid vehicle in critical operating scenarios including, but not limited to constant speed, accelerating, or decelerating.”
We also stated that, in addition to being a required operating condition under the PSEA, the agency believed that there was a safety need for hybrid and electric vehicles to emit a sound in the stationary but active condition. A sound emitted by an HV or EV when stationary but active is analogous to the sound produced by an ICE vehicle idling while at a standstill. We stated that this requirement ensures that the responsibility to avoid a collision between a vehicle and a pedestrian is shared between the driver of the vehicle and the pedestrian by providing pedestrians with an acoustic cue that a vehicle may begin moving at any moment. While there are some scenarios in which a driver starting from a stopped position should be able to see a pedestrian in front of the vehicle and thus avoid a crash, the driver may not always be relied upon, especially in situations where the driver may have an obstructed view. A driver pulling out of a parking space in a crowded parking lot is an example of a situation in which a driver might not be able to see a pedestrian and the pedestrian may step into the path of a vehicle just as the vehicle is beginning to move. If the pedestrian is able to hear the vehicle before it begins to move, the pedestrian would be able to exercise caution and avoid a collision by not stepping in the path of the vehicle.
The agency also discussed incidents of HVs colliding with pedestrians when starting from a stopped position that appear in the data that the agency used for the statistical analysis of crashes between hybrid vehicles and pedestrians. The NPRM noted that instances of HVs starting from a stopped position and colliding with pedestrians are present in our data although the sample size is not large enough to prove a statistically significant incidence rate. We stated that this limited data showed there could be a safety risk which, if correct, would grow commensurate with the population of HV/EVs, such that it would be appropriate to require that vehicles provide adequate sound cues while stationary.
In the NPRM, we also noted that sound cues produced by idling ICE vehicles are critical for safe navigation by blind pedestrians. The sound produced by vehicles idling while waiting to pass through an intersection provides a reference to visually-impaired pedestrians so they are able to cross a street in a straight line and arrive safely at the other side. The sound of vehicles idling on the far side of the street while waiting to pass through an intersection also provides visually-impaired pedestrians with a reference for how wide a street is so they can accurately gauge the amount of time needed to safely cross.
The NPRM further stated that the agency did not believe that there would be any incremental increase in cost that would result from requiring a sound at the stationary but active operating condition for vehicles already equipped with an alert sound system and that the draft EA showed that requiring sound at stationary would not have any appreciable impact on ambient noise levels.
In their comments to the NOI and in meetings with agency staff prior to the NPRM, representatives from several auto manufacturers said that the agency should not establish minimum sound requirements for the stationary but active condition. These manufacturers did not believe there was a safety need for an alert sound when vehicles are stationary. They were concerned that the sound of EVs and HVs standing in highway traffic and other scenarios in which pedestrians would not be expected to be present would unnecessarily contribute to increases in environmental noise. Advocacy organizations for individuals who are blind or visually impaired, in contrast, argued prior to the NPRM that NHTSA should establish minimum sound requirements for the stationary but active condition. These organizations stated that sound made by stationary vehicles is necessary for the safety of blind or visually impaired pedestrians to avoid collisions with EVs and HVs operating at low speeds because it allows individuals who are blind to proceed with caution when they hear a nearby “idling” vehicle.
The NPRM also discussed and sought comment on a suggestion from Mercedes for alerting nearby pedestrians that a hybrid or electric vehicle was about to begin moving without requiring a sound in the stationary but active condition. Mercedes had suggested that instead of emitting sound when the vehicle was stationary with the propulsion system active, hybrid and electric vehicles should be required to emit a “commencing motion sound” that would activate when the vehicle was in “drive” and the driver released his or her foot from the brake pedal.
The NPRM also solicited comment on whether the final rule should allow the sound at stationary to be reduced or deactivated if the vehicle had been stationary for a prolonged period of time.
Many industry commenters responding to the NPRM raised many of the same points raised in their comments to the NOI and in meetings with agency staff prior to the agency issuing the NPRM. Auto manufacturers and groups that represent them commented that sound at stationary is not necessary for safety, and that Europe and Japan do not require sound at stationary. Industry commenters expressed concern that requiring sound in the stationary but active condition could annoy drivers, which would harm EV and HV sales, and that it also would lead to increases in environmental noise pollution. These commenters also argued that a sound at stationary would mask the sound of other approaching vehicles.
Industry commenters including Alliance/Global, Denso, EDTA, Mercedes, Mitsubishi, OICA, and Volkswagen requested that NHTSA require a “commencing motion sound” rather than establishing minimum sound requirements for either when a vehicle is in “park” or when the vehicle is in “drive” but is stationary. Some of these commenters pointed out that the NPRM did not define “active” and argued that NHTSA should define “stationary but active” specifically as the condition in which the vehicle's gear selector is in the “drive” position and the driver has released the service brake. Alliance/Global commented that requiring a commencing motion sound that activates when a vehicle begins moving would satisfy the requirement in the PSEA that the alert sound allow pedestrians to discern the presence, direction, location, and operation of the vehicle. Honda and Nissan, in addition to opposing a requirement for stationary sound without further research on the need for it, commented that NHTSA should not require a commencing motion sound and should instead leave that as an option for manufacturers. Some manufacturers, including Mercedes and Nissan, said that sound at stationary can mask the sound of other vehicles that are in motion. Mercedes stated that it had enlisted researchers to conduct some experimentation on this topic. They found in preliminary trials that it was easier for pedestrians to detect when a vehicle begins to move if the vehicle did not produce sound when stationary, and that this might be because the sound activates just as the vehicle initiates movement. Nissan also conducted trials that they said indicated that blind pedestrians were less aware of traffic moving adjacent to an alert-emitting stationary vehicle,
Volkswagen stated that vehicles that are not moving do not pose a threat to pedestrians or pedalcyclists. Volkswagen argued that it is unlikely that drivers will fail to make sure that the vehicle's path is clear of pedestrians when starting up from a full stop, and that in the rare case in which an inattentive driver begins to accelerate from a stop toward a pedestrian who is in or about to enter the vehicle's path in that case, a “commencing motion” sound would provide the pedestrian with a warning that the EV or HV is beginning to move, so that the pedestrian could take appropriate action.
EMA commented that it is unreasonable to require heavy vehicles to emit sound continuously while idling because many types of heavy-duty vehicles must idle for extended periods in order to power a variety of utility functions such as operating on-board equipment like hydraulic lifts or pumps.
Industry commenters also commented that the level of sound for the stationary condition proposed in the NPRM is too high, and sound level is higher than that of ICE vehicles at idle. They stated that, if NHTSA did decide to establish minimum sound levels for when a vehicle is stationary with an active propulsion system, those levels should be lower than the levels in the NPRM. In addition, the sound should be required only when the vehicle's gear selector is in the “drive” or “reverse” position and not when the gear selector is in the “park” position.
Volkswagen noted, “for the foreseeable future, it is exceedingly unlikely that a blind pedestrian will encounter a line of vehicles stopped at a traffic light that is comprised entirely of EVs and HVs.”
Alliance/Global stated that NHTSA should follow the European and Japanese guidelines for pedestrian alert sound systems which concluded that there is no safety need for hybrid and electric vehicles to emit sound while stationary. Alliance/Global also suggested that requiring a commencing motion sound as an alternative to requiring sound in the stationary but active condition “would lower the ambient noise level at intersections, thus making it easier for pedestrians to detect the presence and operating patterns of other moving vehicles.”
In general, commenters pointed out a number of reasons why sound in the stationary operating condition should not be required. They stated that EVs and HVs should only be required to emit sound when they are capable of moving, because vehicles with their gear selector in the “park” position and vehicles with the parking brake engaged are not capable of motion so NHTSA should not establish minimum sound requirements for these conditions. For instance, Toyota stated that, according to NHTSA's interpretation of the PSEA, a vehicle is capable of being “operated” even without an operator being present in the vehicle, and that a vehicle that is stationary is inherently incapable of striking a pedestrian, and therefore should not be required to emit sound.
A number of commenters expressed concern about the environmental noise that would be created by alert sounds emitted by stationary vehicles. Alliance/Global stated that if EVs and HVs are required to produce an alert sound as soon as the starting system is activated,
Representatives from Nissan, Toyota, Honda, GM, and Mitsubishi conducted a demonstration attended by NHTSA staff
Representatives from Nissan met with NHTSA staff and presented their analysis of when a sound at stationary would be beneficial to pedestrians and when it would mask the sound of an approaching vehicle that actually posed a threat to pedestrians.
Organizations that represent individuals who are blind or visually impaired and safety advocates including NFB, ACB, ADB, NCSAB, WBU, WMU, and Advocates stated that the agency should require hybrid and electric vehicles to produce sound when those vehicles are stationary with their propulsion systems active. Among the comments from these organizations was the contention that the sound of “idling” vehicles is useful for navigation by pedestrians who are blind in a number of scenarios and makes them aware of the presence of a nearby vehicle that is likely to start moving at any moment so the pedestrian has the opportunity to react safely once that vehicle begins to move. These organizations stated they do not believe that a “commencing motion sound” is sufficient to replace the acoustic cues provided by “idling” vehicles. However, some of these commenters suggested that they would not be opposed to a commencing motion sound if it is provided in addition to, not in place of, a stationary sound. Advocates commented that the sound required for a stationary vehicle in `park' could be at a lower acoustic level until such time as the brake pedal is applied.
WMU stated “pedestrians who are blind gain important information regarding vehicle presence from the sounds of idling vehicles”
WMU also stated that its research has shown that blind pedestrians have great difficulty detecting hybrid and electric vehicles (without an alert system) starting from a stopped position and, consequently, sound in the stationary but active condition should be required when the hybrid or electric vehicle's gear selection control is in “park” to alert blind pedestrians of potential conflict. WMU expressed concern that a hybrid or electric vehicle could be put into “drive” and begin moving quickly enough that a pedestrian walking near the vehicle would not have time to react.
WMU also stated that, while a commencing motion sound does not replace sound at stationary, it does allow pedestrians to more easily identify vehicles starting from a stopped position. WMU suggested that, if a vehicle has been stationary for a long time, that vehicle is less likely to begin moving and should not be required to produce a sound for a prolonged period.
As described in Section II.A of this final rule, NHTSA has concluded that the PSEA requires NHTSA's safety standard to specify that vehicles must have sound when stationary. However, based on careful review of the comments received, we have decided to modify the proposed sound at stationary requirement to apply only when a vehicle's gear selection control is not in the “Park” position.
The definition of “alert sound” in the PSEA requires the agency to establish minimum sound requirements to allow pedestrians to detect the presence of nearby vehicles that are in operation. Of the comments that suggested that the agency define “stationary but active” as the condition in which the vehicle's gear selection control is in “drive” and the driver is not applying the brake pedal, none of those comments explained how that approach would fulfill the mandate in the PSEA that the minimum sound requirements allow pedestrians to detect the “presence” and “operation” of a nearby vehicle, including one that is stationary.
The agency believes that adopting the sound at stationary requirements will mitigate the potential risk to pedestrians from HVs and EVs starting from a stopped position. As we stated in the NPRM, there is evidence in the crash data that these types of crashes do occur. A sound at stationary would help both blind and sighted pedestrians because it would alert them to the presence of a vehicle that might start moving so they could avoid walking into the vehicle's travel path. We are concerned that a “commencing motion” sound would not always give a pedestrian who was entering the path of a vehicle sufficient time to react to avoid a collision, as argued by ACB and NFB. While we agree that the onset of an alert sound coincident with the commencement of motion on a vehicle that was not emitting sound when it was stationary might be of some benefit, because the contrast provided by the activation of the sound might better help pedestrians who are blind detect when the vehicle begins to move, we do not believe that this outweighs the fact that requiring sound at stationary will help all pedestrians avoid collisions with vehicles starting from a stopped position by providing an audible indication of a nearby vehicle that could begin moving at any time.
While it may be some time in the future before it becomes likely that a pedestrian who is blind will encounter traffic that is comprised exclusively of EVs and HVs (as VW's comment
NHTSA does not believe that the possibility that a sound at stationary might mask the sound of other vehicles operating in the vicinity outweighs the benefits of requiring a sound in the stationary but active condition. After reviewing Nissan's analysis of scenarios, NHTSA is unable to determine whether a pedestrian who is blind would attempt to cross in the situations in which Nissan claimed that a sound at stationary would mask the sound of an approaching vehicle. For example, some of those scenarios involve a pedestrian who encounters a stationary vehicle that is being passed by another vehicle travelling in the same direction in an adjacent lane. The agency is unsure whether upon encountering a stationary vehicle, a pedestrian who is blind would proceed to cross in front of the vehicle without waiting for the vehicle to move away so the pedestrian can be sure no other traffic is present and that it is safe to cross.
Nissan presented data showing that some of the company's customers would find the sound at stationary to be unacceptable. In one Nissan study, over 60 percent of the subjects found an alert sound at stationary to be acceptable when the overall sound pressure level was similar to that of sounds meeting the requirements of today's final rule.
NHTSA believes manufacturers will install alert sounds on vehicles that are acceptable to drivers because they do not want to annoy current or potential customers. We do not know whether the second study conducted by Nissan could have been influenced by the fact that the testing in question occurred indoors, and we would expect the circumstances under which a vehicle would be making a sound at stationary indoors to be limited. We do not believe that this second study is representative of the real-world situations in which a driver would be exposed to a sound at stationary. Given our questions about the findings of Nissan's second study, the fact that we do not have any other data on this issue from other manufacturers, and the fact that Nissan's original study showed that over 60 percent of customers would accept a sound at stationary, we do not have enough information to indicate that concerns regarding public acceptance of a sound at stationary are sufficient to outweigh the safety justifications for a sound at stationary or the requirements of the PSEA. Furthermore, a vast majority of ICE vehicles make a sound at stationary, and that sound does not deter customers from buying those vehicles.
In reference to comments about stationary alert sounds having environmental impact, the agency conducted an environmental assessment and concluded that the requirements overall will have a minor impact on environmental noise.
After reviewing the comments and all information provided in response to the NPRM on this issue, the agency has decided to limit the requirements for the stationary but active condition to when an HV or EV's gear selector is not in “Park.” As stated in Section II.A, the term “operation” means a state of being functional or operative. The agency believes that it is reasonable to conclude that Congress intended the term “operation” in the PSEA to be the condition in which a driver is operating the vehicle as opposed to the operation of the vehicle's propulsion system. It is the operation of the vehicle by the driver, not the operation of the vehicle's propulsion system, that creates the safety risk to pedestrians who are unable to detect hybrid and electric vehicles.
We note that, as a result of this decision, the terminology “Stationary but Active” as used in the NPRM is no longer accurate because this final rule allows EVs and HVs to be “active” without emitting an alert sound. That is, the ignition of an HV or EV can be in the `on' position while the vehicle is not emitting an alert, assuming the vehicle's gear selector is in Park. This scenario would not have been allowed under the proposed requirement. Therefore, we have chosen to simply use the term “stationary” rather than “stationary but active” for this operating condition. Furthermore, the regulatory text adequately specifies the conditions for stationary tests, and the words “but active” do not clarify any aspects of testing. For these reasons, the phrase “stationary but active” is not used in the final rule.
We believe that requiring sound at stationary only if a vehicle's gear selector is not in the “Park” position will still allow pedestrians to avoid crashes with HVs and EVs starting from the stopped position, while also minimizing sound in situations in which vehicles may pose no immediate risk to pedestrians, such as when they are parked with their ignition turned on. HVs and EVs that are stationary pose a risk to pedestrians only if they could begin moving at any moment. When a vehicle is in Park, the driver must step on the brake and move the gear selector to Drive or Reverse and then release the brake in order to begin moving, which takes some time. Although there are situations in which a driver could quickly shift a vehicle into Drive and begin moving, there also are situations in which a vehicle in Park with its ignition turned on will remain stationary for a prolonged period of time. Without data to indicate which of these scenarios is predominant, we believe that requiring an alert sound while HVs and EVs are stationary but are not in “Park” appropriately balances pedestrian safety, as provided for in the PSEA, with concerns about producing sound when it is not necessary to alert pedestrians. Such concerns were expressed by a number of commenters including vehicle manufacturers but also by a large number of individuals who commented on the NPRM and who stated that adding alert sounds to vehicles will create noise in environments and circumstances that otherwise would be quiet.
As with automatic-transmission HVs and EVs, our intent is that the stationary requirement will ensure that manual-transmission HVs and EVs also emit an alert sound in all routine in-traffic situations but not when they are parked. However, for manual-transmission vehicles, there is no gear selector
As discussed elsewhere in today's final rule, the minimum sound level requirements for the stationary condition are based on the agency's detection model. These minimum requirements represent the sound levels that a pedestrian would need in order to hear a vehicle at a distance of two meters. For more discussion of the minimum sound requirements, see Section II.C in this notice.
In the NPRM, we stated that reverse is a critical operating scenario for which the agency should issue minimum sound requirements for HVs and EVs to provide acoustic cues to pedestrians when the vehicles are backing out of parking spaces or driveways, to prevent collisions between EVs and HVs and pedestrians, and to satisfy the requirements of the PSEA.
We also stated that HVs and EVs should be required to produce a sound while operating in reverse despite the agency's rear visibility requirements in FMVSS No. 111.
The NPRM stated that NHTSA's report on the incidence rates of crashes between HVs and pedestrians found 13 collisions with pedestrians when an HV is backing up.
Because of difficulties in conducting tests with the test vehicle is in motion in reverse, the NPRM stated that the agency would test the minimum sound requirements for reverse while the vehicle is stationary but with the reverse gear engaged.
Alliance/Global stated that HVs and EVs should not be required to make sound while stationary in reverse. Alliance/Global also stated that HVs and EVs should emit the same overall sound pressure level as in the stationary but active condition when in reverse and only when the vehicle is in motion.
Honda stated that the agency should not require pitch shifting when HVs and EVs are operating in reverse. Honda also stated that NHTSA should consider the role of pending changes to the requirements of FMVSS No. 111 that should serve to increase the driver's level of awareness of pedestrians who may be present while operating a vehicle in reverse.
We have decided to establish minimum sound requirements applicable to HVs and EVs with their gear selection control in reverse, both when stationary and when moving. We are requiring HVs and EVs to produce a sound in reverse for the reasons stated in the NPRM and in our discussion regarding sound at stationary. An HV or EV with its gear selection control in reverse could start moving at any time and pedestrians should be aware of the presence of such a vehicle so they can avoid walking into the vehicle's path.
As discussed in Section III.C, we are requiring the sound levels when the vehicle is in reverse to be slightly higher than when the vehicle is stationary and lower than the levels required for vehicles moving forward at more than 10 km/h because the vast majority of vehicle operation in reverse is likely to be limited to speeds around 10 km/h. In addition, drivers may be less aware of pedestrians passing behind their vehicle because of obstructed visibility to the rear.
For the reasons discussed in Section III.G, the final rule no longer contains requirements for pitch shifting, so there will be no such requirements when the vehicle is operating in reverse. We note that the requirement in the final rule that the volume of the sound produced by the vehicle increase as the vehicle increases speed does not apply when the vehicle is operating in reverse.
The agency has considered the potential impact on today's final rule of the NHTSA rulemaking on FMVSS No. 111 to expand the required rear field of view.
The proposed requirements in the NPRM for operation in reverse allowed the use of back-up beepers that most heavy vehicles are equipped with as a means of compliance with the pedestrian alert safety standard. As noted elsewhere in this preamble, this final rule does not apply to medium and heavy vehicles, so the proposed requirement to allow the use of back-up beepers is not included in this final rule.
In the NPRM, we did not include separate test procedures to measure vehicles when they are accelerating or decelerating. We stated that we chose not to propose separate requirements when EVs and HVs are accelerating and decelerating because of concerns that it was not feasible to test accelerating or decelerating vehicles accurately and repeatably. We stated that the proposed
For the reasons stated in Section III.G, we have not included a requirement for pitch shifting in today's final rule. Today's final rule instead contains a requirement that the sound produced by a vehicle must increase and decrease in loudness as the vehicle changes speed. The agency believes that a change in sound level produced by EVs and HVs as their speed changes will provide an acoustic cue for pedestrians to detect acceleration and deceleration.
In the NPRM, the required minimum level in each one-third octave band was greater at higher speeds to allow pedestrians to detect faster moving vehicles from farther away and to account for increased stopping distance at higher speeds. The NPRM, however, did not contain any maximum sound requirements, only minimums, at each operating condition so it would have been possible for an EV or HV to meet the acoustic requirements in the NPRM by producing the same, unvarying sound level from stationary up to 30 km/h. If a manufacturer chose this type of design, pedestrians would not have any acoustic cues to determine if the vehicle was changing speed if the sound produced by the vehicle also did not change in pitch. We believe this would make it more difficult for a blind pedestrian to distinguish a stopped or very slow-moving vehicle from one that is moving faster, and to determine if an approaching vehicle is slowing to a stop. To avoid this situation, the agency is requiring that the sound level produced by EV and HV pedestrian alert systems must increase as vehicle speed increases and must decrease as speed decreases. This requirement is implemented in Section S5.2 of the regulatory text of this final rule.
In the NPRM, the agency proposed that EVs and HVs produce sound sufficient to allow pedestrians to detect these vehicles at all speeds between 0 and 30 km/h (18.6 mph). The agency proposed to ensure that EVs and HVs produce a minimum sound level necessary for safe pedestrian detection at constant speeds by measuring vehicle sound output at 10 km/h (6.2 mph), 20 km/h (12.4 mph), and 30 km/h (18.6 mph). The proposal contained minimum acoustic requirements up to the speed of 30 km/h because, for the reasons discussed in the NPRM, the agency believed that 30 km/h was the appropriate crossover speed. The agency believed that it was necessary to include pass-by tests at speeds up to and including the crossover speed to ensure that EVs and HVs meet the minimum sound level requirements for all speeds within the range of speeds covered by the requirements.
The agency received no comments related specifically to the proposed constant speed pass-by performance requirements or associated tests. However, many commenters including manufacturers, manufacturer organizations, and advocacy groups argued either for or against the proposed crossover speed of 30 km/h. The details of the comments on crossover speed are discussed in the next section (Section III.D).
If a lower crossover speed had been selected for the final rule, the agency would have modified the pass-by test sequence to replace the 30 km/h test speed with the lower crossover speed. However, the agency has decided to maintain the 30 km/h crossover speed. Because of this decision, the constant speed pass-by scenarios in the final rule will remain as proposed in the NPRM.
In the NPRM, we stated that the agency had tentatively concluded that EVs and HVs should be subject to minimum sound requirements until they reach a speed of 30 km/h. The NPRM explained that the PSEA defined crossover speed as “the speed at which tire noise, wind resistance, or other factors eliminate the need for a separate alert sound.” We decided to propose a crossover speed of 30 km/h (18.6 mph) by examining the speed at which EVs and HVs produce a similar overall sound pressure level as their peer ICE vehicles, to determine the speed at which the powertrain noise of the ICE vehicle was no longer the dominant source of the vehicle sound. This peer vehicle method was one that NHTSA had used in research prior to the enactment of the PSEA. As far as the agency was aware, this method was a reasonable way to identify an appropriate crossover speed. We also examined the crash statistics from the State Data System to determine if there was a speed above which the rate of pedestrian crashes for HVs and ICE vehicles were the same.
In the NPRM, we explained that the peer vehicle method measures the speed at which the sound level produced by an HV or EV and the sound level produced by the vehicle's ICE “peer” become indistinguishable from one another in terms of overall sound pressure. We stated that this should establish the crossover speed, although that speed may differ depending on the make and model of the test vehicles. This method estimates the speed at which an HV or EV generates a sound level equivalent to the sound level that would be generated if the HV or EV was powered by an ICE rather than by electric power. We stated that our measurements of vehicles showed that a gap in sound level between HVs or EVs and their ICE peer vehicles still existed at 20 km/h (12.4 mph) and became much smaller or negligible in most tests at 30 km/h. For that reason, NHTSA tentatively concluded in the NPRM that ensuring EVs and HVs produce a minimum sound level until they reach a speed of 30 km/h will ensure that those vehicles produce sufficient sound to allow pedestrians to detect them. We requested comment specifically on whether the crossover speed should be 20 km/h instead of 30 km/h.
We also stated in the NPRM that the difference in rates of involvement in pedestrian crashes between HVs and ICEs is highest, according to our crash analysis, when the vehicle involved was executing a low speed maneuver prior to the crash.
We noted in the NPRM that the agency was conducting an Environmental Assessment (EA) in connection with the rulemaking and the draft EA showed that the difference in ambient sound levels if the agency were to establish a crossover speed of 30 km/h compared to a crossover speed of 20 km/h was expected to be negligible.
Several commenters to the NOI and participants in United Nations Economic Commission for Europe
In the NPRM we discussed research presented by JASIC. JASIC determined the crossover speed for several vehicles by measuring when the tire noise was dominant over engine noise. In this research JASIC compared the sound produced by a vehicle when tested a constant speed with the vehicle's ICE on to the sound produced by the same vehicle when tested with its ICE off. The purpose of this test was to determine the point at which the vehicle produce a similar sound level with its ICE off as it did with its ICE on. JASIC concluded from its research that tire noise was dominant for every ICE and hybrid vehicle tested at speeds that exceeded 20 km/h. Honda and Nissan mentioned the JASIC data as adequate justification for a 20 km/h crossover speed. The data indicated that JASIC evaluated six different vehicles, each found to have a crossover speed very close to 20 km/h. At the time the NPRM was issued, the agency did not believe the JASIC data was sufficient for a 20 km/h crossover speed determination.
In the NPRM, the agency solicited comments on whether 20 km/h should be the crossover speed instead of the proposed speed of 30 km/h. The agency also requested additional research data that could be used to support a 20 km/h crossover speed decision.
All of the vehicle manufacturers and the organizations that represent manufacturers stated in their comments that NHTSA should adopt a crossover speed of 20 km/h in the final rule. These commenters stated that a crossover speed of 30 km/h is overly burdensome and would lead to increases in traffic noise. They also stated that the difference in sound of HVs and EVs compared to ICE vehicles is marginal at 20 km/h, and that a crossover speed of 30 km/h is not necessary to achieve safety goals. Manufacturers stated that at speeds higher than 20 km/h, tire and wind noise interfere with measurement of the alert sound. These commenters also stated that the agency should adopt 20 km/h as a crossover speed to align with UNECE and Japanese government recommended practices for pedestrian alert systems.
Alliance/Global stated that by the time an EV or HV reaches a cruising speed of 20 km/h, the sound it makes is practically indistinguishable from an equivalent ICE vehicle. Alliance/Global claims that at 20 km/h the EV or HV in electric power mode is only slightly quieter than an ICE vehicle. Alliance/Global also stated tire noise above 20 km/h interferes with the alert sound, making the detection and measurement of specific sound content in one-third octave frequencies much more difficult. Alliance/Global stated that a crossover speed above 20 km/h is not needed to fulfil the safety goals of the final rule.
The European Union commented that the limits on crossover or “threshold” speed indicated in the NPRM—30 km/h for forward motion and 18 km/h for reverse motion [the agency notes, however, that the latter figure does not reflect any proposed requirement, and may have been an oversight in the EU comment letter]—are considered excessive as many if not most EVs and HEVs produce sufficient noise emissions in the 20-25 km/h and 10-12 km/h speed ranges for forward and reverse motions, respectively. This can be attributed to the fact that EVs and HEVs use low-rolling resistance tires which produce more noise emissions than conventional ones as well as to the increased drivetrain/powertrain noise emissions when the vehicle is in reverse.
Honda said that acoustic data shows a convergence of the vehicle's sound profiles between the engine-on and engine-off condition at 20 km/h, and that acoustic sound requirements at 20 km/h or more might not be necessary.
Toyota explained that data presented by the Quiet Road Transport Vehicles (QRTV) group have indicated that the appropriate crossover speed is 20 km/h, because tire and wind noise exceed the noise of traditional ICE vehicle engines above this speed. Toyota mentioned that existing Japanese and European guidelines have adopted 20 km/h as the appropriate crossover speed and recommended that NHTSA do the same.
Volkswagen stated that the crossover speed in the final rule should be 20 km/h. Volkswagen stated that for customer satisfaction reasons it will design the alert sound to fade out gradually above the crossover speed, rather than abruptly shutting off immediately upon reaching the crossover speed. (Otherwise a driver travelling at the specified crossover speed would be highly aware of, and almost certainly annoyed by, a sound that toggled on and off abruptly as the vehicle crossed and re-crossed this speed.) Volkswagen suggested that other vehicle manufacturers will also implement alert sounds that fade out gradually, further weakening the rationale for setting a higher, 30 km/h, crossover speed in the final rule.
DG Enterprise stated that a 30 km/h crossover speed would be excessive because most EVs and HVs already produce sufficient sound in the 20-25 km/h speed range to be detected by pedestrians. DG Enterprise believes these vehicles make enough sound to be detectable because they use low-rolling resistance tires that produce more noise than conventional tires.
Advocacy groups for individuals who are blind stated in their comments that the crossover speed should be 30 km/h and that NHTSA had provided sufficient data to justify that decision.
NFB stated that the agency should establish a crossover speed of 30 km/h which would ensure that EVs and HVs are detectable when operating on quieter paved surfaces and/or when using quieter tires.
In this final rule, the agency has decided to maintain the crossover speed of 30 km/h as proposed in the NPRM.
In development of the NPRM and final rule the agency carefully considered the term “crossover speed,” what it means, and how it should be determined. The PSEA requires an alert be added to electric and hybrid vehicles up to the “crossover speed.” The PSEA defines crossover speed as “the speed at which tire noise, wind resistance, or other factors eliminate the need for a separate alert sound as determined by the Secretary.” “Alert sound” was itself defined as “a vehicle-emitted sound to enable pedestrians to discern vehicle presence, direction, location, and operation.”
To date, it has been a common understanding that when ICE vehicles are operated at low speeds, they are detectable primarily due to the sounds generated by their internal combustion engine and drivetrain, and secondarily due to tire noise and wind resistance noise, which are speed dependent, and to other factors. At higher speeds, the sound generated by an ICE vehicle's tires, wind resistance, and other factors become the primary sound source, and the engine sound becomes secondary (there are exceptions, such as vehicles designed to have prominent noise from a tuned exhaust system.) Therefore, ICE vehicles generally are detectable at lower speeds because of the sound produced by the ICE and are detectable at higher speeds because of sound produced by the vehicle's tires, wind resistance, and other factors. A vehicle reaches its crossover speed when it can be detected based on these other, non-ICE sound sources. The effort to
The agency explained in the NPRM that, in the absence of a detailed analysis supporting another crossover speed, the agency tentatively concluded that a crossover speed of 30km/h would ensure that pedestrians will be able to safely detect EVs and HVs in situations in which these vehicles pose an increased risk to pedestrians because of their quiet nature.
After considering the comments received and evaluating vehicle measurements utilizing the method proposed by JASIC, as well as an analysis utilizing the agency's vehicle detection criteria, we have decided to require a crossover speed of 30 km/h in this final rule as proposed in the NPRM. No new compelling data was submitted to the agency that can be used to conclude that reducing the crossover speed from the proposed 30 km/h to 20 km/h is justified.
Because other methods (
By applying the detectability model to the measurements of sounds produced by the eleven ICE vehicles listed below with their IC engines turned off, we were able to assess if any of the A-weighted one-third octave band levels from any of the test vehicles met or exceeded the 20 km/h band threshold levels needed for a vehicle to be detectable in a standardized 55 dBA ambient, and to compare that outcome to the number of bands that met or exceeded the thresholds at 30 km/h. (We note that this was a re-analysis of vehicle data already collected,
The results of this analysis are summarized below according to test speed and vehicle model. The one-third octave bands listed are those for which the given test vehicle met or exceeded the threshold in NHTSA's final rule:
These results show that at 20 km/h only one of the eleven tested vehicles had any one-third octave bands that met or exceeded the corresponding threshold for detection.
Our conclusion from this analysis is that at 20 km/h few HVs and EVs make sufficient sound to be detectable to pedestrians without the aid of a pedestrian alert system.
In light of this, and given other uncertainties discussed below, the agency has decided in this final rule to maintain the 30 km/h crossover speed proposed in the NPRM.
Regarding the different analysis relied upon by JASIC and other commenters to support a 20 km/h crossover speed, we sought additional data because the JASIC data was limited to a small number of test vehicles. So, in addition to the agency's detection-based analysis discussed above, in order to address crossover speed comments, NHTSA conducted tests using the same method that JASIC had used to derive its recommended 20 km/h crossover speed. As described previously in this section, the method involves comparing sound pressure levels from the same vehicle measured on the track during coast-down (engine off), which approximates an EV or HV in electric mode, and pass-by (engine on) performance tests. Under this analysis, the speed at which coast-down sound level is similar to the pass-by sound level is considered the crossover speed for that particular vehicle. This method identifies the speed at which the sound level due to all factors including tire and wind resistance noise, which are factors cited in the PSEA, is very close to the sound level of the same vehicle with its ICE operating. This method is similar to the peer vehicle method that the agency used in the NPRM, but it uses a single test vehicle in two operating conditions (engine-on and engine-off).
In other words, at any speed higher than the crossover determined according to this method there is no perceived difference between the sound produced by an HV or EV without an alert and the same vehicle with an ICE because the predominant sound in both test conditions comes from the tires and aerodynamic noise, and these factors are consistent for both test conditions.
NHTSA measured coast-down and pass-by sound pressure levels for eleven different ICE vehicles at 10, 20 and 30 km/h test speeds. The results are shown in Table 8.
From these data, coast-down measurements were subtracted from pass-by measurements to determine if, and at what speed, crossover occurred for each vehicle. The data are shown in Table 9. As explained in the NPRM,
These results indicate that at the vehicle speed of 10 km/h all eleven vehicles had coast-down sound pressure levels significantly less than their associated pass-by levels, meaning that none of the vehicles had attained its respective crossover speed. At 30 km/h, all eleven vehicles had coast-down sound pressure levels close to or within 3 dB of their associated pass-by levels, meaning that every vehicle had reached its respective crossover speed. Thus, the additional testing clarified that 10 km/h would not be sufficient and that all vehicles would reach their crossover speed by 30 km/h (when using the criterion that the results from the two test conditions are within 3 dB.)
The results at 20 km/h were less conclusive. Of the eleven vehicles tested, all had coast-down sound pressure levels below their respective pass-by test levels. However, all but two of the vehicles got to within a 3-dB differential, and the average differential of all vehicles was 2.2 dB. The two vehicles that did not were the Mini and Buick Lacrosse, which had sound differentials greater than 3 dB (5.7 dB and 3.4 dB, respectively) and thus did not reach the crossover speed as defined by the agency. These two vehicle models had the highest pass-by sound pressure levels of the eleven vehicles, and their coast-down sound pressure was close to the average level for all eleven vehicles. While we note that it is possible to interpret this narrow data sample as demonstrating that a lower crossover speed may be sufficient for a portion of the HV/EV fleet, we also conducted additional analysis and considered additional factors in arriving at our decision to maintain the approach to require the pedestrian alert sound up
This comparison of the engine-on and engine-off measurements for these vehicles does not directly answer the question of when a vehicle makes enough sound to be detected by pedestrians. We believe that it also demonstrates that at 20 km/h there is a question of whether some vehicles produce enough sound based on tire and wind noise alone to be detected by pedestrians.
Other factors we considered include the difference in pavements encountered in traffic compared to the ISO sound pad that is needed for testing, and the use of tires with low rolling resistance. The test data used to evaluate crossover speed were obtained on an ISO sound pad with a specified asphalt pavement. On public roadways, varying pavement conditions will be encountered that can increase or decrease a vehicle's acoustic sound profile. Also, low rolling resistance tires may tend to increase vehicle sound profiles, but not all vehicles will be operated with low rolling resistance tires. While these factors could increase vehicle noise, they also might decrease it. Selecting the higher crossover speed would ensure safety is not compromised when real-world roadway conditions result in the latter case.
Another consideration is that limitations in available crash data do not permit the agency to make determinations regarding safety benefits at specific speeds. Because the vehicle speed at the time of a crash into a pedestrian is not available in the data set, the agency is not able to quantify what portion of the safety benefits associated with today's final rule would be lost if we were to adopt a value for crossover speed below the real-world values for some specific vehicle models.
However, we continue to believe that this rule will prevent some unqualifiable number of additional injuries by adopting a 30 km/h crossover speed as opposed to a 20 km/h crossover speed. As discussed previously, our crash analysis indicated that the odds ratio of an HV being involved in a crash with a pedestrian was 1.52 when the vehicle in question was executing a low speed maneuver immediately prior to the crash. This means that HVs and EVs are 52 percent more likely to be involved in an incident with a pedestrian than an ICE vehicle under these circumstances. Low-speed maneuvers include making a turn, slowing or stopping, backing, entering or leaving a parking space or driveway, and starting in traffic. The agency also concludes that a crossover speed of 30 km/h (18 mph) will ensure that EVs and HVs will produce sufficient sound to allow pedestrians to safely detect them during low-speed maneuvers in which these vehicles would otherwise pose a risk to pedestrians because of the low sound level they produce. Because we believe that drivers may execute these low speed maneuvers at speeds up to at least 30 km/h, and these maneuvers represent the highest risk of crash between an EV or HV and a pedestrian, more injuries will be avoided due to this rule with a crossover speed of 30 km/h than with a crossover speed of 20 km/h.
As a further consideration, we note that a vehicle is not required to have added alert sound at any speed at which it meets the minimum detection requirements in this final rule. It would be acceptable for an alert system to be designed to turn off at some speed below the 30 km/h crossover speed if it could be demonstrated that, between that lower cut-off speed and 30 km/h, it meets the detectability specifications without the assistance of an alert system.
In the NPRM, the agency proposed minimum sound levels for a specific set of one-third-octave bands
Low frequency bands (below 315 Hz) were not included in the proposed specifications due to the expected strong masking effects of the ambient noise at low frequencies and the premise that they do not contribute as much to detection. In addition, alert system devices, particularly speakers, that are able to produce high level, low-frequency sounds would most likely have to be larger, heavier, and more costly. Specifications for the low-to-mid-range frequency bands between 315 and 500 Hz were included to assist pedestrians in detecting HVs and EVs in ambient noise environments such as areas near construction activity with significant high frequency noise. In the NPRM, the agency omitted mid-frequency bands from 630 to 1600 Hz because many common ambient conditions include frequencies within this range. One-third octave band standards in this range would have to be set at a relatively high level to effectively compensate for the masking effects caused by ambient noise conditions. But these bands contribute more than other bands to a vehicle's overall alert sound level for the same increase in detectability. By omitting minimum requirements for the one-third octave bands in the 630 to 1600 Hz frequency range in the proposal, the agency was attempting to ensure that alert sounds allow pedestrians to safely detect nearby EVs and HVs without unnecessarily increasing overall ambient noise levels.
The proposed sound specifications were based on a psychoacoustic modeling approach in combination with safe detection distances. The inherent assumptions for this analytical approach were that:
• A vehicle should be detectable in the presence of a moderate suburban ambient,
• a psychoacoustic model can be used to determine minimum levels for detection of one-third octave bands in the presence of an ambient;
• sounds should be detectable in multiple one-third octave bands to increase the likelihood that a pedestrian will be able to detect the sound in multiple ambients with differing acoustic profiles; and
• minimum detection distances can be based on vehicle stopping distances and driver reaction times.
The agency used Moore's Partial Loudness model
We explained that we chose a reaction time of 1.5 seconds because that is the mean reaction time for surprise events
Based on calculations using these values, the agency determined that the desired detection distances were 5 meters in front of the vehicle for the 10 km/h (6.2 mph) pass-by, 11 meters for the 20 km/h (12.4 mph) pass-by, and 19 meters for 30 km/h (18.6 mph) pass-by. The results of these computations were rounded to the nearest meter. Moore's Partial Loudness Model was then used to derive the minimum sound levels required for detection for each driving condition and one-third octave band. Levels were increased by 0.5 dB to provide a small safety factor, and were then rounded up to the nearest integer for simplicity. The resulting NPRM levels are shown in Table 10.
We explained in the NPRM that while we were setting the sound pressure levels for each one-third octave band based on the distance from the vehicle at which we wanted pedestrians to be able to hear approaching vehicles, because of practical reasons we would measure sound emission for compliance purposes at a distance of 2 meters and scale the required levels accordingly. We used the following method to calculate what the sound level would need to be 2 meters from the vehicle's path to be detected within the prescribed stopping distance. Table 11 shows how the sound produced by a vehicle attenuates when measured using the procedure in SAE J2889-1.
In the NPRM, the agency also indicated its intent to conduct additional research before issuing a final rule to confirm that sounds meeting the proposed requirements would be detected as predicted by the model, and we sought comments on the following topics (NPRM pp. 2832-2833):
• What improvements would make the acoustic specifications more effective and make alert sounds more detectable?
• Should NHTSA require vehicles to emit sound that meets the four one-third octave band requirements only at 2000 Hz and above as an alternative to requirements for eight one-third octave bands?
• What is the optimum number of bands that should contain minimum sound level requirements, and what should the corresponding levels be?
In addition to requirements with minimum content in the eight one-third octave bands between 315 Hz and 500 Hz and 2000 Hz and 5000 Hz, the NPRM also considered acoustic requirements with minimum content in two one-third octave bands with a minimum requirement for the overall sound pressure level of the sound. NHTSA stated, when discussing this possible two-band approach in the NPRM, that it was seeking comment on the acoustic profile of the minimum sound requirements, as well as on the number of one-third octave bands for which the agency should establish requirements. We stated in the NPRM that the reason we were not proposing to adopt requirements for content in two one-third octave bands was that a sound with content in only two one-third octave bands would not be detectable in as many ambient noise environments as sounds with minimum content in eight one-third octave bands. On the topic of acoustic parameters for detection, the agency received a joint comment from Alliance/Global, as well as comments from OICA, Chrysler, Ford, GM, Honda, Mercedes, Nissan, Porsche, Toyota, the National Federation of the Blind, the American Council of the Blind, the World Blind Union, the National Council of State Agencies for the Blind, the Disability and Communication Access Board, the Insurance Institute for Highway Safety, Advocates for Highway and Auto Safety, Accessible Design for the Blind, and Western Michigan University. Subsequent to the NPRM comment period, NHTSA also received a late comment submitted jointly by the Alliance, Global, the NFB, and the ACB, and the agency had additional correspondence with those commenters, which is recorded in the docket.
Four main issues were discussed by the commenters relating to the acoustic parameters proposed for detection: (1) The number and level of one-third octave bands required; (2) the methods used to determine detection distances and associated sound specifications; (3) the range of frequencies used; and (4) vehicle marketability.
Fifteen of the above commenters discussed the first issue about the number and levels of one-third octave bands required. Alliance/Global
Alliance/Global stated that NHTSA's target for detectability performance can be
Ford argued that based on its study of this subject, not all eight one-third octave bands are needed for a sound to be detectable 5 meters away. Ford's study consisted of a human factors test where audio recordings of vehicle
Nissan stated that a sound with a sound pressure level equivalent to the ICE fleet minimum with a two-peak sound profile is appropriate for detectability. Nissan stated that having one peak frequency component between 600 and 800 Hz helps detectability for aging pedestrians with high frequency hearing loss. A second peak frequency component between 2000 and 5000 Hz would provide detectability for pedestrians with normal hearing. Nissan also suggested that the required frequency content of alert sounds at around 1000 Hz (the typical frequency for road traffic noise) should be reduced to avoid additional contribution to traffic noise.
Porsche stated that the specified levels in the NHTSA proposal will lead to very loud and unpleasant alert sounds. They suggested specifying at least two bands, but allowing up to eight bands. Porsche explained that the levels to be met should be a function of the number of bands selected. They explained that if more bands are used, the levels per band can be lower to achieve the same detectability. They suggested that, for example, if eight bands are used, then the levels in each band should be reduced by 6 dB (
Toyota supported the use of an overall level and at least two one-third octave bands, consistent with the Alliance/Global recommendation. Toyota provided results from a study that it conducted to confirm the detectability performance of the suggested approach. In that study, 33 individuals (from 20 to 49 years old) participated. The ambient noise level varied from 51 to 59 dB(A).
OICA stated that the proposed specification for eight bands will force very loud devices with unpleasant sounds. They suggested that the sound specifications within the UNECE-GTR development group. They stated that NHTSA should consider requiring a specific number of tones which could be in the same one-third octave band, rather than requiring a specific number of one-third octave bands.
The American Council of the Blind (ACB) stated that the most appropriate approach to the sound specifications would be to set the minimum sound level based on the levels produced by light ICE vehicles because this is the sound pedestrians currently use for safe navigation. ADB stated “octave bands are not as great at predicting detection as overall sound levels” based on research conducted by WMU. WMU stated that their research has shown that individual octave bands are not as useful in determining detection as is the overall sound level and that, while some regulatory direction in octave band make-up of alert sounds might be useful, there is limited justification for a requirement as restrictive as the NHTSA proposal. WMU stated that their previous research had shown a limited advantage for content in the 500 Hz band in some situations, and their statistical analysis showed significant predictive value for overall sound pressure levels rather compared to content in any particular band. WMU also commented that detecting a single approaching vehicle may not be the same as detecting quiet vehicles when other vehicles are present. In response to the request for comments on requiring vehicles to emit sound that meets only the one-third octave band requirements for 2000 Hz and above as an alternative to meeting all eight one-third octave bands, WMU stated that for a pedestrian with hearing loss content at lower frequencies is needed and that potential sounds should have a fairly broadband frequency spectrum. WMU suggested that identifying two frequency bands that are most useful for detection, similar to Nissan's approach, may be appropriate.
As mentioned above, NHTSA also received a joint letter, submitted to the docket and treated as a late comment, from the Alliance, Global, the NFB, and the ACB.
The second main topic discussed by the commenters concerned the methods used by the agency to determine detection distances and associated sound specifications. Eleven of the commenters listed above provided comments on this topic.
In their joint comment, the Alliance, Global, NFB and ACB agreed with the detection distance methodology in the NPRM and with the values used for the deceleration rate and the brake reaction time. The World Blind Union (WBU), the National Council of State Agencies for the Blind (NCSAB), the Disability and Communication Access Board, and the Insurance Institute for Highway Safety, all agreed that the methodology used by NHTSA to set the minimum sound levels seemed reasonable and appropriate. OICA stated that the NPRM approach to establish detection distance as a function of vehicle speed is reasonable but only when applied to the overall sound pressure level.
Advocates for Highway and Auto Safety also generally agreed with specifications based on detection distance. They commented on the driver reaction time used in the detection distance computation and suggested that the 1.5 sec. used by NHTSA may be too short. They indicated that NHTSA should examine reaction times for drivers in relation to pedestrians and pedalcyclists in establishing this value.
Accessible Design for the Blind (ADB) expressed support for the NPRM approach to minimum sound levels but questioned the detection distance used in NHTSA's analysis. ADB questioned
WMU indicated that the detection distance used in the development of the sound specification may be too short because it may not correspond to the time needed to detect a vehicle, process the information, and decide to take action. WMU explained that the detection distance formula used does not account for variability among pedestrians including those with hearing loss.
On the third issue about the range of frequencies used, the Alliance/Global, OICA and NFB provided comments. Alliance/Global said that one-third octave bands from 630 to 1600 Hz should not be excluded from the useable range as NHTSA did in the NPRM because “these frequencies will clearly contribute to the detectability.” OICA recommended that no sound be required above 2 kHz as they believe that is not representative of vehicle sounds. OICA stated that manufacturers should be allowed to use the range from 125 Hz to 3000 Hz and suggested that low frequencies could aid with detectability but may have cost implications. OICA recommended that low frequencies should be an option for manufacturers and if used, believe the regulatory scheme should give credit to manufacturers for using low frequencies.
The fourth main issue raised in comments relates to vehicle marketability. These comments are addressed in section III.I of this notice.
After considering all comments received in response to the NPRM, and the results of agency research conducted since the NPRM was issued, we have decided to modify the proposed minimum specifications for detection of vehicles subject to this rule. While the number of one-third octave bands for which the agency is establishing requirements for minimum content and the requirements related to detection of changes in vehicle speed differ from the NPRM, the underlying analytical framework on which the minimum acoustic requirements in the final are based has not changed. The minimum acoustic requirements for each one-third octave band in the final rule remain based on the same formula used to develop the requirements proposed in the NPRM albeit with slightly different inputs to that formula. Furthermore, the overall sound pressure level and one-third octave band levels of sounds meeting the requirements of the final rule will be similar to the corresponding levels of sounds meeting the eight one-third octave band requirements in the NPRM.
After considering the comments and the agency's further evaluations conducted in response to comments, we decided to reduce the number of one-third octave bands for which we are requiring content from the eight one-third octave band requirement proposed in the NPRM to either a four one-third octave band compliance option or a two one-third octave band compliance option, the latter including an overall SPL specification.
Under the four one-third octave band compliance option, the minimum sound requirements for each band would be slightly lower than the values proposed in the NPRM, and the overall sound pressure of sounds meeting the four one-third octave band compliance option will be similar to those meeting the proposed requirements for eight bands in the NPRM. Under the two one-third octave band compliance option, the minimum sound requirements for each band are lower than those in the eight one-third octave band proposal in the NPRM for the low and mid frequency bands and higher than the minimum values in the NPRM for the high frequency one-third octave bands centered at 4000 Hz and 5000 Hz.
In the NPRM, NHTSA stated that it planned to conduct additional research once the NPRM was issued to validate the model used to develop the minimum sound requirements in the NPRM. The purpose of this research was to determine whether the model accurately predicted when sounds would be detected by human listeners at the distances predicted by the model.
Volpe conducted a human factors study to quantify differences between predicted detection levels (as indicated by Moore's Partial Loudness model) of vehicle sounds in the presence of a standardized ambient used to calculate the minimum requirements proposed in the NPRM and actual responses of participants listening to these vehicle sounds through headphones.
The study results indicated that, except for frequency sensitivity of high frequency components, the modeling approach for determining the minimum level needed in each one-third octave band was conservative, meaning that the participants responded to signals
Although not directly tested in the study, we found a general trend that the minimum one-third octave band levels as proposed in the NPRM could be reduced when increasing the number of one-third octave bands. We also found that using non-adjacent one-third octave bands instead of adjacent bands maintained the detectability of sounds more effectively while limiting the overall level. Consequently, we have incorporated non-adjacency as one of the specifications in the final rule alert requirements. We have decided not to adjust the minimum one-third octave band levels to account for the number of required bands because in this final rule we have reduced the number of required bands from eight bands to either two or four bands.
The study results also indicate that sounds with minimum content in eight, four, and two one-third octave bands were all detected by study participants prior to the two-second time-to-vehicle arrival point necessary for safety.
As discussed above, NHTSA received several comments from manufacturers and groups that represent manufacturers stating that agency should adopt the acoustic requirements with content in two one-third octave bands plus a requirement for a minimum overall sound pressure level discussed in the NPRM. These commenters believed that NHTSA's goal in the NPRM of ensuring that sounds produced by hybrid and electric vehicles are detectable to pedestrians in a variety of ambients could be accomplished by requiring minimum acoustic content in two one-third octave bands. In response to these comments and the joint comment submitted by the Alliance, Global, NFB and ACB recommending that the agency require minimum content in only two bands, NHTSA decided to conduct additional analysis to determine the likelihood that sounds with content in fewer than eight bands would be masked in different ambient environments.
The resulting analysis provided an estimate of how often a sound signal would be detected as a function of the number of one-third octave bands. Real-world ambient conditions are not consistent, and we wish to draw conclusions about detectability beyond the standardized 55 dB(A) ambient used to create the proposed requirements in the NPRM. The ambient data used in this analysis was recorded at 17 locations along Centre Street in Newton, Massachusetts.
NHTSA's approach in evaluating various signals was to set the band levels for each component at the appropriate psychoacoustic thresholds according to the modified Moore's model after the model had been adjusted using the results of Volpe's human factors experiment. The adjusted acoustic model was used to measure the performance of signals having various numbers of frequency components from one up to seven one-third octave bands by evaluating how readily each signal was detected in the presence of a broad range of measured ambients normalized to the 55 dB(A) level.
Figure 2 shows the “robustness”
Given that the rationale for specifying minimum content in eight one-third octave bands in the NPRM was to ensure that sounds meeting the requirements of the NPRM were resistant to masking, NHTSA is reducing the number of bands in response to comments suggesting that requiring minimum content in eight one-third octave bands it not necessary for safety. As the latest NHTSA research demonstrated, reducing the number of bands with minimum requirements from eight to either four or two one-third octave bands would not impact the effectiveness of sounds meeting the minimum requirements of the final rule in providing alerts to pedestrians.
We believe that the four-band requirements and the two-band requirements have equivalent performance in terms of detectability by pedestrians and will be equally detectable in a variety of different ambients.
Under the four-band compliance option, the agency is requiring that the four bands used to meet the detectability requirements must be non-adjacent one-third octave bands in the frequency range from 315 Hz to 5000 Hz. This range includes the eight one-third octave bands for which we proposed requirements in the NPRM. In response to comments, NHTSA has decided that the final rule will also allow manufacturers to comply with the minimum acoustic requirements by placing acoustic content in the mid-range frequency bands excluded from the NPRM.
In order to comply, the alert signal must meet or exceed the given levels in at least four non-adjacent bands for each given vehicle operating condition. Also, the four bands must span a range of at least nine one-third octave bands. NHTSA believes that the four one-third octave band compliance option achieves the goals articulated in the NPRM of ensuring that sounds meeting this standard are detectable in a variety of ambients and responds to comments submitted to the NPRM claiming that the requirements in the NPRM were too restrictive and would require unpleasant sounds.
Because of the number of comments received on this issue, NHTSA also decided to explore allowing the two one-third octave band compliance option discussed in the NPRM. Under the two-band compliance option, minimum sound pressure levels are required in two non-adjacent one-third octave bands from 315 to 3150 Hz. One of the two bands must be below 1000 Hz and the second band must be at or above 1000 Hz. The two bands used must each meet the minimum requirements and together must also meet a specified overall SPL.
By including both a four-band specification and a two-band specification in this final rule, NHTSA is providing vehicle manufacturers with the flexibility to choose either compliance option in the new safety
In addition, based on the foregoing, we have implemented slight changes to the minimum one-third octave band levels as a result of our human factors testing and acoustic model adjustments discussed above. As explained, these slight changes provide better agreement between the modeled levels and the levels indicated by the responses of the experiment participants when listening to various signals (see Figure 1) Table 13 provides the final rule minimum one-third octave band levels for each operating condition.
The minimum one-third octave band requirements in the final rule for the eight one-third octave bands for which the agency proposed requirements in the NPRM are slightly lower than the values proposed in the NPRM for all test conditions. Alert signals just meeting these requirements are expected to have overall levels similar to sounds meeting the proposed requirements of the NPRM, ranging from 43 to 47 dB(A) for stationary; 46 to 50 dB(A) for reverse; 49 to 53 dB(A) for 10 km/h; 55 to 59 dB(A) for 20 km/h; and 60 to 64 dB(A) for 30 km/h.
As proposed, our detectability requirements were set so that EVs and HVs are detectable in an ambient with a 55 dB(A) overall sound pressure level. It has been our understanding that pedestrians who are blind use sound for navigation in environments for which the ambient is at or below 55dB(A), and they rely on more than just sound when the ambient increases above that level.
Our approach of using human subject responses to set detection thresholds indicates how quiet alert sounds can be before they can no longer be heard and ensures that the alert sound requirements in the final rule will have the least possible impact on overall environmental noise while still providing pedestrians with the vehicle sounds they need to navigate traffic situations.
In this final rule, for the reasons discussed above, the agency has decided to reduce the eight one-third octave band requirement as proposed in the NPRM to a four one-third octave band requirement. The agency is requiring that the four bands used to meet the detectability requirements must be non-adjacent one-third octave bands in the frequency range from 315 Hz to 5000 Hz because the results of the human factors study suggests that signals with non-adjacent bands are more detectable than signals with adjacent bands. Also, these bands must span a range of at least nine one-third octave bands. This is consistent with comments made by Alliance/Global. Signal components in adjacent one-third octave bands can mask each other more effectively than signal components in non-adjacent one-third octave bands. Masking reduces the effectiveness of the alert signal. Further,
In response to commenters who believe that sounds meeting the NPRM requirements will be too loud and will contribute to increases in environmental noise, we believe that our human factors testing has confirmed our analysis in the NPRM that sounds produced by EVs and HVs need to have content meeting the minimum thresholds we have specified to ensure detectability. At the same time, the agency has determined in its Environmental Assessment that the impact of alerts meeting the requirements of this final rule are expected to be negligible.
Several auto manufacturers also commented that sounds meeting the proposed requirements in the NPRM would intrude into vehicle interiors and be annoying to drivers. We believe that reducing the number of required bands and including frequencies from 630 Hz to 1600 Hz in the eligible range for compliance so that alert systems can utilize the entire range from 315 to 5000 Hz will provide manufacturers with the flexibility to design alert sounds that are non-intrusive and are acceptable to their customers.
Because of the number of commenters stating that the agency should adopt final rule with minimum content requirements in two one-third octave bands, NHTSA decided to explore a two one-third octave band compliance option in addition to the four-band compliance option discussed above. As shown in Figure 2 above, the average detectability of a vehicle sound in the presence of a range of ambients starts to decrease if there are fewer than four one-third octave bands with content at threshold levels. However, Figure 2 also shows that some of the signals with fewer than four bands at threshold levels perform well above the average and do achieve a high degree of detectability in the range of ambients. For this reason we have determined that alert sounds with content in fewer than four one-third octave bands can be acceptable choices but need additional specifications to ensure that they are as detectable as signals with content in four or more bands.
The two-band alternative that the agency is including in this rule closely matches the two-band approach suggested by commenters to the NPRM, but with a few important differences which are discussed below. By including both a four-band specification and a two-band specification in this final rule, NHTSA is providing vehicle manufacturers with the flexibility to choose either alternative for compliance with the new safety standard. In this section of today's preamble, we discuss how the agency concluded that a two-
In their NPRM comments, Alliance/Global suggested an acoustic specification for HVs and EVs that consisted of a minimum overall sound level along with a minimum level in two one-third octave bands.
Two other criteria were part of Alliance/Global's suggested approach:
A number of other NPRM commenters, particularly vehicle manufacturers, endorsed the two-band approach as suggested by Alliance/Global.
In a follow-up letter submitted to the docket in February 2014 (treated as a late NPRM comment) a group of commenters (Alliance, Global, the National Federation of the Blind, and the American Council of the Blind) expressed their agreement on recommending a general approach of specifying two bands with an overall SPL level. In that comment letter, the suggested parameters were somewhat less specific compared to the original Alliance/Global suggestion or the compliance option discussed in the NPRM. The letter provided no minimum band levels for the two bands and left undecided the upper limit frequency (either 3150 Hz or 5000 Hz) as well as the breakpoint between the low and the high frequency (either 1000 Hz or 1600 Hz). The joint commenters indicated that further refinement of the two-band approach to finalize the levels and the frequency ranges may be needed and should be based on discussion among interested parties. They stated that those discussions should take place in the QRTV working group responsible for developing the GTR.
In developing the four-band approach that is included in today's final rule, NHTSA evaluated signals with different numbers of bands including signals with two bands. The details of that evaluation are discussed above and shown in Figure 2. As discussed, NHTSA's approach in evaluating various signals was to set the band levels for each component at the appropriate psychoacoustic thresholds according to Moore's model which was adjusted using the results of Volpe's human factors experiment. The adjusted acoustic model was used to analyze the performance of signals having various numbers of frequency components from one up to eight by predicting how readily each signal would be detected in the presence of the standardized 55 dB(A) ambient.
As discussed previously, Figure 2 demonstrates the robustness of single-band and multiple-band alerts when each band is set at the minimum threshold levels for detection based on the acoustic model the agency used. We used this same robustness methodology to evaluate the Alliance/Global two-band approach. Because their suggested approach did not specify different levels for different frequency bands, there are limitless possibilities for two-band signals that would meet the Alliance/Global method. However, the range of possible signals just meeting the requirement can be categorized according to the following four signal type scenarios:
(1)
(2)
(3)
(4)
The range of all possible signals meeting the criteria will fall somewhere within these four signal types. For simplicity, we have considered these four types in our analysis. It is expected that the robustness of other signals will be within the range observed for these four types.
The results of our robustness analysis of two-band signals meeting the Alliance/Global suggested method are shown in Figure 7. Two-band signals are plotted according to which of the four signal categories (Scenarios A, B, C, or D, above) they fall in, with averages indicated for each category. Again, this shows the percentage of times that each signal category would be detected in the normalized sampled ambient conditions. Note that three vehicle speeds plus stationary are indicated in Figure 7. In the suggested specifications provided in the Alliance/Global comment, the minimum band values increased with increasing speed but only enough to partially account for the increase in sound level needed to maintain adequate detection time over the whole speed range. Consequently, unlike in NHTSA's acoustic specifications, the performance of the Alliance/Global approach changes at higher speeds.
From Figure 7 it can be seen that, at idle, two-band signals meeting the Alliance/Global approach are robust regardless of which type of signal is considered. However, as vehicle speed increases, robustness decreases. Figure 7 indicates that the robustness performance of certain two-band signals, particularly those in the Scenario C category, declines significantly to the point that, on average, they would be detected only about 35 percent of the time at 20 km/h in the sampled ambient conditions.
This analysis led us to conclude that adopting the two-band Alliance/Global approach as it was suggested in their comments would allow some poor-performing alert signals to comply with the final rule. However, this analysis also led us to conclude that some two-band signals perform as well by our measures as the signals meeting the four-band requirements in this final rule, and that a two-band approach would be acceptable as long as it is specified in such a way as to exclude poor-performing two-band signals. Our analysis of two-band signals highlights two minor changes that we can make to modify the Alliance suggestion in order to increase robustness of two-band signals to that of the NHTSA four-band approach:
(1) Instead of expressing the required sound level in terms of overall SPL, we can use a
(2) We can adjust the required minimum band sum to achieve robustness equal to that of the four-band specification. This provides a high degree of flexibility in signal design. For example, a system designer can make the two components equal, or can set one component at the minimum level and compensate by setting the second component high enough to reach the required minimum band sum level.
In order to optimize the Alliance/Global's suggested two-band approach using these modifications, the minimum band sum levels at each speed were iteratively determined. The results are shown in Table 15. We refer to this specification as an “optimized” two-band approach because it excludes two-band signals that have lower robustness (those signals that would be detectable in a lower number of ambients according to our analysis) while preserving the levels suggested by the Alliance/Global to the greatest extent possible.
Figure 8 shows the robustness performance of two-band signals that meet this optimized approach. Note that there now are three sound scenarios (A, B, and D) instead of the four discussed in Figure 7. Scenario C that used broadband content to enhance the two bands is no longer viable under the optimized approach. It can be seen that all two-band combinations meeting the optimized criteria will now be detectable in upwards of 97 percent of the normalized sampled ambient conditions and, on average, they reach
Also note that the optimized specification includes levels for 30 km/h because, as discussed in the crossover speed section of today's final rule (Section III.D), the agency has decided to include acoustic requirements for vehicle speeds up to 30 km/h.
The overall levels for both the optimized two-band specification and the four-band specification (“S4 Bands”) are summarized in Table 16. For comparison, Table 16 also shows the levels suggested in the Alliance/Global comment. It can be seen that for each overall SPL value given for the optimized two-band approach, the level is within the ranges for the four-band specification.
For the Reverse specifications, the Alliance/Global comment set the band minimum levels and the overall level equal to the corresponding levels for the stationary operating condition. In the optimized two-band specification, to be consistent with the four-band approach and the method used in the NPRM, we are setting the band minimum and overall SPL by subtracting 3 dB from the level required at 10 km/h. That method is the same one NHTSA employed in the NPRM to set the levels for Reverse. For the band minimum, subtracting 3 dB from the 10 km/h level yields a value that is about the same as the band minimum the Alliance/Global suggested for Reverse, so the value we are adopting is the same as the one they suggested. For the overall level, subtracting 3 dB from the 10 km/h level yields a value for band sum that is somewhat higher than the overall SPL for Reverse suggested in Alliance/Global's comment, as shown in Table 16. To be consistent with the 4-band requirements and the method used in the NPRM to set Reverse requirements, we are using the higher value. This will account for the fact that sound level for Reverse operation needs to be higher than sound level in the Stationary condition, as explained in Section III.C of this preamble.
The modifications we have discussed to make two-band signals as robust as four-band signals will not make the two-band and four-band options the same in all respects. For example, the four-band option is somewhat less restrictive because the minimum levels for the one-third octave bands are lower than the
In summary, we have decided that including both compliance options in this final rule allows manufacturers the flexibility to choose the approach that best suits their design goals, while accomplishing the agency's goals in the NPRM by providing a robustly detectable signal for pedestrians without significant environmental impact. The detection requirements for compliance of alert systems designed to meet the four-band and two-band specifications are given in the regulatory text of today's final rule.
In the NPRM, the agency specified alert requirements at the one-third octave band level and not at the overall sound pressure level. NHTSA's position was that the overall sound level may be sufficient for ICEs, which intrinsically produce sound over a broad range of frequencies at all speeds and have acoustic characteristics such as modulation that enhance detectability, but not sufficient for inherently quiet vehicles operating solely on electric motors at low speeds. The agency continues to believe that one-third octave band requirements assure that a vehicle's total sound is detectable by a broad range of pedestrians over many ambient conditions.
ADB commented that, “octave bands are not as great at predicting detection as overall sound levels” based on research conducted by WMU. WMU stated that its research has shown that individual octave bands are not as useful in determining detection as is the overall sound level. WMU stated that while some regulatory specification in octave band make-up of alert sounds might be useful, there is limited justification for such a restrictive requirement. WMU also stated that a pedestrian with hearing loss would need to have available content at lower frequencies and that any potential sound should have a fairly broad frequency spectrum. WMU suggested that identifying two frequency bands that are most useful for detection, similar to Nissan's approach, may be appropriate.
The agency has reviewed the research cited by ADB and conducted by WMU on the correlation between overall sound pressure level and detectability. While this research does show that overall sound level had a good correlation with detectability, it does not appear that it addressed whether specifying levels in multiple octave bands influences the detectability outcome. The agency does not believe that the cited studies adequately support the proposition that overall sound pressure level is a better metric than one-third octave band sound pressure level. Furthermore, the WMU comments about specifying low frequencies to assist with hearing loss, and about requiring a broad frequency spectrum, and also that specifying two frequency bands may be appropriate, implies that they did not conclude that an overall specification by itself necessarily would be sufficient.
During the course of developing FMVSS No. 141, the agency has carefully considered overall sound pressure levels and corresponding individual one-third octave band sound pressure levels. The agency agrees that there can be a strong correlation between overall sound pressure level and detectability. However, we also believe that regulating only the overall sound pressure level leaves open the possibility of alert signals that may be undetectable in many common situations. Agency research indicates that alert sounds with the same overall sound pressure level often do not provide the same degree of detectability or robustness. This topic is discussed in sections that follow in this preamble where we identify how the agency derived the two compliance options specified in this final rule. Through our research, the agency has determined that for an alert signal to be as “robust” as possible,
Many of the commenters agreed with the agency's approach for using stopping distance for determining detectability requirements. Two of the commenters, however, ADB and WMU, questioned the distance calculated and used. ADB and WMU questioned whether the detection distances used are sufficient for pedestrians to detect, recognize, judge distance and trajectory, decide to initiate a crossing, and initiate a crossing, particularly at busy intersections. WMU explained that the detection distance formula used does not account for variability among pedestrians including those with hearing loss.
After considering the ADB and WMU comments, we have decided to continue to follow the approach used in the NPRM where we derived stopping distance using a driver reaction time of 1.5 seconds and a deceleration rate of 5.4 m/s
Furthermore, the alert requirements specified in the final rule include a small safety margin that will extend the timing and distance for both the driver and the pedestrian. As discussed previously, the minimum one-third octave band levels derived for detectability were increased by 0.5 dB and rounded up to the closest whole decibel. Also, because our minimum requirements are based on the levels needed to detect a signal having content in a single one-third octave band, our requirement that signals must include multiple one-third octave bands provides an additional margin of safety. We believe that requiring EVs and HVs to produce sounds with content in multiple one-third octave bands will provide an additional safety margin of time and distance due to the increased overall sound pressure level resulting from the combination of one-third octave bands. In addition, the
In the NPRM, we stated that recognition includes two aspects: Recognition that the sound is emanating from a motor vehicle that may pose a safety risk to the pedestrian, and recognition of the vehicle's operating mode (acceleration, deceleration, constant speed, reverse or stationary but activated) so that the pedestrian can take appropriate measures to avoid a collision with the vehicle. The acoustic specification in the NPRM contained acoustic characteristics similar to the sounds that pedestrians associate with current ICE vehicles.
Based on our initial assessment of simulated sounds and engineering judgment, the agency determined in the NPRM that the sound emitted by the vehicle to meet the detection requirements must contain at least one tone. A component is defined as a tone if the total sound level in a critical band centered about the tone is 6 dB greater than the noise level in the band.
Simulated sounds in the initial assessment were developed for the stationary but activated, constant speed pass-by, and accelerating pass-by conditions. Pass-by sounds included Doppler shifts (changes in frequency by a source moving relative to an observer) and simulated acceleration (a pitch or frequency shifting tied to a change in vehicle speed.) The sound pressure level changed as a function of speed and as a function of position relative to the microphone receiver during the pass-by simulations. During the original development of criteria for recognition, we stated that an alert signal should sound like an ICE in order to be recognizable. In order to identify qualities of the ICE vehicle, ICE sounds were evaluated in the quiet ambient conditions present during the recordings,
The agency sought comments on the following topics related to the proposed recognition requirements:
• Suggestions for the minimum sound level of low frequency content that should be included in the agency's recognition requirements;
• Information as to whether speakers that manufacturers may wish to use to meet the requirements of the proposal are capable of producing any measurable content in the 160 Hz one-third octave band; and
• Information about the cost of a speaker system that is able to reproduce some measurable content at the 160 Hz one-third octave band versus the cost of a speaker system that is only capable of producing sound above 315 Hz.
The Agency received comments from Alliance/Global; SAE; OICA; Honda; Nissan; Porsche; Mercedes; Denso; National Federation for the Blind; Western Michigan University; Accessible Design for the Blind; The Seeing Eye, Inc.
According to Alliance/Global, bands below 500 Hz should not be required. They stated that these bands are not necessary for recognition and will add significant cost to the alert sound system. Alliance/Global also stated that isolating and measuring low frequency content under outdoor test conditions would be impracticable. Alliance/Global stated that prescribing an objective definition to recognizability using one-third octave bands is not possible because there are many ways to provide sounds that have similar acoustic characteristics. Finally, they do not recommend one-third octave band requirements in the 160 Hz band because existing speakers that are practical for alert systems cannot emit sound which contains frequencies as low as 160 Hz.
OICA stated that a tone that is pitched would simulate the sound of a machine and this in combination with the tire/road noise would be enough to recognize the sound as coming from a vehicle. They also stated that broadband band should not be required.
SAE indicated that the metric used to define `tone' (ANSI S1.13—1995), in the proposed regulatory text, is not robust to all possible sound designs and would explicitly exclude sound characteristics identified as contributing to detection and recognition in the preamble.
Ford stated that it conducted a study to examine recognition of a given sound as the sound of a motor vehicle. The study consisted of a human factors test in which audio recordings of vehicle sounds were presented to participants using headphones. Participants were asked to assess how recognizable the sounds were in the presence of background noise. The study included 24 Ford employees and 4 blind individuals. Sounds tested included an ICE vehicle, a vehicle without an alert sound, and three alert sounds. Two tests were completed; recognition of a stationary sound and recognition of a 10 km/h pass-by. Additional tests were conducted to examine recognition of the sound as an object to avoid. Ford concluded that adding motion to the sound (pass-by vs. stationary) increased recognition as either a motor vehicle or an object to avoid. They also explained that it is not necessary to meet all proposed minimum levels in the 315 Hz, 400 Hz, and 500 Hz one-third octave bands for vehicles or alert sounds to be recognized as motor vehicles.
Honda indicated that the generation of low frequency sound is technically challenging, creates extra cost, and adds weight to the vehicle. Honda explained that the sound entering into the passenger compartment could be significant, which could cause annoyance. Honda suggested that this would require testing and an iterative design process to minimize negative effects.
Nissan stated that low frequency content alone will not ensure that a sound is recognized as a motor vehicle. Nissan suggested that requiring frequency content in this region means that either broadband or narrowband content (
Mercedes indicated that the proposed specification is restricting manufacturers flexibility to produce alert sounds for EVs and HVs that are effective yet pleasant to consumers and
Porsche mentioned that pitch shifting is the most important factor to characterize motor vehicles. Porsche suggested that the number of frequencies and the frequency range be kept flexible. Porsche also indicated that broadband sound should not be required. Porsche stated that all sounds emitted by a vehicle are based on tones while broadband sound comes from tire noise. Porsche also explained that broadband sounds would require different devices and cannot be generated by the prototype control modules currently used by Porsche.
Denso requested clarification of the definition of the terms “tone” and “critical band.” Denso also mentioned that the agency did not identify sound pressure levels for the broadband requirement in the NPRM. Denso stated that the broadband requirement may not be as effective for recognition and localizability because the sound emitted by the vehicle speaker system may be masked by ambient sound if no sound level for the broadband content is specified.
NFB stated that recognition requirements were included in the PSEA to prevent excessive customization. They stated that the inclusion of pitch shifting will potentially be sufficient to insure recognition.
WMU indicated that the inclusion of tones is unlikely to enhance recognition because tones are readily masked by sounds in the environment, especially by sound from other vehicles. WMU also indicated that many blind pedestrians would not detect sound energy above 2000 Hz, especially those with hearing loss; therefore, this is not a reliable way to enhance recognition. WMU indicated that rhythmic, cyclic aspect of a sound would enhance recognition. In terms of speaker capabilities, they suggested that the cost of using speakers capable of producing sound energy in the 160 Hz range is not balanced by additional benefits. They explained that their studies have not found this low range to be useful for detection and noted that tones can be annoying.
Comments from the Accessible Design for the Blind (ADB) are consistent with WMU. ADB indicated that tones are masked by the ambient and that most people find tones to be annoying. ADB stated that added sound should be the same for all EVs and HVs. ADB explained that this would help with recognition and prompt interpretation of the sound as the sound of a vehicle. In response to the request for comments about the minimum levels of low frequency content that should be included for recognition, ADB stated that they are not aware of any research that supports the notion that adding low frequency content makes sounds more recognizable.
The Seeing Eye, Inc., stated that, for recognition purposes, it is important that all vehicles regardless of manufacturer, emit the same standardized sound.
After reviewing the comments and conducting additional research, we have decided to remove the requirements in paragraph S5.2 of the NPRM requiring EVs and HVs to produce sound that includes broadband content and low frequency tones. We believe these acoustic characteristics are not necessary for pedestrians to recognize artificial sounds produced by EVs and HVs as coming from a motor vehicle in operation.
During the agency's initial work to develop criteria for recognition, the agency assumed that an alert signal should sound like an ICE in order to be recognizable. In order to identify qualities of the ICE vehicle, ICE sounds were evaluated in the quiet ambient conditions present during the recordings
A recent study by NHTSA examined several alert signals in the presence of a 55 dB(A) ambient for a vehicle traveling at 10 km/h.
All alert signals tested (with the exception of one signal that had levels below NPRM values) were detected and recognized on average by the minimum safe detection time of 2.0 seconds or greater. These results are consistent with comments by the Alliance/Global and with the study submitted by Ford. Based on these results, it appears that vehicle recognition cued by an alert signal in the presence of a ambient at 55 dB(A), which is the target ambient for detection, does not require that the alert signal contain low frequency tones. Because low frequency tones are not necessary for pedestrians to recognize sounds as vehicles sounds, could also add cost to the system, and may be annoying when not masked by the ambient, the agency is not including a requirement for low frequency tones in the final rule.
Similarly, the agency study showed that participants detected and recognized alert signals with a wide
Overall, the agency believes that pedestrians would use other cues to recognize a vehicle (ICE or otherwise), such as the location of the sound source (
The NPRM contained a requirement for frequency shifting which gives the pedestrian information about the acceleration or deceleration of an approaching vehicle. The PSEA required NHTSA to include sounds to alert pedestrians to acceleration and deceleration. As discussed in the NPRM, this information is important to the pedestrian in making a decision about whether or not to cross in front of a vehicle. The driver of an accelerating vehicle probably does not intend to stop and, according to the NPRM, “the sound of accelerating vehicles in the parallel street indicates, for example, that the perpendicular traffic does not have the right of way and thus a crossing opportunity is available”. A decelerating vehicle on a path parallel to the pedestrian may be slowing to make a turn into the pedestrian's path if she or he were to cross the street.
The proposal required that the fundamental frequency of the sound emitted by the vehicle increase with speed by at least one percent per km/h between 0 and 30 km/h (18.6 mph). The NPRM did not include a test procedure associated with this requirement but stated that frequency shifting could be verified by comparing the fundamental frequency from the compliance tests at stationary, 10 km/h (6.2 mph), 20 km/h (12.4 mph), and 30 km/h (18.6 mph). The NPRM provided a definition for the fundamental frequency but did not specify how the fundamental frequencies at each vehicle speed should be compared.
As mentioned, the agency did not include a separate acoustic measurement procedure for frequency shifting in the NPRM, instead relying on other requirements specified and the increase in overall sound level as the vehicle increases speed (or the decrease in sound level as the vehicle decelerates) to provide enough information so that pedestrians will be able to determine when EVs and HVs are accelerating and decelerating. One reason why a separate acoustic measurement procedure was not included was due to the concerns about the feasibility of testing. The agency stated that it would be difficult for even an experienced test driver to repeatedly achieve and maintain a specific rate of acceleration or deceleration on a test track if such a test was required. Given the difficulty of ensuring a repeatable acoustic test for acceleration and the fact that information about changes in vehicle speed could be provided by varying sound pressure levels, NHTSA determined that the test procedure did not need to include a dynamic test for acceleration or deceleration.
The NPRM explained that manufacturers and their representatives, in meetings with NHTSA staff, expressed concerns that it is difficult to measure the change in frequency of a sound produced by a vehicle by measuring a complete vehicle during a pass-by test. Manufacturers requested that the agency measure frequency shifting using a component-level test, meaning that the alert system hardware is removed from the vehicle and tested as a separate unit.
In the NPRM, we said that we were hesitant to include a component-level test because we wanted the standard to be technology neutral and because we do not wish to limit technological innovation. As further explained, the agency was aware that manufacturers might use different technologies to comply with the standard, so defining the hardware components subject to the component-level test could prove difficult. The agency sought comment on including a component-level test to measure frequency shifting in the test procedure.
In the NPRM, the agency said that the proposed method for measuring frequency shifting depends on the presence of a strong tone in the sound. A tone is an acoustic component with well-defined features that make it relatively easy to recognize compared to noise. The pitch, or frequency, of an alert sound could be verified by tracking this tone as it increases in frequency for each pass-by test as the vehicle increases speed. In the proposal, we said it would be difficult to verify a sound's increase in frequency if the sound does not have any strong tones. We mentioned our concerns about identifying the tone of a sound and tracking this tone as the vehicle increases speed. The NPRM mentioned that we planned to conduct further research on this issue. We explained that if it was not possible to identify a tone to track in order to verify the increase in a sound's frequency, we may have to use a different method to verify the increase. The agency sought comments on this issue.
The agency received comments on frequency shifting from SAE, Alliance/Global, OICA, and Porsche. The agency also separately received a joint comment submitted by the Alliance, Global, the American Council of the Blind (ACB), and the National Federation of the Blind (NFB).
Several commenters stated that the NPRM did not include a test procedure to measure compliance with the proposed frequency shifting requirements. These commenters recommended that the agency use the frequency shift procedures specified in SAE J2889-1 to measure compliance with the frequency shifting requirements and that the agency allow indoor testing or component level testing to measure frequency shifting.
SAE commented that use of indoor facilities for the measurement of the frequency shift is necessary to obtain accurate results. SAE said that provisions for indoor measurement either at a component level or a simulated full-vehicle level are included in SAEJ2889-1 (May 2012). SAE also mentioned that in a December 2012 meeting with NHTSA, an alternative method of analysis was under investigation to eliminate the need for prior knowledge of the signal.
Alliance/Global mentioned that tonal tracking for frequency shifting becomes quite difficult at higher speeds (30 km/h) due the tire noise masking, particularly when testing outdoors. Alliance/Global stated they prefer an indoor component level test because they think that is the best way to ensure that the correct tones are being tracked and that noise from tires (at higher speeds), accessory equipment, or other sounds not intended for pedestrian safety, are not incorrectly counted
OICA suggested that NHTSA change the definition of “fundamental frequency” in S4 to read, “[Frequency] shift frequency means, for purposes of this regulation, any frequency or frequencies used to comply with S5.1.6.”
OICA suggested requiring that the frequency of the sound shift frequency within each individual gear ratio rather than over the entire range of speeds between 0 and 30 km/h. OICA stated that this will allow for the simulation of an ICE vehicle using different gear ratios within the tested speed range. Furthermore, OICA indicated that there might be various ways to determine the frequency tone and rate and suggested that NHTSA leave the way to measure it to the individual manufacturer. OICA indicated that there is no known method to identify the proper tone in all situations without specifying the tone in advance. OICA stated that information about the signal under evaluation will be necessary.
Porsche made reference to the signal processing requirements in SAE J2889-1 (7.2.3) and stated “The fundamental frequency is dependent on the setup of the analysis system and is typically less than two Hertz.” Porsche also suggested that NHTSA change the definition of fundamental frequency in S4 to read . . . “S4 Fundamental frequency means, for purposes of this regulation, any prominent frequency of a valid measurement taken in S7.”
In the joint comment submitted by Alliance/Global/NFB/ACB, those commenters agreed that at least one frequency emitted by the vehicle must vary with speed by at least an average of one percent per mph over the range from 5 mph to the crossover speed. They indicated that this frequency may also contribute to meeting the spectral and overall sound pressure level requirements.
After reviewing the comments and conducting additional research on the topic of frequency shifting, we have decided not to include a requirement that a vehicle's emitted sound must change in frequency as the vehicle changes speed. Although this characteristic is still considered useful and we encourage its use on hybrid and electric vehicles for enhanced detectability and recognizability, a test procedure to determine compliance with requirements for frequency shift at this time has been deemed unfeasible.
As proposed in the NPRM and finalized here, the sound pressure level in each one-third octave band changes as speed increases, leading to an increasing overall sound pressure level that corresponds to the behavior of an ICE vehicle. Thus pedestrians will be able to tell if an EV or HV is accelerating or decelerating based on the increase or decrease in sound level emitted from the vehicle, just as they would be able to in the case of an ICE vehicle. In this final rule, the agency has chosen to use the increase and decrease in sound produced by the vehicle at different speeds as an alternative to frequency shifting.
We have decided to identify this alternative method by the term “relative volume change.” Basically, the method of “relative volume change” involves summing and comparing the normalized measured one-third octave band levels for each of the operating speeds for each test vehicle. For each operating speed, the normalized sum of the measured one-third octave bands should increase by a specified minimum amount at each successive speed interval. Further details about the “relative volume change” method and why the agency believes the original frequency shifting requirement is not feasible are discussed below.
The agency acknowledges comments regarding the lack of a test procedure to measure frequency shifting in the NPRM. Many of the commenters requested that, in lieu of a test procedure being included in the rule, the agency adopt the frequency shifting procedure set forth in SAE J2889-1 Section S7.2. In essence, this procedure calls for identification of a frequency that has changed as a function of vehicle speed, which can be measured and can be tracked during the operating conditions specified. However, the SAE procedure, as stated in appendix B-5 of the SAE standard, requires prior knowledge of the frequencies to be tracked (“The persons conducting the test know what frequencies should be produced by the device or vehicle under measurement”). NHTSA believes that the need for prior knowledge of the frequencies precludes a readily verifiable and practicable test procedure. Also, the procedure set forth in J2889-1, Section 7.2, requires an acoustics expert to determine both the starting frequency (and/or tone) as well as the shifted frequencies as speed increases, to verify compliance. The agency believes that this contributes to a lack of objectivity in the SAE test procedure for measuring frequency shifting. The agency believes that it would be difficult to reliably and repeatably verify compliance because the frequencies identified for frequency shifting by different technicians are unlikely to always be exactly the same.
Since issuing the NPRM, the agency has conducted additional research in an attempt to develop a cohesive methodology for analyzing and verifying frequency shifting. NHTSA considers frequency shifting measurement to consist of three main steps: (1) Measurement of the signal to be used in the analysis and its conversion to the corresponding frequency domain; (2) identification of the alert sound tonal components that meet the definition of tone and that are expected to shift at each of the measured operating conditions (stationary, 10 km/h, 20 km/h, and 30 km/h); and (3) calculation of the actual magnitude of frequency shifting that has occurred from the identified tonal components. Of these steps, step one, recording the measurements and converting them to the frequency domain, is relatively routine as this is a standard signal processing technique. Also, in step three, once the proper tones and base frequencies of the vehicle alert have been identified and have been determined to be a continuous result of frequency shifting, it is relatively easy to mathematically determine the amount of frequency shifting that has occurred. From both a process basis and a calculation basis, steps one and three appear consistent with the methodology specified in SAE J2889-1.
Unfortunately, in step two above, identification and validation of tonal components is exceptionally difficult. The procedure detailed in Section S7.2 of SAE J2889-1 specifically requires that the person conducting the test know in advance what frequencies are shifting to avoid having to subjectively identify and verify the critical tones produced by the vehicle alert system. To identify and validate tonal components, the test operator first must know precisely how a tone is defined. The NPRM defined a component as a tone if the total sound level in a critical band centered about the main tonal frequency is 6 dB greater than the noise level in the band; however, the terms “noise level” and “critical band” were left undefined, and this omission was cited by the commenters. As such, the language in the NPRM was insufficient to resolve a tone in a way that would allow frequency shifting determinations.
During further research into defining a tone, NHTSA found that there are four main ways of identifying and verifying tones: By using predetermined
NHTSA investigated using visual methods to identify tones: plotting the frequency levels versus sound levels as a function of both frequency and time as the vehicle is accelerated at a constant rate (a so-called “run-up” graph, presented as a spectrogram plot) where prominent frequency components can be tracked as they change due to frequency shifting; or by graphing sound levels as a function of frequency (referred to as the discrete method) for each speed condition (stationary, 10 km/h, 20 km/h, and 30 km/h) and identifying prominent frequency components which seem to be a function of frequency shifting. An example of these types of visual plots can be found in Figure B-1 of SAE J2889. Because the discrete method looks at individual test cases, there is no guarantee that the frequencies identified will be a result of continuous frequency shifting, and that the frequencies are not instead merely tonal artifacts present in the individual test case. It would be left up to the judgment of an acoustics expert to make this determination. Also, utilizing the run-up method would require the judgment of an acoustics engineer to determine the characteristics of a potential tone, identifying center frequencies, and determining if irregularities are present. Although it may be more objective than discrete visualization, this method can yield multiple interpretations of the same data, which makes it inherently subjective and unsuitable for the purposes of safety standard compliance.
The other methods for determining tones both require technical data from the manufacturer. Either the manufacturer would have to supply all of the data on frequency shifting, specifying all tones which will be used to calculate compliance, or the manufacturer would have to provide a smaller amount of information, such as the tonal components at stationary, and the agency then would have to assume a rate of frequency shifting as a function of speed and would estimate where the new tonal components should lie. Unfortunately, this process also is not objective, as the agency would be relying on information from the manufacturers and on acoustics experts to validate that information.
NHTSA also investigated the use of automated procedures utilizing ANSI S1.13: 2005, ISO 3745, and SAE J2889-1. However, NHTSA has been unable to produce a fully workable automated method. More research would be needed, but it is uncertain if the agency could ultimately develop repeatable, reliable, and objective procedures that do not require verification by an expert.
In light of the above discussion highlighting the impracticality of identifying and verifying tones without prior knowledge of the expected frequency shift, NHTSA agrees with the note 2 of Section S7.2.5.1.1 of SAE J2889 Rev DEC2014, “. . . there is no known identification specification that can clearly identify frequencies which shift with vehicle operating conditions, primarily vehicle speed, when the frequency content of the desired signal and any background noise is unknown.” Since no practicable test methodology consistent with the requirements of an FMVSS has been developed to date to objectively determine frequency shifting, the agency is not including a requirement for frequency shifting in the final rule.
Nevertheless, the agency encourages manufacturers to include frequency shifting in their development of alert sounds as this shifting does provide aural information to pedestrians about whether they are at risk or not and about the distance, speed, and acceleration of approaching vehicles. These are useful cues for pedestrian navigation.
In the future, should a practicable, objective method to quantify frequency shifting of vehicle alert sounds be developed, NHTSA may reconsider its decision to exclude a frequency shifting requirement from the safety standard.
Because it is not feasible to include requirements for frequency shifting in the final rule for the reasons discussed above, the agency has decided to include in the final rule a requirement for vehicle-emitted sound level or “volume” rather than in frequency to increase as the vehicle increases speed. The agency has decided to include this volume change requirement as a means for pedestrians to utilize the sounds emitted by a vehicle to determine if a vehicle is accelerating or decelerating. The agency understands that the concept of “relative volume change” is not a direct replacement for frequency shifting, but we believe it is a reasonable alternative. While frequency shifting would be a more certain method for determining vehicle acceleration and deceleration, volume change will provide useful audible information to pedestrians about the operating state of nearby vehicles. We believe that the volume change specifications will partially compensate for the absence of pitch shifting requirements.
To better understand the concept, as a vehicle approaches a pedestrian at a constant speed, the pedestrian would hear the vehicle alert sound increase in volume, identifying that the vehicle is approaching but maybe not accelerating or decelerating. However, if the vehicle is approaching a pedestrian and accelerating (or decelerating), the alert sound will increase (or decrease) in volume more rapidly as the vehicle approaches while transitioning between 0 km/h and 10 km/h, between 10 km/h and 20 km/h, and between 20 km/h and 30 km/h. A rapid ramp up in volume as the vehicle approaches will be indicative of a vehicle accelerating, and a rapid reduction in volume as the vehicle approaches will be indicative of a vehicle decelerating.
The minimum detection thresholds which are contained in this final rule increase with speed. Consequently, vehicles that meet the minimum requirements, without exceeding them, will have an innate volume increase commensurate with the increase in speed. The minimum specifications incorporate a volume change of approximately 6 dB between stationary and 10 km/h, approximately 6 dB between 10 km/h and 20 km/h, and approximately 5 dB between 20 km/h and 30 km/h. However, manufacturers could design alert signals that have only a single sound level, such as one that meets the highest sound level requirements (those required at 30 km/h) across all speeds (thus exceeding the minimum levels at stationary, 10 km/h
In discussing the minimum acoustic requirements for the eight one-third octave bands in the NPRM, NHTSA said the minimum requirements in each one-third octave band increased as the vehicle increased in speed to give pedestrians more time to detect faster moving vehicles and to allow the pedestrian to determine whether the vehicle was accelerating or decelerating. While the minimum acoustic requirements in the NPRM increased for each test speed, the NPRM did not include maximum sound requirements for each test speed. This meant that a vehicle could comply with the requirements of the NPRM by meeting the minimum acoustic requirements for the highest test speed for all test speeds without any variation in the sound produced by the vehicle. In other words, a vehicle alert system could be designed such that it would emit the loudest required sound level in all test conditions from stationary up to 30 km/h. Under this scenario, a pedestrian would have limited ability to detect changes in vehicle speed without pitch shifting because the sound produced by the vehicle would not change as the vehicle changed speed. To eliminate this possibility, NHTSA has included the volume change requirements in the final rule to ensure that the alert sound varies produced as vehicle changes speed.
Since an alert signal's acoustic components can change from one operating condition to the next, changes in the overall SPL level will not necessarily correspond to changes in the level of individual one-third octave bands. Also, the overall sound pressure level is influenced by bands that are outside of the range of one-third octaves covered by NHTSA's specifications (
Finally, the relative volume change is calculated as the difference in these band sum values between consecutive operating speed conditions.
Evaluating the increase in band sum values from one speed to the next then provides a metric for “relative volume change.” This approach allows for the tracking of volume as a function of speed, as the volume is characterized by the sound pressure levels above the minimum levels required at the baseline stationary operating condition. It also allows for the rejection of one-third octave bands outside of the range of interest (315 Hz to 5000 Hz). Another key characteristic of this approach is that frequency is not tracked, which provides design flexibility because different one-third octave bands can be prominent at different speeds.
The relative volume change procedure will utilize the same vehicle measurement data collected for the determination of compliance with the minimum detection standards. That is, the volume change determination uses the average values for the thirteen one-third octave bands of the first four valid, ambient-corrected runs, from the louder side of the vehicle (left or right), for each operating condition (Stationary, 10 km/h, 20 km/h, and 30 km/h). By comparing the calculated band sum at a given operating speed with the band sum value for the next lower speed condition, a relative volume change can be computed.
An example calculation is provided in Figure 9.
Figure 9 illustrates the four-step procedure used to calculate the relative volume change for sample data for the 10 km/h to 20 km/h conditions as follows:
The performance specifications for the relative volume change requirement were derived based upon the minimum detection standards for each operating condition. The minimum detection standards increase with speed such that, if a vehicle just meets the minimum standards at each operating condition, its relative volume change would be approximately 6 dB between stationary and 10 km/h, approximately 6 dB between 10 km/h and 20 km/h, and approximately 5 dB between 20 km/h and 30 km/h. It is the agency's desire to ensure that vehicles equipped with compliant alert sounds are only as loud as they need to be for detection by
These performance levels were established using the following criteria. First, as explained above, to minimize alert sound levels, the maximum volume change between operating scenarios would be 6 dB, 6 dB, and 5 dB, respectively. So, as a starting point, the relative volume change requirements should not exceed these values. Second, a manufacturer might choose to design an alert signal that exceeds the minimum values at a given speed and just meets the minimum values at the next higher speed. Such a design would have a decreased relative volume change,
It is NHTSA's expectation that the volume change requirement will provide pedestrians with the audible cues needed to discern vehicle acceleration and deceleration. However, we reiterate that frequency shifting still is a useful characteristic of a vehicle alert system, and we encourage system designers to incorporate frequency shifting even though this final rule does not include specific requirements for it.
Lastly, in regards to the commenters who requested that the proposed test procedure for frequency shifting be modified to allow for indoor testing and/or testing at the component level, those comments are no longer applicable since the agency has decided to exclude a frequency shifting test. In regard to comments about indoor and component testing in general, we have addressed that issue in Section III.K of today's final rule, where we have stated that NHTSA will conduct compliance testing on complete vehicles on outdoor test tracks.
The NPRM criterion for sameness was that the alert sound of two example vehicles must have a sound pressure level within 3 dB(A) in every one-third octave band between 315 Hz and 5000 Hz. That requirement would limit the amount of variation in one-third octave bands over a range of frequencies when measured on a stationary vehicle. We proposed that requirement as an objective way to determine if the alert sounds produced by two different vehicles of the same make and model are the same.
In the NPRM, the agency interpreted the PSEA language on sameness as applying “only to sound added to a vehicle for the purposes of complying with the NHTSA regulation” [NPRM, p. 2804]. The proposed sameness criteria were not intended to apply to sounds generated by a vehicle's tires or body parts or by the mechanical operations of the vehicle.
In the NPRM, NHTSA stated that we interpret a vehicle “model” as a specific grouping of similar vehicles within a vehicle line. The
Also, the NPRM conveyed that the requirement for vehicles of the same make and model to have the same sound or set of sounds does not apply across model years. For example, a model year 2020 Prius Two could have a different sound than a 2019 Prius Two (same model but different model years). A 2019 Prius Two could have a different sound than a 2019 Prius Four (same model year but different models). All Prius Two's from the 2019 model year would be required to emit the same sound or set of sounds (same model and model year).
The PSEA includes language that requires “the same sound or set of sounds for all vehicles of the same make and model.” We interpreted this to mean that a manufacturer may choose to equip a vehicle to have different sounds for different operating modes such as forward, reverse, and stationary [NPRM, p. 2804]. Each sound would have to meet the corresponding performance requirements in each operating mode. We did not interpret this language in the PSEA to mean that a vehicle can have more than one alert sound for a given operating mode, such as a suite of sounds that a driver can select from according to personal preference.
In general, commenters from industry stated that speaker tolerances make it impossible to make all vehicles of the same year/make/model produce the same sound in accordance with the NPRM criterion,
Advocacy groups that provided comments on the proposed sameness requirement generally supported it, or supported some performance-based assessment of sameness, but did not suggest specific technical criteria for such a performance test.
Alliance/Global stated on behalf of their member companies that the classification of sounds by an objective metric that would determine sameness first needs to have “sameness” defined. The NPRM proposal for a three decibel limit in each one-third octave band is not sufficient for the measurement uncertainty, let alone production variation, according to Alliance/Global.
OICA stated that the proposed sameness criterion needs revision, pointing out that industry has already shown that even 6 dB may not be a sufficient tolerance between vehicles of the same make and model. OICA stated that the measurement uncertainty is the most significant factor, and that the proposed allowance of 3 dB is not commensurate with the measurement uncertainty. OICA suggested that NHTSA should carefully consider how sameness is defined as that will drive the necessary measurement procedures. OICA noted that sound-generating devices that use the same software will inherently have the same sound, even when the sound is altered slightly through various factors such as installation into a vehicle. Using the same software also means that vehicles will produce the same sound even when the hardware is changed somewhat, according to OICA. OICA also noted that NHTSA could resolve issues with measurement of Sameness by specifying a requirement that applies to the software sound file. Citing the PSEA language, “The Secretary shall allow manufacturers to provide each vehicle with one or more sounds that comply with the motor vehicle safety standard at the time of manufacture,” OICA stated that vehicle manufacturers should be allowed to offer vehicles to customers with more than one alert sound and to equip vehicles with multiple alert sounds for the driver to select from during vehicle operation, as long as each of the sounds fulfils the minimum requirements defined in the safety standard. OICA suggested that the language of Section S5.3 should state that two vehicles of the same make, model, and model year must “emit the same sound within a set of sounds,” and that their overall sound level should be required to be within 6 dB(A).
Denso stated that this requirement is not feasible for a number of reasons. For one, there is inherent variability in vehicle sound characteristics and in speaker and amplifier characteristics and performance. When combining this variability, it is very difficult to limit the sound difference to within 3 dB(A) between two vehicles, even for vehicles having nominally identical sound systems, according to Denso. Denso stated that sound pressure levels will decrease by approximately one decibel when the ambient temperature increases from 0 to 40 degrees Celsius. Therefore, Denso suggested it is very difficult to measure the sound level within a tolerance of ±1.5 dB with good repeatability in outdoor conditions. In addition, since the perception of sound depends on ambient conditions (wind direction, wind speed, temperature, atmospheric pressure, etc.) and surrounding noise, Denso stated that ICE vehicles of the same model have up to a 3 dB and greater sound level difference. For these reasons, Denso requested that NHTSA not adopt a requirement for sameness.
The SAE stated that, although 3 dB may be an acceptable tolerance on overall SPL, it is not sufficient for one-third octave bands. SAE also stated that restricting one-third octave band variation does not guarantee sameness in any reasonable sense related to this regulation. Sounds can be filtered to meet the same one-third octave requirements, yet still could be perceived as substantially different by pedestrians. SAE provided an example of two sound files having the same overall SPL and very similar average spectral distribution, but different time signals. Despite their similarities, the two sound files were from recordings of completely different sounds. SAE stated that this demonstrates how sounds can appear to be similar based on a selected measurement criterion when in fact they might be very different in how they sound to listeners.
Honda stated the criterion for sameness in the NPRM is too stringent and cannot be complied with due to the variability of sound-producing devices. An attachment to Honda's comment graphically represented the variability in repeated testing of the same vehicles. [We note there was very little explanation of the data in Honda's comment; the graphic showed that one-third octave band measurements in repeated tests of the same vehicle appeared to vary by up to about 7 dB; but the results were quite different for the various one-third octaves and for the different test vehicles Honda tested, with variability in some instances being close to zero.] Honda suggested that NHTSA should specify an overall sound level and require that there be two peak frequencies that fall within specified frequency ranges.
Advocates for Highway and Auto Safety stated that, to ensure that different vehicles of the same make/model have the same sound, the agency must establish a test procedure for comparing different vehicles of the same make and model to ensure compliance and production uniformity along with meeting the FMVSS sound requirements.
Accessible Designs for the Blind stated that sameness should be tested at all speeds from idle up to the crossover point speed. ADB stated it does not believe that testing at idle only is appropriate for establishing the standard. ADB stated that changing a vehicle's tires or body design is likely to affect the vehicle's sound profile and therefore it is essential that the single sound specified be well documented as detectable and localizable under common traffic and ambient sound conditions by visually-impaired pedestrians who are at least 60 years of age. There will be differences in the perceived sound even if it is generated using the same wav file. The nature of the loudspeaker and where and how it is mounted will also result in differences. Perceived sound will, of course, also vary by road surface. ADB rejected the notion that a variety of sounds will be consistently and accurately recognized by pedestrians as coming from vehicles. Any added sound should be the same for all EVs and HVs in order to be maximally recognized and quickly interpreted as being a vehicular sound, according to ADB. ADB stated that having more than one sound is likely to decrease any safety benefit added sound might provide for visually-impaired pedestrians.
In a February 2014 letter to NHTSA co-signed by the Alliance, Global, the NFB, and the ACB, the co-signers jointly submitted their mutually agreed-upon position about aspects of the PSEA's sameness requirement. They stated that vehicles with the same overall sound pressure level, within a reasonable engineering and manufacturing tolerance, should be considered as having the same sound.
The joint letter said that vehicles of different model years should not be considered to be the same make and model. In other words, only vehicles of the same make, model, and model year should be required to emit the same sound.
The joint commenters also expressed their agreement about two other aspects of the PSEA Sameness requirement: First, OEMs should have flexibility to provide EV/HVs with some number of driver-selectable sounds instead of just a single sound; and second, OEMs should be allowed to install updated sounds once per model year to address any dissatisfaction that might arise on the part of vehicle owners with the alert sounds their HV/EVs are originally manufactured with. The latter would be separate from updates that OEMs might need to make to remedy a noncompliance or for conducting a recall, as provided for in the PSEA. The joint commenters believe the language of the PSEA, which uses the terms “one or more sounds” and also “sound or set of sounds” allows for driver-selectable sounds and voluntary updating of sounds.
We note that NHTSA did not receive comments specifically in response to our request for comment on the extent to which changing a vehicle's tires or body design would affect the vehicle's sound profile for the purposes of determining whether two example vehicles have the same sound.
In light of the comments the agency received on the NPRM sameness requirement, we have reconsidered the proposed requirement and have decided that it is not appropriate for the final rule. We agree with at least one shortcoming that was pointed out by several commenters: Even if two vehicles' alert sounds are within three dB(A) in each specified one-third octave band, the alerts would not necessarily sound the same because sounds that have identical one-third octave sound pressure levels can vary considerably in terms of how they are perceived by a listener. In fact, it is possible for completely different types of sounds to have similar one-third octave band levels, even across a wide range of frequency bands.
We now believe that the NPRM metric based on A-weighted one-third octave band sound pressure levels would be suitable only to identify “defective” sounds,
We also acknowledge the concern expressed in comments that speakers used in alert systems have some inherent manufacturing variation. However, NHTSA has not conducted tests to verify the level of speaker variation claimed by commenters.
Regarding the Alliance/Global suggestion that overall sound pressure levels produced by two vehicles should be used to determine whether they are the same, we do not believe that method would provide a meaningful comparison. That approach would merely characterize how loudly two vehicles' alert sounds are perceived. That approach would not evaluate other acoustic characteristics that make sounds alike such as phase or spectral shape, and it normally would not distinguish between sounds that are obviously different to listeners. For example, music, construction noise, and thunder all can have the same overall A-weighted sound pressure level.
Subsequent to concluding that a requirement based on one-third octave levels is not appropriate for the final rule, the agency considered various alternatives for objectively determining that alert sounds among vehicles of the same make and model are the same.
To address issues with the NPRM approach, we considered two additional types of acoustic metrics to evaluate the similarity of the alert sounds on vehicles of the same make and model: Power Spectrum Analysis and Frequency Response Functions (FRF). These are both acoustic metrics that could be used to analyze the actual output of the alert system speaker to quantify the difference between two sound signals. Both of these metrics characterize amplitude and frequency. The FRF is sensitive to phase as well. Both metrics have higher resolution than one-third octave bands.
Power spectrum analysis generally has resolution sufficient for signals that do not change over time. However, temporal differences such as time reversal (
Frequency Response Functions would provide a better comparison. For some alert sounds, the FRF could be used to show that certain periodic variations are highly correlated between two signals. However, other signal variations may not be correlated. Additionally, an evaluation of the FRF would require a standardized method to synchronize the phase between the two signals, and the agency currently does not have any such method.
Overall, we have concluded that comparisons using Power Spectrum Analysis or Frequency Response Functions might provide a higher degree of confidence than the NPRM method that two unknown signals are the same, but developing a requirement and test procedure based on these metrics for a compliance test application may involve considerable additional agency research and testing.
Furthermore, in order for either of these metrics to be useful in a compliance test, the measurement variability of the data collected for a sameness evaluation would have to be extremely low, such that even small differences in measurements of two example vehicles could be attributed to actual differences in their alert sounds. As discussed in the Repeatability/Reproducibility section (Section III.K) of this preamble, we have determined that the variability of pedestrian alert sound measurements is on the order of several decibels when measured on a vehicle in operation (although stationary tests like those used for Sameness tend to be somewhat less variable.) Although the level of variability of the NHTSA measurement procedure promulgated in today's final rule is sufficiently low for stationary, reverse, and pass-by tests, we believe it is inadequate for a sameness evaluation using power spectra and FRFs. For these metrics to be useful for sameness, we would need to obtain a clean signal prior to its exposure to external influences like speaker tolerances and ambient noise fluctuations.
Another option would be to evaluate the alert signal at the point where it is transmitted to the alert system speaker,
Another option is to evaluate the signal at the point where it is generated internally in the alert system. On typical alert systems, this would amount to evaluating the actual digital source of the alert sound, such as a wav file, or an equivalent digital element of the alert system from which the signal originates. NHTSA may not have the means to extract a digital file for a compliance evaluation of a test vehicle and would need the assistance of the vehicle manufacturer. At that point, a more practical option might be for NHTSA to simply request that information from the vehicle manufacturer. However, even if an OEM were to provide NHTSA with a digital source file from two vehicles of the same make and model, it is uncertain whether the agency could verify that they are identical.
Because alternative acoustic metrics have these issues, we believe they are not viable for a regulatory application, and we have decided not to adopt acoustic metrics for the sameness requirement in the final rule. Instead, as detailed later in this section, we have concluded that the final rule requirement for sameness should be based on certification by vehicle manufacturers that vehicles of the same make and model are designed to have identical alert sounds. That is, they must certify that vehicles of the same make, model, and model year are the same with respect to their alert system hardware and software components, the source of the alert sound (such as a digital file) and vehicle inputs used to vary the sound, as well as all other elements of the alert system.
In the proposed regulatory text in the NPRM, paragraph S8 was included to prevent alert sound modifications, except in case of a vehicle recall. That section of the regulatory text also prohibited systems from being designed to allow access by anyone other than the OEM or a service provider, so that individuals would not be able to tamper with or replace the alert sound in their vehicles.
The joint comment of the Alliance, Global, the NFB, and the ACB addressed both the issue of “selectable” sounds and the issue of alert sounds being updated or improved after vehicles are delivered to customers. Regarding the first issue, the joint commenters stated that they believe the PSEA allows vehicles to be equipped with more than one sound for a given operating condition. This comment would mean, for example, that a particular vehicle make/model might have an alert sound X, an alert sound Y, and an alert sound Z for when the vehicle is in forward motion at a given speed, and the driver could select X, Y, or Z based on personal preference and could switch among those choices at any time. Regarding the second issue, the joint commenters stated the PSEA allows a manufacturer or dealer to provide vehicle owners with opportunities at any time during a model year to update the alert sound or sounds with which their vehicle came equipped from the factory. They contended that this allowance exists under the PSEA even in cases where the original sound is not defective or out of compliance with the safety standard, and that updates may be provided for aesthetic purposes rather than for remedy of a recalled alert system (the latter being expressly provided for in the PSEA.)
Given our understanding of the PSEA, we are not including provisions requested by these commenters that would allow for driver-selectable pedestrian alert sounds and mid-year updates of pedestrian alert sounds. As such, the provision in paragraph S8 of the NPRM regulatory text, which specifically prohibits alert sound modifications except for recall purposes and also prohibits systems designed so as to allow manipulation or modification of the alert sound by anyone other than the OEM or a service provider, is adopted in this final rule without modification. We believe that this approach is necessary to satisfy the requirements contained in the PSEA language and that allowing a means for owners to select or modify alert sounds, or to allow vehicle manufacturers, dealers, or other vehicle service entities to replace or update alert sounds outside the auspices of a recall action, would be in conflict with the language of the PSEA. Furthermore, by not allowing driver-selectable sounds, the final rule adheres more closely to the PSEA requirement that vehicles of a given make and model must have the same alert sound.
After fully considering the NPRM comments on sameness and other acoustic metrics, we have concluded that the compliance requirement for sameness in this final rule should not be based on acoustic performance measurements, including the one proposed in the NPRM. The difficulties and unknowns with comparing direct measurements of acoustic metrics, as well as the potential need for more agency research in this area if we decided to use any of the metrics discussed above, leads us to conclude that, currently, the most effective and expedient way for NHTSA to evaluate sameness is to explicitly require that specific design aspects of vehicle alert systems must be the same, particularly the software and hardware that comprise the systems.
Although this approach would not be based on acoustic measurement, it would provide assurance that the design of alert systems on vehicles of a given make and model are consistent from one vehicle to the next because the vehicle manufacturer would be certifying not just that the sounds are the same but that the hardware and software components that are used to generate the alert sound are the same from vehicle to vehicle.
This approach is consistent with the comments NHTSA received in response to the NPRM. In response to NHTSA's request for comment in the NPRM regarding its proposed method of measuring whether the sound produced by two vehicles was the same, the Alliance/Global joint comment stated that the only way to verify sameness was to measure the digital signal output of the sound generator or to examine the digital sound file itself. Alliance/Global further referenced statements by OICA supporting a method of determining sameness based on the examination of the software and hardware making up the sound generation system. Alliance/Global stated in their comments that “OICA notes that current sound generating devices that use the same software will inherently have the same sound, even when the sound is altered slightly through various factors, such as installation into a vehicle. The Alliance and Global agree with OICA that NHTSA should allow manufacturers the option of demonstrating compliance with the sameness requirement through comparisons such as: The software sound file, input to the speakers, etc.” After reviewing the comments and its own data, NHTSA agrees that the best method for satisfying the requirement in the PSEA to require vehicles of the same
As stated previously, we believe that the Vehicle Safety Act and PSEA requirement can be satisfied by this methodology. Aside from being a requirement in the PSEA, requiring vehicles of the same make and model to emit the same sound limits the universe of sounds produced by EVs and HVs that pedestrians, both blind and sighted, must be able to identify as vehicle sounds. This is important because pedestrians must be able to recognize the sound produced by an EV or an HV as a vehicle-emitted sound for this rule to reduce crashes between pedestrians and EVs and HVs.
If we can establish that vehicles of the same make and model are alike with respect to the hardware and software they utilize for their alert systems, that information will be sufficient to establish their sameness because the sounds they generate would be effectively the same. That is, if two vehicles are designed the same in regard to having the same software and hardware to generate alert sounds, then any overall differences in the sound produced would not be perceptible in a meaningful way to pedestrians. Thus, this approach achieves the intent of the PSEA sameness requirement.
Consistent with the NPRM, we are applying the sameness criterion only to sounds added to vehicles for the purpose of complying with this final rule. In that way, tire noise, wind noise, and any other noise associated with vehicle motion and that is not generated by the pedestrian alert system is not subject to the sameness requirement.
We note that NHTSA has taken a similar approach in other FMVSS where we have relied on manufacturer's assurance and documentation that a system is designed to comply with the safety standard. For example, when NHTSA created the safety standard for Electronic Stability Control, FMVSS No. 126, S5.6 “ESC System Technical Documentation,” was included for compliance of ESC systems with an understeer requirement. In NHTSA's development of FMVSS No. 126, the agency was unable to devise an understeer test that was both accurate and repeatable. The agency instead took the approach of identifying certain system design characteristics and verifying them by requesting information from the OEM. Standard No. 126 lists items such as a system diagram, a written explanation of the system operational characteristics, a logic diagram, and a discussion of processor inputs and calculations relating to vehicle understeer as examples of evidence that may be used to validate the manufacturer's certification.
In the case of pedestrian alert systems, we are taking that approach. In our development of today's final rule on FMVSS No. 141, we have not successfully devised a meaningful, accurate and repeatable test for sameness. The reasons for this are discussed previously in this section. Instead, we are including a requirement that critical aspects of the alert system design must be the same from vehicle to vehicle.
We also believe that this approach is consistent with the Vehicle Safety Act. While Congress intended that NHTSA issue performance standards when it passed the Vehicle Safety Act, courts interpreting the Vehicle Safety Act have recognized that in some instances it is necessary for NHTSA to issue a design restrictive standard in order to achieve a desired performance or to ensure safety.
To implement this approach for the sameness requirement, we are modifying the proposed regulatory text in paragraph S5.5 (was NPRM paragraph S5.3) to state that any two vehicles of the same make, model, and model year shall generate their pedestrian alert sound using the same external sound generation system including the software and hardware that are part of the system. Furthermore, we are adding a definition of Pedestrian Alert System within the regulatory text of S5.5 which lists the common components of pedestrian alert systems. In this way, by certifying that a pedestrian alert system meets S5.5, the manufacturer is explicitly certifying that the following specific hardware and software components of the system are the same from vehicle to vehicle: The alert system hardware components including speakers, speaker modules, and control modules, as evidenced by specific details such as part numbers and technical illustrations; the location, orientation, and mounting of the hardware components within the vehicle; the digital sound file or other digitally encoded source; the software and/or firmware and algorithms which generate the pedestrian alert sound and/or which process the digital source file to generate a pedestrian alert sound; vehicle inputs including vehicle speed and gear selector position utilized by the alert system; any other design features necessary for vehicles of the same make, model, and model year to have the same pedestrian alert sound at each given operating condition specified in this safety standard.
To verify the OEM's certification of an alert system in the agency's annual compliance evaluations, NHTSA's Office of Vehicle Safety Compliance may request that the manufacturer make available to the agency specific design documentation relating to the alert system used on same make, model, and model year vehicles. The documentation that a manufacturer could provide to demonstrate that the sound produced by two vehicles of the same make and model is the same may include documents such as: A description of the source of the alert sound, such as the digital sound file; a copy of the digital file (if applicable); any algorithms for processing/manipulating the digital file to generate an alert sound; vehicle inputs such as speed signal that are needed to process and generate the alert sound; and details such as part numbers showing that vehicles of the same make, model, and model year are consistently equipped with identical alert system components.
In the NPRM we discussed presentations provided by vehicle manufacturers regarding consumer acceptance of adding sound to vehicles to provide pedestrian detection. Nissan submitted a presentation stating that over 60 percent of Nissan Leaf owners surveyed found that added noise was acceptable if the overall sound pressure level of the sound was 55 dB-A or quieter for the forward moving condition.
The NPRM also discussed the ways in which NHTSA crafted the proposal to account for concerns about the community noise impacts of the
NHTSA also conducted a draft Environmental Assessment (EA) to analyze the environmental effects of the proposed rule. The analysis in the EA most relevant to analyzing the impact of the rule on consumer acceptance is the single car pass-by analysis. This analysis is designed to show what a person standing near the road way would hear when a EV or HV emitting sound complying with the NPRM passed by. In an urban ambient with an overall sound pressure level of 55 dB(A) a listener standing near the roadway would not be able to perceive the difference between a EV/HV that did not produce added sound and an EV/HV that complied with the requirements of the NPRM.
We received several comments in response to the NPRM that certain aspects of the proposal would be annoying to passengers or drivers or would not be accepted by consumers. We also received several comments from members of the general public stating that the whole concept of adding any sound to hybrid and electric vehicles would be annoying and would lead to decreased sales of EVs and HVs.
Alliance/Global stated in their joint comment that the loudness and frequency composition of sounds meeting the proposed requirements would be unpleasant to vehicle occupants. Specifically sounds with minimum content in eight one-third octave bands would be too loud to be accepted by consumers.
Alliance/Global further stated that because the proposed requirements did not contain requirements for mid-range one-third octave bands from 500 Hz to 2000 Hz, resulting sound would have a shrill unpleasant character. Alliance/Global stated that, based on past experience with shrill sounds, their members fear that costumers may be unwilling to purchase EVs and HVs if they are equipped with sounds meeting the proposed requirements.
GM stated that the proposed sound levels and operating conditions are in excess of the safety needs of pedestrians and further explained that this would likely result in customer annoyance leading to customers disabling the alert sound and also affecting vehicle purchases. Chrysler and Honda also expressed concerns about marketability and customer acceptance.
Toyota also stated that sounds meeting the requirements of the NPRM would be too loud and would discourage consumers from purchasing EVs and HVs. Toyota commented that it had examined customer acceptance of sounds meeting the NPRM specifications. Toyota used a prototype speaker and included 56 Prius owners (ages 20 to 55 years old). Participants were asked to drive an alert-equipped vehicle on a specific route and then rate the sound. The operating conditions experienced during the study included slow acceleration; 40 km/h pass-by; slow deceleration; and 16 km/h pass-by. Toyota reported that 68 percent of the drivers were somewhat dissatisfied or very dissatisfied with their overall experience with the sound emitted by the test vehicle. Toyota asked the participants how the sound might affect their future vehicle purchases, and 54 percent of the drivers indicated a somewhat negative or very negative impact, while 46 percent indicated no impact or a somewhat positive impact. Toyota also mentioned that a sound meeting the proposed requirements in the NPRM resulted in an increase in the interior noise relative to the same vehicle with the alert system turned off.
WBU commented that allowing the sound to be emitted over fewer one-third octave bands may alleviate manufacturers concerns about consumer acceptance of alert systems.
Several commenters also stated that requiring a sound while the vehicle is stationary would lead to lower consumer acceptance of EVs and HVs. Nissan submitted with its comment the result of a customer survey that indicated that over 60 percent of costumers would accept an idle sound with an overall sound pressure level of 49 dB-A or less.
NHTSA also received comments from OICA stating that the requirements in the NPRM requiring that the sound produced by EVs and HVs contain tones would make sounds complying with the NPRM annoying to vehicle occupants. Mercedes expressed concern that including requirements for low one-third octave frequency bands down to 315 Hz and broadband content down to 160 Hz may affect consumer acceptance of sounds meeting the requirements of the NPRM because sounds with content in this area of the spectrum are difficult to isolate from the vehicle cabin.
As discussed in Section III.E of this notice, the agency made several changes to the acoustic requirements of the NPRM in this final rule. In response to comments from manufacturers, the final rule allows compliance with its acoustic requirements by placing minimum content in the mid-range one-third octave bands from 500 Hz to 2000 Hz. We believe that this change will increase manufacturer's flexibility to create sounds that are pleasing to motorists and pedestrians. NHTSA does not believe that the overall sound pressure level of sounds meeting the requirements of this final rule will discourage consumers from purchasing EVs or HVs or effect consumers acceptance of the requirements in the final rule. The overall sound pressure level of sounds meeting the requirements of the final rule for the 10 km/h pass by are between 53-56 dB(A). According to Nissan's presentation, 60 percent of consumers would accept added sound to their vehicle if the overall sound pressure level of the sound was 55 dB(A) or quieter for the forward moving condition. NHTSA believes that the Nissan study indicates that consumers will accept sounds meeting the requirements of the final rule.
While the minimum sound requirements in the final rule increase above 55 dB(a) for the 20 km/h and 30 km/h pass-by tests, sound emitted from other sources on the vehicle, such as the tires, increases as the vehicle increases speed as well. NHTSA believes that the increased sound from these other sources will limit the extent to which drivers notice, and are negatively affected by, the sound produced in compliance with this final rule at 20 km/h and 30 km/h.
NHTSA finds that it is difficult to draw conclusions about consumer acceptance of sounds meeting requirements of the final rule from the survey submitted by Toyota. The Toyota survey does not breakout the views of the participants in the survey by operating speed like the survey
The final EA replicates the findings of the draft EA indicating that sounds emitted by EVs/HVs in compliance with this final rule will be noticeably louder than EVs/HVs without added noise but will produce less sound than the average ICE vehicle. For this reason we do not believe that the requirements in the final rule will lead to sounds that will be so loud as to be annoying to drivers and pedestrians or to effect consumers' desire to buy these vehicles. Furthermore, according to the analysis of national annual noise caused by this final rule in the Final EA, EVs and HVs subject to the final rule would only be required to emit sound in compliance with this rule during 2.3 percent of all travel hours in urban areas.
This is not the case for LSVs, however. These vehicles have top speeds of greater than 20 mph and less than 25 mph and, because final rule would require sound at speeds of up to 18.6 mph, sound is likely to be nearly constant for these vehicles. In addition, these vehicles are often open, lacking windows and, sometimes doors. For this reason, occupants of these vehicles are likely to hear the required sounds more so than occupants of other vehicles. However, we did not receive any comments indicating that consumer acceptance of sounds required by this final rule would be a greater issue for owners of LSVs than other vehicles to which this rule applies.
The agency addressed comments regarding consumer acceptance of a sound at stationary in Section III.I of this notice. We note briefly here that we do not believe that the requirements in the final rule for EVs and HVs to emit a sound at stationary will substantially affect consumer acceptance of the requirements in the final rule. As indicated by the survey conducted by Nissan, 60 percent of consumers accepted a sound at stationary with an overall sound pressure level similar to the levels required by the final rule.
We note that the final rule does not contain the requirements for broadband sound, low frequency content, and tones proposed in the NPRM. In satisfying the mandate in the PSEA to establish minimum sound requirements for EVs and HVs, NHTSA has taken several steps to minimize the impacts of the requirements on drivers and pedestrians while also ensuring that these vehicles are detectable to pedestrians when operating at low speed. This includes reducing the number of required bands and removing requirements for tones and low frequency content. Given these changes from the NPRM to the final rule, NHTSA believes manufacturers will be able to design pedestrian alert sounds that will be accepted by drivers and pedestrians.
In the NPRM, we proposed that, for sound measurement testing, the ambient temperature be in the range 5 to 40 °C. This proposal is consistent with SAE J2889-1. However, SAE J 2889-1 contains a note stating that testing of some vehicles may not be possible in warmer weather conditions (above 20 °C) since such things as battery cooling fans (if there is one) will always be running. Since the NPRM proposed that measurements that contain sounds emitted by any component of a vehicle's battery thermal management system be considered not valid, the NPRM stated that SAE J2889-1 note will also apply to FMVSS No. 141 sound measurement testing. Therefore, in the NPRM preamble, NHTSA requested comments on narrowing the permitted temperature range to 5 to 20 °C to improve test repeatability and to remove issues with battery cooling fans running.
We received comments from Alliance/Global and Honda regarding the ambient temperature during testing. Both commenters were opposed to narrowing the permitted temperature range to 5 to 20 °C to improve test repeatability and to remove issues with battery cooling fans running. Honda also recommended that the ambient weather conditions be measured at the specified microphone height in FMVSS No. 141 S6.4 with a tolerance of ±0.02 meters instead of the specified microphone height with a tolerance of ±0.0254 meters that was proposed in the NPRM.
After the NPRM was issued, NHTSA analyzed the sound measurement repeatability data that it collected in 2012 for a Ford Fusion to determine if there were systematic effects of the atmospheric conditions, particularly temperature, on measured sound pressure level for the vehicle's 10 km/h pass-by. This data consisted of 96 individual measurements taken over a six-month period from April to September of 2012. For each individual measurement the following data was recorded:
• Overall Sound Pressure Level (dBA)
• Temperature (°C)
• Wind Speed (m/s)
• Wind Direction (degrees from North)
• Atmospheric Pressure (Pa)
• Relative Humidity (%)
Analysis of variance for each variable's effect on overall sound pressure level showed no statistically significant variation (at the α = 0.05 level) for any variable over the range of the data. Linear modeling of all terms also showed no statistically significant effect on overall sound pressure level for any variable.
Since ambient temperature has no statistically significant effect on measured sound data, NHTSA agrees with the commenters that we should not restrict ambient temperatures to between 5 °C and 20 °C (however, we note that the tendency of thermal management system cooling fans to activate at higher temperatures may effectively limit testing to this temperature range). Doing so could limit compliance testing opportunities while not providing any test accuracy or repeatability benefit. We would expect a vehicle's thermal management system to operate more frequently in tests during warmer ambient conditions. As discussed in Section III.K, the agency has clarified when a test can be deemed invalid, including instances when cooling fans engage intermittently
Honda's other recommendation was that the ambient weather conditions be measured at the specified microphone height in FMVSS No. 141, paragraph S6.1, with a tolerance of ±0.02 meters. NHTSA agrees that the ±0.02 meters tolerance instead of the proposed height tolerance of ±0.0254 meters that was proposed in the NPRM is more consistent with SAE J2889-1.
The NPRM used the microphone positions of S7.1 of SAE J2889-1 and also used the microphone height tolerance of ±0.02 meters. It seems logically consistent to use the same height tolerance of ±0.02 meters for the meteorological instrumentation. Making this change is not expected to have any impact on the stringency of the compliance test. It will merely make testing slightly easier to perform. Therefore, the final rule will have a meteorological measurement height tolerance of ±0.02 meters (±2.0 centimeters).
In the NPRM, NHTSA proposed that, prior to sound measurement testing, the vehicle's tires be inflated to the recommended tire inflation pressure listed on the vehicle's tire placard.
EMA recommended that NHTSA adopt the tire inflation pressure requirements for medium and heavy trucks in FMVSS No. 121,
EMA cited two factors in support of its suggestion to harmonize the test procedures in this final rule with those contained in FMVSS No. 121 for tire fitment and inflation pressure. First, EMA pointed out that a conflict between FMVSS No. 121 and FMVSS No. 141 would add a burden to manufacturers without any safety benefit by imposing a unique tire inflation pressure specification for the new FMVSS. Second, EMA stated that “the tire inflation pressures on a heavy-duty vehicle's certification label or tire information label may lead to inaccurate tire inflations.” EMA stated that a heavy-duty vehicle's certification label or tire inflation pressure label contain the recommended cold inflation pressures for the tires identified on those labels; however, it is possible that the vehicle may be equipped with a tire not listed on those two labels.
The agency has considered EMA's comments and agrees that the correct inflation pressure should be used for all applicable vehicles. For passenger cars, multipurpose passenger vehicles, light trucks, and buses (with GVWR of 4,536 kg or less) the requirement as proposed in the NPRM is appropriate. For low-speed vehicles, the required certification label generally includes tire size and inflation pressure information. All low-speed vehicles tested to date by the agency's Compliance division have shown the requisite tire inflation pressure information on the certification label.
To address EMA's comments and ensure that all vehicles subject to the new safety standard are addressed in the language relating to recommended inflation pressure, paragraph S6.6(e) of the regulatory text has been revised.
In the NPRM, NHTSA proposed that, prior to sound measurement testing, the vehicle's tires be conditioned by driving it around a circle 30 meters (100 feet) in diameter at a speed that produces a lateral acceleration of approximately 0.5 to 0.6 g for three clockwise laps, followed by three counterclockwise laps. This tire conditioning procedure was derived from ISO 362, “Road Noise for Passenger Vehicle Tires.”
Honda and OICA recommended that NHTSA not require tire conditioning prior to testing unless NHTSA can show differences in measured acoustic data attributable to conditioning. OICA recommended changing the tire conditioning language to state that before sound measurements are started, the tires shall be brought to their normal operating conditions.
NHTSA does not have measured acoustic data showing differences that are attributable to tire conditioning. However, NHTSA's goal for tire conditioning matches the OICA recommendation that, before sound measurements are started, the tires be brought to their normal operating conditions. NHTSA also thinks that sound measurement testing with brand new tires may produce non-representative sounds due to mold vents and mold lubricant. The goal of tire conditioning is to remove sound anomalies caused by these effects. We believe that achieving this goal will require minimal effort during testing. Therefore, NHTSA will retain tire conditioning in the final rule for passenger cars, multipurpose passenger vehicles, light trucks, and buses with a GVWR of 4,536 kilograms or less, and low-speed vehicles. The final rule only specifies how NHTSA (not manufacturers) will perform compliance testing and, as with other NHTSA safety standards, manufacturers may elect not to adopt specific portions of a test procedure if they are convinced that doing so will not affect how their test results compare to the results from NHTSA compliance testing.
In the NPRM, NHTSA proposed that the test vehicle's doors are shut and locked for all measurements of vehicle pedestrian alert sounds.
NHTSA received comments on this topic from OICA and Alliance/Global. Commenters requested that NHTSA clarify the vehicle condition section of the final rule test procedure for self-locking doors by adding a sentence saying that in the case of self-lockable vehicles, the doors shall be locked before starting measurement.
NHTSA does not think that it is necessary to add clarification about vehicles with self-locking doors to the regulatory text. The applicable proposed regulatory text, as contained in the NPRM, is S6.6(b): “The vehicle's doors are shut and locked and windows are shut.” This seems quite clear. This text requires that all doors, whether self-locking or not, be locked prior to testing. This text is used in this final rule in re-numbered paragraph S6.6(a).
In the NPRM, NHTSA proposed that, for sound measurement testing, all accessory equipment (air conditioner, wipers, heat, HVAC fan, audio/video systems, etc.) be turned off. We also stated that propulsion battery cooling fans and pumps and other components of the vehicle's propulsion battery thermal management system are not considered accessory equipment.
NHTSA received comments on this topic from OICA and Alliance/Global. Commenters requested that NHTSA state that accessory equipment that cannot be shut off need not be shut off. The commenters suggested that the compliance test procedure prohibit the use of any results which include sound from any vehicle systems other than those which would be constantly engaged under the specified performance conditions.
NHTSA's goal during compliance testing is to measure the sound
In the NPRM, we proposed that, for sound measurement testing, the vehicle test weight will be the curb weight (as defined in 571.3) plus 125 kilograms. Equipment, driver, and ballast should be evenly distributed between the left and right side of the vehicle. The vehicle test weight should not exceed the GVWR or Gross Axle Weight Ratings (GAWRs) of the vehicle.
Commenters addressed three issues related to vehicle test weight: the need for the final rule to specify vehicle test weight, the need for a vehicle test weight tolerance, and what the specified vehicle test weight should be.
Both Alliance/Global and OICA commented that vehicle test weight has no effect on measured vehicle sounds. Honda commented that, since FMVSS No. 141 testing is being conducted at relatively low vehicle speeds (a maximum of 30 km/h), small changes in vehicle test weight would have a minimal effect on measured vehicle sounds. Alliance/Global and OICA both commented that, if the final rule does specify vehicle test weight, then, for practical reasons, a vehicle test weight tolerance should be specified. Alliance/Global and Honda both recommended using the vehicle test weight specified in SAE J2889-1 (manufacturer-defined unloaded weight + one person + measurement instruments).
NHTSA believes that a vehicle test weight specification is necessary. While we have not conducted research in this area, we believe it is reasonable to anticipate that if a large load (relative to the curb weight of the vehicle) is placed in a vehicle (say 1,000 pounds in a passenger car's trunk or 30,000 pounds on a heavy truck), there would likely be some change in the sound produced by the vehicle during testing. Therefore, we believe it is necessary to specify vehicle test weight in the final rule.
In specifying vehicle test weight in other rules, NHTSA has not provided a weight tolerance. Organizations performing a test should make reasonable efforts to comply with the test specifications exactly as written. Therefore, we are choosing not to do so here and FMVSS No. 141 will not contain a vehicle test weight tolerance.
Since NHTSA agrees with the commenters that the sound produced by a vehicle at the relatively low test speeds being used for FMVSS No. 141 testing is not sensitive to minor changes in vehicle loading, minor deviations in vehicle test weight from the exact values specified in the rule should not have any effect.
As to what the vehicle test weight specified in final rule should be, NHTSA wants to measure sounds produced by lightly loaded vehicles. We believe that, all else being equal, the tires of a heavily loaded vehicle will produce a louder sound than will the tires of that same vehicle when it is lightly loaded.
NHTSA has identified three possible alternatives for vehicle test weight in FMVSS No. 141. These are:
1. Retain the NPRM vehicle test weight specification. This does not seem to have any particular advantages and has multiple disadvantages. Some of the disadvantages are that this test vehicle weight specification does not match that contained in SAE J2889-1; this vehicle test weight specification is not used by other FMVSS; and this vehicle test weight specification imposes weight limits on NHTSA test drivers. To elaborate on the last point, since the proposed NPRM regulatory text would require the weight above vehicle curb weight to be evenly balanced from side-to-side, the test driver for NPRM-based compliance tests cannot weigh more than 62.5 kg (138 pounds). Since a 50th-percentile adult male weighs 76 kg (168 pounds), the use of this vehicle test weight specification could create difficulties in finding drivers to perform compliance testing.
2. Specify the SAE J2889-1 vehicle test weight specification for NHTSA tests. This was the method recommended by commenters. It would harmonize with SAE J2889-1, and it has the advantage that NHTSA could use any test drivers. It has two disadvantages. First, it would mean that the weight of the test vehicle will vary with the weight of the test driver (
3. Specify a vehicle test weight that is specified by other NHTSA FMVSS. These test weights are different depending on vehicle class and brake system type. For pedestrian alert sound testing, a fairly lightly loaded weight would be used, not the heavier loading specified in some FMVSS. The vehicle test weight specifications used by other FMVSS are as follows:
• FMVSS No. 105 is applicable to vehicles with hydraulic or electric service brake systems and a GVWR greater than 3,500 kg (7,716 pounds). FMVSS No. 105 defines Lightly Loaded Vehicle Weight (LLVW), for vehicles with a GVWR of 10,000 pounds or less, as equal to unloaded vehicle weight plus 400 pounds including driver and instrumentation. FMVSS No. 121 is applicable to vehicles with air brake systems. FMVSS No. 121 tests at a weight equal to unloaded vehicle weight plus 500 pounds including driver and instrumentation plus not more than an additional 1,000 pounds for a roll bar structure on the vehicle (if needed).
• FMVSS No. 135 is applicable to vehicles with a GVWR of 3,500 kg (7,716 pounds) or less. FMVSS No. 135 defines Lightly Loaded Vehicle Weight (LLVW) as equal to unloaded vehicle weight plus 180 kg (396 pounds) including driver and instrumentation.
• FMVSS No. 500 is applicable to low speed vehicles. FMVSS No. 500 defines the test weight as equal to unloaded vehicle weight plus 78 kg (170 pounds) including driver and instrumentation.
NHTSA does not believe that any one of these alternatives is better for safety than any other. As was previously stated, NHTSA thinks that the sound produced by a vehicle at the relatively low test speeds being used for FMVSS No. 141 testing is not sensitive to minor changes in vehicle loading. Therefore, NHTSA's goal in selecting a test vehicle weight specification is to choose one that will minimize the economic burden of performing compliance testing. We
In the NPRM, NHTSA proposed that, for sound measurement testing, the vehicle's electric propulsion batteries, if any, be fully charged.
NHTSA received comments on this topic from Advocates, Alliance/Global, Honda, Navistar, and OICA. Advocates requested that NHTSA either establish a battery charging procedure or require that the vehicle be charged in accordance with the manufacturer's stated charging procedure as outlined in vehicle documentation to ensure that the ICE or other vehicle non-essential systems do not start during sound testing procedures. Alliance/Global and OICA recommended using the language from the charging procedure in SAE J2889-1. OICA stated that many hybrids cannot be charged by external charge devices and that by driving the vehicle a 100-percent charge level will nearly never be reached. Honda pointed out that controlling the battery condition of a hybrid vehicle to attain a specific level of charge can be difficult. Honda recommended testing with the propulsion battery at a normal (as is) condition and deleting this requirement as being unnecessary. Navistar recommended that batteries be charged to the manufacturer's recommended full state of charge.
NHTSA agrees with Advocates that the battery needs to be sufficiently charged during sound measurement testing so that the ICE or other vehicle non-essential systems do not automatically activate. Provided that this condition is met, the battery's state of charge during sound measurement testing should have no impact on the safety of the vehicle. NHTSA also agrees with commenters that precisely controlling the battery condition of a hybrid vehicle to attain a specific level of charge can be difficult. However, getting the battery's state of charge during testing high enough that the ICE or other vehicle non-essential systems do not automatically activate should be feasible.
Following review of the comments, NHTSA has decided to accept the OICA and Alliance/Global recommendations and use the SAE J2889-1 language for the battery charge specifications in paragraph 7.1.2.2. This will accomplish our two objectives of (1) having a battery's state of charge during testing be high enough that the ICE or other vehicle non-essential systems do not automatically activate, and (2) specifying a practicable, achievable, battery state of charge for testing.
In the NPRM, NHTSA proposed that measurements that included sounds emitted by any component of a vehicle's propulsion battery thermal management system are not considered valid. In addition, when testing a hybrid vehicle with an ICE that runs intermittently, measurements that contain sounds emitted by the ICE would not be considered valid measurements.
NHTSA received comments on this topic from OICA and Alliance/Global. Commenters pointed out that the battery's thermal management system might always be running when the vehicle is performing the test scenarios. Therefore, they requested that NHTSA state that a battery thermal management system that would normally be operating during the specified test conditions need not be shut down. The commenters suggested that the compliance test procedure prohibit the use of any results which include sound from any vehicle systems other than those which would be constantly engaged under the specified performance conditions.
NHTSA's goal during compliance testing is to measure the sound produced by the vehicle when it is in its quietest state after sale to the general public. It is not to test the vehicle in some artificially quiet state that will never be attained by members of the driving public. These comments are in accord with NHTSA's goal for compliance testing. The commenters' statement, that a battery thermal management system that would normally be operating during the specified test conditions need not be shut down, is sensible and is consistent with what NHTSA is trying to accomplish. Clarifying this will address an important test factor that was not covered in the proposed version of the regulatory text. This factor is addressed in S7.1.2 and S7.3.2 of the regulatory text in this final rule. We have modified both of these subsections by adding appropriate wording to include systems which would be constantly engaged under the specified test performance conditions (backing, stationary, forward motion at specified speeds).
In the NPRM, the agency tentatively concluded that outdoor acoustics testing was preferable to indoor testing in hemi-anechoic chambers. The agency explained that outdoor testing was more representative of real-world vehicle-to-pedestrian interactions, and that outdoor tests, especially pass-by tests, transmit to the pedestrian not just vehicle-generated sounds (
Conversely, the NPRM also explained, when a vehicle is tested on an indoor dynamometer in a hemi-anechoic chamber, the body of the vehicle is static and does not produce aerodynamic noise. The agency said that it was unclear how representative the tire noise generated during rotation on the curved dynamometer test rollers is of actual tire-road noise. As explained, the vehicle approach and passing of the microphones could be simulated by phasing a row of microphones next to the vehicle, and interior tire noise could be digitally replaced with exterior tire noise recordings, however, the agency has not determined the fidelity of such methods.
The NPRM mentioned the agency's belief that specifications for outdoor testing have a more detailed history of objective and repeatable performance than specifications for indoor testing. The agency noted that a substantial amount of development and refinement has gone into the test procedures and facilities used for outdoor vehicle noise testing.
The NPRM explained that SAE J2889-1 contains specifications on the cut-off frequency of the indoor hemi-anechoic test facility and requirements. However, the agency stated that it was not aware of specifications for dynamometer drum surface textures, materials, diameters, road loads coefficients (
Lastly, the NPRM explained that there are some advantages to testing indoors. Testing in an indoor hemi-anechoic chamber would not be influenced by weather conditions or high ambient noise levels that can affect outdoor testing. Indoor testing could be more predictable and time efficient than outdoor pass-by testing because testing time would not be limited by weather and noise conditions at the test site. The agency sought comment on the availability of hemi-anechoic facilities that could accommodate indoor pass-by testing and the desirability of including a test procedure for indoor pass-by testing in this standard.
Auto manufacturers and groups that represent them, along with SAE, stated in their comments that the agency should allow indoor testing in the compliance test procedure. According to Alliance/Global, OEMs would prefer and support the use of indoor measurement facilities meeting specifications contained in SAE J2889-1and ISO 16254. Alliance/Global
Honda stated it is necessary to include indoor test procedures in the final rule and requested the agency allow use of an anechoic chamber as an option for system testing. Honda stated that this option will be more practical for automakers and can yield more consistent and repeatable results without compromising the quality of the sound measurements. Honda explained that indoor chamber tests are necessary not only for pass-by tests, but for stationary vehicle tests using an artificial speed signal and component-based pitch shifting tests.
OICA stated that indoor test facilities meeting the specifications in SAE J-2889-1 are an acceptable alternative to outdoor testing. According to OICA, hemi-anechoic test facilities are widely available for testing and should be allowed but not required. OICA mentioned that some specifications for the facilities will be needed but did not elaborate further.
SAE explained that to achieve the goals of practical, repeatable, and reproducible test results, the use of indoor and component level test facilities are necessary. Furthermore, SAE stated that for measuring the acoustic one-third octaves at any speed greater than zero, the use of indoor facilities will be necessary to reduce measurement uncertainty.
In this final rule, the agency is specifying performance requirements for vehicle-emitted sounds that are detectable and recognizable to a pedestrian as a motor vehicle in operation. All components of the vehicles' sound profile that convey the signature of a motor vehicle in operation (including aerodynamic and tire noise) up to the crossover speed are important facets of the vehicle's sound performance. Upon consideration of the above comments, and as explained further below, the agency has decided to only specify requirements for outdoor testing as proposed in the NPRM. Vehicle manufacturers may choose to test their vehicles indoors but the final rule has not added that option to the regulatory text.
As previously mentioned, the agency believes that outdoor testing is more representative of real-world vehicle-to-pedestrian interactions, and that outdoor tests, especially pass-by tests, reproduce not just vehicle sounds that are internally generated (
To date, the agency has had limited experience and access to testing for and measuring acoustic sound levels on dynamometers in hemi-anechoic test chambers. As we stated in the NPRM, the test setup and test execution procedures for outdoor testing have long been established.
The agency continues to be concerned that hemi-anechoic chambers that have four-wheel dynamometer drive capabilities are not widely available for commercial testing. The agency was able to locate a large number of outdoor 10844 noise pads in the United States, most of which were available for paid use by outside parties. As mentioned in the NPRM, one vehicle manufacturer stated that it has nine noise pads throughout its global operations and we believe the standardized outdoor noise pads have widespread commercial availability.
While indoor testing is appealing because it eliminates inclement weather and seasonal downtimes, which may provide more flexibility for manufacturers, we believe this is outweighed by the fact that outdoor testing will provide a more representative real-world condition including realistic interaction of the vehicle and vehicle alert system with the outdoor environment. The NHTSA acoustic measurement procedures incorporate strategies such as the rejection of test runs having extraneous background noise to ensure that interaction with the outdoor environment does not affect test results.
Several of the commenters explained that we should allow indoor testing as specified in SAE J2889-1. In addition to conducting indoor testing in a hemi-anechoic chamber using a dynamometer to simulate vehicle motion, it is possible to conduct pass-by testing in an indoor hemi-anechoic chamber, provided sufficient space is available to allow testing of all test conditions. SAE J2889-1 seems to allow for both methods of indoor testing. Full vehicle indoor pass-by testing in a hemi-anechoic chamber without a dynamometer (
The Alliance/Global
SAE stated that when measuring the acoustic one-third octaves at any speed in excess of zero, the use of indoor facilities is necessary to reduce measurement uncertainty. SAE also explained that to achieve the goals of practical, repeatable, and reproducible test results, the use of indoor and component level test facilities are necessary. NHTSA has issued a technical report presenting an analysis of its indoor test data for hybrid and electric vehicles.
Test results between two indoor test sites (General Motors Milford Proving Grounds (MPG) and International Automotive Components (IAC)) and one outdoor test site (TRC) were compared. Repeatability, as measured by standard errors for each indoor site was good. The estimated mean value was found to be within 0.5 to 0.75 dB of the true mean with 95% confidence depending on the one-third octave band being analyzed. Reproducibility of estimated means between the two indoor tests sites was about 2 dB on average; however, individual measurements had significant variation resulting in a 95% confidence interval range of +/−2.5 dB to +/−6.7 dB depending on the one-third octave band.
In addition to comparing the two indoor test facilities to one another, both facilities were also compared with outdoor measurements made at TRC. Measurement reproducibility between each indoor test facility and TRC was evaluated by comparing the average values of each vehicle at each one-third octave band for each speed at the respective sites. Results indicate that the indoor facilities tend to have higher acoustic sound levels, especially at 20 and 30 km/h. Because the differences are smaller at 10 km/h, it is not likely that the differences in acoustic reflections from the indoor floor and the outdoor pavement are causing the difference. Rather, it is likely that the tire/dynamometer interaction is producing the higher sound pressure levels. We believe that these results show that it may be necessary to conduct further studies about the tire/dynamometer interaction before any level of confidence can be established with the procedures utilizing a dynamometer. Because our research shows that the tire/dynamometer interaction could influence the repeatability of the test and because there are no specifications for dynamometer drums or other aspects of indoor testing that would increase repeatability, we believe that the procedures for indoor testing are not currently sufficient to be used by the agency for compliance testing.
Considering confidence intervals of estimated mean values for individual vehicle/speed/frequency pairs, the standard deviation between TRC and MPG was as high as 5 dB and the standard deviation between TRC and IAC was as high as 4.7 dB. Thus 95% confidence intervals would be as large as +/−9.8 and +/−9.2 dB respectively. It is important to keep in mind that these confidence intervals included not only site-to-site differences, tire/dynamometer differences, and differences as a result of using different vehicles and in some cases different model years, therefore, these confidence intervals can be considered a worst case. It is expected that confidence intervals for the same vehicles would be smaller.
In response to the SAE comment, we note the limited data available seem to demonstrate that there is measurement variability inherent in the procedures utilized indoors and outdoors. For the one-third octave bands, higher levels of variability were noted between several indoor facilities and between indoor and outdoor facilities. The variability noted may be associated with different dynamometers used and the fact that the comparison vehicles were not in all cases the exact same vehicles. The agency believes that further research and specification refinements are required to establish and properly validate indoor testing utilizing dynamometers. Further discussion on test repeatability and reproducibility is provided in Section III.K of this document.
In conclusion, after considering recent agency research and the comments received on the NPRM, the agency continues to believe outdoor testing on an ISO test pad is preferable to indoor testing in hemi-anechoic chambers with dynamometers. Section S7 of the final rule specifies the test procedures for outdoor testing.
We again note that vehicle manufacturers' testing can deviate from the procedures in an FMVSS, which communicate the method the agency will use to determine whether a vehicle complies with the requirements of that standard. Vehicle manufacturers may choose to test their vehicles indoors for the purpose of demonstrating compliance with the standard, but the final rule has not added that option to the regulatory text. The agency believes that further developments, refinements and validation are required before the indoor hemi-anechoic chambers equipped with chassis dynamometers can be specified by the agency. If further developments, data and information become available in the future the agency may decide at that time to revisit the possibility of adding the indoor testing option.
In the NPRM, NHTSA proposed that the test surface used during compliance testing meet the requirements of ISO 10844:2011.
NHTSA received comments on this topic from OICA, Alliance/Global, and EMA. OICA and Alliance/Global recommended that NHTSA allow compliance testing on a test surface meeting the requirements of either ISO 10844:2011 or ISO 10844:1994. They supported this recommendation by stating that they believe that surfaces meeting the requirements of ISO 10844:1994 and ISO 10844:2011 are technically equivalent.
NHTSA agrees with OICA and Alliance/Global that surfaces meeting the requirements of ISO 10844:1994 and ISO 10844:2011 seem to be technically equivalent. Our understanding is that the major impetus for the 2011 update of the ISO 10844 standard was to incorporate laser profilometry technology that has recently become available which allows more precise measurements of the porosity of the surface. NHTSA's understanding is that the majority of surfaces that are within the 1994 standard should pass the 2011 standard without change. We know that this was the case for the Transportation Research Center, Inc.'s (TRC's) ISO sound pad that has been used for much of NHTSA's testing. Prior to NHTSA's testing, TRC's ISO sound pad was certified under ISO 10844:1994. At NHTSA's request, TRC recertified their sound pad under ISO 10844:2011; this required certification testing but no structural changes to the sound pad.
Thus a 1994 certified sound pad is likely to generate a sound profile equivalent to that generated on a 2011 certified surface. During the NHTSA's 2011 testing, a Ford Fusion vehicle was tested on both ISO 10844-1994 and ISO 10844-2011 surfaces and no significant difference in sound profile levels were found.
For light vehicle sound measurement, NHTSA has had no difficulties in finding sound pads certified to ISO 10844-2011 for its testing.
NHTSA prefers to harmonize FMVSS No. 141 with SAE J2889-1 absent rationale for departing from that standard. The updated version of SAE J2889-1 that was released in December 2014 specifies performing outdoor sound testing on a surface that meets the requirements of ISO 10844:1994, ISO 10844:2011, or ISO 10844:2014. Since NHTSA believes these three surfaces to be technically equivalent, we are expanding the list of test surfaces specified for FMVSS No. 141 compliance testing to include those certified to any of the above three versions of ISO 10844.
Based on the preceding discussion, all types of vehicles to which this rule applies will be tested on surfaces that meet either ISO 10844:1994, ISO 10844:2011, or ISO 10844:2014 specifications.
The NPRM proposed in Section S5.1.1 that a vehicle must emit sound meeting the specifications for the stationary-but-active operating condition “within 500 milliseconds of activation of the vehicle's starting system.” The NPRM test procedure to measure compliance with the proposed stationary-but-active condition included a separate microphone two meters in front of the vehicle on the vehicle centerline.
There were a number of comments on the proposed stationary-but-active requirement, focusing on two aspects of the regulatory language: (1) The start-up delay of 500 milliseconds for the alert to begin, and (2) the meaning of “activation of the vehicle's starting system” for HVs and EVs.
We note here that these two issues are directly related to the sound-at-stationary requirement which is discussed in Section III.C, “Critical Operating Scenarios,” in today's final rule. Many of the NPRM comments addressed start-up delay and definition of `activation' to the extent that they opposed any requirement for an alert sound in the “Stationary-but-Active” operating condition. Because comments on the “Stationary-but-Active” operating condition were summarized in that previous section of this final rule, and we wish to avoid duplication, we are not repeating all of those comments here. Rather, we focus here on aspects of the Stationary-but-Active comments that directly relate to Start-up, the definition of Activation, and the associated measurement procedure.
Commenters, mainly OEMs, said that 500 milliseconds is too rapid to emit sound in a controlled fashion, and that it is technically unfeasible to achieve the one-third octave band levels in that short an interval.
Advocates stated that NHTSA should provide data to support the requirement that the alert sound must initiate and meet the acoustic specifications within 500 milliseconds of activation to justify that this is an appropriate amount of time to warn pedestrians. Advocates also suggested the agency should investigate the delay times of typical vehicles,
Honda stated that NHTSA should clarify the definition and the measurement procedure of “after the vehicle's starting system is engaged” in the NPRM. If the definition of “activation is the instant when the driver operates the vehicle's starting system, then it may be possible to engage the alert sound within 500 milliseconds. However, it may be difficult to consistently achieve the specified one-third octave levels in each of the eight bands as specified by NHTSA in the proposed rule.
Mitsubishi stated that the alert sound should start when a vehicle is shifted out of Park, and the 500 milliseconds interval should start at that point. Mitsubishi stated that it would be technically impracticable to meet the 500 milliseconds requirement from the moment a driver first activates the propulsion system. Mitsubishi also pointed out the need for NHTSA to define “activation of the vehicle's starting system.”
Denso commented that 500 milliseconds is not enough time to initiate the alert sound, and that only individual vehicle manufacturers can determine how much of a delay is necessary for a given vehicle. Denso also said that the safety risk to pedestrians can be avoided if the alert sound is emitted beginning at the moment that a vehicle commences motion. In that regard, Denso suggested introducing minimum SPL requirements for a vehicle commencing-motion sound in place of the minimum SPL requirements for a vehicle at “start-up and stationary but activated.”
WMU stated that 500 milliseconds should provide enough time from a safety standpoint because, in most cases, a driver does not initiate movement for several seconds after first starting up a vehicle. This would give any nearby pedestrian several seconds of acoustic warning.
We also received comments from Alliance/Global stating that, for testing in the stationary condition, we should amend the test procedure to eliminate the additional measurement at a point two meters in front of the vehicle on the vehicle centerline since that would have applied only to the stationary test which they were in favor of excluding from the final rule.
A number of commenters challenged the proposed requirement on the basis that 500 milliseconds is too short an interval for an alert system to become active upon vehicle start-up because
Commenters also questioned how NHTSA intends to measure the lag time between starting system activation and the initiation of the alert sound. OEMs and industry groups commented that the NPRM did not define what “activation of a vehicle's starting system” means exactly. Without an exact definition, any attempt to measure the lag time would be subject to arbitrary selection of a starting point which could result in inconsistent measurements.
As a consequence of our decision discussed in Section III.C of this final rule to require sound at stationary only when a vehicle's gear selector is not in “Park,” and also due to the fact that vehicles are designed so that they must be in “Park” in order to be started, the proposed requirement for an alert to initiate within 500 milliseconds of vehicle activation is no longer applicable. Therefore, that proposed requirement is not included in this final rule.
In addition, our decision on sound-at-stationary obviates the need for NHTSA to define the term “activation of the vehicle's starting system” as it appeared in the proposed S5.1.1 regulatory text. Because alert system engagement will not depend on when a vehicle is started, no definition of “activation” is necessary.
We note that this decision does not mean that vehicles would have to be in motion before they are required to emit an alert sound. Vehicles that are not moving must emit an alert sound unless they are in a condition typical of a vehicle that may remain parked for some time. Vehicles that are stationary still would have to emit sound if they are, for example, waiting at a red traffic light (assuming the drivers do not shift to Park, in the case of automatic transmission vehicle, or apply the parking brake in the case of manual transmission vehicles). This means that vehicles that are in Park with an activated ignition and which are not in traffic, and which therefore are unable to drive off until they are put into gear, would not have to emit sound. For example, vehicles that are parked but idling so that occupants can use the heat or air-conditioning would not have to emit sound. We recognize that this will distinguish EVs/HVs from ICE vehicles since the latter emit sound whenever their engines are running, even in Park (although this may not be the case for ICE vehicles with stop-start capability.) On the other hand, an ICE vehicle could be parked with its ignition in the `ON' position but with its engine not running.
We have decided to maintain the use of the additional front-center microphone for determining compliance with the stationary-but-active requirement. We believe this is important to ensure that pedestrians standing or passing in front of EVs and HVs are able to detect them. If the agency did not ensure that sounds produced by EVs and HVs met the minimum sound requirements in today's final rule two meters in front of the vehicle it would be possible that a pedestrian standing in front of an EV or HV would not be able to hear it within the vehicle's safe detection distance.
In the NPRM, NHTSA proposed that the instrumentation used to measure vehicle speed during compliance testing be capable of continuous speed measurement over the entire zone from the `AA' Line to the `BB' Line with an accuracy of ±1.0 km/h.
NHTSA's proposal also set a speed tolerance for valid test runs. For a test run to be valid, the vehicle speed must be within ±1.0 km/h of the target speed for that run as the vehicle travels through the measurement zone from the AA' Line to the PP' Line.
NHTSA received comments on the instrumentation used to measure vehicle speed during compliance testing from Honda and Alliance/Global. Commenters requested that NHTSA allow independent,
NHTSA received comments on the speed tolerance for valid test runs while the vehicle is traveling forward from Alliance/Global. They recommended changing the speed tolerance to −0.0/+2.0 km/h. Their justification for recommending this is to correct the inconsistency between the standard's performance requirement and compliance test procedure while still maintaining an overall tolerance of 2.0 km/h.
NHTSA wants to harmonize FMVSS No. 141 with SAE J2889-1 when feasible and consistent with the agency's focus on safety. For the instrumentation used to measure vehicle speed during compliance testing, we see no reason not to harmonize with SAE J2889-1.
Allowing independent speed measurement will not affect compliance test severity (or the safety benefits provided by this standard) because the 10 meters between the AA' Line and the PP' Line is not enough distance to permit the vehicle to vary more than minimally from the target speed.
In the most recent versions of SAE J2889-1, the accuracy specification for the continuous speed measurement instrumentation (±0.5 km/h) is tighter than the earlier SAE J2889 (Sept 2011) version and the NHTSA's proposal of ±1.0 km/h. The SAE J2889-1 continuous speed measurement accuracy specification is known to be both feasible and practical since NHTSA's commercially-purchased sound measurement equipment package includes speed measurement instrumentation with an accuracy specification of ±0.1 km/h. The SAE J2889-1 independent speed measurement accuracy specification (±0.2 km/h) is tighter than the SAE J2889-1 continuous speed measurement accuracy specification. While NHTSA does not have first-hand knowledge of independent speed measurement, we believe that the SAE J2889-1 accuracy specification should be both feasible and practical. Therefore, NHTSA accepts Honda's recommendation and will make the FMVSS No. 141 speed measurement instrumentation accuracy specification identical to that contained in the most recent version of SAE J2889-1.
Alliance/Global made a good point regarding the speed tolerance for valid test runs while the vehicle is traveling
The Alliance/Global suggestion would avoid this problem by changing the speed tolerance to −0/+2 km/h. This would mean that a valid 10 km/h test would have to have a speed in the range from 10.0 to 12.0 km/h, inclusive. Alternatively, the proposed 10 km/h pass-by compliance test would become an 11 km/h pass-by test with a ±1.0 km/h speed tolerance.
The Alliance/Global suggestion is a departure from SAE J2889-1 (which has a 10 km/h pass-by test with a ±1.0 km/h speed tolerance). However, this idea allows NHTSA to vary the required level of the sounds emitted by the vehicle in a stepwise manner with the steps occurring at multiples of 10 km/h,
Considering all of the preceding discussion, NHTSA has decided to adopt the Alliance/Global suggestion and change the compliance test speed tolerance to −0/+2 km/h. NHTSA will make this revised tolerance applicable to all three moving vehicle compliance tests, including the 10, 20, and 30km/h pass-by tests.
NHTSA is addressing measurement variability in the final rule as a result of comments that were received on the NPRM, coupled with additional testing and analysis conducted by the agency which indicate that measurement repeatability and reproducibility (the latter across test facilities), may impact compliance testing results if not properly accounted for. The NPRM discussed how the agency would attempt to minimize test variability. However, adequate treatment was not given to the potential effect measurement tolerance may have on compliance testing.
A critical component of every Federal motor vehicle safety standard is a compliance test procedure that is objective, repeatable and reproducible. The test procedure must be objective such that differing parties, including OEMs and test laboratories will interpret and execute the procedures the same way. The test procedure must be repeatable and reproducible such that the results obtained are the same results from test-to-test at the same test facility and across different test facilities.
In the NPRM, the agency discussed its approach for minimizing test variability. The test procedure specified in the NPRM requires that all tests be conducted on a track with a surface that meets the requirements of ISO 10844:2011 which specifies, among other things, a very particular type of pavement to be used so as to minimize the contribution of tire noise to the sound measured. As mentioned in the NPRM, using a specified test track surface would minimize test variability.
The NPRM also contained provisions for specific environmental conditions (temperature and wind specifications), vehicle conditions (tire set-up and conditioning, door and window opening adjustments, vehicle accessory settings and vehicle loading), and track/instrumentation layout restrictions. These provisions are also important for minimizing test variability. The NPRM explained that the instruments used to make the acoustical measurements required under our proposal must meet the requirements of paragraph 5.1 of SAE J2889-1. This SAE paragraph describes procedures for calibration of the acoustical equipment. Use of such instruments and calibration procedures will ensure that test measurements can be duplicated repeatedly on the same vehicle at one facility, or at different test facilities.
In the NPRM, the agency addressed the issue of intermittent vehicle sound caused by the vehicle's battery cooling fan by requiring that any vehicle sound measurements taken while the cooling fan is operating be discarded. At the time, the agency believed that this helped address repeatability issues caused by battery cooling fans. The NPRM required that for all operating conditions, four consecutive valid measurements be within 2 dB(A). As explained, this repetition and decibel level restriction would ensure repeatability of vehicle sounds without the presence of unwanted ambient spikes, other non-vehicle sounds, or intermittent sounds the vehicle may happen to make that are not associated with its normal operating sound.
The agency received individual comments from Honda, Alliance/Global, Toyota, SAE, Nissan, and Denso. These comments generally fell into two categories: The expected variance in recorded measurements in terms of size and sources of variability; and the consequences of manufacturers taking steps to address repeatability in compliance testing.
Honda offered two comments regarding measurement variability. The first dealt with outdoor testing stating “The Notice of Proposed Rulemaking (NPRM) requires testing of the one-third octave requirement at an outdoor site, but we are concerned that this poses practical concerns due to the low repeatability of test results which will be influenced by the presence of background noise.” Honda also explained that it believes the “like vehicle requirements” are too stringent, and practically cannot be met due to the variability of sound producing devices. Honda provided an attachment with plots that indicate the differences in four tests by the same vehicle is more than 3dB.
Alliance/Global stated, “The loudness in NHTSA's proposal is created by summing required broadband content in eight one-third octave bands when the sound in each band is already loud enough for detection purposes. The resultant sum is a sound that is, at a minimum, 6 dB louder than necessary. When a compliance margin (for repeatability and reproducibility) and production variation is added on, this proposed alert sound becomes 9-12 dB louder than necessary. The decibel sound scale is logarithmic, so this represents a doubling in the perceived sound levels.”
Alliance/Global further said that they were concerned that the run-to-run variability is greater than the levels proposed in the NPRM. They stated, “Given the uncertainties noted by SAE for the measurement of one-third octaves proposed in the NPRM, we
SAE discussed measurement uncertainties in its comments. SAE said that for the measurements of overall Sound Pressure Levels (SPL) the identified site-to-site variation at 80% confidence interval is ±1.4 dB. SAE said that the uncertainty for the measurements of one-third octave results “has not yet been determined,” but will be larger than the uncertainty for the overall SPL. According to SAE, for indoor measurements, the site-to-site variation of one-third octave levels at 95% confidence interval is expected to be in excess of ±2 dB. For outdoor measurements, the site-to-site variation at 95% confidence interval is expected to be in excess of ±6.0 dB. According to SAE, these estimated uncertainties should be considered when specifying tolerances for regulatory compliance. SAE also mentioned that any variation in sound output due to vehicle component production variability will be in addition to the measurements variation noted.
Denso commented on the variability of the speaker unit itself, stating “There is inherent variability in vehicle sound characteristics and in speaker and amplifier characteristics and performance. When combining this variability, it is very difficult to limit the sound difference within 3 dB(A) between the two vehicles, even for vehicles having nominally identical sound systems.” Denso also went on to comment that for a 40 degree rise in temperature (0 °C to 40 °C) the overall sound level would decrease by 1 dB. Nissan, similar to Denso, suggested in its comments that sound levels must be increased by the variation of speakers.
In general, comments received stated that the variability present in the vehicles sound measurement is higher than the agency accounted for in the NPRM, and that variability could be substantial even when using the measurement procedures set forth in SAE J2889-1. There was also concern expressed by the commenters that if manufacturers increase vehicle alert sound pressure levels above the minimum standards to ensure a reasonable compliance margin, the vehicle alert sound may become excessively loud.
Upon review and further consideration of the comments received it appears that the provisions for addressing variability included in the NPRM and discussed above are not sufficient to properly address all the test variability inherent in measuring vehicle acoustic alert sounds. To further address the issue of variability, the agency has decided to reduce the minimum standards required in this final rule by 4 dB in each one-third octave band as further discussed below. We expect sounds produced by EVs and HVs will exceed the minimum one-third octave band values in the final rule because manufacturers will design alert systems in order to ensure a margin of compliance. For this reason, we believe that vehicles complying with the final rule, the requirements of which have been reduced by 4 dB in each one-third octave band from the values provided by our revised detection model, will still emit alert sounds that are loud enough for pedestrians to safely detect EVs and HVs.
During its research, NHTSA conducted a series of tests to determine the actual level of variability in the one-third octave band measurements.
The data from the test runs were further processed using a bootstrap method
Furthermore, NHTSA conducted research into the effects of speaker variability on one-third octave band repeatability using a limited sample of vehicles. Testing was performed on a group of four model-year 2014 Toyota Prius V vehicles under stationary conditions, in a hemi-anechoic chamber, with only the alert sound generator active to minimize potential variability from other sources. This testing found that when a single vehicle was tested in the chamber, run-to-run variability had a 95 CI of ±0.2 dB, operating with only the speaker active. Overall speaker variability consists of more than just the repeatability of any one individual speaker, as manufacturing tolerances will add variability when multiple speakers are tested. To estimate overall speaker variability, the agency analyzed the data across all four Prius vehicles tested. When all four vehicles were tested in the chamber, run-to-run variability increased to ±0.8 dB.
Based upon the limited test data from this analysis, NHTSA estimates an overall test variability of ±3.3 dB, including both the effective test procedure variability (±2.5 dB) and the measured speaker variability (±0.8 dB). The commenters indicated that the true variability is unknown and recommended that a 3 to 9 dB increase is appropriate. To account for other, unknown sources of variability, the agency has decided to add an additional small tolerance to the variability identified during its research. Considering both the measured and the unknown variability, we have concluded that a tolerance of 4 dB adequately accounts for actual test variability.
NHTSA agrees with Alliance/Global, as well as the other commenters that manufacturers will take into account measurement variability when designing alert systems to ensure compliance with the specified performance requirements. It is possible that with this margin added, the alert sound would significantly exceed the minimum sound requirements. As such, NHTSA has decided in this final rule to reduce the minimum levels that were indicated by our detectability modeling effort. We are implementing a reduction of 4 dB in each one-third octave band for all test conditions to offset the margin of compliance that we acknowledge is needed to address test variability and that we believe OEMs will build into their alert systems. As discussed above, our repeatability analysis has shown that a 4 dB adjustment will be adequate for this purpose.
It must be made clear that the reduced minimum levels specified in this final rule, which include the 4-dB adjustment described above, are the absolute minimums allowed for safety purposes. Testing variability is not a justification for failing to meet these minimums which have been adjusted specifically to address concerns about test repeatability. The agency intends to pursue potential enforcement actions on measured levels below these minimum standards. The agency believes that by virtue of this 4-dB reduction in the level specified in each one-third octave band, manufacturers can build a reasonable margin of compliance into their alert systems while maintaining acceptable overall sound levels. We also believe this reduction, along with other changes in the final rule compared to the NPRM such as the reduction in the number of required one-third octave bands, further addresses concerns about customer acceptance, noise intrusion, and other concerns about the safety standard requiring alert sounds that are excessively loud.
In the NPRM, NHTSA proposed that the ambient noise be measured for at least 30 seconds before and after a series of vehicle tests. A 10-second sample was then to be taken from these measurements and used to determine both the overall ambient noise SPL and the ambient noise level for each one-third octave band. The 10-second sample selected was to include ambient levels that were representative of the ambient levels that occurred during the actual vehicle measurement. As explained in the NPRM, it is important to know the background noise level during the test to get an accurate measurement of the sound made by the vehicle alone. Because NHTSA's proposed requirements were established using a one-third octave band basis, we stated that ambient corrections should also be calculated on a one-third octave band basis.
The NPRM explained that SAE J2889-1 contains a procedure for correcting vehicle measurements at the overall sound pressure level to account for ambient influence. In the NPRM, we also acknowledged that the variance of a signal is greater on a one-third octave band basis than at the overall level, and thus it may be difficult to apply the ambient correction procedure in SAE J2889-1 to one-third octave bands. The NPRM further stated that SAE J2889-1 requires a peak-to-peak variation of less than 2 dB in order to do a valid correction. We also pointed out that, even if the fluctuation of the overall sound pressure level of the ambient is less than 2 dB, the fluctuation in some individual one-third octave bands would likely be higher. To address this concern, we proposed a procedure that
NHTSA received comments on ambient noise correction from Alliance/Global, Honda, OICA and SAE. The comments from these organizations on this topic have been divided into three issues: Validity of applying ambient correction to one-third octave bands; a conflict in the correction procedure; and ambient measurement time interval.
All commenters stated that measured one-third octave band sound levels generated by the vehicle could not be corrected for ambient noise while maintaining adequate repeatability. As stated by Honda “[t]he time-to-time variance of the one-third octave level of ambient noise is large and the ambient noise measurement and vehicle noise measurement are not simultaneous so that compensating by one-third octave level is not realistic for achieving repeatability.” All four organizations therefore recommended only performing ambient noise correction for the measured overall SPL generated by the vehicle using the procedures contained in SAE J2889-1.
OICA questioned the proposed procedure to correct the measured one-third octave band sound levels generated by the vehicle for ambient noise. They pointed out that the proposed procedure contains a contradiction. It requires measurement of both the sounds generated by the test vehicle during a test and of the ambient noise at the same time and using the same equipment. The problem is that sound measurement during testing records both sounds generated by the vehicle (signal) and ambient noise. There is no objective method to disentangle the signal from the ambient noise in the recorded signal.
Finally, OICA questioned which 10 seconds should be analyzed out of each 30-second-long ambient noise measurement since NHTSA did not specify which 10 seconds.
NHTSA believes, based upon data collected and testing experience gained over the past several years, that measured one-third octave band sound levels generated by a vehicle can be corrected for ambient noise while maintaining adequate repeatability.
NHTSA conducted a substantial amount of vehicle sound measurement repeatability testing using a 2010 Ford Fusion (with an internal combustion engine) to develop this rule.
Analyses of NHTSA's measured ambient sound data found substantial variability. The overall ambient SPL varied over a 15.9 dB range from a low of 29.5 dB to a high of 45.4 dB. The ambient one-third octave band levels varied over a 24.4 dB range with a low of 13.6 dB and a high of 38.0 dB.
NHTSA's calculations indicate that these large variations in ambient noise levels had only a minimal effect on the measured one-third octave band sound levels generated by the vehicle following ambient noise correction.
As per the procedure proposed in the NPRM, any sound generated by the vehicle at the one-third octave band level (and per SAE J2889-1 for the overall SPL) will not be corrected at all if it is more than 10 dB above the ambient noise level. NHTSA examined its vehicle sound measurement repeatability testing to see how frequently this situation occurred.
NHTSA analyzed MY2010 Ford Fusion sound data measurement repeatability for five scenarios: Stationary, reverse, 10 km/h pass-by test, 20 km/h pass-by test, and 30 km/h pass-by test. The vehicle was quietest during the stationary and reverse scenarios.
None of the Ford Fusion sound data collected during the 10 km/h pass-by test, 20 km/h pass-by test, or 30 km/h pass-by test were within 10 dB of ambient levels. Therefore, no ambient noise correction was performed for any of these tests at the overall SPL and one-third octave band level.
For the stationary scenario, 82.3 percent of tests were more than 10 dB above ambient noise levels and did not require correction. The remaining 17.7 percent of tests needed to have either the overall SPL or one or more measured one-third octave band levels corrected. However, none of these tests had measured signal levels that were less than 3 dB above ambient noise levels (the differential below which tests are considered invalid).
Electric or hybrid vehicles with an alert meeting the requirements of this rule may be quieter than is the 2010 Ford Fusion. This may result in more electric and hybrid vehicle sound tests not giving results that are 10 dB or more above ambient. Nevertheless, NHTSA believes that the effects of ambient level variability on vehicle sound measurement repeatability will be limited.
The purpose of ambient noise correction is to reduce variability in vehicle sound measurements due to variations in the ambient noise level. NHTSA uses the minimum ambient noise levels, collected before and after a test series, for ambient correction. By doing so, the ambient noise levels are expected to vary little with time during a test session. Distinct, transient loud sounds such as chirping birds, overhead planes, car doors being slammed, etc., will affect the maximum ambient noise levels but not the minimum ambient noise levels. The minimum ambient noise levels are expected to be primarily the result of more slowly varying environmental factors such as steady state wind speed, the test site geometry, and the foliage on nearby vegetation. Therefore, NHTSA believes that the minimum ambient noise levels used for correction will typically be similar before, during, and after a test series. The ambient noise correction is expected to eliminate the effects of this slowly varying ambient noise from the measured sound levels for a vehicle.
NHTSA also recognizes that distinct, louder events such as passing vehicles or wind gusts could, if they were to occur at certain times during a vehicle's operational sound measurement, increase both the measured vehicle sound and sound measurement variability. Therefore, NHTSA has
In September 2014, the agency received a copy of the latest draft of ISO 16254,
The NPRM proposed that no corrections are needed at the one-third octave band level when there is at least a 10 dB difference between the vehicle measured value and the ambient measured value. The ISO and SAE standards reduce this cut-off point for one-third octave band levels to a 6 dB difference. Based upon the earlier discussion of test data, our experience has been that very few ambient corrections are required at the 10 dB difference level. Even fewer would be required at the 6dB difference level, which has the potential to reduce the number of test runs needed for a vehicle compliance evaluation. We agree with the commenters that one-third octave bands are not viable if they are within 3 dB of the ambient, and thus it is not necessary to consider whether bands at that difference level should be corrected or not.
Accordingly, we have decided to revise the required difference between the vehicle and ambient at the one-third octave band level from 10dB as proposed in the NPRM to 6 dB, the same as in the draft ISO and revised SAE standards, as the threshold difference between when one-third octave bands should or should not be corrected for ambient conditions. Additionally, for the one-third octave bands having 3 dB to 6 dB separation between the vehicle and ambient measurements, the agency has decided to continue to correct as proposed in the NPRM. The draft ISO and SAE standards reject all the one-third octave bands with separation less than 6dB whereas now the agency's procedure considers them usable in an attempt to reduce possible test burden by rejecting fewer sound measurements. Finally, as proposed in the NPRM, any bands found to have a separation of less than 3 dB would be considered unusable. These revisions have been incorporated into the respective tables in the final rule.
Finally, based upon further consideration of the comments received, evaluation of the ambient data collected, and review of the latest ISO and SAE documents received, we have decided to make a few additional revisions to the ambient correction paragraph S6.7 in the final rule. These additional revisions to S6.7 are as follows:
• Ambient corrections may be required at the overall sound pressure level when considering which four valid test runs can be used for performance evaulation during each operating scenario. Ambient corrections at the one-third octave band level may also be required during the one-third octave band evaluations for each operating scenario. For clarification purposes Table 6 as proposed in the NPRM will be replaced with two new tables, Tables 6 and 7, one for overall SPL corrections and one for one-third octave band corrections when required. As in the NPRM, both of these tables are derived from Table 2 in SAE J2889-1.
• The first column in Table 2 of SAE J2889-1 and Table 6 in the NPRM differentiate between ambient noise levels greater than or less than 25 dB. We do not believe this differentiation is required. Table 2 in SAE J2889-1 applies to overall SPL correction. NHTSA understands that SAE J2889-1 included the 25 dB breakpoint to separate overall SPL correction because an ambient noise of less than 25 dB in an outdoor setting is extremely quiet and unlikely to occur. If such a low ambient did occur, then the overall vehicle SPL would require correction only if it was within 10 dB of the ambient noise,
• The second column in Table 6 of the NPRM and Table 2 of SAE J2889-1 sets peak-to-peak limits on the variability of measured ambient conditions relative to the corresponding differences measured between the vehicle alert sound profile and the measured ambient sound levels. According to the tables, the larger that difference, the larger the acceptable ambient peak-to-peak variation. OICA mentioned that the proposed procedure for ambient noise correction was confusing and contained a contradiction. According to OICA, the notes to NPRM Table 6 indicated that in some test scenarios the ambient noise levels must be measured at the same
• The entries in some cells in Column 4 of NPRM Table 6 and Table 2 of SAE J2889-1 are confusing. It is not clear what an entry of “Do not correct, but report OBL
Appropriate modifications also have been made to paragraph S6.7 of the regulatory text, describing how to perform ambient noise corrections.
These decisions are clarifications and refinements that are needed for consistent compliance testing. Because they address practical issues that arise from application of the ambient correction procedures of the NPRM, which in turn are based as closely as possible on SAE J2889-1, we believe these changes are within the scope of the NPRM. In one case, we deleted a specification that doesn't apply to NHTSA testing and thus is not relevant for this final rule. Another change clears up confusion arising from a contradiction in the ambient correction table as it appeared in the NPRM. Another arises from the agency's decision to do ambient corrections at the one-third octave band level which the agency explicitly proposed in the NPRM (some commenters disagreed with that approach, and we have addressed those comments in this preamble.)
Overall, these technical changes are consistent with the SEA/ISO standard which the agency has referenced in the NPRM and which commenters urged NHTSA to adhere to. Furthermore, as we've noted, these refinements in the ambient correction procedure will have a very minimal impact on the outcomes of a small minority of tests, and they do not constitute any greater test stringency or an increase in the required sound levels over those proposed in the NPRM.
In response to OICA's question as to which 10 seconds should be analyzed out of each 30 seconds (or more), NHTSA has decided that the entire ambient noise measurement (including an interval of 30 seconds or more taken before a test series and another interval of 30 seconds or more taken after a test series) should be analyzed. Since ambient noise correction is based upon the minimum ambient noise collected before and after a test series, analyzing the entire period collected instead of two 10-second periods may result in a lower minimum ambient noise. Having a lower minimum ambient noise makes it less likely that ambient noise correction of the measured vehicle sound will be necessary. In the event that ambient noise correction is necessary, having a lower minimum ambient noise reduces the magnitude of the resulting correction resulting in a slightly easier compliance pass/fail criterion.
It is NHTSA's belief that making this change to the ambient noise correction procedures will have no effect on safety because NHTSA intends to perform compliance testing on ISO sound pads during times with as low an ambient noise as is reasonably achievable. This will minimize the need for ambient noise corrections during NHTSA compliance testing.
The NPRM discussed the agency's approach for measuring the sound produced by hybrid vehicles (HVs) without their associated internal combustion engines (ICEs) operating because of the need to measure the sound of those vehicles' in their quietest state. As explained, the proposal was designed to ensure that HVs and EVs emit a minimum level of sound in situations in which the vehicle is operating in electric mode because in that mode these vehicles do not provide sufficient sound cues for pedestrians. Therefore, we proposed to control the situation in which an ICE engine does start operating during a test by invalidating test measurements that are taken when a vehicle's ICE is operating. The proposed test procedure stated that when testing an HV with an ICE that runs intermittently, measurements that contain sounds emitted by the ICE are not considered valid.
The NPRM also discussed that tests occurring within the temperature range specified in SAE J2889-1 can produce
Furthermore, to ensure the goal of testing the vehicle in its quietest state, the NPRM specified the vehicle test condition that all accessory equipment on the vehicle should be turned off. This step was included because the vehicle's air conditioning system, heating system, and windshield wipers, for example, can all produce sound when activated which can introduce inconsistency into the acoustic measurements.
The NPRM went on to explain that for all operating conditions, the proposed test procedure (and that of SAE J2889-1) specified that four consecutive valid measurements be within 2 dB(A). This repetition and decibel level restriction are to ensure repeatability of vehicle sounds without the presence of unwanted ambient spikes, other non-vehicle sounds, or intermittent sounds the vehicle may happen to make that are not associated with its quiet operating state.
As explained in the NPRM, the agency has no preference in how manufacturers choose to comply with the minimum sound level requirements in this standard. If the agency could rely on battery cooling fans on electric vehicles or the ICEs on hybrid vehicles to be activated whenever the vehicle is turned on or is moving, this may be a satisfactory manner for a manufacturer to comply with the minimum sound level requirements. However, if the battery cooling fans and the ICEs on hybrid-electrics are only running intermittently, then sounds produced by these vehicle systems cannot be relied upon to provide sound to pedestrians for safety purposes under all conditions. While the proposed specifications requiring four valid measurements within 2 dB(A) would to some extent address repeatability issues caused by intermittent vehicle noise, the agency explained that it wanted to guard against a situation in which measurements are accepted with the battery cooling fans active on an EV or the ICE engaged on a hybrid-electric if those noise sources are intermittently engaged.
The agency also acknowledged, as discussed in the NPRM, that it may be possible that not all the HVs to which this proposal would apply are designed to be operated in EV-only mode for every operating condition for which the safety standard would specify requirements. Because the agency would be testing HVs in their quietest state, the test procedure and requirements as proposed were not designed to test a vehicle that produces added sound while its ICE is operating. Therefore, the agency stated it would not require that HVs meet the requirements of the proposal for a given operating condition if they are not capable of operating in electric-only mode in that operating condition. For example, if a vehicle is not designed to operate in electric-only mode above 25 km/h, it would not be required to meet the requirements in the proposal at any speed above that (
In response to the NPRM and the issue of invalid test results, OICA, Alliance/Global, Nissan, SAE and Advocates provided comments.
OICA recommended discarding any measurements that are influenced by the presence of vehicle functions that produce intermittent sounds. According to OICA, intermittent sound sources include cooling fans and pumps, and air conditioning components. OICA said that turning off the A/C and minimizing powertrain operation before executing a test will reduce the incursion of these sounds. OICA explained that “experienced engineers must know what is truly an intermittent sound for a specific vehicle, and what is part of the normal vehicle emitted sound.” OICA also asked the question about how the regulation will handle a vehicle whose thermal management system is always operational.
The comments received from Alliance/Global were similar to those provided by OICA. These commenters recommended that the agency clarify for testing purposes that all auxiliary equipment capable of being shut off actually is shut off as part of the test procedure. Alliance/Global along with OICA provided several suggested regulatory text edits to address their related concerns.
Nissan stated that given the complexity of EV and HEV technology and the expectation for future system innovation, it believes that OEMs would need to identify potential vehicle systems and components which could contribute to the overall noise measurement on a model-by-model basis.
SAE explained that the 2dB criteria was included in the SAE and ISO standards as a data quality check and was designed to provide some objective criteria to assist the user of the standard to know when unrelated transient sounds are likely to have occurred. SAE said that engineering judgment by an experienced test engineer is still required to determine when other unrelated sounds have occurred, and a decision to invalidate a measurement must be made. SAE noted that there may be certain accessories that cannot be turned off. When tested, those accessories should be in the lowest noise emission mode. SAE referred to paragraphs 7.1.2.3 and 7.1.2.4 in SAE J2889-1 May 2012 which further defines accessory loads and multi-mode operation.
Advocates for Highway Safety commented that the requirements should prohibit use of any test results which include sounds from any vehicle systems other than those which would be constantly engaged under the specified test conditions (backing, active but stationary, forward motion).
The agency has considered the comments received and the suggested changes to the regulatory text. Based on review of the comments, NHTSA finds general agreement with the agency's overall approach for identification of valid and invalid test runs. The goal is to identify and utilize those test runs that exhibit a vehicle's quietest operating mode. In consideration of Nissan's comments about the complexity of EV/HV technology, the agency anticipates that there will be a need to inquire about specific noise-generating technologies and systems utilized on test vehicles prior to
Advocates recommended modifying the language to “prohibit use of any test results which include sounds from any vehicle systems other than those which would be constantly engaged under the specified performance conditions (backing, active but stationary, forward motion up to 18 mph).” During testing, all accessory equipment that can be physically turned off will be turned off. OICA asked about a thermal management system that is operational at all times. To address that, systems and accessories that cannot be turned off will be operated in their quietest mode. As mentioned by SAE, the agency agrees that engineering judgment by an experienced test engineer will be required to determine when other unrelated sounds have occurred, and a decision to invalidate a measurement must be made.
In consideration of the comments received and associated changes to the regulatory text that were suggested, the agency has decided to revise the regulatory text in the final rule accordingly.
The NPRM regulatory text addressed situations where the ICE “remains active for the entire duration of the test,” but we also need to be concerned with an ICE or thermal management system that operates intermittently. If any of these three conditions occur during ten consecutive tests the vehicle is not required to meet the applicable requirements. The agency has considered the total number of tests that may have to be executed to acquire the necessary four valid tests and has decided to include an absolute number of tests that must be attempted before the test sequence can be terminated.
The NPRM regulatory text did not specifically state that all accessories that can be physically shut off should be shut off during testing. That text has been added to the final rule.
The NPRM explained that the proposed compliance test procedure was consistent with the Society of Automotive Engineers Surface Vehicle Standard J2889-1, “
The proposed rule required that for each pass-by test, the sound emitted by the vehicle at the specified speed be recorded throughout the measurement zone specified in S6.4. The regulatory text specifically stated in S7.3(a), “The test result shall be the lowest value (average of the two microphones) of the four valid pass-bys. The test result shall be reported to the first significant digit after the decimal place.” The proposed regulatory text also stated in S7.3(b), “The test result shall be corrected for the ambient sound level in each one-third octave band according to the procedure in S6.7 and the correction criteria given in Table 6 and
The NPRM also explained that to ensure measurements can be duplicated repeatably on the same vehicle at one facility or at different facilities, the instruments used to make the acoustical measurements should meet the requirements of paragraph 5.1 of SAE J2889-1. Since the filter roll-off rates used affect the results of the acoustic measurements at the one-third octave band level, the NPRM explained that SAE J2889-1 requires conformance with ANSI S1.11. ANSI S1.11 specifies a wide range for filter roll-off rates, and these rates, if selected at the upper and lower extremes of the range, could produce different results. The agency sought comment on whether the test procedure should specify a maximum roll-off rate that is finite.
The agency also considered in the NPRM whether the procedures for analyzing the frequency spectrum in SAE J2889-1 were sufficient to ensure that the results of the acoustic measurements were recorded in a consistent manner. The agency asked additional questions about which filter roll-off rates have been used, if the one-third octave band analysis should be done in the frequency domain or in the time domain, and if an exponential window should be used when conducting the frequency analysis.
Several organizations including Alliance/Global (combined comment), SAE, OICA, NFB, Honda, and Toyota submitted comments regarding the need to clarify the procedures for processing the acoustic measurements used to determine vehicle compliance.
Alliance/Global stated that the NPRM was ambiguous as to what SPLs should be reported when four sets of measurements are made with two microphones. They suggested that the agency proposal was not clear if side-to-side measurements are to be averaged with the lower of the four measurements reported or if each side's four measurements are to be averaged and the lower measurement reported. Alliance/Global also stated that they do not agree with the use of the SAE J2889-1 ambient background correction procedures when applied to one-third octave band measurements as proposed because it differs from the ISO/SAE procedures which recommends correcting for ambient background only at the overall SPL level, not at the one-third octave band level. According to the Alliance/Global, its members said that they support the test procedures as specified in SAE J2889-1.
SAE commented that, “Section S7.3(a) proposed text is unclear.” SAE explained that the four measurement runs are to be averaged independently per side, and then the lower of the two sides is chosen to be the intermediate or final result, as applicable, in accordance with SAE J2889-1. The NFB supported the SAE comments on the proper measurement procedure. OICA said that the overall SPL values should be averaged per side and that the reported final result is from the vehicle side with the lower average overall SPL level.
Toyota stated, as mentioned in the Alliance/Global joint comment, that the
In regards to roll-off filter selection for post processing acoustic files, Alliance/Global supported the use of ANSI S1.11-2004 Class 1 one-third octave filters as specified in SAE J2889-1. While they acknowledged the agency's concern regarding filter roll-off rates, they stated that the roll-off rate has a very small impact on the one-third octave results (approximately 0.15 dB). Honda also voiced concerns regarding filter roll-off rates, in that specifying a maximum and sub-infinite roll-off rate in this test procedure would represent a change to the general standard of one-third octave analysis already commonly used by automakers. Honda stated that this change would create an extra testing burden and would require additional time for development of the appropriate test instruments and test procedures.
It has been the agency's intention to follow the SAE J2889-1
All of the commenters indicated that the agency's proposed ambient correction and test procedure, S6.7 and S7, do not exactly follow the procedures in SAE J2889-1. SAE specifically said that our proposed regulatory text was unclear, and the Alliance/Global stated our proposed text was ambiguous. More specifically, the commenters noted that the proposed regulatory text specified that, for each of the four consecutive valid test runs collected during the pass-by tests, the left and right microphone files are averaged together and then the one run with the lowest overall SPL value was used to evaluate the one-third octaves to determine compliance. On the other hand, the commenters noted that SAE J2889-1 clearly requires that the four data files recorded on the left side of the test vehicle are averaged, and the four data files recorded on the right side of the vehicle are averaged, and then the side of the vehicle with the lowest average overall SPL value should be selected to evaluate the one-third octave bands for compliance.
The agency has evaluated these comments and has further scrutinized the proposed text and the procedure specified in SAE J2889-1. We have decided that the regulatory text as proposed did not match that in SAE J2889-1 and agree that the text should be unambiguous. We note that the agency's intent has been to follow SAE J2889-1 as closely as possible but to expand and add the necessary details not currently specified in SAE J2889-1 for the final evaluation of the one-third octave bands.
We further considered how the recorded acoustic data files should be evaluated, and we have concluded that averaging the data files on each side of the test vehicle separately as required in J2889-1 provides the most realistic results. During a pass-by scenario, a pedestrian listening to a vehicle driving by will be positioned on either the left or right side of the vehicle. Since the pedestrian will be on one side of the vehicle or the other as it passes, the SAE J2889-1 procedures appropriately select the side of the vehicle that is found to be the quietest during the test runs. Taking an average that includes sound from both the left and right microphones as specified in the NPRM would not provide an accurate representation of what any pedestrian would hear. Therefore, the regulatory text has been revised to agree with the SAE standard.
As mentioned previously, Alliance/Global suggested that the proposed regulatory text was ambiguous in regards to the steps involved in analyzing vehicle acoustic measurements. Upon closer examination of our proposed text, we believe the text should be revised to add some clarification and additional detail. To that end, we are providing here a detailed, step-by-step explanation in conjunction with several figures to further illustrate the process. The corresponding regulatory text in this final rule has been revised accordingly to make the procedures as unambiguous as possible.
The process of executing vehicle measurements in each test condition (stationary, reverse, pass-bys), collecting necessary sound files, determining test run validity, and processing sound files to verify vehicle compliance can be broken down into five main steps, which are discussed in detail later in this section, and which can be briefly summarized as follows:
1. For a given test condition, execute test runs and collect acoustic sound files;
2. Eliminate invalid test runs and discard the corresponding sound files;
3. Identify the first four valid vehicle test runs that have overall SPLs within 2dBA of each other;
4. Take an average of the four overall SPLs from the left side of the test vehicle; separately, take an average of the four overall SPLs from the right side of the test vehicle; the lesser of these two averages will determine whether the left side or right side sound data are to be used for one-third octave band analysis.
5. Evaluate either the left side or right side sound data (whichever had the lower average in Step 4) at the one-third octave band level to determine compliance.
Each of these five steps is discussed in more detail below.
For each test run, a valid left (driver's side) and a valid right (passenger side) sound file must exist. For each sound file the maximum overall SPL must be determined. Ultimately, the four test runs to be used for the compliance evaluation must be sequentially the first four valid test runs that have four left side files within 2.0dB(A) overall SPL and four right side files within 2.0 dB(A) overall SPL. The left and right side files must come from the same set of four test runs. This test run selection process as depicted in Figure 10 is as follows:
Note that, although data recorded by the front microphone are not considered when determining the “first four valid test runs within 2dB(A),” those data are used when evaluating compliance with the directivity requirement. The front microphone data to be used for directivity are the data recorded during the “first four valid test runs within 2dB(A)” determined according to the procedure above.
In the event that the average corrected maximum overall SPL values for the driver's and passenger's sides are exactly equal, then the sound from the passenger's side will be analyzed.
The stationary test condition, “first four valid test runs within 2dB(A)” also has front microphone acoustic data. Each sound file for the front microphone is broken down into its one-third octave band levels. The identified one-third octave band levels in each of the four files are then corrected for the measured ambient levels as specified in the final rule. The four values calculated in each one-third octave band are then averaged together to get the average ambient-corrected sound pressure level in each one-third octave band. The averaged, corrected values in each one-third octave band are then compared directly to the minimum standards specified in this final rule to determine compliance.
As explained previously, the process established in this final rule augments the process specified in the SAE standard by clarifying the steps depicted in Figure 12 for processing the selected sound files for the one-third octave band analysis. The current version of SAE J2889-1 does not correct one-third octave band data, as required in this final rule.
To address commenter issues discussed above and to add clarification, the final rule test procedure (paragraph S7) replaces in its entirety the proposed regulatory text of the corresponding section of the NPRM.
In the NPRM, the agency sought comment on data post-processing topics including filter roll-off rates, measurement domains and type windows used for frequency analyses. Few comments were received, but the one topic that was commented on was filter roll-off rates. The commenters strongly supported using the ANSI S1.11-2004 Class 1 one-third octave filters as specified in SAE J2889-1.
We agree that the ANSI S1.11 filters should be used for processing the acoustic sound files. However, as mentioned in the NPRM, the selected filter roll-off rates could affect the results of the acoustic measurements at the one-third octave band level. Furthermore, there are other attributes (
Over the past few years, the agency has used two different sound analysis codes for processing acoustic sound files. The first code, which NHTSA licensed from Bruel and Kjaer, is the B&K Pulse Reflex
The second analysis code that has been used by the agency is one developed by the Volpe National Transportation Systems Center (the Volpe Code). This sound analysis code was written using Matlab
The agency is aware of other acoustic measurement instrumentation and associated codes that can also be used to collect and process acoustic sound files but none of these other systems/codes have been evaluated. It is our understanding that among these codes, the two used by NHTSA and some of the other available codes function similarly. Figure 13 depicts the general process used by these various codes to derive the overall and one-third octave band sound values.
The general process involves loading the sound data file, applying the defined acoustic sound weighting, and then performing the necessary respective processing to arrive at both the overall sound pressure level and one-third octave band values. The respective processing routines will be further outlined in the following sections.
For evaluation purposes, the sound data recorded during some test runs were analyzed using both the B&K Pulse code and the Volpe code. Some test runs were also analyzed using two different sets of user-specified parameters. Analysts looking at the results from these runs noted that there were slightly different overall sound pressure levels and one-third octave band levels for the exact same sound data depending upon the sound analysis code and the user-selectable parameters used. While the differences that were seen were not large (less than 2.0 dBA), NHTSA believed that it needed to understand the source of the differences before either code could be used in a compliance test. Therefore, NHTSA undertook further research work after publication of the NPRM to evaluate and resolve this issue.
The objective of this research was to select one sound analysis code and one set of user-selectable parameters for use in compliance testing of measured vehicle sound data. Our criteria for choosing an appropriate sound analysis code were:
• The code must generate correct results for mathematically-generated test cases for which the correct result is known.
• The code must meet all of the filter requirements for one-third octave band filters that are contained in the ANSI S1.11-2004 Class 1 standard.
• The code can be made publically available so all individuals and organizations know the exact methods, specified parameters, and filtering being used by NHTSA.
Table 19 shows the standard settings for the user definable parameters that can be set in each of the code packages that were evaluated.
NHTSA began evaluating both codes by running the same vehicle sound data file through both code packages, looking to see how consistent the codes were relative to each other. The outcome was that each code gave slightly different results, even while using consistent parameter settings.
To systematically determine the differences between the two packages, both the B&K and the Volpe sound analysis codes were checked to ensure that they provided known output results for known input values. This was done through the development of test cases that were processed using each of the sound analysis codes. The test cases consist of simple pure tones which are computer-generated rather than taken from actual sound recordings, and thus they have none of the complexity of actual acoustic measurements. The test cases provide elemental inputs for which the correct outputs are known in advance. The test cases were used to evaluate the accuracy of a given code's analysis routine and to compare the outputs of the two different analysis methods.
Test Case 1 was a series of pure tones. The sound pressure of each tone as a function of time is given by a constant-amplitude, constant-frequency, single sine wave. Multiple pure tones were generated, each at a different constant-frequency. For this research, two constant-amplitudes corresponding to 40 and 60 dB sounds were used. To be certain of capturing all important effects for each of the 13 one-third octave bands of interest to NHTSA (which have nominal center frequencies ranging from 315 Hz to 5,000 Hz), the pure tones for Test Case 1, developed using Matlab
The following aspects of sound analysis code were checked using Test Case 1 data files:
• The correctness of the calculated amplitude, when no frequency weighting (Z-weighting) was applied, for a pure tone at a frequency corresponding to the center of each of the one-third octave bands of interest.
• The correctness of the calculated amplitude, when A-weighting was applied, for a pure tone at a frequency corresponding to the center of each of the one-third octave bands of interest.
• The correctness of the band-pass filters that split frequency-weighted sound pressure level data into 13 one-third octave bands. NHTSA and commenters want these band-pass filters to meet all of the Type 1 filter requirements for one-third octave band filters that are contained in the standard “ANSI S1.11-2004”. The Test Case 1 frequencies include all of the frequencies listed in Table B1,” of ANSI S1.11-2004 for the 13 one-third octave bands of interest to NHTSA.
For the second test case, Test Case 2, thirteen pure tones were superimposed to form one sound-pressure signal. These thirteen pure tones were at the frequencies corresponding to the center of each of the one-third octave bands of interest. No frequency weighting (
Two test runs were made using Test Case 2. The first had a 40 dB pure tone centered at each of the one-third octave bands of interest (giving an Overall SPL for this test run of 51.1394 dB). The second used thirteen pure tones at 60 dB (giving an Overall SPL for this test run of 71.1394 dB). This test case was used to check the correctness of the calculated amplitudes when no frequency weighting (Z-weighting) was applied to a complex sound data waveform.
In general, in comparing the two analysis codes using Test Case 2, NHTSA found very little or no difference between the calculated amplitudes regardless of weighting type (A- or Z-weighting) for the individual pure tones located at the center frequencies of each of the 13 one-third octave bands. Each code set gave either 40 or 60 dB at each center frequency, as expected. The results from the two analysis codes were also consistent when the overall SPL for the 13 center frequencies were combined, and both the Volpe Matlab code and the B&K Pulse code produced the correct results of 51.1 dB and 71.1 dB for the 40 dB and 60 dB inputs, respectively.
However, in looking at the test results from Test Case 1, the two analysis codes were not consistent regarding their band-pass filter function that splits frequency-weighted sound pressure data into the 13 one-third octave bands. When comparing the output of each of the 201 frequencies described in Test Case 1 to the requirements specified in ANSI S1.11-2004, NHTSA found that the B&K software tended to insufficiently attenuate the frequency bands away from the nominal one-third octave band. An example of this is shown below in Figure 14 which plots the minimum and maximum ANSI filter requirements, the output of the B&K Pulse code, and the output of the Volpe Matlab code, for the one-third octave band centered at 1000 Hz.
While some bands displayed better adherence to the ANSI S1.11 specifications, all of the 13 one-third octave bands displayed similar results as the 1000 Hz band shown above for the B&K software. On the other hand, the Volpe Matlab code processed data fell well within the filter attenuation limits specified in ANSI S1.11-2004 Class 1 across all bands. Complete results for all the individual one-third octave bands can be found in the corresponding NHTSA research report.
The results of our research indicate that the two codes analyzed have different filter algorithms. This results in the two codes calculating slightly different one-third octave band levels. The exact filtering algorithm used in the B&K code is unknown because the code is proprietary. The filtering algorithm used in the Volpe code is known and can be made public. Given the results of our examination of the two post-processing methods, NHTSA has decided to use the Volpe Matlab code for the agency's future compliance testing programs. As explained above, one reason for this is that the Matlab code appears to be in full agreement with ANSI S1.11-2004 specifications and requirements. Also, the source code is not proprietary, and it can be made publically available. To resolve any potential problems with post-processing code conflicts, the agency will make the Matlab code to be used publically available, either as part of the agency's compliance test procedure, or posted on the agency's Web site. This approach will help the agency with its recent efforts to increase public communications and transparency. In reference to the other parameters that the agency inquired about in the NPRM, measurement domains and type windows used for frequency analyses, no direct comments were received so the agency has made decisions according to what it believes are technically correct. All the parameters that will be used for post processing the acoustic files will be specified in the publically available Matlab code.
The PSEA directed NHTSA to establish a phase-in period to set forth the dates by which production vehicles must comply with the new FMVSS No. 141. The PSEA also stated that NHTSA must require full compliance “on or after September 1st of the calendar year that begins three years after the date on which the final rule is issued.”
To address these requirements in the PSEA, the NPRM proposed a phase-in over three model years for new hybrid and electric vehicles produced for sale in the U.S., and full compliance of all new hybrid and electric vehicles by September 1, 2018. The three-year phase-in was based on a `30/60/90' phase-in schedule. Given that the NPRM assumed publication of a final rule in calendar year 2014, the phase-in requirements proposed in the NPRM were: 30 percent of each OEM's HV and EV production in compliance by September 1, 2015; 60 percent by September 1, 2016; 90 percent by September 1, 2017; and 100 percent by September 1, 2018. The proposed phase-in schedule was intended to be applicable to all manufacturers of HVs and EVs, except small volume and final stage manufacturers. The latter were allowed to postpone compliance until the date on which other manufacturers were required to have all their vehicles brought into compliance,
The NPRM also included amendments to Part 585 Reporting Requirements to allow for OVSC verification of each manufacturer's phase-in of pedestrian alert systems.
With the exception of two advocacy groups, all commenters opposed the phase-in requirements as proposed in
All other commenters requested that NHTSA provide more lead time for compliance with the new safety standard. Some favored eliminating the phase-in altogether and establishing a single date for full compliance for all production hybrid and electric vehicles. Alternatively, commenters requested that NHTSA begin the phase-in at a later date, unless changes were made in the final rule to adopt performance requirements much less stringent than those in the NPRM. Honda and Alliance/Global requested that NHTSA allow for carry-forward credits which would give a manufacturer credit for meeting one of the phase-in stages prior to the deadline for that stage, and the manufacturer could use that credit if it did not fully meet a deadline of a later stage.
A heavy vehicle OEM commented that the proposed Part 585 phase-in reporting should not apply to a manufacturer that achieves 100 percent early compliance, and also stated that paragraph S9.5 of the NPRM, regarding phase-in for multi-stage vehicles, is unnecessary because only a final stage manufacturer would be responsible for meeting the phase-in requirements.
Porsche, a light vehicle manufacturer that produces only one hybrid model, provided proprietary production estimates through September 2018 indicating that they would not meet the 90 percent level by the third year of the proposed phase-in.
The EDTA commented that, due to the complexity of the proposal, as well as the technology needed to implement it, substantial lead time will be needed to design, develop, test and certify new alert systems. EDTA stated that it joined with Alliance/Global in recommending that, if the final rule is substantially the same as the proposal, the phase-in specified in the final rule should be limited to a single 100-percent compliance date that is set in accordance with the PSEA (
Honda commented that, if the final rule must be complied with starting in September 2015, it would need more time to meet all the requirements proposed in the NPRM (modification of speakers, control unit, vehicle structural modifications, etc.). Therefore, Honda requested at least two or more years from the date that the final rule is issued before the phase-in requirements begin. As mentioned above, Honda also requested that a credit system be established as part of the phase-in.
Toyota stated that it is committed to pedestrian safety, and as such, has already equipped every hybrid and electric vehicle it produced since model year 2012 under the Toyota and Lexus brands (currently, there is no Scion HV or EV) with a pedestrian alert sound meeting the existing Japanese guidelines. However, Toyota noted that the proposed requirements of the NPRM would require significant redesign of Toyota's current production alert system, which will in turn require substantial development and test time. Therefore, Toyota recommended elimination of the phase-in requirements and suggested that NHTSA consolidate the schedule by simply requiring full compliance for all HVs and EVs by September 1, 2018 (assuming the final rule is published in calendar year 2014 or earlier).
Alliance/Global commented that it would not be possible for manufacturers to meet a phase-in beginning September 1, 2014. If the requirements of the final rule were to be substantially similar to the NPRM, they recommend foregoing the phase-in and going directly to full implementation on September 1, 2018. However, if the final rule instead were to approximate the Alliance/Global recommendations, then a phase-in period is feasible beginning with vehicles built on or after September 1, 2015, and ending with vehicles built on or after September 1, 2018 (those dates would need to be adjusted should the final rule be significantly delayed beyond the original January 2014 deadline).
Alliance/Global also commented that currently there are no EVs or HVs produced by their member companies that are capable of meeting the requirements proposed by NHTSA. They stated that several strategies had been considered, including reprogramming an existing alert sound control module. They also stated they had interviewed suppliers who currently manufacture alert systems in an effort to explore all possible solutions for meeting the NPRM. They concluded that considerably more time would be needed than a September 1, 2014 start of phase-in would allow to package/repackage components, develop new systems, source the components, and certify the new systems.
However, Alliance/Global commented that such a phase-in schedule as the one they suggested still would need assistance from carry-forward credits (including early carry-forward credits). They recommended full credits for EVs and HVs that comply with their suggested sound specifications (assuming those were implemented in the NHTSA final rule) and half-credit (
Alliance/Global commented that small manufacturers should not be required to comply until the end of the phase-in period. Because no current EV or HV pedestrian alert sound voluntarily implemented by vehicle manufacturers meets NHTSA's proposed requirements, if the agency proceeds to a final rule that is substantially similar to the NPRM, Alliance/Global would prefer that NHTSA does not specify a phase-in, and instead allows all manufacturers the maximum amount of time to comply with the requirements of the new safety standard.
Finally, Alliance/Global stated that phase-in language needs to clarify that requirements pertain only to vehicles described in the Applicability section of the regulation and not to every type of vehicle that a full-line manufacturer produces.
The MIC commented that, if NHTSA does decide to establish minimum sound requirements for motorcycles, it should extend the phase-in exemption for small manufacturers, including motorcycle manufacturers, indefinitely.
Nissan requested that the phase-in begin at least two years following the issuance of a final rule. Nissan also requested that NHTSA provide for the use of advanced credits for vehicles that comply before the final date for compliance.
Denso commented that vehicle manufacturers, as well as equipment suppliers, need three years of lead time before beginning phase-in of complying vehicles.
Navistar questioned how the proposed phase-in meshes with Parts 567 and 568 regarding certification of multistage vehicles.
OICA commented that the Phase-in should include only those vehicles to which the performance requirements are meant to apply,
Given that this final rule is being published in calendar year 2016 and, furthermore, given that the PSEA stipulates full compliance on and after September 1st of the calendar year that begins three years after the date on which the final rule is issued, NHTSA is requiring compliance for 100 percent of HVs and EVs produced for sale in the U.S. by all manufacturers by no later than September 1, 2019. This compliance date is set forth in the Applicability section of the regulatory text of this final rule.
In addition, after review of the comments submitted, NHTSA is adopting a one-year, 50 percent phase-in. Under this phase-in, 50 percent of the total production volume of each manufacturer's hybrid and electric vehicles to which the safety standard applies, and which are produced by the manufacturer for sale in the United States., must comply by no later than September 1, 2018.
This phase-in does not apply to multi-stage and small volume manufacturers. Those manufacturers would have until September 1, 2019, to comply. This should not have any significant effect on traffic safety because of the relatively small number of vehicles they produce.
Because the phase-in period will have a duration of only one year, carry-forward credits would not be of any benefit. Therefore, NHTSA is not making any provisions in this rule for carry-forward credits.
The agency's decision on the phase-in issues is a compromise that responds to comments about reducing the phase-in or eliminating it altogether. The one year phase-in addresses the mandatory PSEA requirements and ensures that any delay in getting complying vehicles to market will be minimized. At the same time, it responds to commenters' requests for additional lead time to comply and to their suggestions that the NPRM phase-in should be consolidated and simplified. A one-year phase-in provides additional flexibility for manufacturers as to when they bring their model lines into compliance.
Furthermore, NHTSA has reviewed current model lines of vehicle manufacturers using OVSC annual compliance information and has determined that several of the OEMs that produce HVs and/or EVs have only one or two such models among their vehicle lines. This is one factor that we have considered in choosing an appropriate phase-in period. These manufacturers will benefit from a shortened phase-in schedule that provides additional lead time prior to the initial date on which the phase-in begins.
NHTSA is required by the PSEA to consult with the following organizations as part of this rulemaking: The Environmental Protection Agency (EPA) to assure that any alert sound required by the rulemaking is consistent with noise regulations issued by that agency; consumer groups representing visually-impaired individuals; automobile manufacturers and trade associations representing them; technical standardization organizations responsible for measurement methods such as the Society of Automotive Engineers, the International Organization for Standardization (ISO), and the UNECE World Forum for Harmonization of Vehicle Regulations (WP.29).
The agency has established three dockets to enhance and facilitate cooperation with outside entities including international organizations. The first docket (No. NHTSA-2008-0108) was created after the 2008 public meeting was held; it contains a copy of the notice of public meeting in the
On June 25, 1998, the United States signed the 1998 Global Agreement, which entered into force on August 25, 2000. This agreement was negotiated under the auspices of the United Nations Economic Commission for Europe (UNECE) under the leadership of the U.S., the European Community (EC) and Japan. The 1998 Agreement provides for the establishment of Global Technical Regulations (GTRs) regarding the safety, emissions, energy conservation and theft prevention of wheeled vehicles, equipment and parts. By establishing GTRs under the 1998 Agreement, the Contracting Parties seek to pursue harmonization in motor vehicle regulations not only at the national and regional levels, but worldwide as well.
As a general matter, governments, vehicle manufacturers, and ultimately, consumers, both here and abroad, can expect to achieve cost savings through the formal harmonization of differing sets of standards when the contracting parties to the 1998 Global Agreement implement new GTRs. Formal harmonization also improves safety by assisting us in identifying and adopting best safety practices from around the world and reducing diverging and unwarranted regulatory requirements. The harmonization process also allows manufacturers to focus their compliance and safety resources on regulatory requirements whose differences government experts have worked to converge as narrowly as possible. Compliance with a single standard will enhance design flexibility and allow manufacturers to design vehicles that better meet safety standards, resulting in safer vehicles. Further, we support the harmonization process because it allows the agency to leverage scarce resources by consulting with other governing bodies and international experts to share data and knowledge in developing modernized testing and performance standards that enhance safety.
Under the 1998 Agreement, countries voting in favor of establishing a GTR, agree in principle to begin their internal implementation processes for adopting the provisions of the GTR,
In 2009, the Ministry of Land, Infrastructure, Transport and Tourism (MLIT) of Japan assembled a committee to study the issue of the quietness of HVs. The committee concluded that an Approaching Vehicle Audible System (AVAS) was a realistic alternative to allow pedestrians who are blind or visually-impaired to detect quiet vehicles. In 2010, MLIT announced guidelines for AVAS based on the recommendations of the study committee. Although several vehicles were considered in the initial scope, MLIT concluded that AVAS should be
In its March 2011 session, WP.29 determined that vehicles propelled in whole or in part by electric means, present a danger to pedestrians and consequently adopted Guidelines covering alert sounds for electric and hybrid vehicles that are closely based on the Japanese Government's guidelines. The Guidelines were published as an annex to the UNECE Consolidated Resolution on the Construction of Vehicles (R.E.3). Considering the international interest and work in this new area of safety, the U.S. decided to lead the efforts on the new GTR, with Japan as co-sponsor, and develop harmonized pedestrian alert sound requirements for electric and hybrid-electric vehicles under the 1998 Global Agreement. Development of the GTR for pedestrian alert sound has been assigned to the Group of Experts on Noise (GRB), the group most experienced with vehicle sound emissions. GRB is in the process of assessing the safety, environmental and technological concerns to develop a GTR that leverages expertise and research from around the world and feedback from consumer groups. The U.S. is the co-chair (with Japan) of the informal working group on Quiet Road Transport Vehicles (QRTV) assigned to develop the GTR and, therefore, will guide the informal working group's development of the GTR. GRB will meet regularly and report to WP.29 until the establishment of the new GTR. NHTSA has been participating in the QRTV's meetings since its foundation and has kept the group informed about ongoing agency research activities as well as the results from completed research studies. At the time the NPRM was issued, the QRTV informal group had held five sessions to discuss development of a GTR on quiet vehicles.
NHTSA has also hosted roundtable meetings with industry, technical organizations and groups representing people who are visually-impaired for the purpose of consulting with these groups on topics related to this rulemaking. Participating in these meetings were representatives from the Alliance of Automotive Manufacturers, the Global Automakers (formerly Association of International Automobile Manufacturers (AIAM)), American Council of the Blind, The American Foundation of the Blind (AFB), the National Federation of the Blind (NFB), The International Organization for Standardizations (ISO), The Society of Automotive Engineers (SAE), the International Organization of Motor Vehicles Manufacturers (OICA), The Environmental Protection Agency (EPA) and Japan Automobile Manufacturers Association (JAMA).
Representatives of the EPA have also been included in our activities with outside organizations. They have been kept updated on our research activities and have actively participated in our outreach efforts. NHTSA has also kept up to date on EPA activities on the international front through the activities of the UNECE Working Party of Noise (GRB).
The American Foundation of the Blind, the American Council of the Blind and the National Federation of the Blind have provided NHTSA with invaluable information about visually-impaired pedestrian safety needs since the 2008 Public Meeting was held.
The Alliance of Automobile Manufacturers and Global Automakers have met separately with the agency to discuss our research findings and their ideas regarding this rulemaking. Members of both organizations have also met separately with the agency to discuss their own research findings and ideas for a potential regulatory approach to address the safety issues of interest to the agency.
Automotive manufacturers that produce EVs for the U.S. market have developed various pedestrian alert sounds, recognizing that these vehicles, when operating at low speeds, may pose an elevated safety risk to pedestrians. They have made vehicles with sound alert systems available for lease by NHTSA for research purposes. This information has been helpful in the agency decision making process.
The Society of Automotive Engineers (SAE) established the Vehicle Sound for Pedestrians (VSP) subcommittee in November 2007 with the purpose of developing a recommended practice to measure sounds emitted by ICE vehicles and alert sounds for use on EVs and HVs. Their efforts resulted in recommended practice SAE J2889-1,
In the NPRM, the agency concluded that the voluntary guidelines adopted by the Japanese government, and subsequently by the UNECE WP.29 Committee, did not have the level of detail necessary for NHTSA to establish objective minimum performance requirements for creation of an FMVSS. We did not believe that the agency would be able to tell if a sound fell within one of the exclusions by means of an objective measurement, nor would we be able to adequately ensure that sound levels would be detectable by pedestrians or provide manufacturers with a set of requirements that they would be able to meet. The NPRM noted that the WP.29 QRTV work was scheduled to be completed in 2014, and a draft GTR adopted in November 2014.
OICA, EU, Chrysler, EDTA, VW, and Alliance/Global all suggested delaying the development of a U.S. regulation on minimum noise levels until WP.29 has had sufficient time to develop a globally harmonized set of regulations via the GTR process. They stated that establishment of separate requirements that may or may not be harmonized with the recommendations under negotiation through WP.29 would harm development of electric drive vehicles globally and constrain the growth of the market as a whole.
OICA, EU, VW, and Alliance/Global commented that the PSEA statute does not provide enough time for WP.29 to address all remaining technical issues in development of a globally harmonized standard that the U.S. could then adopt. EU commented that if the agency is unable to delay publication of a final rule that would harmonize with the international community, it should at a minimum ensure that any U.S. regulations are consistent with the recommendations of the WP.29 Informal
The EU questioned to what extent NHTSA had taken into consideration the conclusions and results of the QRTV-IWG. They believed a delay in the NPRM process and the finalization of the new FMVSS until the new GTR has been drafted would contribute towards a common approach and an overall consensus at the international level with respect to EVs and HEVs.
VW and Alliance/Global commented that if NHTSA is unable to delay the enactment based on statutes within the PSEA, NHTSA should inform the United States Congress that additional time to complete this rulemaking is required in order to allow for completion of the GTR so that a harmonized regulation can be achieved.
Alliance/Global commented that in accordance with the QRTV Terms of Reference, the development of the GTR should be concluded in the fall of 2014, with status reports provided along the way so that the public can monitor the status of the activity. Alliance/Global explained that the benefits of having consensus on a global technical regulation are enormous and any potential downside related to allowing an accelerated GTR process to conclude prior to finalizing the NHTSA regulation will be negligible given that a majority of current production EVs and HVs are already voluntarily equipped with audible pedestrian alert systems.
EU, VW, Chrysler, and Alliance/Global all supported using the GTR process to finalize any remaining technical issues towards a globally harmonized standard.
WBU and MB supported using the NPRM as a basis for development of the WP.29 GTR.
The NPRM stated that the recommendations of the QRTV informal working group do not include objective criteria with which the agency could ensure vehicles comply with an FMVSS. The agency maintains that this is still the case. Further, as discussed above, the agency has determined that a crossover speed of 30 km/h is necessary because our conclusion from the data we have acquired to date from all sources (
Most of the commenters recommended that the agency wait until the WP.29 World Forum can complete development of a GTR for minimum sound levels, or, at a minimum, work closely with the QRTV in development of requirements that could be recognized globally. The agency, through its leadership role in the QRTV informal group, continues to work with the international community in development of criteria that are technically sound and objective. We note that the WP.29 QRTV work has been extended until late 2015, at the earliest, with expected eventual adoption of a GTR on minimum noise requirements for electrically driven vehicles. Adoption of the GTR is only the beginning of the process of regulating minimum noise levels by signatories of the 1998 UN agreement. After a GTR on minimum noise requirements is adopted, NHTSA would still need to issue an NPRM or an SNPRM (Supplemental Notice of Proposed Rulemaking) to begin the process of adopting the GTR as an FMVSS. This could result in several additional years of delay before an FMVSS mandating sound for EVs and HVs could be issued. We do not believe that a delay of this length is justified from a safety perspective. We believe the agency's approach in development of this final rule to be consistent with both the mission and safety goals of the agency and with the PSEA and Safety Act.
We agree with WBU and MB that development of U.S. regulations for minimum noise levels might aid WP.29 in addressing some of the technical issues that hinder development of a global regulation that is both measurable and enforceable. We note that the leadership role of the U.S. delegation in development of a global regulation for minimum noise levels is consistent with the comments regarding using the GTR process to refine a harmonized regulation. In that light, we believe that development of a U.S. regulation would aid WP.29 in drafting a global regulatory framework that is both measureable and enforceable.
The agency has also continued to actively monitor the work that has been done internationally by SAE and ISO. The SAE recently issued an updated version of J2889-1 dated December 2014. The ISO recently submitted the latest draft of ISO 16254 to the agency's docket.
As stated above in the discussion of the statistical analysis of safety need done for this rulemaking (see Section II.B), the data from 16 states cannot be used to directly estimate the national problem size. Also, an analysis of pedestrian fatalities rather than injuries is not appropriate for this rulemaking. The target population analysis will therefore focus on injuries only.
The PSEA directs NHTSA to establish minimum sound requirements for EVs and HVs as a means of addressing the increased rate of pedestrian crashes for these vehicles. In calculating the benefits of this rulemaking we have assumed that adding sound to EVs and HVs will bring the pedestrian crash rates for these vehicles in line with the pedestrian crash rates for ICE vehicles because the minimum sound requirements in the proposed rule would ensure that EVs and HVs are at least as detectable to pedestrians as ICE vehicles. This approach assumes that EVs and HVs have higher pedestrian crash rates than ICE vehicles because of the differences in sound levels produced by these vehicles. Therefore, the target population for this rulemaking is the number of crashes that would be avoided if the crash rates for hybrid and electric vehicles were the same as the crash rate for ICE vehicles.
No quantifiable benefits are estimated for EVs because we assume that EV manufacturers would have added alert sounds to their cars in the absence of this proposed rule and the PSEA.
NHTSA was not able to directly measure the safety differences between hybrids with and without sound. Although there are now some hybrids in the market that produce sounds to alert pedestrians and pedalcyclists, the agency is unable to directly measure the effectiveness rate of sound by using data from these new hybrid vehicles because there is not sufficient crash data on new model hybrid vehicles with sound to be able to make a statistically significant comparison to hybrids without sound. The agency's data base for low speed injuries is a sample, and data on crashes involving hybrid vehicles that emit sound is limited. Furthermore, the data set used to analyze differences in crash rates for this rulemaking consists of crash data from 16 states. At this time, only half of the states have submitted data for the 2012 or later calendar years. Since we believe that most hybrid vehicles have been equipped with some type of alert sound only since 2012, any effect that voluntary adoption would
NHTSA has also been unable to directly measure the pedestrian and pedalcyclist crash rates per mile travelled for HVs and EVs to the rates for ICEs because the agency does not have data on VMT for HVs and EVs. To calculate the difference in crash rates between HVs and ICEs NHTSA computes the ratio of the number of pedestrian and pedalcyclist crashes involving HVs to the number of other types of accidents involving HVs and compares it to a similar ratio for ICEs. While this is a standard technique in analyzing crash risk, it does raise a problem in this case because NHTSA was not able to control for VMT. NHTSA assumes that any difference in these ratios is attributable to the lack of sound in HVs. However, it is possible that there are other explanations for differences. For example, there may be reasons other than sound for why HVs have higher numbers of pedestrian and pedalcyclist accidents. Or there may be reasons why ICEs have higher numbers of other types of accidents.
The first step in NHTSA's analysis was to use injury estimates from the 2006-2012 National Automotive Sampling System—General Estimates System (NASS-GES) and both 2007 and 2008-2011 Not in Traffic Surveillance (NiTS) database to provide an average estimate for combined in-traffic and relevant not-in-traffic crashes. In order to combine the GES and NiTS data in a meaningful way, it was assumed that the ratio of GES to NiTS will be constant for all years 2006 to 2012.
Because both the GES and NiTS databases rely on police-reported crashes, these databases do not accurately reflect all vehicle crashes involving pedestrians because many of these crashes are not reported to the police. The agency estimates that the number of unreported crashes for pedestrians is equal to 100.8 percent of the reported crashes. That is to say, for every 100 police-reported pedestrian crashes, there exist 100.8 additional unreported pedestrian crashes.
Table 20 shows the reported and unreported crashes by injury severity. Only injury counts will be examined for the purpose of benefits calculations and, as such, fatalities and uninjured (MAIS 0) counts are not included.
The estimates in Table 20 are based on the current make-up of the fleet for all propulsion types. Next, we make the assumption that because the hybrid and electric vehicles pose a higher risk of pedestrian collisions, each hybrid and electric vehicle is producing more injuries per year than their ICE counterparts. Thus, while the 2006-2012 time period resulted in 141,164 pedestrian injuries annually, this injury count is the result of the mixed hybrid/electric/ICE fleet during that period. Based on the odds ratios from our crash analysis, we can calculate what size of theoretical ICE-only fleet would have been needed to generate as many injuries during that same time period.
The estimated injuries in Table 21 and Table 22 are created by combining the estimated percentage of annual sales of hybrid and electric vehicles for MY2020 from Table 23 with the odds ratio of 1.18, representing the increased risk of an HV being involved in a pedestrian crash, and the odds ratio of 1.51, representing the increased risk of an HV being involved in a pedalcyclist crash.
As discussed in the Final Regulatory Impact Analysis (FRIA), MAIS injury levels are converted to dollar amounts. The benefits across passenger cars, LTVs, and LSVs of reducing 2,401 pedestrian and pedalcyclist injuries, or 32 undiscounted equivalent lives saved (19.80 equivalent lives at the 7-percent discount rate and 25.64 at the 3-percent discount rate), is estimated to be $320 million at the 3-percent discount rate and $247.5 million at the 7-percent discount rate.
The agency calculated the benefits of this rule by calculating the “injury differences” between ICE vehicles and HVs. The “injury differences” assume that the difference between crash rates for ICEs and non-ICEs is explained wholly by the difference in sounds produced by these two vehicle types of vehicles and the failure of pedestrians and pedalcyclists to detect these vehicles by hearing. It is possible that there are other factors responsible for some of the difference in crash rates, which would mean that adding sound to hybrid and electric vehicles would not reduce pedestrian and pedalcyclist crash rates for hybrids to that of ICE vehicles. Based on research conducted by NHTSA's VOPLE Center,
In addition to the benefits in injury reduction due to this rule, there is also the benefit to blind and visually impaired individuals of continued independent mobility. The increase in navigational ability resulting from this rule is hard to quantify and thus this benefit is mentioned but not assigned a specific productivity or quality of life monetization. By requiring alert sounds on hybrid and electric vehicles, blind pedestrians will be able to navigate roads as safely and effectively as if the fleet were entirely ICE vehicles. The benefit of independent navigation leads to the ability to travel independently and will, therefore, also lead to increased employment and the ability to live independently.
Based on Ward's Automotive Yearbook 2014,
The Nissan Leaf and other fully electric vehicles come equipped with an alert sound system. Based on what manufacturers have voluntarily provided in their fully electric vehicles, the agency assumes that fully electric vehicles and hydrogen fuel-cell vehicles will provide an alert sound system voluntarily and, therefore, for costing purposes we assumed a small upgrade cost in order to bring these existing systems up to compliance. In addition, we assume that some hybrid light vehicles, particularly those manufactured by Toyota, come equipped with some form of speaker system, similar to the ones expected to be found on electric vehicles. Furthermore,
Based on informal discussions with suppliers and industry experts, in addition to confidential documents provided to the agency, we estimate that the total consumer cost for a system that produces sounds meeting the requirement of this rule is $125.34 per hybrid light vehicle. In cases where a sound system already exists on a light vehicle (hybrid vehicles voluntarily equipped, electric vehicles, and fuel cell vehicles), we assume a cost of $50.49. This estimate includes the cost of a dynamic speaker system that is packaged for protection from the elements and that is attached with mounting hardware and wiring in order to power the speaker(s) and receive signal inputs, and a digital signal processor that receives information from the vehicle regarding vehicle operating status (to produce sounds dependent upon vehicle speed, for example.) We assume there will be no other structural changes or installation costs associated with complying with the rule's requirements. We believe the same system can be used for both LSVs and light vehicles. We estimate that the added weight of the system would increase fuel costs for light vehicles by about $4 to $5 over the lifetime of the vehicle. Average vehicle costs reflect the different installation costs determined by propulsion source and vehicle make as described above.
In addition to the quantifiable costs discussed above, there may be a cost of adding sound to quiet vehicles to owners who value quietness of vehicle operation and to society at large. NHTSA is not aware of a method to quantify the value of quietness for a driver's own vehicle. Some sound from these systems may intrude into the passenger compartment. The use of multiple speakers with directional characteristics might mitigate these costs. Sound insulation also can counteract interior noise, and a sensitivity analysis for sound insulation cost is provided in the accompanying FRIA.
As explained further in the Environmental Assessment (EA), we expect that the increase in noise from the alert sound will be no louder than that from an average ICE vehicle and that aggregate sound from these vehicles will not create an appreciable increase over current noise levels. Given the low increase in overall noise caused by this rule, we expect that any costs that may exist due to added sound will be minimal. NHTSA has not found any way to value the increase in noise to society at large, and, thus it is a non-quantified cost.
Comparison of costs and benefits expected due to this rule provides a
The net impact of this rule on LSVs is also expected to be positive. The net benefits of the minimum sound requirements for these vehicles is $1,023,934 at the 3-percent discount rate and $788,953 at the 7-percent discount rate. Thus, the total net impact of the rule considering both the MY2016 light vehicle and LSV fleet is positive.
NHTSA has been unable to directly compare pedestrian and pedalcyclist crash rates for hybrids with and without sound because sufficient data is not yet available. As a result, we have not been able to directly determine whether lack of sound is the cause of the difference in pedestrian and pedalcyclist crash rates between hybrids and ICEs. For this reason, we intend conduct an expedited retrospective review of this rule once data are available. Although some hybrid manufacturers began putting alert sound in their vehicles around 2012, the state data from this period needed for our analysis is just starting to become available. While these voluntarily equipped vehicles will not be fully compliant with this rule, within the next four years we will conduct a preliminary study to determine whether adding sound eliminates some pedestrian and pedalcyclist crashes should we have sufficient data for such analysis. It will take several more years until data from fully compliant vehicles are available for analysis. Therefore, we expect to complete our retrospective review of this rule within eight years of when this rule is finalized. For LSVs, sufficient data may not be available and it may be necessary to use a Special Crash Investigation to determine whether adding sound makes these types of vehicles safer than those without sound should we be able to identify any such crashes.
The agency has prepared an Environmental Assessment (EA) to analyze and disclose the potential environmental impacts of a reasonable range of minimum sound requirements for HVs and EVs, including a preferred alternative. The alternatives the agency analyzed include a No Action Alterative, under which the agency would not establish any minimum sound requirements for EVs/HVs, and two action alternatives. Under Alternative 2 (the final rule), the agency would require a sound addition at speeds at or below 30 km/h and would require that covered vehicles produce sound at the stationary but active operating condition. Under Alternative 3, the agency would require a minimum sound pressure level of 48 A-weighted dB for speeds at or below 20 km/h; there would be no sound requirement when the vehicle is stationary.
In order to determine the potential environmental impacts of the alternatives, NHTSA estimated the amount of travel covered by vehicles and changes in sound level projected to occur under each of the alternatives. NHTSA separately analyzed the projected environmental impacts of each of the three alternatives in both urban and non-urban environments because differences in population, vehicle speeds, and deployment of EVs/HVs in these areas could affect the potential environmental impacts. The EA calculates the potential noise impacts of the alternatives in two different ways.
In one analysis, NHTSA analyzed the potential for change in sound levels experienced by an individual listener near a roadway as a result of the final alternatives by single vehicle passes by. In the second analysis, NHTSA compared the sound levels experienced by a single listener among sets of vehicles with varying percentages of EVs/HVs when these vehicles were assumed to have no minimum sound requirement versus when producing the sound level specified under each of the action alternatives. For this analysis, NHTSA calculated the difference in sound perceived by a person standing either 7.5 or 15 meters (25 or 50 feet, respectively) away from the source to replicate the difference in sound between the alternatives experienced by a person standing near a busy roadway.
Our first analysis for both action alternatives suggest that in urban environments, a single listener would not perceive a noticeable difference in sound when standing 7.5 meters from the roadway compared to the no action alternative. In a non-urban environment, a single listener would not perceive a noticeable difference under Alternative 3, but under the Preferred Alternative a single listener would perceive a noticeable difference in sound level when standing 7.5 meters from the roadway compared to the no action alternative.
The results from second analysis show that changes in overall sound levels near a busy roadway for either action alternative compared to the No Action Alternative would not exceed 3 dB, the commonly used threshold for noticeability by human listeners, even assuming that up to 20% of vehicles on the road are EVs/HVs, which is nearly three times the deployment level currently projected for 2035. When non-urban or urban ambient sound levels are taken into account, the perceived sound level change is further reduced to well under the 3 dB threshold.
In addition to analyzing the projected impact of the action alternatives on an individual listener, NHTSA computed the magnitude of the change in sound levels nationally as a result of the alternatives. This analysis takes into account the National Household Travel Survey (NHTS) distribution of trip miles, the Annual Energy Outlook (AEO) forecast of the deployment of EVs/HVs, and Environmental Protection Agency (EPA) drive cycle speed distributions. Because the action alternatives would only affect specific vehicles in certain operating conditions, this analysis calculates the total U.S. vehicle operations affected by the action alternatives as a proportion of total U.S. vehicle operations, and analyzes the overall change in sound levels projected to occur as a result of the action alternatives.
Based on this analysis of national impacts, NHTSA projects that under the Preferred Alternative, 2.3 percent of all urban U.S. light duty vehicle hours travelled and 0.3 percent of all non-urban U.S. light duty vehicle hours travelled potentially would be impacted by the minimum sound requirement. Under Alternative 3, NHTSA projects that 0.9 percent of all urban U.S. light duty vehicle hours and 0.1 percent of all nonurban U.S. light duty vehicle hours potentially would be impacted by the minimum sound requirement.
Given the extremely small percentage of vehicle hours travelled impacted by this rule and the fact the sounds under the final rule would only be noticeable to a single listener standing 7.5 meters from the roadway under the single vehicle pass by condition, the environmental impacts of the final rule are expected to be negligible. In addition, the EA anticipates no or negligible additional impacts on wildlife; topography, geology, and soils; hazardous materials, hazardous waste, and solid waste; water resources; historical and archeological resources; farmland resources; air quality and climate; and environmental justice populations.
The agency has considered the impact of this rulemaking action under E.O. 12866, E.O. 13563, and the Department of Transportation's regulatory policies and procedures. This action was reviewed by the Office of Management and Budget under E.O. 12866. This action is “significant” under the Department of Transportation's regulatory policies and procedures (44 FR 11034; February 26, 1979).
This action is significant because it is the subject of congressional interest and because it is a mandate under the PSEA. The agency has prepared and placed in the docket a Final Regulatory Impact Analysis.
We estimate the total fuel and installation costs of this rule to the light EV, HV and LSV fleet to be $41.8M at the 3-percent discount rate and $41.3M at the 7-percent discount rate. We estimate that the impact of this rule in pedestrian and pedalcyclist injury reduction in light vehicles and LSVs will be 30.69 equivalent lives saved at the 3-percent discount rate and 24.75 equivalent lives saved at the 7-percent discount rate. The benefits of applying this rule to light EVs and HVs are estimated to be $260.1 million at the 3-percent discount rate and $209.5 million at the 7-percent discount rate. Thus, this action is also significant because it has an annual economic impact greater than $100 million.
The policy statement in Section 1 of Executive Order 13609 provides, in part:
The regulatory approaches taken by foreign governments may differ from those taken by U.S. regulatory agencies to address similar issues. In some cases, the differences between the regulatory approaches of U.S. agencies and those of their foreign counterparts might not be necessary and might impair the ability of American businesses 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.
We received several comments regarding the impact of the rulemaking schedule on the development of GTR of this topic. As discussed in Section IV of this notice, given the deadlines for issuing a final rule provided in the PSEA, the agency did not think that it would be feasible to delay issuing a final rule until after the GTR is completed.
NHTSA also received comments regarding the approach taken in guidelines developed by the UNECE and Japan regarding the crossover speed and whether HVs and EVs should be required to produce sound when they are not in motion. For the reasons discussed in Section III.D of this notice, we believe that a crossover speed of 30 km/h is necessary to ensure that blind, visually-impaired, and sighted pedestrians can safely detect EVs and HVs operating at low speeds. For the reasons discussed in Section III.C of this notice, we believe that EVs and HVs must produce sound when stationary with their gear selector is in any position other than park to prevent collisions and because of the language of the PSEA.
Concurrently with this final rule, NHTSA is releasing a Final EA, pursuant to the National Environmental Policy Act, 42 U.S.C. 4321-4347, and implementing regulations issued by the Council on Environmental Quality (CEQ), 40 CFR part 1500, and NHTSA, 49 CFR part 520. NHTSA prepared the EA to analyze and disclose the potential environmental impacts of the requirements of the proposed action and a range of alternatives. The EA analyzes direct, indirect, and cumulative impacts and analyzes impacts in proportion to their significance.
Because this rule will increase the amount of sound produced by a certain segment of the vehicle fleet, the EA considers the possible impacts of increased ambient noise levels on both urban and rural environments. The EA also describes potential environmental impacts to a variety of resources including biological resources, waste, and environmental justice populations. The findings of the EA are summarized in Section V.D.
The Final EA is available in Docket No. NHTSA-2011-0100 at
I have reviewed the Final EA, which is hereby incorporated by reference. As described in that Final EA and summarized above, this rulemaking is anticipated to have no or negligible impacts on the human environment. Based on the Final EA, I conclude that implementation of any of the action alternatives (including the final rule) will not have a significant effect on the human environment and that a “finding of no significant impact” (
Pursuant to the Regulatory Flexibility Act (5 U.S.C. 601
In issuing this rule, I the undersigned hereby certify that this rule will not have a significant economic impact on a substantial number of small entities.
This rule will directly affect motor vehicle manufacturers and final-stage manufacturers that produce EVs and HVs. The majority of motor vehicle manufacturers will not qualify as a small business. There are less than five manufacturers of light hybrid and electric vehicles that would be subject to the requirements of this proposal that are small businesses. Similarly, there are several manufacturers of low-speed vehicles that are small businesses.
Because the PSEA applies to all motor vehicles (except trailers) in its mandate to reduce quiet vehicle collisions with pedestrians, all of these small manufacturers that produce hybrid or electric vehicles are affected by the requirements in today's final rule. However, the economic impact upon these entities will not be significant for the following reasons.
(1) The cost of the systems is a small proportion of the overall vehicle cost for even the least expensive electric vehicles.
(2) This final rule provides a three year lead-time and allows small volume manufacturers the option of waiting until the end of the phase-in (September 1, 2018) to meet the minimum sound requirements.
NHTSA has examined today's rule pursuant to Executive Order 13132 (64 FR 43255, August 10, 1999) and concluded that no additional consultation with States, local governments or their representatives is mandated beyond the rulemaking process. The agency has concluded that the rulemaking would not have sufficient federalism implications to warrant consultation with State and local officials or the preparation of a federalism summary impact statement. The proposed rule would 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.”
NHTSA rules can preempt in two ways. First, the National Traffic and Motor Vehicle Safety Act contains an express preemption provision: When a motor vehicle safety standard is in effect under this chapter, a State or a political subdivision of a State may prescribe or continue in effect a standard applicable to the same aspect of performance of a motor vehicle or motor vehicle equipment only if the standard is identical to the standard prescribed under this chapter. 49 U.S.C. 30103(b)(1). It is this statutory command by Congress that preempts any non-identical State legislative and administrative law addressing the same aspect of performance.
The express preemption provision described above is subject to a savings clause under which “[c]ompliance with a motor vehicle safety standard prescribed under this chapter does not exempt a person from liability at common law.” (49 U.S.C. 30103(e)). Pursuant to this provision, State common law tort causes of action against motor vehicle manufacturers that might otherwise be preempted by the express preemption provision are generally preserved. However, the Supreme Court has recognized the possibility, in some instances, of implied preemption of such State common law tort causes of action by virtue of NHTSA's rules, even if not expressly preempted. This second way that NHTSA rules can preempt is dependent upon there being an actual conflict between an FMVSS and the higher standard that would effectively be imposed on motor vehicle manufacturers if someone obtained a State common law tort judgment against the manufacturer, notwithstanding the manufacturer's compliance with the NHTSA standard. Because most NHTSA standards established by an FMVSS are minimum standards, a State common law tort cause of action that seeks to impose a higher standard on motor vehicle manufacturers will generally not be preempted. However, if and when such a conflict does exist—for example, when the standard at issue is both a minimum and a maximum standard—the State common law tort cause of action is impliedly preempted. See Geier v. American Honda Motor Co., 529 U.S. 861 (2000).
Pursuant to Executive Order 13132 and 12988, NHTSA has considered whether this rule could or should preempt State common law causes of action. The agency's ability to announce its conclusion regarding the preemptive effect of one of its rules reduces the likelihood that preemption will be an issue in any subsequent tort litigation.
To this end, the agency has examined the nature (
With respect to the review of the promulgation of a new regulation, Section 3(b) of Executive Order 12988, “Civil Justice Reform” (61 FR 4729; Feb. 7, 1996), requires that Executive agencies make every reasonable effort to ensure that the regulation: (1) Clearly specifies the preemptive effect; (2) clearly specifies the effect on existing Federal law or regulation; (3) provides a clear legal standard for affected conduct, while promoting simplification and burden reduction; (4) clearly specifies the retroactive effect, if any; (5) specifies whether administrative proceedings are to be required before parties file suit in court; (6) adequately defines key terms; and (7) addresses other important issues affecting clarity and general draftsmanship under any guidelines issued by the Attorney General. This document is consistent with that requirement.
Pursuant to this Order, NHTSA notes as follows. The issue of preemption is discussed above. NHTSA notes further that there is no requirement that individuals submit a petition for reconsideration or pursue other administrative proceedings before they may file suit in court.
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 proposed or final rules that include 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 annually (adjusted for inflation with base year of 1995). Adjusting this amount by the implicit gross domestic product price deflator for 2010 results in $136 million (110.659/81.536 = 1.36).
As noted previously, the agency has prepared a detailed economic assessment in the FRIA. We estimate the annual total fuel and installation costs of this final rule to the light EV, HV and LSV fleet to be $41.8 million at the 3-
Under the Paperwork Reduction Act of 1995, 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. The final rule contains reporting requirements so that the agency can determine if manufacturers comply with the phase in schedule.
In compliance with the PRA, this notice announces that the Information Collection Request (ICR) abstracted below has been forwarded to OMB for review and comment. The ICR describes the nature of the information collections and their expected burden. This is a request for new collection.
Comments are invited on:
• 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.
• Whether the Department's estimate for the burden of the information collection is accurate.
• Ways to minimize the burden of the collection of information on respondents, including the use of automated collection techniques or other forms of information technology.
A comment to OMB is most effective if OMB receives it within 30 days of publication. Send comments to the Office of Information and Regulatory Affairs, Office of Management and Budget, 725 17th Street NW., Washington, DC 20503, Attn: NHTSA Desk Officer. PRA comments are due within 30 days following publication of this document in the
The agency recognizes that the collection of information contained in today's final rule may be subject to revision in response to public comments and the OMB review.
Executive Order 13045
This rule will not pose such a risk for children. The primary effects of this rule are to ensure that hybrid and electric vehicles produce enough sound so that pedestrians can detect them. We expect this rule to reduce the risk of injuries to children and other pedestrians.
Section 12(d) of the National Technology Transfer and Advancement Act (NTTAA) requires NHTSA to evaluate and use existing voluntary consensus standards in its regulatory activities unless doing so would be inconsistent with applicable law (
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.”
Examples of organizations generally regarded as voluntary consensus standards bodies include the American Society for Testing and Materials (ASTM), the Society of Automotive Engineers (SAE), and the American National Standards Institute (ANSI). If NHTSA does not use available and potentially applicable voluntary consensus standards, we are required by the Act to provide Congress, through OMB, an explanation of the reasons for not using such standards.
The agency uses certain parts of voluntary consensus standard SAE J2889-1,
The agency also used voluntary consensus standard ISO 10844 “Acoustics—Test Surface for Road Vehicle Noise Measurements,” to specify the road surface to be used for compliance testing under this standard. We also used ANSI S1.11 “Specification for Octave-Band and Fractional-Octave-Band Analog and Digital Filters,” to specify the filter roll-offs to be used during the analyses of data collected during compliance testing.
As discussed earlier in the relevant portions of this document, we are incorporating by reference various
Under 5 U.S.C. 552(a)(1)(E), Congress allows agencies to incorporate by reference materials that are reasonably available to the class of persons affected if the agency has approval from the Director of the Federal Register. As a part of that approval process, the Director of the Federal Register (in 1 CFR 51.5) directs agencies to discuss (in the preamble) the ways that the materials we are incorporating by reference are reasonably available to interested parties.
NHTSA has worked to ensure that standards being considered for incorporation by reference are reasonably available to the class of persons affected. In this case, those directly affected by incorporated provisions are NHTSA and parties contracting with NHTSA to conduct testing of new vehicles. New vehicle manufacturers may also be affected to the extent they wish to conduct NHTSA's compliance test procedures on their own vehicles. These entities have access to copies of aforementioned standards through ANSI, ISO and SAE International for a reasonable fee. These entities have the financial capability to obtain a copy of the material incorporated by reference. Other interested parties in the rulemaking process beyond the class affected by the regulation include members of the public, safety advocacy groups, etc. Such interested parties can access the standard by obtaining a copy from the aforementioned standards development organizations.
Interested parties may also access the standards through NHTSA. All approved material is available for inspection at NHTSA, 1200 New Jersey Avenue SE., Washington, DC 20590, and at the National Archives and Records Administration (NARA). For information on the availability of this material at NHTSA, contact NHTSA's Office of Technical Information Services, phone number (202) 366-2588.
Executive Order 13211
This rule seeks to ensure that hybrid and electric vehicles are detectable by pedestrians. The average weight gain for a light vehicle is estimated to be 1.5 pounds (based upon a similar waterproof speaker used for marine purposes), resulting in 2.3 more gallons of fuel being used over the lifetime of a passenger car and 2.5 more gallons of fuel being used over the lifetime of a light truck. When divided by the life time of the vehicle (26 years for passenger cars and 36 years for light trucks) the yearly increase in fuel consumption attributed to this proposed rule would be negligible. Therefore, this proposed rule would not have a significant adverse effect on the use of energy. Accordingly, this rulemaking action is not designated as a significant energy action.
The Department of Transportation 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. You may use the RIN contained in the heading at the beginning of this document to find this action in the Unified Agenda.
Imports, Incorporation by reference, Motor vehicle safety, Reporting and recordkeeping requirements, Tires.
In accordance with the forgoing, NHTSA is amending 49 CFR part 571 as follows:
49 U.S.C. 322, 30111, 30115, 30117, and 30166; delegation of authority at 49 CFR 1.95.
The additions read as follows:
(c) * * *
(1) ANSI S1.11-2004, “Specification for Octave-Band and Fractional-Octave-Band Analog and Digital Filters,” approved February 19, 2004, into § 571.141.
(i) * * *
(2) ISO 10844:1994(E) “Acoustics—Test Surface for Road Vehicle Noise Measurements,” First edition, 1994-09-01, into § 571.141.
(3) ISO 10844: 2011(E) “Acoustics—Specification of test tracks for measuring noise emitted by road vehicles and their tyres,” Second edition, 2011-02-01 into § 571.141.
(4) ISO 10844: 2014(E) “Acoustics—Specification of test tracks for measuring noise emitted by road vehicles and their tyres,” Third edition, 2014-05-15 into § 571.141.
(l) * * *
(49) SAE Standard J2889-1, “Measurement of Minimum Noise Emitted by Road Vehicles,” December 2014 into § 571.141.
S1.
S2.
S3.
(a) Electric vehicles with a gross vehicle weight rating (GVWR) of 4,536 Kg or less that are passenger cars, multipurpose passenger vehicles, trucks, or buses;
(b) Hybrid vehicles with a gross vehicle weight rating (GVWR) of 4,536 Kg or less that are passenger cars, multi-purpose passenger vehicles, trucks, or buses; and
(c) Electric vehicles and hybrid vehicles that are low speed vehicles.
S5.
S5.1
S5.1.1
(i) In the case of a vehicle with an automatic transmission, the vehicle's gear selector is in Neutral or any gear position other than Park that provides forward vehicle propulsion;
(iii) in the case of a vehicle with a manual transmission, the vehicle's parking brake is released and the gear selector is not in Reverse.
S5.1.1.1 For
S5.1.1.2 For
S5.1.2
S5.1.3
S5.1.4
S5.1.5
S5.2
S5.2.1 When tested according to the test procedure in S7.1 the vehicle must emit a sound measured at the microphone on the line CC' having at least two non-adjacent octave bands from 315 to 3150 Hz each having at least the A-weighted sound pressure level, indicated in the “Minimum in Each Band” column in Table 6 for the “Stationary up to but not including 10 km/h” condition. The two bands used to meet the two-band minimum requirements must also meet the Band Sum as specified in Table 6.
S5.3 If a hybrid vehicle to which this standard applies is evaluated for compliance with requirements in S5.1.1 through S5.1.5 or S5.2 (Stationary, Reverse, Pass-by at 10 km/h, 20 km/h, and 30 km/h, respectively), and during testing to any one of those requirements the vehicle is measured for ten consecutive times without recording a valid measurement, or for a total of 20 times without recording four valid measurements because the vehicle's ICE remains active for the entire duration of a measurement or the vehicle's ICE activates intermittently during every measurement, the vehicle is exempted from meeting the specific requirement that was under evaluation at the time the ICE interfered in the prescribed manner.
S5.4
S5.5
S5.5.1 Any two vehicles of the same make, model, and model year (as those terms are defined at 49 CFR 565.12) to which this safety standard applies shall use the same pedestrian alert system and shall be designed to have the same pedestrian alert sound when operating in any given condition for which an alert sound is required in Section S5 of this safety standard.
S5.5.2 For the purposes of this requirement, a pedestrian alert system includes all hardware and software components that are utilized to generate an alert sound. Aspects of an alert system which shall be the same include, if applicable: Alert system hardware components including speakers, speaker modules, and control modules, as evidenced by specific details such as part numbers and technical illustrations; the location, orientation, and mountings of the hardware components within the vehicle; the digital sound file or other digitally encoded source; the software and/or firmware and algorithms which generate the pedestrian alert sound and/or which process the digital source to generate a pedestrian alert sound; vehicle inputs including vehicle speed and gear selector position utilized by the alert system; any other design features necessary for vehicles of the same make, model, and model year to have the same pedestrian alert sound at each given operating condition specified in this safety standard.
S6.
S6.1
S6.1.1 The ambient temperature will be between 5 °C (41 °F) and 40 °C (104 °F).
S6.1.2 The maximum wind speed at the microphone height is no greater than 5 m/s (11 mph), including gusts.
S6.1.3 No precipitation and the test surface is dry.
S6.1.4
S6.2
S6.3
S6.3.1
S6.3.2
S6.3.3
S6.4
S6.5
S6.6
(a) The vehicle's doors are shut and locked and windows are shut.
(b) All accessory equipment (air conditioner, wipers, heat, HVAC fan, audio/video systems, etc.) that can be shut down, will be off. Propulsion battery cooling fans and pumps and other components of the vehicle's propulsion battery thermal management system are not considered accessory equipment. During night time testing test vehicle headlights may be activated.
(c) Vehicle's electric propulsion batteries, if any, are charged according to the requirements of S7.1.2.2 of SAE J2889-1 (incorporated by reference, see § 571.5). If propulsion batteries must be recharged during testing to ensure internal combustion engine does not activate, manufacturer instructions will be followed.
(d) Vehicle test weight, including the driver and instrumentation, will be evenly distributed between the left and right side of the vehicle and will not exceed the vehicle's GVWR or GAWR:
(1) For passenger cars, and MPVs, trucks, and buses with a GVWR of 4,536 kg (10,000 pounds) or less, the vehicle test weight is the unloaded vehicle weight plus 180 kg (396 pounds);
(2) For LSVs, the test weight is the unloaded vehicle weight plus 78 kg (170 pounds).
(e) Tires will be free of all debris and each tire's cold tire inflation pressure set to:
(1) For passenger cars, and MPVs, trucks, and buses with a GVWR of 4,536 kg (10,000 pounds) or less, the inflation pressure specified on the vehicle placard in FMVSS No. 110;
(2) For LSVs, the inflation pressure recommended by the manufacturer for GVWR; if none is specified, the maximum inflation pressure listed on the sidewall of the tires.
(f) Tires are conditioned by driving the test vehicle around a circle 30 meters (100 feet) in diameter at a speed that produces a lateral acceleration of 0.5 to 0.6 g for three clockwise laps followed by three counterclockwise laps;
S6.7
S6.7.1 Measure the ambient noise for at least 30 seconds immediately before and after each series of vehicle tests. A series is a test condition,
S6.7.2 For each microphone, determine the minimum A-weighted overall ambient SPL during the 60 seconds (or more) of recorded ambient noise consisting of at least 30 seconds recorded immediately before and at least 30 seconds immediately after each test series.
S6.7.3 For each of the 13 one-third octave bands, the minimum A-weighted ambient noise level during the 60 seconds (or more) from the two 30 second periods of ambient noise recorded immediately before and after each test series will be determined for each microphone.
S6.7.4 To correct overall SPL values for ambient noise, calculate the difference, for each microphone, between the measured overall SPL values for a test vehicle obtained in sections S7.1.4(b) and S7.3.4(b) and the minimum overall ambient SPL values
S6.7.5 To correct one-third octave band sound levels for ambient noise, calculate the difference, for each microphone, between the uncorrected level for a one-third octave band (obtained in sections S7.1.5(b), S7.1.6(b) and S7.3.5(b)) and the minimum ambient level in the same one-third octave band as determined in S6.7.3. Use Table 9 to determine if a correction is required for each microphone and one-third octave band. If a correction is required, subtract the appropriate correction factor in Table 9 from the uncorrected one-third octave band sound level to calculate the corrected level for each one-third octave band. If the level of any ambient one-third octave band is within 3 dB of the corresponding uncorrected one-third octave band level, then that one-third octave band is invalid and not analyzed further.
S7. Test Procedure.
S7.1 Vehicle stationary
S7.1.1 Execute stationary tests and collect acoustic sound files.
(a) Position the vehicle with the front plane at the line PP', the vehicle centerline on the line CC' and the starting system deactivated. For vehicle equipped with a Park position, place the vehicle's gear selector in “Park” and engage the parking brake. For vehicles not equipped with a Park position, place the vehicle's gear selector in “Neutral” and engage the parking brake. Activate the starting system to energize the vehicle's propulsion system.
(b) For vehicles equipped with a Park position for the gear selector, after activating the starting system to energize the vehicle's propulsion system, apply and maintain a full application of the service brake, disengage the vehicle parking brake and then place the vehicle's gear selector in “Drive,” or any forward gear. For vehicles not equipped with a Park position for the gear selector, after activating the starting system to energize the vehicle's propulsion system, apply and maintain a full application of the service brake, disengage the vehicle parking brake, disengage the manual clutch (fully depress and hold the clutch pedal), and place the vehicle's gear selector in any forward gear.
(c) Execute multiple tests to acquire at least four valid tests within 2 dBA overall SPL in accordance with S7.1.2 and S7.1.3. For each test, measure the sound emitted by the stationary test vehicle for a duration of 10 seconds.
(d) During each test a left (driver's side), a right (passenger side), and a front-center acoustic file will be recorded.
S7.1.2. Eliminate invalid tests.
(a) Determine validity of sound files collected during S7.1.1 tests. Measurements that contain any distinct, transient, loud sounds (
(b) Sequentially number all tests which are deemed valid based upon the chronological order in which they were conducted. Acoustic files will be identified with a test sequence number and their association with the left side, right side, or front center microphone.
S7.1.3 Identify first four valid tests within 2dBA.
(a) For each valid test sound file identified in S7.1.2, determine a maximum overall SPL value, in decibels. Each SPL value will be reported to the nearest tenth of a decibel.
(b) Compare the first four left-side SPL values from S7.1.3(a) of this paragraph, and determine the range by taking the difference between the largest and smallest of the four values. In the same manner, determine the range of SPL values for the first four right-side and the first four front-center sound files. If the range for the left side, right side, and front-center are all less than or equal to 2.0 dB, then the twelve sound files associated with the first four valid tests will be used for the one-third octave band evaluations in S7.1.5. and S7.1.6. If the range of the SPL values for
S7.1.4 Compare the average overall SPL for the left and right side of the test vehicle to determine which is lower.
(a) Document the maximum overall SPL values in each of the eight acoustic data files (four left side files and four right side files) identified in S7.1.3.
(b) Correct each of the eight SPL values from S7.1.4(a) according to S6.7 using the ambient sound level recorded during the test. The results will be reported to the nearest tenth of a decibel.
(c) Calculate a left-side average and a right-side average from the ambient-corrected overall SPL values from S71.4(b), and determine the lower of the two sides. The result will be reported to the nearest tenth of a decibel.
(d) If the left-side value from S7.1.4(c) is the lower one, then the left side acoustic data will be further evaluated for compliance at the one-third octave band levels in accordance with S7.1.5. If the left-side value from S7.1.4(c) is not the lower one, the right-side acoustic data will be further evaluated for compliance at the one-third octave band level in accordance with S7.1.5.
S7.1.5 Select one-third octave bands to be used for evaluating compliance with detection requirements.
(a) For each of the four left-side or right-side acoustic files, which ever was selected in S7.1.4, determine the sound pressure level in each one-third octave band from 315 Hz up to and including 5000 Hz.
(b) Correct the one-third octave band levels in all four sound files to adjust for the ambient sound level recorded during the test according to paragraph S6.7.
(c) For each one-third octave band, average the corrected levels from the four sound files. The results will be reported to the nearest tenth of a decibel.
(d) For alerts designed to meet the four one-third octave band alert sound requirements:
(i) Select any four one-third octave bands that are non-adjacent to each other and that span a range of at least nine one-third octave bands in the range of 315 Hz up to and including 5000 Hz to evaluate according to paragraph S7.1.5(d)(ii). This step will be repeated until compliance is established or it is determined that no combination meeting this selection criterion can satisfy paragraph S7.1.5(d)(ii).
(ii) Compare the average corrected sound pressure level from S7.1.5(c) of this paragraph in each of the four one-third octave bands selected in paragraph S7.1.5(d)(i) to the required minimum level of the corresponding one-third octave band specified in paragraph S5.1.1, Table 1, to determine compliance.
(e) For alerts designed to meet the two-one-third octave band requirements:
(i) Select the two highest one-third octave bands that are non-adjacent to each other and within the range of 315 Hz up to and including 3150 Hz to evaluate according to paragraph (ii), below. This step will be repeated until compliance is established or it is determined that no combination meeting this selection criterion can satisfy paragraph S7.1.5(e)(ii).
(ii) Compare the average corrected sound pressure level from (c) in each of the two one-third octave bands selected in paragraph S7.1.5(e)(i) to the required minimum level of the corresponding one-third octave band specified in paragraph S5.2 Table 6. Also, compare the band sum of the two bands to the required minimum level in Table 6.
S7.1.6
(a) Determine the one-third octave band levels associated with the four front center sound files selected in S7.1.3.
(b) The identified one-third octave band levels in each of the four sound files will be corrected for the measured ambient levels as specified in paragraph S6.7.
(c) The four corrected sound pressure level values calculated from each of the four sound files in each one-third octave band will be averaged together to get the average corrected sound pressure level in each one-third octave band.
(d) For alerts designed to meet the four one-third octave band requirements.
(i) Select any four one-third octave bands that are non-adjacent to each other and that span a range of at least nine one-third octave bands in the range of 315 Hz up to and including 5000 Hz to evaluate according to paragraph S7.1.6(d)(ii). This step will be repeated until compliance is established or it is determined that no combination meeting this selection criterion can satisfy paragraph S7.1.6(d)(ii).
(ii) Compare the average corrected sound pressure level from (c) of this paragraph in each of the four one-third octave bands selected in paragraph S7.1.6(d)(i) to the required minimum level of the corresponding one-third octave band specified in paragraph S5.1.1, Table 1, to determine compliance.
(e) For alerts designed to meet the two one-third octave band requirements.
(i) Select the two highest one-third octave bands that are non-adjacent to each other and within the range of 315 Hz up to and including 3150 Hz to evaluate according to paragraph (ii), below. One band shall be below 1000 Hz and one band shall be at or greater than 1000 Hz. This step will be repeated until compliance is established or it is determined that no combination meeting this selection criterion can satisfy paragraph S7.1.6(e)(ii).
(ii) Compare the average corrected sound pressure level from S7.1.6(c) of this paragraph in each of the two one-third octave bands selected in paragraph S7.1.6(e)(i) to the required minimum level of the corresponding one-third octave band specified in paragraph S5.2 Table 6. Also, compare the band sum of the two bands to the required minimum level in Table 6.
S7.2
S7.3
S7.3.1 Execute pass-by tests at 11km/h (+/−1 km/h) and collect acoustic sound files.
(a) For each test, measure the sound emitted by the test vehicle while at a constant speed of 11km/h (+/− 1km/h) throughout the measurement zone specified in S6.4 between lines AA' and PP'. Execute multiple test runs at 11km/h (+/−1km/h) to acquire at least four valid tests within 2dBA in accordance with S7.3.2 and S7.3.3.
(b) During each test, record a left (driver's side) and a right (passenger side) acoustic sound file.
S7.3.2 Eliminate invalid tests and acoustic sound files
(a) Determine validity of sound files collected during S7.3.1 tests. Measurements that contain any distinct, transient, background sounds (
(b) Tests which are deemed valid will be numbered sequentially based upon the chronological order in which they were collected. Sound files will retain their test sequence number and their association with the left side or right side microphone.
S7.3.3 Identify “first four valid tests within 2 dBA”.
(a) For each valid test sound file identified in S7.3.2, determine a maximum overall SPL value, in decibels. The SPL value will be reported to the nearest tenth of a decibel.
(b) Compare the first four left side maximum overall SPL values. Of the four SPL values calculate the difference between the largest and smallest maximum SPL values. The same process will be used to determine the difference between the largest and smallest maximum SPL values for the first four right side maximum SPL values. If the difference values on the left and right sides of the test vehicle are both less than or equal to 2.0 dB, then the eight sound files associated with the first four valid tests will be used for the final one-third octave band evaluation in accordance with S7.3.4. and S7.3.5. If the first four test sound files on each side of the vehicle are not within 2 dBA, an iterative process will be used to consider sound files from additional sequential tests until the range for both microphone locations are within 2 dBA for the same sequence number recordings for both locations.
S7.3.4 Determine average overall SPL value on each side (left and right) of test vehicle.
(a) Document the maximum overall SPL value in decibels for each of the eight acoustic sound data files (four left-side files and four right-side files) identified in S7.3.3.
(b) Each of the eight acoustic sound data file maximum overall SPL values will be corrected for the recorded ambient conditions as specified in paragraph S6.7. The test results will be reported to the nearest tenth of a decibel.
(c) Calculate the average of the four overall ambient-corrected SPL values on each side of the vehicle to derive one corrected maximum overall SPL value for each side of the vehicle. The result will be reported to the nearest tenth of a decibel.
(d) The side of the vehicle with the lowest average corrected maximum overall SPL value will be the side of the vehicle that is further evaluated for compliance at the one-third octave band levels in accordance with S7.3.5.
S7.3.5 Complete one-third octave band evaluation for compliance verification.
(a) The side of the vehicle selected in S7.3.4 will have four associated individual acoustic sound data files. Each sound file shall be broken down into its one-third octave band levels.
(b) The identified octave band levels in each of the four sound files will be corrected for the measured ambient levels as specified in paragraph S6.7.
(c) The four corrected sound pressure level values calculated from each of the four sound files in each one-third octave band will be averaged together to get the average corrected sound pressure level in each one-third octave band.
(d) For alerts designed to meet the four one-third octave band requirements.
(i) Select any four one-third octave bands that are non-adjacent to each other and that span a range of at least nine one-third octave bands in the range of 315 Hz up to and including 5000 Hz to evaluate according to paragraph S7.3.5(d)(ii). This step will be repeated until compliance is established or it is determined that no combination meeting this selection criterion can satisfy paragraph S7.3.5(d)(ii).
(ii) Compare the average corrected sound pressure level from S7.3.5(c) in each of the four one-third octave bands selected in paragraph S7.3.5(d)(i) to the required minimum level of the corresponding one-third octave band specified in paragraph S5.1.3, Table 3, to determine compliance.
(e) For alerts designed to meet the two one-third octave band requirements.
(i) Select the two highest one-third octave bands that are non-adjacent to each other and within the range of 315 Hz up to and including 3150 Hz to evaluate according to paragraph S7.3.5(e)(ii). This step will be repeated until compliance is established or it is determined that no combination meeting this selection criterion can satisfy paragraph S7.3.5(e)(ii).
(ii) Compare the average corrected sound pressure level from S7.3.5(c) in each of the two one-third octave bands selected in paragraph S7.3.5(e)(i) to the required minimum level of the corresponding one-third octave band specified in paragraph S5.2 and Table 6. Also, compare the band sum of the two bands to the required minimum level in Table 6.
S7.3.6 Repeat S7.3.1-S7.3.5 using any other constant vehicle speed equal to or greater than 10 km/h but less than 20 km/h.
S7.4
S7.5
S7.6
S7.6.1 Calculate the average sound pressure level for each of the 13 one-third octave bands (315 Hz to 5000 Hz) using the four valid test runs identified for each critical operating scenario from S7.1.3 and S7.3.3 (stationary, 10 km/h (11+/−1km/h), 20 km/h (21+/−1km/h), and 30 km/h (31+/−1km/h)).
S7.6.2 For each critical operating scenario, normalize the levels of the 13 one-third octave bands by subtracting the corresponding minimum SPL values specified in Table 1 for the stationary operating condition from each of the one-third octave band averages calculated in S7.6.1.
S7.6.3 Calculate the NORMALIZED BAND SUM for each critical operating scenario (stationary, 10 km/h (11+/−1km/h), 20 km/h (21+/−1km/h), and 30 km/h (31+/−1km/h)) as follows:
S7.6.4 Calculate the relative volume change between critical operating scenarios (stationary to 10km/h; 10km/h to 20 km/h; 20km/h to 30 km/h) by subtracting the NORMALIZED BAND SUM of the lower speed operating scenario from the NORMALIZED BAND SUM of the next higher speed operating scenario.
S8
(a) Disable, alter, replace or modify any element of a vehicle installed as original equipment for purposes of complying with this Standard, except in connection with a repair of a vehicle malfunction related to its sound emission or to remedy a defect or non-compliance with this standard; or
(b) Provide any person with any mechanism, equipment, process or device intended to disable, alter, replace or modify the sound emitting capability of a vehicle subject to this standard, except in connection with a repair of vehicle malfunction related to its sound emission or to remedy a defect or non-compliance with this standard.
S9
S9.1
(a) A manufacturer's average annual production of hybrid and electric vehicles on and after September 1, 2015, and before September 1, 2018;
(b) A manufacturer's total production of hybrid and electric vehicles on and after September 1, 2018, and before September 1, 2019.
S9.2
S5.(b) * * *
(12) An alert sound as required by § 571.141.
49 U.S.C. 322, 30111, 30115, 30117, and 30166; delegation of authority at 49 CFR 1.95
This subpart establishes requirements for manufacturers of hybrid and electric passenger cars, trucks, buses, multipurpose passenger vehicles, and low-speed vehicles to submit a report, and maintain records related to the report, concerning the number of such vehicles that meet minimum sound requirements of Standard No. 141, Minimum Sound Requirements for Hybrid and Electric Vehicles (49 CFR 571.141).
The purpose of these reporting requirements is to assist the National Highway Traffic Safety Administration in determining whether a manufacturer has complied with the minimum sound requirements of Standard No. 141, Minimum Sound for Hybrid and Electric Vehicles (49 CFR 571.141).
This subpart applies to manufacturers of hybrid and electric passenger cars, trucks, buses, multipurpose passenger vehicles, and low-speed vehicles subject to the phase-in requirements of § 571.141, S9.1
(a) All terms defined in 49 U.S.C. 30102 are used in their statutory meaning.
(b) Bus, gross vehicle weight rating or GVWR, low-speed vehicle, multipurpose passenger vehicle, passenger car, truck, and motorcycle are used as defined in § 571.3 of this chapter.
(c) Production year means the 12-month period between September 1 of one year and August 31 of the following year, inclusive.
(d) Electric Vehicle, and hybrid vehicle are used as defined in § 571.141 of this chapter.
At any time during the production year ending August 31, 2018, each manufacturer shall, upon request from the Office of Vehicle Safety Compliance, provide information identifying the vehicles (by make, model and vehicle identification number) that have been certified as complying with the requirements of Standard No. 141, Minimum Sound Requirements for Hybrid and Electric Vehicles (49 CFR 571.141). The manufacturer's designation of a vehicle as a certified vehicle is irrevocable.
(a) Phase-in reporting requirements. Within 60 days after the end of the production year ending August 31, 2018, each manufacturer shall submit a report to the National Highway Traffic Safety Administration concerning its compliance with the requirements of Standard No. 141 Minimum Sound Requirements for Hybrid and Electric Vehicles (49 CFR 571.141) for its vehicles produced in that year. Each report shall provide the information specified in paragraph (b) of this section and in § 585.2 of this part.
(b) Phase-in report content—
(1) Basis for phase-in production goals. Each manufacturer shall provide the number of hybrid vehicles and electric vehicles manufactured in the current production year or, at the manufacturer's option, in each of the three previous production years. A manufacturer that is, for the first time, manufacturing vehicles for sale in the United States must report the number of vehicles manufactured during the current production year.
(2) Production of complying vehicles—
Each manufacturer shall report for the production year being reported on, and
Each manufacturer shall maintain records of the Vehicle Identification Number for each vehicle for which information is reported under § 585.133 until December 31, 2023.
Administration on Children, Youth and Families (ACYF), Administration for Children and Families (ACF), Department of Health and Human Services (HHS).
Final rule.
The Social Security Act (the Act) requires that ACF regulate a national data collection system that provides comprehensive demographic and case-specific information on children who are in foster care and adopted. This final rule replaces existing Adoption and Foster Care Analysis and Reporting System (AFCARS) regulations and the appendices to require title IV-E agencies to collect and report data to ACF on children in out-of-home care, and who exit out-of-home care to adoption or legal guardianship, children in out-of-home care who are covered by the Indian Child Welfare Act, and children who are covered by a title IV-E adoption or guardianship assistance agreement.
This rule is effective on January 13, 2017 except for the removal of § 1355.40 (amendatory instruction 3) and Appendices A through E to Part 1355 (amendatory instruction 5), which are effective as of October 1, 2019.
Kathleen McHugh, Director, Policy Division, Children's Bureau, 330 C Street, SW., Washington, DC 20201. Email address:
Executive Order 13563 requires that regulations be accessible, consistent, written in plain language, and easy to understand. This means that regulatory preambles for lengthy or complex rules (both proposed and final) must include executive summaries. Below is the executive summary for this AFCARS final rule.
(a)
(b)
(a)
(b)
(c)
(d)
(3)
AFCARS regulations were originally published in December 1993 in response to the statutory mandate for adoption and foster care data in section 479 of the Act. That mandate is for a data collection system which provides comprehensive national information on:
• the demographic characteristics of adopted and foster children and their parents;
• the status and characteristics of the foster care population;
• the number and characteristics of children entering and exiting foster care, children adopted and children placed in living arrangements outside of the responsible title IV-E agency;
• the extent and nature of assistance provided by government programs for foster care and adoption and the characteristics of the children that receive the assistance; and
• the number of foster children identified as sex trafficking victims before entering or while in foster care.
We use AFCARS data to:
• Draw national statistics and trends about the foster care and adoption populations for assessing the current state of foster care and adoption.
• Complete the annual Child Welfare Outcomes Report to Congress (section 479A of the Act).
• Develop our budgets.
• Calculate payments for the Adoption and Guardianship Incentive Payments program.
• Monitor title IV-E agency compliance with title IV-B and IV-E requirements, including drawing the population sample for title IV-E reviews.
• Develop appropriate national policies with respect to adoption and foster care; and
• Address the unique needs of Indian children as defined by ICWA in foster care or who exit to adoption, and their families.
Discussed below are the major changes and provisions of the final rule.
We received many comments in response to the AFCARS out-of-home care data elements proposed in the 2015 NPRM and 2016 SNPRM that helped us strengthen, clarify, and streamline the data elements. In general, states and the national organization that represents state child welfare agencies believe there are data elements in both the 2015 NPRM and the 2016 SNPRM that exceed the scope of the requirements of recent child welfare legislation and they recommend that ACF review each proposed data element and focus on essential data elements that can be reasonably collected and compared across states. Some states expressed concerns about the proposed data elements, implementation period, penalties, timeframe for submission, limited access to court records, and associated burden. They suggested paring down the number of data elements, providing adequate timeline and structure to implement changes including data exchanges with courts, and requested additional resources to meet the burden of implementation and training staff. In addition, some states expressed concerns that the rule includes data elements that attempt to capture qualitative and quantitative information that is not easily reducible to a single data field, and are more appropriate for a qualitative case review rather than an administrative data collection. We made the following major changes in the out-of-home care data file based on public comments:
Throughout the final rule, we removed proposed data elements that required agencies to report whether or not the child or parent was born in the United States. State title IV-E agencies and a national organization representing state child welfare agencies were overwhelmingly opposed to agencies being required to report this in AFCARS, commenting that the data elements are not relevant to their work at the state and local level and could adversely impact the worker's relationship with families. However, in response to suggestions to add data elements related to parental immigration detainment or deportation, we included these as response options in the
We requested public input in the 2015 NPRM on whether AFCARS should include information on whether a child identifies as lesbian, gay, bisexual, transgender, or questioning (LGBTQ). We received comments both in favor and against title IV-E agencies collecting and reporting this information to AFCARS but we were convinced to include data elements in the final rule related to the sexual orientation of the child (section 1355.44(b)), the child's foster parent(s) (section 1355.44(e)), and adoptive parent(s) or legal guardian(s) (sections 1355.44(h)). Our goal in including this information is that the data will assist title IV-E agencies to help meet the needs of LGBTQ youth in foster care.
Information on sexual orientation should be obtained and maintained in a manner that reflects respectful treatment, sensitivity, and confidentiality. Several state and county agencies, advocacy organizations and human rights organizations have developed guidance and recommended practices for how to promote these conditions in serving LGBT youth in adoption, foster care and out-of-home placement settings. ACF provides state and tribal resources for Working With LGBTQ Youth and Families at the Child Welfare Information Gateway. The following links are provided as general examples of such guidance (Minnesota and California examples). ACF will provide technical assistance to agencies on collecting this information.
We also added, based on comments, whether there is family conflict related to the child's sexual orientation, gender identify, or gender expression as a
We proposed in the 2015 NPRM to collect financial and medical assistance information that support the child in two separate data elements: (1) Identify the source of federal assistance and total per diem payment amount for each of the child's living arrangements from a list seven types of assistance; and (2) identify whether the child received specific non-title IV-E federal or state/tribal financial and medical assistance during the report period. We received many comments expressing concern about the increased burden in particular to report specific federal assistance per diem payment amounts for every living arrangement. In response to these concerns, we were persuaded to revise the data elements by removing the data element related to per diem payment amounts for every living arrangement and consolidated the response options from both data elements into one data element. As a result, in section 1355.44(b) of the final rule, we require title IV-E agencies to report if the child received any of 13 types of state/tribal and federal financial and medical assistance during the report period.
We proposed in the 2015 NPRM to require agencies to report on a child's health, behavior or mental health conditions in one data element and the child's qualifying disability as defined by the Individuals with Disabilities Education Act (IDEA) if he/she has an Individualized Education Program (IEP) or Individual Family Service Plan (IFSP) in another. We received many comments from state title IV-E agencies that the response options for both data elements were very similar conditions,
We revised how we will collect information on siblings in the out-of-home care data file in the final rule. In the 2015 NPRM, we proposed to collect sibling information in both the out-of-home care data file and the title IV-E adoption and guardianship assistance data file:
• The number of siblings of the child who are in out-of-home care and the child record numbers for those siblings, those siblings who are placed together in out-of-home care and those not placed together; and
• the number of siblings who exited out-of-home care to adoption or guardianship and the child record numbers of those siblings who are living with the child and the child record numbers of those not living with the child.
Commenters generally agreed that information about siblings is important to collect, but had concerns that our proposal was too complicated and would not yield reliable information because there are many and varied reasons for siblings not being placed together. Commenters thought the proposal did not take into account the complexity of what may constitute a family in the eyes of a child, and this information is best captured qualitatively. We carefully reviewed the comments and recommendations. While we understand the concerns and issues the commenters raised that may make it difficult to report sibling information, we determined that we must continue to require agencies to report information about sibling placements. As we noted in the preamble to the 2015 NPRM, section 471(a)(31)(A) of the Act requires title IV-E agencies to make reasonable efforts to place siblings removed from their home in the same foster care, kinship guardianship or adoptive placement, unless such a placement is contrary to the safety or well-being of any of the siblings. While we retained the core requirement for agencies to report on whether siblings are placed together in foster care and when siblings exit to adoption, we simplified reporting. We removed the data elements requiring the agency to report the sibling's child record numbers which was one of the concerns raised by commenters. Thus, the agency reports in the out-of-home care data file the following:
• The number of siblings of the child that are in foster care, and the number of siblings in the same living arrangement as the child on the last day of the report period (section 1355.42(b)).
• The number of siblings of the child who are in the same adoptive or guardianship home as the child, if the child exited foster care to adoption or guardianship (section 1355.44(h)).
Comments: Generally, tribes, organizations representing tribal interests, national child welfare advocacy organizations, and private citizens fully support the overall goal and purpose of including ICWA-related data in AFCARS, and the data elements as proposed in the 2016 SNPRM. These commenters believe that collecting ICWA-related data in AFCARS will:
1. provide data on core ICWA requirements such as “active efforts” and placement preferences, as well as assess how the child welfare system is working for Indian children as defined by ICWA, families and communities;
2. facilitate access to culturally-appropriate services to extended families and other tribal members who can serve as resources and high quality placements for tribal children;
3. help address and reduce the disproportionality of AI/AN children in foster care; and
4. provide avenues for collaboration between states and tribes that are more meaningful and outcome driven, including improved policy development, technical assistance, training and resource allocation as a result of having reliable data available.
Overall, tribal commenters and national child welfare advocacy organizations believe that collecting ICWA-related data in AFCARS is a step in the right direction to ensure that Indian families will be kept together when possible, and will help prevent AI/AN children from entering the foster care system. Many of the tribal commenters that supported the 2016 SNPRM also recommended extensive training for title IV-E agencies and court personnel in order to ensure accurate and reliable data reporting. Some commenters recommended additional data elements.
Commenters from some states and the national organization representing state child welfare agencies generally supported the overall goal and purpose of including ICWA-related data in AFCARS. One state commented that reporting national data related to ICWA was needed and long over-due. Some states reiterated concerns expressed in their comments to the NPRM related to the implementation period, penalties, timeline for submission, limited access to court records and the associated burden. Those states made similar recommendations to reduce the number of elements, provide an adequate implementation timeline, and requested additional resources to implement and train staff. As with their comments to the NPRM, some states identified proposed ICWA-related data elements that they believe would not be easily captured in a single data field and may therefore be better assessed through qualitative case file review. Some states also suggested that we clarify the language of the ICWA-related data elements and definitions in relation to BIA's regulations in order to increase national uniformity of practice and data collection. Several states said that they have a small number of AI/AN children
We retained most of the data elements proposed in the 2016 SNPRM with some minor revisions to be consistent with the final rule published by the Department of the Interior, Bureau of Indian Affairs that addresses requirements for state courts regarding ICWA (81 FR 38778). We modified our final AFCARS rule requiring state title IV-E agencies to report whether active efforts were made prior to removal and prior to a termination of parental rights (TPR), and to identify which active efforts were made prior to removal and during the child's out-of-home care episode. We agree with commenters' suggestions that we include information when a state title IV-E agency inquired of extended family if the child is an Indian child because extended family may have information that parents do not know. We removed the requirement for states to report the date on which the state title IV-E agency began making active efforts in order to coordinate with the BIA's regulation clarifying that ICWA applies when the state title IV-E agency knows or has reason to know that a child is an Indian child as defined in ICWA. We removed the data element requiring states to report whether the state provided additional information the tribe requested related to notification. We explain this more in the section-by-section discussion.
We determined the best approach for the final rule is to integrate the data elements proposed in the 2016 SNPRM as section 1355.43(i) into applicable sections of this final rule at section 1355.44. These sections are: Child information (section 1355.44(b)); Parent or legal guardian information (section 1355.44(c)); Removal information (section 1355.44(d)); Living arrangement and provider information (section 1355.44(e)); Permanency planning (section 1355.44(f)); General exit information (section 1355.44(g)); and Exit to adoption and guardianship information (section 1355.44(h)).
On June 14, 2016, BIA published the final rule, Indian Child Welfare Act Proceedings (81 FR 38778). BIA's final rule requires fewer court orders than its proposed rule and increases flexibility for recording court decisions. In response to state and tribal comments suggesting congruence with the BIA's final rule, we revised data elements in this final rule as appropriate to reflect the BIA's regulations including removing requirements that state title IV-E agencies report certain information only from ICWA-specific court orders. These changes should allow the state title IV-E agency more flexibility, alleviate some of the burden and other concerns identified by states, help target technical assistance to increase state title IV-E agency communication and coordination with courts, and improve practice and national data on all children who are in foster care.
We carefully reviewed all of the comments and reconsidered our essential needs at the federal level for data on children who are adopted and in legal guardianships, and revised the final rule as described below.
• Sexual orientation of the adoptive parent(s) or legal guardian(s);
• Tribal membership of the adoptive parent(s) or legal guardian(s);
• The assistance agreement type (adoption assistance agreement, state/tribal adoption assistance agreement, adoption-title IV-E agreement, non-recurring expenses only; Medicaid only; title IV-E guardianship assistance agreement, state/tribal guardianship assistance agreement, or no agreement); and
• The number of siblings of the child who are in the same adoptive or guardianship home as the child who exited out-of-home care to adoption or guardianship.
In section 1355.43(a)
We are providing two fiscal years for title IV-E agencies to comply with sections 1355.41 through 1355.47. State and tribal title IV-E agencies must continue to report data related to children in foster care and who have been adopted with title IV-E agency involvement to ACF in accordance with section 1355.40 and the appendix to part 1355 during the implementation period. It is essential for agencies to continue to report AFCARS data to ACF without interruption because AFCARS data is used for various reports, planning and monitoring, and to make the Adoption and Guardianship Incentive awards.
We received comments from many states on the implementation timeframe and several offered suggestions. State commenters to both the 2015 NPRM and the 2016 SNPRM indicated they would need sufficient time to make changes to their electronic case management systems to collect new information. Several state title IV-E agencies and a national organization representing state title IV-E agencies indicated that implementing the ICWA-related data elements proposed in the 2016 SNPRM in addition to the elements proposed in the 2015 NPRM would require more time than one year and two states indicated a need for two to three years. Several state title IV-E agencies indicated that ICWA-related information is documented in case files and in narrative formats. Additionally, several state title IV-E agencies noted that collecting the information from courts would impact their implementation timeframe because the court information systems do not always contain the information proposed in the 2016 SNPRM or because there is no data exchange interface between the court and state title IV-E agency's case management system. Commenters to the 2015 NPRM also suggested that this final rule not be implemented until after Round 3 of the Child and Family Services Reviews (CFSR).
State title IV-E agencies and the national organization representing state title IV-E agencies recommended either a tiered or a phased-in approach to compliance with the AFCARS requirements and penalties. Several of those commenters suggested that we allow agencies additional time to implement the changes proposed in the 2016 SNPRM regarding ICWA data elements.
We understand states' concerns about the system changes that are needed since this final rule will implement the statutory AFCARS penalties. However, we determined that a two federal fiscal year period is sufficient for states to implement all changes for the AFCARS final rule. We are not providing a phase-in period for the ICWA-related data elements. As we noted in the 2016 SNPRM, we are issuing one final rule on AFCARS and we considered all comments on the 2015 NPRM and the 2016 SNPRM.
In this section, we modified the requirements in the current section 1355.40 to require title IV-E agencies to continue to submit AFCARS data during the implementation timeframe. We must keep the current AFCARS regulations at section 1355.40 and the appendices to part 1355 until the dates listed in the
In this section, we set forth the scope of AFCARS.
In paragraph (a), we specify that state and tribal title IV-E agencies must collect and report AFCARS data, unless it is indicated for state title IV-E agencies only.
In paragraph (b), we specify that title IV-E agencies must submit the data to ACF on a semi-annual basis as required in section 1355.43 in a format according to ACF's specifications.
In paragraph (c)(1), we clarified that the terms in section 1355.41 through
In paragraph (c)(2), we clarified for state title IV-E agencies that in cases where ICWA applies, the term “legal guardian” includes an Indian custodian as defined in ICWA at 25 U.S.C. 1903. These data elements are in sections 1355.44(c)(1), (c)(2), (d)(4), and (d)(5). We understand that there are instances when ICWA applies where Indian custodians may have legal responsibility for the child. Since we are integrating the ICWA-related data elements into select sections of this regulation, we want to take this opportunity to clarify that in the instances where ICWA applies and an Indian custodian may have legal responsibility of the child who is now in out-of-home care, the term “legal guardian” includes an Indian custodian.
In this section, we define the reporting populations for the AFCARS out-of-home care and adoption and guardianship assistance data files.
In paragraph (a), we define and clarify the out-of-home care reporting population. Consistent with current AFCARS, the child enters the out-of-home care reporting population when the child's first placement meets the definition of foster care in section 1355.20. A title IV-E agency must report a child of any age who is in out-of-home care for more than 24 hours.
• Has run away or whose whereabouts are unknown at the time the title IV-E agency becomes responsible for the child, until the title IV-E agency's responsibility for placement and care ends;
• is placed into foster care after a non-foster care setting, until the title IV-E agency's placement and care responsibility ends;
• is placed at home, including a child on a trial discharge or trial home visit, until the title IV-E agency's placement and care responsibility ends;
• is placed from a foster care placement into a non-foster care setting, until the title IV-E agency's placement and care responsibility ends;
• is age 18 and older, including those in a supervised independent living setting, until the title IV-E agency's placement and care responsibility ends.
The out-of-home care reporting population also includes a child who is under the placement and care responsibility of another public agency that has an agreement with the title IV-E agency pursuant to section 472(a)(2)(B) of the Act, or an Indian tribe, tribal organization or consortium with which the title IV-E agency has an agreement, and, on whose behalf title IV-E foster care maintenance payments are made until title IV-E foster care maintenance payments cease to be made on behalf of the child. We specifically note that children placed pursuant to title IV-E agreements are reported in the out-of-home care reporting population only if the child is receiving a title IV-E foster care maintenance payment under the title IV-E agreement. We added the phrase “for more than 24 hours” to the regulation so that it now reads “A title IV-E agency must report a child of any age who is in out-of-home care for more than 24 hours.” We want to be clear how title IV-E agencies must report children in the out-of-home care reporting population, consistent with current AFCARS regulations, found in the Appendix to section 1355. Since we removed the appendix, we are adding it to the regulation. During AFCARS Assessment Reviews, states have inquired about this policy many times and we feel that it is clearer to specify this in regulation.
Consistent with existing AFCARS policy, the out-of-home care reporting population also includes a child who is in foster care under the joint responsibility of another public agency, such as the juvenile justice agency, and the title IV-E agency until title IV-E foster care maintenance payments cease to be made on behalf of the child (see the Child Welfare Policy Manual section 1.3, question 13).
We understand there has been confusion in the past both in the reporting and analysis of the current AFCARS foster care reporting population related to children who are under the responsibility of another public agency or an Indian tribe pursuant to a title IV-E agreement. As noted in paragraph (a)(1)(ii), title IV-E agencies must include children for whom title IV-E foster care maintenance payments are provided under a title IV-
In paragraph (b), we define the reporting population for the adoption and guardianship assistance data file.
In paragraph (b)(1) we require that the title IV-E agency must report data as described in section 1355.45 on each child who meets one of the conditions in the paragraphs (b)(1)(i) or (b)(1)(ii).
In paragraph (b)(1)(i), we require the title IV-E agency to report information required by section 1355.45 on any child for whom there is a finalized adoption under a title IV-E adoption assistance agreement (per section 473(a) of the Act) with the reporting title IV-E agency that is or was in effect at some point during the report period.
In paragraph (b)(1)(ii), we collect the information in section 1355.45 on any child in a legal guardianship who is under a title IV-E guardianship assistance agreement, pursuant to section 473(d) of the Act, with the reporting title IV-E agency that is or was in effect at some point during the current report period.
In paragraph (b)(2), we clarify that a child remains in the adoption and guardianship assistance reporting population through the end of the report period in which the title IV-E agreement ends or is terminated.
This section contains the AFCARS data reporting requirements.
In paragraph (a), we specify that: (1) There are two six-month report periods based on the federal fiscal year, October 1 to March 31 and April 1 to September 30 and; (2) the title IV-E agency must submit the AFCARS data files to ACF within 45 days of the end of the report period (
In paragraph (b), we provide instructions on how the title IV-E agency must report information for the out-of-home care reporting population.
In paragraph (b)(1), we require a title IV-E agency to submit the most recent information for data elements in the
In paragraph (b)(2), we require the title IV-E agency to submit the most recent and historical information for most data elements in the following sections of the out-of-home care data file, unless the exception in paragraph (b)(3) applies:
• § 1355.44(c) Parent or legal guardian information
• § 1355.44(d) Removal information
• § 1355.44(e) Living arrangement and provider information
• § 1355.44(f) Permanency planning
• § 1355.44(g) General exit information
• § 1355.44(h) Exit to adoption and guardianship information
Several national advocacy organizations and others made suggestions to expand historical reporting to other data elements, while others, mostly state title IV-E agencies, suggested we limit the data to “core elements” that have utility and validity at the national level. A national organization representing state child welfare agencies suggested that we allow AFCARS revisions to occur in stages, by first creating historical data files and then adding data elements that are truly necessary in a federal database.
In paragraph (b)(3), we require that the title IV-E agency report the date of removal, exit date, and exit reason for each child who had an out-of-home care episode prior to the final rule. This means that title IV-E agencies do not need to report complete historical and current information for these children. We did not receive any comments.
In paragraph (c), we require that the title IV-E agency report the most recent information for the applicable data elements in § 1355.45 that pertains to each child in the adoption and guardianship assistance reporting population on the last day of the report period. We did not receive comments on the 2015 NPRM specific to this paragraph.
In paragraph (d), we specify how the title IV-E agency must report missing information.
In paragraph (e), we require a title IV-E agency to submit its data files to ACF electronically, in a format according to ACF's specifications.
In paragraph (f), we require that title IV-E agencies must retain all records necessary to comply with the data requirements in sections 1355.41 through 1355.45. As we stated in the 2015 NPRM (80 FR 7146), practically, this means the title IV-E agency must keep applicable records until the child is no longer of an age to be in the reporting populations.
This section includes all of the data element descriptions for the out-of-home care reporting population.
In paragraphs (a)(1) through (a)(3), we require that title IV-E agencies collect and report the following general information: (1) The title IV-E agency submitting the AFCARS data; (2) the report period date; and (3) the local county, jurisdiction or equivalent unit that has responsibility for the child. We received no substantive comments on the general information data elements in paragraphs (a)(1) through (a)(3) or recommendations for changes. However, we clarified in the regulation text that the information must be submitted in a format according to ACF's specifications.
In paragraph (a)(4), we require that the title IV-E agency report the child's record number, which is an encrypted unique person identification number that is the same for the child, no matter where the child lives while in the placement and care responsibility of the title IV-E agency in out-of-home care and across all report periods and episodes.
In paragraph (b), we require that the title IV-E agency report information about the child in out-of-home care
• Removed the data element requiring agencies to report whether or not the child was born in the United States. State title IV-E agencies and a national organization representing state child welfare agencies were opposed, stating: this level of specificity is not relevant to child welfare practice, could adversely impact work with families, and is not necessary in the AFCARS; it will be difficult to draw conclusions from this element; and, it does not address other situations, for example, whether the child is a naturalized citizen or one of the many U.S. citizens who are born on foreign soil. We still believe it is important to track information related to parental immigration detainment or deportation because we understand that this contributes to children entering foster care across the nation. In fact, the Applied Research Center recently estimated that up to 5,100 children were in foster care after their parents were detained or deported. Therefore, we added a circumstance at removal in paragraph (d) to address this instead.
• Removed data elements requiring agencies to report information related to the child's qualifying disability under IDEA. Several state title IV-E agencies and a national organization representing state child welfare agencies expressed confusion with the conditions in this data element and the health, behavioral or mental health conditions stating that the conditions were cumbersome and overlapped, which would lead to confusion among workers and commenters suggested the conditions be reconciled. Thus, we removed the data element on IDEA qualifying disability and revised the data element on health, behavioral or mental health conditions because we still want to track child disabilities, but we do not need to know the disability that qualified a child for IDEA (discussed below).
In paragraph (b)(1), we require the title IV-E agency to report the child's birthdate. If the actual date of birth is unknown because the child has been abandoned, the agency must provide an estimated date of birth.
In paragraph (b)(2)(i), we require that the title IV-E agency report the child's gender. We did not receive any relevant comments on this data element, however, we made a minor revision to rename the data element “Child's gender.”
In paragraph (b)(2)(ii), we require that the title IV-E agency report the child's self-reported sexual orientation for youth age 14 and older. The title IV-E agency must report whether the child self-identifies as “straight or heterosexual,” “gay or lesbian,” “bisexual,” “don't know,” “something else,” or “decline” if the child declined to provide the information. The title IV-E agency must report “not applicable” for youth age 13 and under.
In paragraph (b)(3), we require that the state title IV-E agency report whether the state title IV-E agency researched whether there is reason to know that a child is an “Indian Child” as defined in ICWA by: Inquiring with the child, the child's biological or adoptive parents (if not deceased), the child's Indian custodian (if the child has one), and the child's extended family; indicating whether the child is a member or eligible for membership in a tribe; and indicating whether the domicile or residence of the child, parent, or the Indian custodian is on an Indian reservation or in an Alaska Native Village. This is similar to paragraph (i)(3) as proposed in the 2016 SNPRM, however we moved data elements related to ascertaining the tribal membership status of the child's parents to section 1355.44(c)(3) and (c)(4), and we added, in response to comments discussed later, a data element for inquiring with the child's extended family in paragraph (b)(3)(iv).
In paragraph (b)(4), we require that the state title IV-E agency indicate whether it knows or has reason to know that a child is an Indian child as defined in ICWA. If the state title IV-E agency indicates “yes,” the state title IV-E agency must indicate the date it first discovered information that indicates that the child is or may be an Indian child as defined by ICWA in paragraph (b)(4)(i) and all federally recognized Indian tribes that are or may potentially be the Indian child's tribe(s) in paragraph (b)(4)(ii).
In paragraph (b)(5), we require that the state title IV-E agency indicate whether a court determined that ICWA applies or that the court is applying ICWA because it knows or has reason to know a child is an Indian child as defined in ICWA in accordance with 25 CFR 23.107(b)(2), by indicating “yes, ICWA applies,” “no, ICWA does not apply,” or “no court determination.” If the state title IV-E agency indicated “yes, ICWA applies,” the state title IV-E agency must report the date that the court determined that ICWA applies in paragraph (b)(5)(i), and the Indian tribe the court determined to be the Indian child's tribe for ICWA purposes in paragraph (b)(5)(ii). This is similar to paragraph (i)(5) as proposed in the 2016 SNPRM.
In paragraph (b)(6), if a state title IV-E agency indicated “yes” to paragraph (b)(4) or indicated “yes, ICWA applies” to paragraph (b)(5), we require that the state title IV-E agency report: Whether the Indian child's parent or Indian custodian was sent legal notice of the child custody proceeding more than 10 days prior to the first child custody proceeding in accordance with 25 U.S.C. 1912(a); whether the Indian child's tribe(s) (if known) was sent legal notice of the child custody proceedings more than 10 days prior to the first child custody proceeding; and the name(s) of the tribe(s) sent notice. The first two requirements are similar to paragraph (i)(8) as proposed in the 2016 SNPRM and the third requirement is the same as paragraph (i)(9) as proposed in the 2016 SNPRM.
In paragraph (b)(7), if the state title IV-E agency indicated “yes” to paragraph (b)(4) or indicated “yes, ICWA applies” to paragraph (b)(5), we require that the state title IV-E agency report whether either parent, the Indian custodian, or Indian child's tribe requested, orally on the record or in writing, that the state court transfer the foster care or termination of parental rights proceeding to the jurisdiction of the child's tribe at any point during the report period. This is similar to paragraph (i)(6) as proposed in the 2016 SNPRM, except that the language was updated to be consistent with 25 CFR 23.115.
In paragraph (b)(8), if the state title IV-E agency indicated “yes” to paragraph (b)(7), we require that the state title IV-E agency report whether the state court denied the request to transfer the case to tribal jurisdiction and if so, the reason for the denial from a list of three options, as outlined in ICWA statute: (1) Either of the parents objected to transferring the case to the tribal court; or (2) the tribal court declined the transfer to the tribal court; or (3) the state court determined good cause exists for denying the transfer to the tribal court. This is similar to paragraph (i)(7) as proposed in the 2016 SNPRM, except that we updated the language to be consistent with 25 CFR 23.118.
In paragraph (b)(9), we require that the title IV-E agency report the race of the child. The options are: American Indian or Alaska Native, Asian, Black or African American, Native Hawaiian or Other Pacific Islander, White, declined, abandoned, and unknown because the child or parent or legal guardian does not know or is unable to communicate the child's race, or at least one race of the child.
In paragraph (b)(10), we require that the title IV-E agency report the Hispanic or Latino ethnicity of the child. The agency must respond “yes,” “no,” “declined,” “abandoned,” or “unknown” because the child, parent or legal guardian does not know or is unable to communicate the child's ethnicity.
In paragraphs (b)(11) and (12), we require the title IV-E agency to report whether the child had a health assessment during the current out-of-home care episode, and if so, the date of the child's most recent health assessment and if it was within the timeframes established by the title IV-E agency.
In paragraph (b)(13), we require the title IV-E agency to report whether the child was diagnosed by a qualified professional as having one or more health, behavioral or mental health conditions from a list of eleven conditions prior to or during the child's current out-of-home care episode. If so, the agency must report whether it's an existing condition or a previous condition (a previous diagnoses that no longer exists as a current condition). The title IV-E agency must also report if the child had an exam or assessment, but none of the conditions apply, or if the agency has not received the results of the exam or assessment. When the child has not had an exam or assessment, the agency must indicate so.
Paragraph (b)(13)(i) is “Intellectual disability” ” and is unchanged from the 2015 NPRM because we did not receive comments specifically asking for a revision to this definition.
Paragraph (b)(13)(ii) is “Autism spectrum disorder” that we combined from the
Paragraph (b)(13)(iii) is “Visual impairment and blindness” that we combined from the
Paragraph (b)(13)(iv) is “Hearing impairment and deafness” that we combined from the
Paragraph (b)(13)(v) is “Orthopedic impairment or other physical condition” that we combined from the
Paragraph (b)(13)(vi) is “Mental/emotional disorders” that we combined from the
Paragraph (b)(13)(vii) is “Attention deficit hyperactivity disorder” that we included as a separate condition, based on comments suggesting that it not be included with another condition. The
Paragraph (b)(13)(viii) is “Serious mental disorders” that we included as a separate condition that comprises several disorders previously proposed under the
Paragraph (b)(13)(ix) is “Developmental delay” that we combined from the
Paragraph (b)(13)(x) is “Developmental disability” and is unchanged from the 2015 NPRM because it is based on statute.
Paragraph (b)(13)(xi) is “Other diagnosed condition” that we combined from several conditions proposed in the
In paragraph (b)(14), the title IV-E agency must report whether the child is a full-time student at and enrolled in (or in the process of enrolling in) elementary or secondary education, or is a full or part-time student at and enrolled in post-secondary education or training, or college, or whether the child is not enrolled in any school setting. We made a minor revision to this data element in the final rule to include part-time students in the response options “post-secondary education or training” or “college.”
In paragraph (b)(15), the title IV-E agency must report the highest educational level from kindergarten to college or post-secondary education/training completed by the child as of the last day of the report period. We made a minor change to this data element in the final rule to add a response option of “GED” if the child has completed a general equivalency degree or other high school equivalent.
In paragraph (b)(16), the title IV-E agency must report if the child is enrolled or is in the process of enrolling in a new elementary or secondary school prompted by an initial placement after entry into foster care or a placement change during the report period and if so, reason(s) for the change in enrollment (paragraphs (b)(16)(i) through (b)(16)(vii)).
In paragraph (b)(17)(i), the title IV-E agency must report whether the child is pregnant as of the end of the report period. We revised this data element in the final rule. In the 2015 NPRM, we proposed to require the agency to report whether the child is or was previously pregnant.
In paragraph (b)(17)(ii), the title IV-E agency must report whether the child has ever fathered or bore a child. We revised this data element in the final rule. In the 2015 NPRM, we proposed to
In paragraph (b)(17)(iii), the title IV-E agency must report whether the child and his/her child(ren) are placed together in foster care. We revised this data element in the final rule. In the 2015 NPRM, we proposed to require the agency to report the number of children living with the minor parent.
In paragraph (b)(18), we require the title IV-E agency to report on the child's special education, status by indicating whether the child has an Individualized Education Program (IEP) or an Individualized Family Service Program (IFSP).
In paragraph (b)(19), the title IV-E agency must report whether the child experienced a prior legal adoption, including any public, private, or independent adoption in the United States or adoption in another country, and a tribal customary adoption, prior to the current out-of-home care episode. If so, in paragraph (b)(19)(i), the title IV-E agency must report the date it was finalized, and in paragraph (b)(19)(ii), the title IV-E agency must report whether the child's prior adoption was an intercountry adoption.
In paragraph (b)(20)(i), the title IV-E agency must report whether the child experienced a prior legal guardianship and if so, to report the date that the prior legal guardianship became legalized in paragraph (b)(20)(ii). We revised our 2015 NPRM proposal to only require the title IV-E agency report the date of the most recent prior guardianship and eliminated reporting on the type and jurisdiction of each prior guardianship.
In paragraph (b)(21), we require the title IV-E agency to report whether the child received financial and medical assistance, other than title IV-E foster care maintenance payments. If so, in paragraphs (b)(21)(i) through (b)(21)(xiii), the title IV-E agency must indicate whether each type of federal or state/tribal assistance applies: SSI or Social Security benefits; Title XIX Medicaid; Title XXI SCHIP; State/Tribal adoption assistance; State/Tribal foster care; Child support; Title IV-E adoption subsidy; Title IV-E guardianship assistance; Title IV-A TANF; Title IV-B; SSBG; Chafee Foster Care Independence Program; Other.
In paragraph (b)(22), we require the title IV-E agency to report whether a title IV-E foster care maintenance payment was paid on behalf of the child at any point during the report period. We received no comments on this data element.
In paragraph (b)(23), we require the title IV-E agency to report the total number of siblings that the child under the placement and care responsibility of the title IV-E agency has, if applicable.
In paragraph (b)(24), we require the title IV-E agency to report the number of siblings of the child who are in foster care as defined in section 1355.20.
In paragraph (b)(25), we require the title IV-E agency to report the number of siblings of the child who are in the same living arrangement as the child, on the last day of the report period.
In paragraph (c), the title IV-E agency must report information on the child's parent(s) or legal guardian(s). In the 2015 NPRM we proposed to require the title IV-E agency to report the date of the first judicial finding that the child has been subject to child abuse or neglect, if applicable. We received comments from states requesting that we remove this data element stating that is excessive information, has limited value in measuring outcomes, and it does not add substantive value to the data file. States also questioned the usefulness of this data element due to varying state practices and believed it would be best left to a qualitative review process to determine how timeframes for permanency are being met by agencies rather than collecting information that may or may not be applicable. Another state and a university expressed confusion in how to report a judicial finding for multiple removals and a private citizen suggested revising the name of the data element to use broader judicial terminology for states that do not have judicial findings of abuse or neglect. We were persuaded by the commenters and removed this element.
In paragraphs (c)(1) and (c)(2), the title IV-E agency must report the birth year of the child's parent(s) or legal guardian(s). We did not receive comments on these data elements.
In these paragraphs, state title IV-E agencies must indicate whether the mother and father are members of an Indian tribe. In the 2016 SNPRM we proposed that state title IV-E agencies gather information about the parents' tribal membership in sections 1355.43(i)(3)(ii) and (i)(3)(iv). We determined that this information is better integrated in section 1355.44(c) with other data elements on parent and legal guardian information. We retained the requirement in the 2016 SNPRM that these elements apply only to state title IV-E agencies because they collect information related to the potential application of ICWA. We did not receive substantive comments to the 2016 SNPRM on this specific data element and have retained it in the final rule.
In paragraph (c)(5), the title IV-E agency must report whether the parents' rights were terminated or modified on a voluntary or involuntary basis. A voluntary termination means the parent(s) voluntarily relinquished their parental rights to the title IV-E agency, with or without court involvement. This is a new data element that we added in response to a state commenter who asked for clarification on how the agency should report voluntary surrenders, stating that the type of termination of parental rights (TPR) and the pertinent dates can be different for each parent. In the 2016 SNPRM, we proposed to require that the state title IV-E agency report whether the rights of the Indian child's parents or Indian custodian were involuntarily or voluntarily terminated in paragraph (i)(19). However, this information is already required in paragraph (c)(5).
In paragraph (c)(5)(i), the title IV-E agency must report each date the title IV-E agency filed a petition to
In paragraph (c)(5)(ii), the title IV-E agency must report the date that parental rights are voluntarily or involuntarily terminated/modified for each biological, legal and/or putative parent, if applicable.
If the state title IV-E agency indicated in paragraph (c)(5) that the TPR was involuntary and if a state title IV-E agency indicated “yes” to paragraph (b)(4) or indicated “yes, ICWA applies” to paragraph (b)(5), we require that the state title IV-E agency indicate:
• Whether the state court found beyond a reasonable doubt, that continued custody of the Indian child by the parent or Indian custodian is likely to result in serious emotional or physical damage to the Indian child in accordance with 25 U.S.C. 1912(f) (paragraph (c)(6)(i));
• whether the court decision to involuntarily terminate parental rights included the testimony of one or more qualified expert witnesses (QEW) in accordance with 25 U.S.C. 1912(f) (paragraph (c)(6)(ii)); and
• whether prior to TPR, the court concluded that active efforts have been made to prevent the breakup of the Indian family and that those efforts were unsuccessful in accordance with 25 U.S.C. 1912(d) (paragraph (c)(6)(iii)).
These are similar to paragraph s (i)(20) and (i)(21) of the 2016 SNPRM except that we updated the language consistent with 25 CFR 23.121.
• Whether the court made a determination in a court order that active efforts at TPR had been made by the state title IV-E agency and whether active efforts were provided by any party seeking TPR.
• whether the tribe was notified when a state seeks TPR for an Indian child.
If the title IV-E agency indicates in paragraph (c)(5) that the TPR was voluntary, and the state title IV-E agency indicated “yes” to paragraph (b)(4) or indicated “yes, ICWA applies” to paragraph (b)(5), the state title IV-E agency must indicate whether the consent to termination of parental or Indian custodian rights was executed in writing and recorded before a court of competent jurisdiction with a certification by the court that the terms and consequences of consent were explained on the record in detail and were fully understood by the parent or Indian custodian in accordance with 25 CFR 23.125(a) and (c). This is similar to sections 1355.43(i)(22), (i)(23) and (i)(24) as proposed in the 2016 SNPRM, however, we updated the language consistent with 25 CFR 23.125.
In paragraph (d), we require that the title IV-E agency report information on each of the child's removal(s) from home.
In paragraphs (d)(1)(i) through (d)(1)(iii), we require the title IV-E agency to collect and report the date(s) on which the child was removed for each removal of a child who enters the placement and care responsibility of the title IV-E agency. We received no comments on this data element and have retained the 2015 NPRM proposed language in the final rule.
In paragraph (d)(2) we require the title IV-E agency to report the transaction date for each of the child's removal dates reported in paragraph (d)(1). The transaction date is a non-modifiable, computer-generated date which accurately indicates the month, day and year each response to paragraph (d)(1) was entered into the information system. We did not receive relevant comments on this data element and have retained the 2015 NPRM proposed language.
In paragraph (d)(3), if a state title IV-E agency indicated “yes” to paragraph (b)(4) or indicated “yes, ICWA applies” to paragraph (b)(5), we require that the state title IV-E agency indicate:
• Whether the court order for foster care placement was made as a result of clear and convincing evidence that continued custody of the Indian child by the parent or Indian custodian was likely to result in serious emotional or physical damage to the Indian child in accordance with 25 U.S.C. 1912(e) and 25 CFR 23.121(a) (paragraph (d)(3)(i));
• whether the evidence presented for foster care placement as indicated in paragraph (d)(3)(i) included the testimony of a qualified expert witness in accordance with 25 U.S.C. 1912(e) and 25 CFR 23.121(a) (paragraph (d)(3)(ii)); and
• whether the evidence presented for foster care placement as indicated in paragraph (d)(3)(i) indicates that prior to each removal reported in paragraph (d)(1) that active efforts have been made to prevent the breakup of the Indian family and that those efforts were unsuccessful in accordance with 25 U.S.C. 1912(d) (paragraph (d)(3)(iii)).
These are similar to sections 1355.43(i)(12) and (i)(14) as proposed in the 2016 SNPRM.
In paragraph (d)(4) we require the title IV-E agency to report the type of environment (household or facility) from a list of seven that the child was living in at the time of each of the child's removals reported in paragraph (d)(1).
In paragraph (d)(5) we require the title IV-E agency to indicate, for each of the child's removals, whether the title IV-E agency's authority for placement and care responsibility of the child was based on a court order. We did not receive substantive comments to this data element and have mostly retained the language as proposed in the 2015 NPRM, clarifying only that we intended “guardian” to refer to “legal guardian”.
In paragraph (d)(6), we require the title IV-E agency to report all of the circumstances surrounding the child and family at each removal reported in paragraph (d)(1) from a list of 35 circumstances. The agency must report all child and family circumstances that are present at the time of each removal, including the circumstances that contributed to the decision to place the child into foster care.
We modified the regulation by revising the name of two circumstances at removal. In paragraph (d)(6)(xi) we revised the name of the circumstance from “caretaker's alcohol abuse” to “caretaker's alcohol use” and in paragraph (d)(6)(xii) we revised the name of the circumstance from “caretaker's drug abuse” to “caretaker's drug use.” We did not change the definition of the data element. These language changes are based on language guidelines (
We also modified the regulation by adding two circumstances at removal (paragraphs (d)(6)(xxxii) and (d)(6)(xxxiii)) so that we can identify children who are under a title IV-E agreement for title IV-E foster care maintenance payments. A commenter to the 2015 NPRM suggested that we add a data element allowing title IV-E agencies to specify children reported to AFCARS who are under title IV-E agreements. We have also received this suggestion from several states during AFCARS Assessment Reviews. We believe that the best way to address these comments is to add a circumstance at removal that title IV-E agencies may indicate if this situation applies for a child. We believe this will lead to more accurate reporting and analysis of the appropriate children. In addition, this will allow us to clearly identify when an Indian child is under the state title IV-E agency's placement and care responsibility versus receiving a title IV-E foster care maintenance payment under a title IV-E agreement. We believe this information, along with the ICWA-related data elements state title IV-E agencies are now required to report will provide a clearer picture of the AFCARS out-of-home care reporting population. We included separate circumstances at removal for title IV-E agreements with another public agency and title IV-E agreements with an Indian tribe to better inform which title IV-E agreement the child is reported under and provide clarity for title IV-E agencies on who is to be included in the out-of-home care reporting population.
In paragraph (d)(7), we require the title IV-E agency to report whether the child had been a victim of sex trafficking before the current out-of-home care episode. If so, in paragraphs (d)(7)(i) and (d)(7)(ii) we require the title IV-E agency to indicate whether the agency reported each instance to law enforcement and the dates of each report.
In paragraph (d)(8), we require the title IV-E agency to report whether the child was a victim of sex trafficking while in out-of-home care during the current episode. If so, in paragraphs (d)(8)(i) and (d)(8)(ii) we require the title IV-E agency to indicate whether the agency reported each instance to law enforcement and the dates of each report. We have retained the proposed rule language with minor edits.
In paragraph (e), we require that the title IV-E agency report information on each of the child's living arrangements for each out-of-home care episode. We revised some of the proposed data elements as suggested by commenters, integrated data elements relating to ICWA placement preferences proposed in the 2016 SNPRM, and removed others as follows:
• Removed a data element requiring agencies to report the total number of children who are living with their minor parent in each living arrangement. We instead require agencies to report whether the child and his/her child(ren) are placed together at any point during the report period in paragraph (b).
• Removed the data element requiring agencies to report the assistance that supports each of the child's living arrangements. We merged this list of assistance with the data element
• Removed a data element requiring agencies to report the total per diem amount of the title IV-E foster care maintenance, adoption assistance, or guardianship assistance payment that the child is eligible for or received in response to comments. Commenters stated that reporting a child's eligibility for a funding source, and the amount for which the child is eligible, when a payment has not actually been made creates the potential for inaccurate data. In addition a national organization representing state child welfare agencies commented that reporting these data elements outweighs its usefulness.
• Removed the requirement the title IV-E agency report whether the child is
In paragraph (e)(1), we require the title IV-E agency to report the dates of placement for each of the child's living arrangements for each out-of-home care episode. We received no comments and have retained the 2015 NPRM proposed rule language.
In paragraph (e)(2), we require the title IV-E agency to report whether each of the child's living arrangements is a foster family home. We received no comments and have made only minor conforming changes to this paragraph.
In paragraph (e)(3), we require the title IV-E agency to report whether each type of foster family home, from a list of six, applies for each foster family home reported. These are: Licensed home, therapeutic foster family home, shelter care foster family home, relative foster family home, pre-adoptive home, or kin foster family home.
In paragraph (e)(4), we require the title IV-E agency to report whether a child who is not placed in a foster family home is placed in one of the following thirteen living arrangements: Group home-family-operated, group home-staff-operated, group home-shelter care, residential treatment center, child care institution, child care institution-shelter care, supervised independent living, juvenile justice facility, medical or rehabilitative facility, psychiatric hospital, runaway, whereabouts unknown and placed at home. We retained the response options as proposed in the 2015 NPRM.
In paragraph (e)(5), we require the title IV-E agency to report whether each of the child's living arrangements is licensed, managed, or run by a private agency. We received no comments on this data element and have retained the 2015 NPRM proposed rule language.
In paragraph (e)(6), we require that the title IV-E agency report the jurisdiction of the child's living arrangement, specifically whether the child is placed within or outside of the reporting agency's jurisdiction. The agency must also indicate if the child ran away or his or her whereabouts are unknown. We received no comments on this data element and have retained the 2015 NPRM proposed rule language with minor clarifying edits.
In paragraph (e)(7), we require the title IV-E agency to report the name of the state, tribal service area, Indian reservation or country where the title IV-E agency placed the child for each living arrangement, for children placed outside their jurisdiction. We received no substantive comments on this data element but added a sentence that IV-E agencies must report the information in a format according to ACF's specifications to conform with this revision throughout the rule. We will
In paragraph (e)(8), if the state title IV-E agency indicated “yes” to paragraph (b)(4) or indicated “yes, ICWA applies” to paragraph (b)(5), we require that the state title IV-E agency indicate which of the foster care and pre-adoptive placements from a list of five are willing to accept placement of the Indian child. The five placements options are: A member of the Indian child's extended family; a foster home licensed, approved, or specified by the Indian child's tribe; an Indian foster home licensed or approved by an authorized non-Indian licensing authority; an institution for children approved by an Indian tribe or operated by an Indian organization which has a program suitable to meet the Indian child's needs; and a placement that complies with the order of preference for foster care or pre-adoptive placements established by an Indian child's tribe, in accordance with 25 U.S.C. 1915(c). This is similar to paragraph (i)(15) as proposed in the 2016 SNPRM.
The availability of foster care placements that meet ICWA's preferences is critical for meeting the purposes of ICWA. This information is essential for ACF to determine whether resources are needed for recruitment to increase the availability of AI/AN homes that can meet ICWA's placement preferences. Under the BIA's regulations at 25 CFR 23.132, whether a home is available is not a subjective state title IV-E agency determination. Rather it is evidence offered by the state title IV-E agency to the court that there is good cause to deviate from ICWA's placement preferences in a particular case where there is also evidence that the state title IV-E agency conducted a diligent search to identify a placement that meets the preferences (25 CFR 23.132).
In paragraph (e)(9) if the state title IV-E agency indicated “yes” to paragraph (b)(4) or indicated “yes, ICWA applies” to paragraph (b)(5), we require that the state title IV-E agency indicate whether each of the Indian child's placements (indicated in paragraph (e)(1)) meets the placement preferences of ICWA at 25 U.S.C. 1915(b) by indicating with whom the Indian child is placed from a list of six response options. This is similar to paragraph (i)(16) as proposed in the 2016 SNPRM, except that we changed the response option of “none” to “placement does not meet ICWA placement preferences.”
In paragraph (e)(10), if a state title IV-E agency indicated “yes” to paragraph (b)(4) or indicated “yes, ICWA applies” to paragraph (b)(5), and the state title IV-E agency indicated “placement does not meet ICWA placement preferences” in paragraph (e)(9), we require the state title IV-E agency to indicate whether the court determined by clear and convincing evidence, on the record or in writing, a good cause to depart from the ICWA placement preferences (25 U.S.C. 1915(b)), or the Indian child's tribe, if the placement preferences for foster care and pre-adoptive placements were not followed. This is similar to paragraph (i)(17) as proposed in the 2016 SNPRM, except that we updated the language consistent with 25 CFR 23.132.
In paragraph (e)(11), if a state title IV-E agency indicated “yes” to paragraph (b)(4) or indicated “yes, ICWA applies” to paragraph (b)(5), and the state title IV-E agency indicated “yes” to paragraph (e)(10), we require that the state title IV-E agency indicate the state court's basis for the determination of good cause to depart from the ICWA placement preferences from a list of five response options. This is similar to paragraph (i)(18) as proposed in the 2016 SNPRM except that we updated the language consistent with 25 CFR 23.132.
In paragraph (e)(12), we require the title IV-E agency to report information regarding the marital status of the each of the foster parent(s) where the child is placed. While we received no comments on this data element, we revised the final rule to be consistent with reporting the marital status of adoptive parents and legal guardians in paragraph (h). As we also explain in paragraph (h), several commenters recommended that we revise the marital status response options. As such, the response options will be as follows: Married couple, unmarried couple, separated, and single adult. We replaced the response options of “single male” and “single female” with “single adult.”
In paragraph (e)(13), we require the title IV-E agency to report the type of relationship between the child and the foster parent(s) for each foster family home in which the child is placed, from one of seven options: Paternal grandparent(s), maternal grandparent(s), other parental relative(s), other maternal relative(s), non-relative(s), kin, or sibling(s).
In paragraphs (e)(14) and (e)(20), we require the title IV-E agency to report the year of birth of each of the child's foster parent(s). We received no comments on this data element and have retained the language as proposed in the 2015 NPRM.
In paragraphs (e)(15) and (e)(21), we require the title IV-E agency to report whether the foster parent(s) is a member of an Indian tribe. These are new data elements not previously proposed in the 2015 NPRM or 2016 SNPRM. Additionally, we are collecting the same information in paragraph (h) regarding adoptive parents and legal guardians. It was clear as we analyzed the comments to the 2016 SNPRM that including data elements that inquire about the tribal membership of the foster parent(s) is information that is in line with our goals to expand the information we collect on foster care providers for children in out-of-home care. We believe that this information will provide more insight on meeting the requirements in ICWA on foster care placement preferences and will inform recruitment of foster care providers that meet the needs of AI/AN children in out-of-home care.
In paragraphs (e)(16)(i) through (e)(16)(vii) and (e)(22)(i) through (e)(22)(vii), we require the title IV-E agency to report the race of each of the foster parent(s) which the child has been placed.
In paragraphs (e)(17) and (e)(23), we require the title IV-E agency to report the Hispanic or Latino ethnicity of the foster parent(s), if applicable. We received no comments on this data element.
In paragraphs (e)(18) and (e)(24), we added a requirement for the title IV-E agency to indicate whether each foster parent self identifies as “male” or “female.”
In paragraph (e)(19) and (e)(25), we added a requirement that the title IV-E agency report whether the foster parent(s) self identifies as “straight or heterosexual,” “gay or lesbian,” “bisexual,” “don't know,” “something else,” or “declined” if the second foster parent declined to identify his/her status.
In paragraph (f), we require that the title IV-E agency report information related to permanency planning for children in foster care. We made several revisions to this section from the 2015 NPRM to remove some proposed data elements that we describe below:
• We removed the requirement for agencies to report concurrent planning information based on the comments from a national organization representing state child welfare agencies and several states. They suggested that this information is better captured at the case level and noted that since that concurrent planning is an optional practice that not all title IV-E agencies use, the information would not be useful at a national level.
• We removed the requirement for agencies to report the reason(s) for permanency plan changes based on comments from a national organization representing state child welfare agencies and many state title IV-E agencies stating that the data element is too subjective, the response options are overly broad, the data element will not capture plans that change more than once during a report period, and the data is too qualitative for AFCARS and better analyzed at the case level. The commenters also said that reporting this information would be burdensome and training workers and monitoring data quality would be challenging.
• We removed the requirement for agencies to report the purpose of each in person, face-to-face visit based on comments that this data element is not well defined, and that many visits involve multiple purposes and will not be well distinguished.
• We removed the requirement for agencies to report whether the caseworker visited with the child alone. Several commenters were in support of this data element, however, the statutory requirement is for agencies to report whether a face-to-face visit has occurred within the calendar month and whether it occurred in the child's residence. In addition, commenters indicated that collecting information on if a worker visits alone would be time consuming and it is not always appropriate for the caseworker to visit the child alone.
• We removed the requirement that agencies indicate whether the contents of the transition plan apply based on comments that while the existence of the plan and its timing is knowable, reporting the provisions contained in the transition plan is unnecessary because the quality and relevance of a transition plan cannot be determined quantitatively.
In paragraph (f)(1), we require that the title IV-E agency report each
In paragraphs (f)(3) and (4), the title IV-E agency must report the date of each periodic review and the date of each permanency hearing (per section 475(5)(C) of the Act). We did not receive substantive comments on these data elements and have retained them as proposed in the 2015 NPRM.
In paragraph (f)(5), we require the title IV-E agency to report whether a juvenile judge or court found the child to be a status offender or adjudicated delinquent during the report period.
In paragraphs (f)(6) and (f)(7), we require the title IV-E agency to report information on visits between the child's caseworker and the child. In paragraph (f)(6), we require the title IV-E agency to report the date of each in-person, face-to-face visit between the caseworker and the child. In paragraph (f)(7), we require the title IV-E agency to report the location of each in-person visit between the caseworker and the child.
In paragraph (f)(8), we require the title IV-E agency to report whether the child has a transition plan that meets the requirements of section 475(5)(H) of the Act. If the child has a transition plan, the title IV-E agency must report the plan date in paragraph (f)(9).
In paragraph (f)(10), if a state title IV-E agency indicated “yes” to paragraph (b)(4) or indicated “yes, ICWA applies” to paragraph (b)(5), we require the state title IV-E agency to indicate whether the active efforts in each paragraph (f)(10)(i) through (f)(10)(xiii) “applies” or “does not apply.” The state title IV-E agency must indicate all of the active efforts that apply once the child enters the AFCARS out-of-home care reporting population per section 1355.42(a) through the child's exit per paragraph (g)(1) of this section and the active efforts made to prevent removal prior to the child entering the out-of-home care reporting population. This is similar to paragraph (i)(13) as proposed in the 2016 SNPRM, however, we updated the language consistent with BIA's regulation at 25 CFR 23.2.
In the 2016 SNPRM, we proposed that title IV-E agencies report the date active efforts began in paragraph (i)(11), however after reviewing the comments we removed this proposed data element.
In paragraph (g), we require that the title IV-E agency must report when and why a child exits the out-of-home care reporting population.
In paragraph (g)(1), we require the title IV-E agency to report the date for each of the child's exits from out-of-home care, if applicable. We did not receive relevant comments on this data element and retained the 2015 NPRM proposed rule language.
In paragraph (g)(2), we require the title IV-E agency to report the transaction date for each exit date reported in paragraph (g)(1). The transaction date is a non-modifiable, computer-generated date which accurately indicates the month, day and year each response to paragraph (g)(1) was entered into the information system. We did not receive relevant comments on this data element and have retained the 2015 NPRM proposed rule language.
In paragraphs (g)(3) and (4), we require the title IV-E agency to report the reason for each of the child's exit(s) from out-of-home care, and if the exit reason is “transfer to another agency,” the agency type.
In paragraph (h), we require that the title IV-E agency report information on the child's exit from out-of-home care to a finalized adoption or legal guardianship.
In paragraph 1355.43(h)(1), the title IV-E agency must report the marital status of the adoptive parent(s) or legal guardian(s).
In paragraph (h)(2), we require the title IV-E agency to report the relationship(s) between the child and his or her adoptive parent(s) or legal guardian(s) from eight options: Paternal grandparent(s), maternal grandparent(s), other paternal relative(s), other maternal relative(s), sibling(s), kin, non-relative(s), and foster parent(s).
In paragraphs (h)(3) and (h)(9), we require the title IV-E agency to report each adoptive parent or legal guardian's birthdate. We received no comments on these data elements and have retained the language as proposed in the 2015 NPRM.
In paragraphs (h)(4) and (h)(10), we require the title IV-E agency to report whether the adoptive parent(s) or legal guardian is a member of an Indian tribe. These are data elements not previously proposed in the 2015 NPRM or 2016 SNPRM. Additionally, we are collecting the same information in paragraph (e) regarding foster parents. It was clear as we analyzed the comments to the 2016 SNPRM that including data elements that inquire about the tribal membership of the adoptive parent(s) or legal guardian is information that is in line with our goals to expand the information we collect on adoptive parents and guardians of children who exit out-of-home care to adoption or legal guardianship. We believe that this information will provide more insight on meeting the requirements to meet placement preferences under ICWA and will inform recruitment of providers that meet the needs of AI/AN children who exit out-of-home care to adoption or legal guardianship.
In paragraphs (h)(5)(i) through (h)(5)(vii) and (h)(11)(i) through (h)(11)(vii), we require the title IV-E agency to report the race of each adoptive parent or legal guardian.
In paragraphs (h)(6) and (h)(12), we require the title IV-E agency to report the Hispanic or Latino ethnicity of each adoptive parent or legal guardian. We received no comments on these data elements.
In paragraphs (h)(7) and (h)(13), we require the title IV-E agency to indicate whether each adoptive parent(s) or legal guardian(s) self identifies as “male” or “female.”
In paragraph (h)(8) and (h)(14), we require that the title IV-E agency report whether the adoptive parent(s) or legal guardian(s) self identifies as “straight or heterosexual,” “gay or lesbian,” “bisexual,” “don't know,” “something else,” or “declined” if the second adoptive parent(s) or legal guardian(s) declined to identify his/her status.
In paragraphs (h)(15) through (h)(16), we require the title IV-E agency to report information on the jurisdiction where the child was placed for the adoption or legal guardianship.
In paragraph (h)(17), we require the title IV-E agency to report the agency that placed the child for adoption or legal guardianship. We received no comments on this data element and have retained the language proposed in the 2015 NPRM.
In paragraph (h)(18), we require the title IV-E agency to report the type of assistance agreement that the child has from five response options: Title IV-E adoption assistance agreement; State/tribal adoption assistance agreement; Adoption-Title IV-E agreement non-recurring expenses only; Adoption-Title IV-E agreement Medicaid only; Title IV-E guardianship assistance agreement; State/tribal guardianship assistance agreement; or no agreement. We originally proposed to collect information about whether a child was receiving a title IV-E adoption or guardianship assistance subsidy in a separate data file, which we explained in the preamble discussion for section 1355.45 that we removed for the final rule. Since we are still interested in knowing how a child is supported when he or she exits to adoption or guardianship, we now collect information on title IV-E assistance agreements and non-title IV-E assistance agreements in the out-of-home care data file. We also have a response option for “no agreement” if a child exits out-of-home care to adoption or guardianship without an assistance agreement. We did not receive comments on this data element as proposed in the 2015 NPRM as section 1355.44(c)(1).
In paragraph (h)(19), we require title IV-E agencies to report the number of siblings of the child who are in the same adoptive or guardianship home as the child.
In paragraph (h)(20), if a state title IV-E agency indicated “yes” to paragraph (b)(4) or indicated “yes, ICWA applies” to paragraph (b)(5), we require that the state title IV-E agency to indicate which adoptive placements from a list of four were willing to accept placement of the Indian child. This is the same as paragraph (i)(26) proposed in the 2016 SNPRM.
In paragraph (h)(21), if a state title IV-E agency indicated “yes” to paragraph (b)(4) or indicated “yes, ICWA applies” to paragraph (b)(5), we require the state title IV-E agency indicate whether each placement reported in paragraph (h)(1) meets the placement preferences of ICWA in 25 U.S.C. 1915(a) by indicating with whom the Indian child is placed from a list of five response options. This is similar to paragraph (i)(27) as proposed in the 2016 SNPRM, except that we changed the response option “none” to “placement does not meet ICWA placement preferences.”
In paragraph (h)(22), if a state title IV-E agency indicated “yes” to paragraph (b)(4) or indicated “yes, ICWA applies” to paragraph (b)(5), we require that if the state title IV-E agency indicated “placement does not meet ICWA placement preferences” in paragraph (h)(21), the state title IV-E agency indicate whether the court determined by clear and convincing evidence, on the record or in writing, a good cause to depart from the ICWA placement preferences (25 U.S.C. 1915(a)) or to depart from the placement preferences of the Indian child's tribe (25 U.S.C. 1915(c)). This is similar to paragraph (i)(28) as proposed in the 2016 SNPRM, except that we updated the language consistent with 25 CFR 23.132.
In paragraph (h)(23), if a state title IV-E agency indicated “yes” to paragraph (b)(4) or indicated “yes, ICWA applies” to paragraph (b)(5), and the state title IV-E agency indicated “placement does not meet ICWA placement preferences” in paragraph (h)(22), we require that the state title IV-E agency indicate the state court's basis for the determination of good cause to depart from ICWA placement preferences, from a list of five response options. This is similar to paragraph (i)(29) as proposed in the 2016 SNPRM except that we updated the language consistent with 25 CFR 23.132; removed the response option “other”; and added a response option “The presence of a sibling attachment that can be maintained only through a particular placement.”
In this section, we require the title IV-E agency to report: (1) Information on the title IV-E agency submitting the adoption and guardianship assistance data file and the report date; (2) basic demographic information on each child, including the child's date of birth, gender, race and ethnicity; (3) information in the child's title IV-E adoption or guardianship agreement, including the date of adoption or guardianship finalization, and amount of subsidy, and 4) information about the agreement termination date, if applicable.
We retained many of the data elements proposed in the 2015 NPRM, but modified section 1355.45 of the final rule to remove the proposal to collect information regarding: Whether a child is born in the U.S., non-recurring costs, inter/intra-jurisdictional adoption or guardianship, inter-jurisdictional adoption or guardianship jurisdiction, adoption or guardianship placing agency information, and sibling information. These response options ensure that title IV-E agencies report only the essential core set of data elements that we describe below.
In paragraph (a), we require that the title IV-E agency report information about the title IV-E agency, report date and child record number.
In paragraph (a)(1), we require that the title IV-E agency indicate the title IV-E agency responsible for submitting AFCARS data to ACF. We received no comments on this element.
In paragraph (a)(2), we require that a title IV-E agency indicate the current report period. We received no comments on this element.
In paragraph (a)(3), we require that the title IV-E agency report the child's record number. We received no relevant comments on this element.
In paragraph (b), we require that the title IV-E agency report information on the child's date of birth, gender, race and ethnicity.
In paragraph (b)(1), we require the agency to report the child's birthdate. This data element will be used with paragraph (d) to determine whether the child is in either the “pre-adolescent child adoption” or “older child adoption” category. We received no comments on this element.
In paragraph (b)(2) we require the title IV-E agency to indicate whether the child is “male” or “female” as appropriate.
In paragraph (b)(3), we require the title IV-E agency to indicate a child's race as determined by the child or the child's parent(s) or legal guardians from a list categories described in paragraphs (b)(3)(i) through (b)(3)(viii) of this section.
In paragraph (b)(4), we require the title IV-E agency to indicate a child's ethnicity as determined by the child or the child's parent(s) or legal guardian(s). We received no comments on this element.
In paragraph (c) we require that the title IV-E agency report information on the type of assistance agreement, and the subsidy amount.
In paragraph (c)(1) we require the title IV-E agency to report whether the child is or was in a finalized adoption with a title IV-E adoption assistance agreement or in a legal guardianship with a title IV-E guardianship assistance agreement, pursuant to sections 473(a) and 473(d) of the Act, in effect during the report period.
In paragraph (c)(2), we require the title IV-E agency to report the per diem dollar amount of the financial subsidy paid to the adoptive parent(s) or legal guardian(s) on behalf of the child during the last month of the current report period, if any.
In paragraph (d), we require the title IV-E agency to report the date that the title IV-E adoption was finalized or the guardianship became legalized. This data element will be used with paragraph (b) to determine whether the child is in either the “pre-adolescent child adoption” or “older child adoption” category. We received no comments on this element.
In paragraph (e), we require that if the title IV-E agency terminated the adoption assistance or guardianship assistance agreement or the agreement expired during the reporting period, the title IV-E agency to report the month, day and year that the agreement terminated or expired.
In section 1355.46, we specify the type of assessments we will conduct to determine the accuracy of a title IV-E agency's data, the data that is subject to these assessments, the compliance standards and the manner in which the title IV-E agency initially determined to be out of compliance can correct its data.
In paragraph (a), we specify that ACF will determine whether a title IV-E
In paragraph (b), we outline the definitions of errors in paragraphs (b)(1) through (b)(5) regarding missing data, invalid data, internally inconsistent data, cross-file errors, and tardy transactions. We also provide for how we will identify those errors when we assess information collected in a title IV-E agency's out-of-home care data file (per section 1355.44) and adoption and guardianship assistance data file (per section 1355.45).
In paragraph (c), we set the data file submission standards (timely submission, proper format, and acceptable cross-file) for ACF to determine that the title IV-E agency's AFCARS data is in compliance. In paragraph (c)(1), we require that the title IV-E agency submit AFCARS data within 45 days of the end of each six-month report period. In paragraph (c)(2), we require that a title IV-E agency send us its data files in a format that meets our specifications and submit 100 percent error-free data on limited basic information including title IV-E agency name, report period, the child's demographic information for the out-of-home care data file and the adoption and guardianship assistance data file.
In paragraph (d)(1), we specify the data quality standards for the title IV-E agency to be in compliance with AFCARS requirements. We received no substantive comments on this section.
In paragraph (d)(2), we specify the acceptable cross-file standards, which are that the data files must be free of cross-file errors that exceed the acceptable thresholds, as defined by ACF. In the 2015 NPRM, we proposed this as paragraph (c)(3) of this section. We did not receive comments on this paragraph. However, to match the requirement in paragraph (e)(2) of this section, we moved the acceptable cross-file requirement to paragraph (d) with the data quality standards. If each data file meets the data file standards of paragraph (c) of this section, ACF will then determine whether each data file meets the data quality standards in paragraph (d) of this section.
In paragraph (e), we specify the methodology for determining compliance and a title IV-E agency's opportunity to submit corrected data when ACF has initially determined that the title IV-E agency's original submission does not meet the AFCARS standards. We received no specific comments on this section and have retained the proposed language with minor conforming edits.
In paragraph (f), we specify that a title IV-E agency has not complied with the AFCARS requirements if the title IV-E agency either does not submit corrected data files, or does not submit corrected data files that meet the compliance standards in paragraphs (c) and (d) of this section. We received no specific comments on this section and have retained the proposed language with minor conforming edits.
In paragraph (g), we explain that ACF may use other monitoring tools that are not explicitly mentioned in regulation to determine whether the title IV-E agency meets all AFCARS requirements. We received no specific comments on this section and have retained the proposed language with minor conforming edits.
In section 1355.47 we provide for how ACF will assess and take penalties for a title IV-E agency's noncompliance with AFCARS requirements outlined in section 1355.46.
In paragraph (a), we specify the pool of funds that are subject to a penalty for noncompliance as required by law. We did not receive specific comments on paragraph (a) and have retained the proposed language with minor conforming edits.
In paragraphs (b)(1) and (b)(2), we specify the penalty amounts for noncompliance and continued noncompliance as required by section 474(f)(2) of the Act.
In paragraph (c), we specify that we will collect an assessed penalty by reducing the title IV-E agency's title IV-E foster care funding following ACF's notification of the final determination of noncompliance. We did not receive any comments on paragraph (c).
In paragraph (d), we specify that the title IV-E agency has an opportunity to appeal a final determination that the title IV-E agency is out of compliance and assessed financial penalties to the HHS Departmental Appeals Board (DAB). We did not receive any comments on paragraph (d).
Executive Orders 12866 and 13563 direct agencies to assess all 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. The Department has determined that this final rule is consistent with these priorities and principles. In particular, ACF has determined that a regulation is the best and most cost effective way to implement the statutory mandate for a data collection system regarding children in foster care and those who exit to permanency and support other statutory obligations to provide oversight of child welfare programs. ACF consulted with the Office of Management and Budget (OMB) and determined that this rule does meet the criteria for a significant regulatory action under E.O. 12866. Thus, it was subject to OMB review.
ACF determined that the costs to title IV-E agencies as a result of this rule will not be significant as defined in Executive Order 12866 (have an annual effect on the economy of $100 million or more or adversely affect in a material way the economy, a sector of the economy, productivity, competition, jobs, the environment, public health or safety, or State, local, or tribal governments or communities). Federal reimbursement under title IV-E will be available for a portion of the costs that title IV-E agencies will incur as a result of the revisions in this rule, depending on each agency's cost allocation plan, information system, and other factors. Estimated burden and costs to the federal government are provided below in the Burden estimate section, which we estimate to be $40,749,492. As a result of this rule, title IV-E agencies will report historical data on children in out-of-home care and information on legal guardianships, and we will have national data on Indian children as defined in ICWA.
1. ACF considered whether other existing data sets could yield similar information. ACF determined that AFCARS is the only comprehensive case-level data set on the incidence and experiences of children who are in out-of-home care under the placement and care of the title IV-E agency or who are adopted under a title IV-E adoption assistance agreement.
2. We also received state comments to the 2016 SNPRM citing they have few Indian children in foster care, if any. ACF considered alternatives to collecting ICWA-related data through AFCARS, such as providing an exemption from reporting, but alternative approaches are not feasible due to:
• AFCARS data must be comprehensive per section 479(c)(3) of the Act and exempting some states from reporting the ICWA-related data elements is not consistent with this statutory mandate, and would render it difficult to use this data for development of national policies.
• Section 474(f) of the Act provides for mandatory penalties on the title IV-E agency for non-compliance on AFCARS data that is based on the total amount expended by the title IV-E agency for administration of foster care activities. Therefore, we are not authorized to permit some states to be subject to a penalty and not others. In addition, allowing states an alternate submission process would complicate and/or prevent the assessment of penalties per § 1355.47, including penalties for failure to submit data files free of cross-file errors, missing, invalid, or internally inconsistent data, or tardy transactions for each data element of applicable records.
The Secretary certifies, under 5 U.S.C. 605(b), as enacted by the Regulatory Flexibility Act (Pub. L. 96-354), that this rule will not result in a significant impact on a substantial number of small entities. This final rule does not affect small entities because it is applicable only to state and tribal title IV-E agencies.
The Unfunded Mandates Reform Act (Pub. L. 104-4) requires agencies to prepare an assessment of anticipated costs and benefits before proposing any rule that may result in an annual expenditure by state, local, and tribal governments, in the aggregate, or by the private sector, of $100 million or more (adjusted annually for inflation). That threshold level is currently approximately $146 million. This final rule does not impose any mandates on state, local, or tribal governments, or the private sector that will result in an annual expenditure of $146 million or more.
This regulation is not a major rule as defined in 5 U.S.C. 8.
Section 654 of the Treasury and General Government Appropriations Act of 2000 (Pub. L. 106-58) requires federal agencies to determine whether a policy or regulation may affect family well-being. If the agency's determination is affirmative, then the agency must prepare an impact assessment addressing seven criteria specified in the law. This final regulation will not have an impact on family well-being as defined in the law.
Executive Order 13132 requires that federal agencies consult with state and local government officials in the development of regulatory policies with Federalism implications. Consistent with E.O. 13132 and
• “A description of the extent of the agency's prior consultation with State and local officials”—ACF held consultation calls for the 2015 NPRM on February 18 and 20, 2015 and public comment period was open from February 9, 2015 to April 10, 2015 where we solicited comments via
• “A summary of the nature of their concerns and the agency's position supporting the need to issue the regulation”—As we've discussed in the preamble to this final rule, many commenters to the 2015 NPRM supported many of the revisions we proposed for AFCARS; however, some commenters expressed concern with the burden of additional data elements. Many commenters to the 2016 SNPRM supported collecting ICWA-related data in AFCARS and stated that it will better inform practice for AI/AN children. However, they also expressed concern with the burden of additional data elements and suggested that we pare down the overall number of data element to a core set that collects essential information related to ICWA.
• “A statement of the extent to which the concerns of State and local officials have been met” (Secs. 6(b)(2)(B) & 6(c)(2))—As we discuss in the section-by-section discussion preamble, we streamlined many data elements that we proposed in the 2015 NPRM. We also sought to reduce duplication by integrating the ICWA-related data elements proposed in the 2016 SNPRM into other sections of AFCARS. We expand on these comments in the section-by-section discussion.
Under the Paperwork Reduction Act (44 U.S.C. 35, as amended) (PRA), all Departments are required to submit to OMB for review and approval any reporting or recordkeeping requirements inherent in a proposed or final rule. PRA rules require that ACF estimate the total burden created by this final rule regardless of what information is available. ACF provides burden and cost estimates using the best available information. Information collection for AFCARS is currently authorized under OMB number 0970-0422; however, this final rule significantly changes the collection requirements by requiring title IV-E agencies to report historical data and data related to ICWA. This final rule contains information collection requirements in proposed § 1355.44, the out-of-home care data file, and § 1355.45, the adoption and guardianship assistance data file, that the Department has submitted to OMB for its review. This final rule requires:
• State and tribal title IV-E agencies to report information on children who are in the out-of-home care reporting population per § 1355.42(a);
• State and tribal title IV-E agencies to report information on children who are in the adoption assistance reporting population per § 1355.42(b); and
• State title IV-E agencies to report ICWA-related information in the out-of-home care data file.
Five state title IV-E agencies provided specific burden and cost estimates and suggestions for how to calculate the estimates for the 2016 SNPRM. They ranged from:
• Implementation timeframe of 24 months to 3.5 years to design, develop, and implement system modifications.
• One-time costs of $100,000 to $803,000 to make system changes.
• Annual costs of $120,000 per year to enter data from court records.
• Increase the average hourly labor rate we used in the 2016 SNPRM include hourly rates for programming staff, staff attorneys, and paralegals because they would all be working together to implement the requirements of the 2016 SNPRM.
• Increase the time to determine whether a child is an Indian child as defined in ICWA to 1.5 hours per child.
• Base the estimates on all children entering foster care and not limit it to those for whom the race AI/AN was indicated.
Although ACF appreciates that these agencies provided this information on hourly and cost burden estimates, ACF received too few estimates to reference for calculating the cost and burden associated with this final rule. We understand the new data requirements could impact the time workers spend providing casework directly with children and families. However, this final rule reflects careful consideration of input received from states and tribes and balances the need for more current data with concerns from commenters about the burden that new reporting requirements represent. Thus, ACF carefully considered the statutory requirement in section 479(c)(1) of the Act to “avoid unnecessary diversion of resources from agencies responsible for adoption and foster care” and determined that the Final Rule does not represent an unnecessary diversion of resources. ACF provides estimates using the best available information.
The following are estimates.
Federal reimbursement under title IV-E will be available for a portion of the costs that title IV-E agencies will incur as a result of the revisions proposed in this rule, depending on each agency's cost allocation plan, information system, and other factors. For this estimate, we used the 50% FFP rate.
We made a number of assumptions when calculating the burden and costs:
• To determine the number of children for which title IV-E agencies will have to report in the out-of-home care data file, ACF used the most recent FY 2015 AFCARS data available:
○ 269,509 Number of children who entered foster care during FY 2015. Of those, 6,350 children had a reported race of AI/AN.
○ We estimate the number of children to whom the ICWA-related data elements apply by using as a proxy those children whose race was reported as “American Indian or Alaska Native” in the most recent FY 2015 AFCARS data available. This is the best available data we can use for the burden estimate of the ICWA-related information even though we understand that not every child of this reported race category will be covered under ICWA and would also include children reported by a tribal title IV-E agency. The state title IV-E agency must report whether all children who enter foster care may be Indian children as defined in ICWA.
• To determine the number of children for which title IV-E agencies must report in the adoption and guardianship assistance file, ACF used the most recent title IV-E Programs Quarterly Financial Report, CB-496, for FY 2015. 440,934 children received title IV-E adoption assistance and 21,173 children received guardianship assistance.
• For this final rule, we integrated the ICWA-related data elements into other sections of the regulation. Tribal title IV-E agencies are not required to collect the ICWA-related information.
• The state title IV-E agency will be required to collect information for approximately 98 data elements for all children who are in both the out-of-home care reporting population and adoption and guardianship assistance reporting population and for approximately 17 data elements on children to whom the ICWA-related data elements apply in the out-of-home care reporting population.
• Tribal title IV-E agencies will be required to collect information for approximately 95 data elements for all children who are in the out-of-home care reporting population and adoption and guardianship assistance reporting population.
• ACF assumed that the burden for state and tribal title IV-E agencies to modify systems is similar to how long it would take to make revisions to a Comprehensive Child Welfare Information Systems (CCWIS). Currently, 36 states have an operational SACWIS and title IV-E agencies will have the option to transition to or build a CCIWS under the revised regulations at 45 CFR 1355.50 et sq. ACF also recognizes that most title IV-E agencies will require revisions to electronic case management systems to meet the requirements of this final rule. As more title IV-E agencies build CCWIS, ACF anticipates it will lead to more efficiency in reporting and less costs and burden associated with this AFCARS final rule to the agencies.
• After reviewing the 2015 Bureau of Labor Statistics data and comments to the 2016 SNPRM to help determine the costs of the final rule, ACF assumed that there will be a mix of programming, management, caseworkers, and legal staff working to meet both the one-time and annual requirements of this final rule. For this estimate, we used the job roles of: Computer and Mathematical Operations (15-0000) with a hourly wage of $41.43; Social Workers (21-1020) with a mean hourly wage estimate of $23.88; Management Analyst (13-1111) with a mean hourly wage estimate of $44.12; Social and Community Service Managers (11-9151) with a mean hourly wage estimate of $33.38; and Paralegals and Legal Assistants (23-2011) with a mean hourly wage estimate of $25.19. Thus, ACF averaged these wages to come to an average labor rate of $42. In order to ensure we took into account overhead costs associated with these labor costs, ACF doubled this rate ($84).
• For the out-of-home care data file, searching data sources, gathering information, and entering the information into the system will take on average 3 hours annually for all children who enter foster care and 10 hours for children who are Indian children as defined in ICWA. (3 hours × 269,509 children = 808,527 annual hours. 10 hours × 6,350 children = 63,500 annual hours. 808,527 + 63,500 = 872,027 total annual hours for this bullet.)
• For the adoption and guardianship assistance data file, updates or changes on an annual or biennial basis will take an average of 0.2 hours annually for records of children who have an adoption assistance agreement and 0.3 hours annually for children who have an guardianship assistance agreement for a total annual hours of 94,539. (0.2 hours × 440,934 children = 88,187 hours. 0.3 hours × 21,173 children = 6,352 hours. 6,352 hours + 88,187 hours = 94,539 total annual burden hours for this bullet.)
• Developing or modifying procedures and systems to collect, validate, and verify the information and adjusting existing ways to comply with AFCARS requirements will take on average 230 hours annually.
• Administrative tasks associated with training personnel on the AFCARS requirements (
In the above estimates, ACF acknowledges: (1) ACF has used average figures for title IV-E agencies of very different sizes and of which, some states may have larger populations of children served than other agencies, (2) these are rough estimates of the burden because state title IV-E agencies have not been required previously to report ICWA-related information in AFCARS, and (3) as described, ACF has limited information to use in making these estimates.
OMB is required to make a decision concerning the collection of information contained in this regulation between 30 and 60 days after publication of this document in the
ACF is committed to consulting with Indian tribes and tribal leadership to the extent practicable and permitted by law, prior to promulgating any regulation that has tribal implications. As we developed this rule, ACF engaged with tribes through multiples means. The requirements in this final rule were informed by consultations with and comments from tribal representatives.
Starting mid-2015, we began tribal consultation, conducted in accordance with the ACF Tribal Consultation Policy (76 FR 55678) with tribal representatives to obtain input on proposing additional AFCARS data elements related to ICWA. There was a conference call on May 1, 2015, that was co-facilitated by CB Associate Commissioner and the Chairperson of the ACF Tribal Advisory Committee, who also serves as the Vice Chair of the Jamestown S'Klallam Tribal Council. Tribes were informed of these consultations and conference calls through letters to tribal leaders. Comments were solicited during the call to determine essential data elements that state title IV-E agencies should report to AFCARS including, but not limited to: Whether the requirements of ICWA were applied to a child; notice for child welfare proceedings; active efforts to prevent removal or to reunify the Indian child with the child's biological or adoptive parents or Indian custodian; placement preferences in ICWA; and terminations of parental rights for an Indian child. Tribal representatives did not provide specific suggestions on the call, but noted that they would provide formal comments on the 2016 SNPRM when it was issued.
In addition to the May 2015 tribal consultation, we reviewed comments to the 2015 NPRM that suggested we include ICWA-related data elements and we used these comments to help inform the 2016 SNPRM. We received 45 comments to the 2015 NPRM that recommended collecting basic information about the applicability of ICWA for children in out-of-home care, including: Identification of American Indian and Alaska Native children and their family structure, tribal notification and intervention in state court proceedings, the relationship of the foster parents and other providers to the child, decisions to place a child in out-of-home care (including data on active efforts and continued custody), whether a placement was licensed by an Indian tribe, whether the placement preferences in ICWA were followed, and termination of parental rights (both voluntary and involuntary).
After the 2016 SNPRM was published, ACF conducted additional consultations with tribal representatives and the public via conference calls on April 22, 25, and 27, 2016 during the public comment period. Tribes were informed of these consultations and conference calls through letters to tribal leaders and emails on ACF's tribal list serves. Much of the dialogue from call attendees was supportive of the data elements proposed in the 2016 SNPRM stating they are an important step to allowing tribes, states, and federal agencies the ability to develop a more detailed understanding of the unique experiences, needs, and barriers to permanency for AI/AN children. There was also discussion regarding how state title IV-E agencies will implement specific data elements around qualified expert witnesses, how state title IV-E agencies will share the data gathered with tribes, and the process for determining whether a state title IV-E agency will be found in non-compliance with data collection. Throughout the calls, we encouraged tribal representatives to submit written comments during the public comment period. We received 41 comments from tribes and 11 comments from organizations representing tribal interests, many of which were co-signed by multiple tribes. We addressed public comments in the section-by-section discussion preamble. This final rule was informed by these consultations and comments.
Adoption and foster care, Child welfare, Grant programs—social programs.
(Catalog of Federal Domestic Assistance Program Number 93.658, Foster Care Maintenance; 93.659, Adoption Assistance; 93.645, Child Welfare Services—State Grants).
For the reasons set forth in the preamble, we amend 45 CFR part 1355 as follows:
42 U.S.C. 620
(a)
(b) * * *
(1) * * * The data reporting system must meet the requirements of § 1355.40(c) and electronically report certain data regarding children in foster care and adoption. * * *
(f)
(a) This section applies to state and tribal title IV-E agencies unless indicated for state title IV-E agencies only.
(b) An agency described in paragraph (a) of this section must report information on the characteristics and experiences of a child in the reporting populations described in § 1355.42. The title IV-E agency must submit the information collected to ACF on a semi-annual basis in an out-of-home care data file and adoption assistance data file as required in § 1355.43, pertaining to information described in §§ 1355.44 and 1355.45 and in a format according to ACF's specifications.
(c)
(2) For state title IV-E agencies only: If the state title IV-E agency indicated “yes” to § 1355.44(b)(4) or indicated “yes, ICWA applies” to § 1355.44(b)(5), for § 1355.44(c)(1), (c)(2), (d)(4), and (d)(5), the term “legal guardian” includes an Indian custodian as defined in ICWA at 25 U.S.C. 1903 if the Indian custodian has legal responsibility for the child.
(a)
(i) A child in foster care as defined in § 1355.20.
(ii) A child on whose behalf title IV-E foster care maintenance payments are made and who is under the placement and care responsibility of another public agency or an Indian tribe, tribal organization or consortium with which the title IV-E agency has an agreement pursuant to section 472(a)(2)(B)(ii) of the Act.
(iii) A child who runs away or whose whereabouts are unknown at the time the child is placed under the placement and care responsibility of the title IV-E agency.
(2) Once a child enters the out-of-home care reporting population, the child remains in the out-of-home care reporting population through the end of the report period in which the title IV-E agency's placement and care responsibility ends, or a child's title IV-E foster care maintenance payment pursuant to a title IV-E agreement per section 472(a)(2) of the Act ends, regardless of any subsequent living arrangement.
(b)
(i) In a finalized adoption under a title IV-E adoption assistance agreement pursuant to section 473(a) of the Act with the reporting title IV-E agency that is or was in effect at some point during the current report period; or
(ii) In a legal guardianship under a title IV-E guardianship assistance agreement pursuant to section 473(d) of the Act with the reporting title IV-E agency that is or was in effect at some point during the current report period.
(2) A child remains in the adoption or guardianship assistance reporting population through the end of the report period in which the title IV-E agreement ends or is terminated.
(a)
(b)
(1) The title IV-E agency must report the most recent information for the applicable data elements in § 1355.44(a) and (b).
(2) Except as provided in paragraph (b)(3) of this section, the title IV-E agency must report the most recent information and all historical information for the applicable data elements described in § 1355.44(c) through (h).
(3) For a child who had an out-of-home care episode(s) as defined in § 1355.42(a) prior to October 1, 2019, the title IV-E agency must report only the information for the data elements described in § 1355.44(d)(1), (g)(1) and (g)(3) for the out-of-home care episode(s) that occurred prior to October 1, 2019.
(c)
(d)
(e)
(f)
(a)
(2)
(3)
(4)
(b)
(2)(i)
(ii)
(3)
(i) Indicate whether the state title IV-E agency inquired with the child's biological or adoptive mother. Indicate “yes,” “no” or “the biological or adoptive mother is deceased.”
(ii) Indicate whether the state title IV-E agency inquired with the child's biological or adoptive father. Indicate “yes,” “no,” or “the biological or adoptive father is deceased.”
(iii) Indicate whether the state title IV-E agency inquired with the child's Indian custodian, if the child has one. Indicate “yes,” “no,” or “child does not have an Indian custodian.”
(iv) Indicate whether the state title IV-E agency inquired with the child's extended family. Indicate “yes” or “no.”
(v) Indicate whether the state title IV-E agency inquired with the child who is the subject of the proceeding. Indicate “yes” or “no.”
(vi) Indicate whether the child is a member of or eligible for membership in an Indian tribe. Indicate “yes,” “no,” or “unknown.”
(vii) Indicate whether the domicile or residence of the child, the child's parent, or the child's Indian custodian is on a reservation or in an Alaska Native village. Indicate “yes,” “no,” or “unknown.”
(4)
(i) Indicate the date that the state title IV-E agency first discovered the information indicating the child is or may be an Indian child as defined in ICWA.
(ii) Indicate all federally recognized Indian tribe (s) that may potentially be the Indian child's tribe(s). The title IV-E agency must submit the information in a format according to ACF's specifications.
(5)
(i) Indicate the date that the court determined that ICWA applies.
(ii) Indicate the Indian tribe that the court determined is the Indian child's tribe for ICWA purposes. The title IV-E agency must submit the information in a format according to ACF's specifications.
(6)
(i) Indicate whether the Indian child's parent or Indian custodian was sent legal notice more than 10 days prior to the first child custody proceeding in accordance with 25 U.S.C. 1912(a). Indicate “yes” or “no.”
(ii) Indicate whether the Indian child's tribe(s) was sent legal notice more than 10 days prior to the first child custody proceeding in accordance with 25 U.S.C. 1912(a). Indicate “yes”, “no” or “the child's Indian tribe is unknown”.
(iii) Indicate the Indian tribe(s) that were sent notice for a child custody proceeding as required in ICWA at 25 U.S.C. 1912(a). The title IV-E agency must report the information in a format according to ACF's specifications.
(7)
(8)
(i) Either of the parents objected to transferring the case to the tribal court.
(ii) The tribal court declined the transfer to the tribal court.
(iii) The state court determined good cause exists for denying the transfer to the tribal court.
(9)
(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
(viii)
(10)
(11)(i)
(ii)
(12)
(13)
(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
(viii)
(ix)
(x)
(xi)
(14)
(15)
(16)
(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
(17)
(ii) Indicate whether the child has ever fathered or bore a child. Indicate “yes” or “no.”
(iii) Indicate whether the child and his/her child(ren) are placed together at any point during the report period, if the response in paragraph (b)(17)(ii) is “yes.” Indicate “yes,” “no,” or “not applicable” if the response in paragraph (b)(17)(ii) of this section is “no.”
(18)
(19)
(i)
(ii)
(20)(i)
(ii)
(21)
(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
(viii)
(ix)
(x)
(xi)
(xii)
(xiii)
(22)
(23)
(24)
(25)
(c)
(2)
(3)
(4)
(5)
(i)
(ii)
(6)
(i) Indicate whether the state court found beyond a reasonable doubt that continued custody of the Indian child by the parent or Indian custodian is likely to result in serious emotional or physical damage to the Indian child in accordance with 25 U.S.C. 1912(f). Indicate with “yes” or “no.”
(ii) Indicate whether the court decision to involuntarily terminate parental rights included the testimony of one or more qualified expert witnesses in accordance with 25 U.S.C. 1912(f). Indicate “yes” or “no.”
(iii) Indicate whether prior to terminating parental rights, the court concluded that active efforts have been made to prevent the breakup of the Indian family and that those efforts were unsuccessful in accordance with 25 U.S.C. 1912(d). Indicate “yes” or “no.”
(7)
(d)
(2)
(3)
(i) Indicate whether the court order for foster care placement was made as a result of clear and convincing evidence that continued custody of the Indian child by the parent or Indian
(ii) Indicate whether the evidence presented for foster care placement as indicated in paragraph (d)(3)(i) of this section included the testimony of a qualified expert witness in accordance with 25 U.S.C. 1912(e) and 25 CFR 23.121(a). Indicate “yes” or “no.”
(iii) Indicate whether the evidence presented for foster care placement as indicated in paragraph (d)(3)(i) indicates that prior to each removal reported in paragraph (d)(1) of this section that active efforts have been made to prevent the breakup of the Indian family and that those efforts were unsuccessful in accordance with 25 U.S.C. 1912(d). Indicate “yes” or “no.”
(4)
(5)
(6)
(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
(viii)
(ix)
(x)
(xi)
(xii)
(xiii)
(xiv)
(xv)
(xvi)
(xvii)
(xviii)
(xix)
(xx)
(xxi)
(xxii)
(xxiii)
(xxiv)
(xxv)
(xxvi)
(xxvii)
(xxviii)
(xxix)
(xxx)
(xxxi)
(xxxii)
(xxxiii)
(xxxiv)
(7)
(i)
(ii)
(8)
(i)
(ii)
(e)
(2)
(3)
(i)
(ii)
(iii)
(iv)
(v)
(vi)
(4)
(5)
(6)
(7)
(8)
(i) A member of the Indian child's extended family.
(ii) A foster home licensed, approved, or specified by the Indian child's tribe.
(iii) An Indian foster home licensed or approved by an authorized non-Indian licensing authority.
(iv) An institution for children approved by an Indian tribe or operated by an Indian organization which has a program suitable to meet the Indian child's needs.
(v) A placement that complies with the order of preference for foster care or pre-adoptive placements established by an Indian child's tribe, in accordance with 25 U.S.C. 1915(c).
(9)
(10)
(11)
(i) Request of one or both of the Indian child's parents.
(ii) Request of the Indian child.
(iii) The unavailability of a suitable placement after a determination by the court that a diligent search was conducted to find suitable placements meeting the placement preferences in ICWA at 25 U.S.C. 1915 but none has been located.
(iv) The extraordinary physical, mental or emotional needs of the Indian child, such as specialized treatment services that may be unavailable in the community where families who meet the placement preferences live.
(v) The presence of a sibling attachment that can be maintained only through a particular placement.
(12)
(13)
(14)
(15)
(16)
(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
(17)
(18)
(19)
(20)
(21)
(22)
(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
(23)
(24)
(25)
(f)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
(9)
(10)
(i) Assist the parent(s) or Indian custodian through the steps of a case plan and with developing the resources necessary to satisfy the case plan.
(ii) Conduct a comprehensive assessment of the circumstances of the Indian child's family, with a focus on safe reunification as the most desirable goal.
(iii) Identify appropriate services to help the parent overcome barriers, including actively assisting the parents in obtaining such services.
(iv) Identify, notify and invite representatives of the Indian child's tribe to participate in providing support and services to the Indian child's family and in family team meetings, permanency planning and resolution of placement issues.
(v) Conduct or cause to be conducted a diligent search for the Indian child's extended family members, and contact and consult with extended family members to provide family structure and support for the Indian child and the Indian child's parents.
(vi) Offer and employ all available and culturally appropriate family preservation strategies and facilitate the use of remedial and rehabilitative services provide by the child's tribe.
(vii) Take steps to keep siblings together whenever possible.
(viii) Support regular visits with parents or Indian custodians in the most natural setting possible as well as trial home visits of the Indian child during any period of removal, consistent with the need to ensure the health, safety, and welfare of the child.
(ix) Identify community resources including housing, financial, transportation, mental health, substance use and peer support services and actively assisting the Indian child's parents or when appropriate, the child's family, in utilizing and accessing those resources.
(x) Monitor progress and participation in services.
(xi) Consider alternative ways to address the needs of the Indian child's parents and, where appropriate, the family, if the optimum services do not exist or are not available.
(xii) Provide post-reunification services and monitoring.
(xiii) Other active efforts tailored to the facts and circumstances of the case.
(g)
(1)
(2)
(3)
(4)
(h)
(1)
(2)
(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
(viii)
(3)
(4)
(5)
(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
(6)
(7)
(8)
(9)
(10)
(11)
(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
(12)
(13)
(14)
(15)
(16)
(17)
(18)
(19)
(20)
(i) A member of the Indian child's extended family.
(ii) Other members of the Indian child's tribe.
(iii) Other Indian families.
(iv) A placement that complies with the order of preference for foster care or pre-adoptive placements established by an Indian child's tribe, in accordance with 25 U.S.C. 1915(c).
(21)
(22)
(23)
(i) Request of one or both of the child's parents.
(ii) Request of the Indian child.
(iii) The unavailability of a suitable placement after a determination by the court that a diligent search was conducted to find suitable placements meeting the placement preferences in ICWA at 25 U.S.C. 1915 but none has been located.
(iv) The extraordinary physical, mental, or emotional needs of the Indian child, such as specialized treatment services that may be unavailable in the community where families who meet the placement preferences live.
(v) The presence of a sibling attachment that can be maintained only through a particular placement.
A title IV-E agency must report the following information for each child in the adoption and guardianship assistance reporting population, if applicable based on § 1355.42(b).
(a)
(2)
(3)
(b)
(2)
(3)
(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
(viii)
(4)
(c)
(2)
(d)
(e)
(a)
(b)
(1)
(2)
(3)
(4)
(5)
(c)
(1)
(2)
(d)
(2)
(e)
(2) If each data file meets the data file standards, ACF will then determine whether each data file meets the data quality standards in paragraph (d) of this section. For every data element, we will divide the total number of applicable records in error (numerator) by the total number of applicable records (denominator), to determine whether the title IV-E agency has met the applicable data quality standards.
(3) In general, a title IV-E agency that has not met either the data file formatting standards or data quality standards must submit a corrected data file(s) no later than when data is due for the subsequent six month report period (
(f)
(g)
(a)
(b)
(1)
(2)
(c)
(d)
The following attachments will not appear in the Code of Federal Regulations.
Architectural and Transportation Barriers Compliance Board.
Final rule.
The Architectural and Transportation Barriers Compliance Board (Access Board or Board) is issuing a final rule that revises its existing accessibility guidelines for non-rail vehicles—namely, buses, over-the-road buses, and vans—acquired or remanufactured by entities covered by the Americans with Disabilities Act. The revised guidelines ensure that such vehicles are readily accessible to, and usable by, individuals with disabilities. The U.S. Department of Transportation (DOT) is required to revise its accessibility standards for transportation vehicles acquired or remanufactured by entities covered by the Americans with Disabilities Act (ADA) to be consistent with the final rule.
The final rule is effective January 13, 2017. Compliance with the final rule is not required until DOT revises its accessibility standards for buses, over-the-road buses, and vans acquired or remanufactured by entities covered by the ADA to be consistent with the final rule.
The incorporation by reference of one publication listed in the final rule was approved by the Director of the Federal Register as of January 13, 2017.
Scott Windley, U.S. Access Board, 1331 F Street NW., Suite 1000, Washington, DC 20004-1111. Telephone numbers: 202-272-0025 (voice) or 202-272-0028 (TTY). Email address:
The Americans with Disabilities Act (ADA) charges the Access Board with responsibility for the development of minimum guidelines aimed at ensuring the accessibility and usability of transportation vehicles, including buses, over-the-road buses (OTRBs), and vans.
In this preamble, the Access Board's current accessibility requirements set forth in 36 CFR part 1192 for buses, OTRBs, and vans covered by the ADA are collectively referred to as the “existing guidelines.” The accessibility guidelines established in this final rule for ADA-covered buses, OTRBs, and vans are collectively referred to as the “2016 Non-Rail Vehicle Guidelines.” Unless otherwise noted, citations in this preamble to particular sections or subsections refer to provisions in the 2016 Non-Rail Vehicle Guidelines.
The 2016 Non-Rail Vehicle Guidelines are intended to revise and update the Access Board's existing guidelines that provide scoping and technical requirements to ensure that ADA-covered buses, OTRBs, and vans are accessible to, and usable by, passengers with disabilities. Some of the key changes reflected in the final rule (relative to the existing guidelines) include:
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Discussion of the bases for the key changes embodied in the 2016 Non-Rail Vehicle Guidelines, as well as proposed changes that were not carried forward to the final rule, is provided in this preamble.
Consistent with Executive Orders 12866 and 13563, the Access Board prepared a final regulatory assessment (Final RA) to assess the likely costs and benefits of new or revised accessibility requirements in the 2016 Non-Rail Vehicle Guidelines that are expected have an incremental cost impact relative to its existing guidelines. The results of the Final RA show that, over the studied 12-year regulatory timeframe, annualized costs for the 2016 Non-Rail Vehicle Guidelines are expected to range from $2.3 million to $8.0 million, depending on the cost scenario and discount rate. Presented below are estimated annualized costs for the 2016 Non-Rail Vehicle Guidelines under each of the three cost scenarios (
The Final RA also assesses the economic impact of the 2016 Non-Rail Vehicle Guidelines from several other cost perspectives, including the cost to large transit entities of complying with the new automated announcement systems requirement, and the costs of the new accessibility requirements for OTRBs. In order to present a more refined evaluation of estimated costs to large transit entities of the automated announcement systems requirement, the Final RA models costs using three prototypical size-based categories—which are denominated Tiers I, II and III—that are intended to be representative of the range of fixed route bus fleets operated by such entities. Tier I models costs for a large transit entity that is on the “smaller” end of the size spectrum (
Additionally, in terms of accessibility requirements that are newly applicable to OTRBs, the Final RA shows that the cost impact of these requirements is expected to be relatively modest. Annualized costs per vehicle are expected to range from $631 (low scenario) to $1,513 (high scenario) at a 7% discount rate. In light of this modest cost profile, the Final RA's small business analysis finds that, while the 2016 Non-Rail Vehicle Guidelines will undoubtedly affect a substantial number of “small business”-sized OTRB firms (in light of small firms' predominance in the relevant transportation, charter, and sightseeing industry sectors), its economic impact is not expected to be significant or disproportionate relative to other, larger OTRB firms.
Benefits of the 2016 Non-Rail Vehicle Guidelines, as discussed in the Final RA, are particularly challenging to quantify or monetize due to a variety of considerations, including insufficient data, methodological constraints, and inherent difficulties in evaluating civil rights-based regulatory provisions that promote important societal values such as equity, fairness, and independence. Consequently, benefits attributable to new and revised requirements in the 2016 Non-Rail Vehicle Guidelines—which are expected to be significant—are described from a qualitative perspective.
The Final RA discusses how the new and revised provisions in the 2016 Non-Rail Vehicle Guidelines are expected to directly benefit a significant number of Americans with disabilities by ensuring that transit buses and OTRBs are accessible and usable. By addressing communication barriers (and, to a lesser extent, access barriers) encountered on such vehicles by persons with vision, hearing, mobility, and cognitive impairments, the 2016 Non-Rail Vehicle Guidelines will better enable persons with disabilities to use these modes of transportation to work, pursue an education, access health care, worship, shop, or participate in recreational activities. Other individuals and entities, such as transit agencies, are also expected to benefit from the 2016 Non-Rail Vehicle Guidelines through, for example, improved customer
The Americans with Disabilities Act (ADA) requires the Access Board to issue guidelines for transportation vehicles—including buses, OTRBs, and vans—to ensure that new, used and remanufactured vehicles are readily accessible to and usable by individuals with disabilities.
The Access Board first issued transportation vehicle accessibility guidelines in September 1991.
In 1998, the Access Board and DOT issued a joint final rule amending their respective existing transportation vehicle guidelines and standards to include accessibility requirements for OTRBs.
Other than these 1998 amendments, the Access Board's vehicle guidelines have not been modified since their initial issuance in 1991. Since that time, new or updated technologies (such as low floor buses, intelligent transportation systems, and automated announcement systems), transit system designs (such as bus rapid transit and level boarding bus systems), and accessibility standards have emerged. Such changes led the Access Board to begin informal efforts to update its existing transportation vehicle guidelines.
First, in April 2007, the Board published draft revisions to the existing guidelines that proposed changes to accessibility requirements for buses and vans.
The following year, in November 2008, the Board published a notice of availability for a second set of draft revised guidelines for public review and comment.
In July 2010, the Access Board formally commenced the rulemaking process by issuing a notice of proposed rulemaking to update the existing guidelines for buses, OTRBs, and vans.
After the close of the comment period on the 2010 NPRM, the Access Board received reports from transit operators and a transportation consultant that some passengers who use wheelchairs were experiencing problems with new ramps that had been designed to meet the proposed 1:6 maximum running slope for ramps when deployed to the roadway. Accordingly, the Board reopened the comment period on the proposed rule and held two on-the-record public meetings to gather additional information on the feasibility and safety of the new ramp designs.
The Access Board's existing guidelines require large buses (
Since the early 2000s, deployment of various advanced technologies in transportation—commonly referred to as “intelligent transportation systems” (ITS)—has grown substantially. For public transit systems, ITS deployments generally include a “core” set of applications for Automatic Vehicle Location (AVL) and Computer-Aided Dispatch (CAD) that facilitate management of fleet operations by providing real-time information on vehicle location. Additional functionalities, such as automated announcement systems, are also becoming increasingly common. Automated announcement systems help ensure that required stop and route announcements are made, and made consistently and clearly. Automated announcement systems also lessen the need to rely on operators of non-rail vehicles for compliance, and, thereby, allow operators to pay more focused attention on driving or other operational tasks.
Both ITS/AVL deployments generally, and deployments that include automated announcement systems, have exhibited tremendous growth in recent years. For example, as of 2013, DOT annual statistics tracking ITS deployments show that nearly 90% of fixed route buses are now equipped with AVL, which represents a 177% increase in AVL deployments since 2000.
The 2010 NPRM, as did the 2008 Draft Revised Guidelines, proposed that public entities operating 100 or more buses in annual maximum fixed route service (as reported in the National Transit Database) must provide automated stop and route announcement systems on their large buses that operate in fixed route service and stop at multiple designated stops. Automated announcement systems, as proposed, must have both audible and visible components. For route announcements, the automated messages must be audible at boarding and alighting areas and the visible component must include signs on the front and boarding sides of buses. Stop announcements must be audible within vehicles, and the visible component must include signs that are viewable by passengers seated in wheelchair spaces and priority seats. The 2010 NPRM also posed several questions seeking public input on the proposed scoping for automated announcement systems, technical requirements, and costs.
Overall, the vast majority of commenters to the 2010 NPRM were strongly supportive of the Board's proposal to require automated stop and route announcements. Supporters of the requirement, who represent a broad cross-section of commenters—including persons with disabilities, advocacy organizations, academia, and transit industry associations—expressed their firm belief that automated announcement systems would bring much-needed consistency to stop and route announcements on fixed route buses and, thereby, ensure that passengers with disabilities have access to critical information needed to use public transportation systems. Supporters also noted that, by requiring audible and visible components, the proposal would broadly benefit not only passengers with vision or hearing-related disabilities, but also persons with other types of disabilities, including cognitive impairments. Automated announcement systems would also, they believe, promote universal access by aiding passengers who are unfamiliar with particular bus routes (
Commenters in favor of the automated announcement systems requirement also expressed uniform support for the VOMS 100 threshold (
Transit entities, on the other hand, had mixed views on the general notion of an automated announcement systems requirement. APTA and a statewide association of transit managers noted their general approval for this proposal. A large transit agency also expressed support for the automated announcement systems requirement, but noted that the cost for such systems might impose hardships on small transit agencies. Another large transit agency observed that, while automated announcement systems are “a highly desired feature for improving customer information systems,” they can be costly and technically challenging to implement in some environments. Several other transit entities took no position on automated announcement systems, but offered suggestions for improving the proposed requirement, such as clarifying its application or adding technical specifications for audio quality. Lastly, three transit agencies opposed the automated announcement systems requirement outright, expressing concern about costs and the fact that the requirement mandates use of automated announcement systems, rather than allowing transit agencies to choose among competing priorities at the local level, particularly with respect to rural bus service.
After careful considerations of these comments, the Access Board has decided to retain the automated announcement system requirement in the final rule, albeit with several, small editorial changes that respond to commenters' requests for clarification. (These editorial changes are discussed in Section IV.H below.) The Board strongly believes that automated announcement systems improve communication access for passengers with disabilities, which is a crucial factor in facilitating new or expanded use of fixed route bus transportation systems. Automated announcement systems have proven to be far superior to transit agency announcement programs that rely solely on vehicle operator-provided announcement systems.
Moreover, while the Access Board acknowledges that deployment of automated announcement systems by large transit agencies to comply with the final rule will necessarily impose costs (as well as lead to substantial benefits for bus passengers with disabilities), the cost impact of this requirement is tempered by several considerations. Foremost is that its application is limited to large transit entities that operate 100 or more fixed route buses in annual maximum service—a limitation that was added at the behest of APTA.
Additionally, extensive deployment of ITS in public transportation systems over the past decade means that, for most large transit agencies, the automated announcement systems requirement will not impose significant incremental costs. As noted above, transit industry statistics show that about 70% of fixed route buses nationally are already equipped with automated announcement systems, and nearly 90% are equipped with AVL. For large transit entities that have already installed (or are planning to install) automated announcement systems as part of their ITS deployment, this new requirement will impose no additional costs. For large transit agencies that have already deployed ITS/AVL system-wide, but do not yet have automated announcement systems, the incremental cost of complying with the new requirement will, in all likelihood, only be the cost of adding automated announcement system functionality, rather than purchasing an entirely new ITS system. Thus, the Access Board expects that only a few large transit agencies will have to purchase and deploy entirely “new” ITS with automated announcement system functionality in order to comply with the final rule.
Finally, it bears emphasis that, while DOT has sole discretion to determine whether (or to what extent) the automated announcement system requirement will apply to new, remanufactured, and existing non-rail vehicles, the Department's past practice in ADA rulemakings suggests that it is highly unlikely that existing transit buses would need to be retrofitted to comply with the automated announcement system requirement. Typically, DOT has imposed more stringent, “full” accessibility requirements on new or remanufactured vehicles, and exempted existing vehicles entirely.
The Access Board's existing guidelines require buses, OTRBs, and
With respect to reducing the minimum design force for wheelchair securement systems, commenters to the 2010 NPRM expressed near universal support. Commenters who supported this proposal included several vehicle manufacturers, three public transit agencies, an individual with a disability, and an accessibility consultant. They applauded the proposed reduction in design force because it would, they believed, potentially foster more innovative designs that were lighter or easier to use than currently available securement systems. These commenters further opined that reducing the minimum design force would likely produce marginal (if any) cost savings. Only two commenters opposed the proposed reduction of the minimum design force, with one commenter (an equipment manufacturer) merely stating general opposition to the proposal and the other commenter (a public transit agency) expressing concern about safety in light of larger mobility devices and rising obesity levels.
The Access Board has decided to retain the proposed reduction in minimum design force for wheelchair securement systems in the final rule. The revised design force would potentially spur greater innovation in wheelchair securement systems (which is an area in need of new approaches), but without sacrificing safety given that the 2,000-pound specification is based on findings from transportation studies.
With respect to the proposed addition of technical specifications for forward excursion barriers in rear-facing wheelchair securement systems, commenters expressed mixed views. Those who supported inclusion of specifications for forward excursion barriers (including individuals with disabilities and a transit agency), noted that, while rear-facing wheelchair spaces were not yet commonly used on fixed route buses in the United States, it was nonetheless important to specify a standard to keep pace with potential future changes in transit system designs. Other commenters (including a research center and a bus manufacturer), did not oppose inclusion of requirements for forward excursion barriers, but instead took issue with the Access Board's particular set of proposed specifications. They viewed the proposed requirements for forward excursion barriers as inadequate to protect wheelchair users. They suggested that, in the final rule, the Board should instead harmonize with international standards for rear-facing wheelchair securement systems, particularly since rear-facing wheelchair positions are much more common in Canadian and European public transportation systems. Finally, one transit agency objected outright to the inclusion of any requirement for forward excursion barriers.
In the final rule, the Access Board retains the requirement for forward excursion barriers for rear-facing wheelchair securement systems, but modifies the technical requirements for such barriers in response to commenters' expressed concerns about the specifications in the proposed rule. Specifically, T603.5 requires rear-facing wheelchair securement systems to provide forward excursion barriers complying with ISO 10865-1:2012(E), “Wheelchair containment and occupant retention systems for accessible transport vehicles designed for use by both sitting and standing passengers—Part 1: Systems for rearward facing wheelchair-seated passengers.” The ISO standard specifies design and performance requirements and associated test methods for forward excursion barriers. The Board has determined that the added safety research used in the development of ISO 10865-1:2012(E), and its acceptance as a global standard, provide additional benefits to transit users and agencies that warrant its incorporation in the final rule.
In the 2010 NPRM, the Access Board proposed to simplify and update the existing guidelines addressing the running slope of ramps in non-rail vehicles by establishing a single standard—1:6 maximum (17 percent)—for ramps deployed to roadways or to boarding and alighting areas without boarding platforms (
The existing guidelines specify a range of maximum running slopes for non-rail vehicle ramps depending on the nature of their deployment. While ramps must generally have the “least slope practicable,” the guidelines go on to specify several different maximum running slopes depending on whether the ramp is being deployed to the roadway or to a curb-height bus stop.
In 1991, when the Access Board issued the existing guidelines for ramp slopes, ramp and vehicle designs were not as advanced as they are today. Standard transit buses had high floors (usually 35 inches above the roadway) and steps at doorways. For this type of bus, lifts are the only means of providing accessible boarding and alighting. Yet, in public transit settings, lifts can sometimes be slow to deploy, costly to maintain, and have reliability issues. These and other factors spurred development and adoption of “low floor” transit buses in the early 1990s. Low floor buses have a lower vehicle floor (typically 15 inches or less above the roadway) that permits a flat—rather than stepped—area at doorways. Most low floor buses also have a “kneeling” feature that hydraulically lowers the front end of the vehicle several inches closer to the curb to aid in boarding. Because of their lower floor and flat entry area, low floor buses can use ramps (instead of lifts) to provide access for passengers with disabilities. These features tend to make boarding and alighting easier and more user-friendly for all passengers and, consequently, reduce dwell times.
In the mid-2000s, when the Access Board initiated efforts to revise and update its non-rail vehicle guidelines, two related considerations prompted evaluation of ramp slopes. First, research studies demonstrated that steeper ramp slopes—particularly ramps with a 1:4 slope—are difficult to use for many individuals who use mobility devices, most notably manual wheelchairs users.
In the 2010 NPRM, the Access Board thus proposed to update the ramp slope requirements in the existing guidelines by establishing a 1:6 maximum slope for ramps deployed to roadways or curb-height bus stops.
The proposed ramp slope provision received broad support from a wide spectrum of commenters, including the disability community, APTA, transportation researchers, ramp manufacturers, and several transit operators. These commenters applauded the Board's efforts to simplify the existing ramp slope requirements by specifying a single standard. They also agreed that the 1:4 maximum ramp slope in the existing guidelines was outdated and too steep. A 1:6 maximum for non-rail vehicle ramp slopes, in their view, was safer and more in line with current technology. Nonetheless, some supporters of the proposed ramp slope standard cautioned that, while a 1:6 standard for maximum ramp slope was preferable and generally feasible, certain local conditions (
Only a handful of commenters expressed outright opposition to the proposed 1:6 maximum slope for ramps in non-rail vehicles. For two transit operators, this proposal proved problematic because, in their view, a single standard cannot adequately take into account the many variables affecting ramp slope under “real world” operating conditions. The third transit operator expressed concern that 1:6 ramps would increase capital and maintenance costs, could require longer ramps, and might not be compatible with some bus or van models. Additionally, two bus manufacturers, while not expressly opposing a 1:6 maximum slope standard, noted that certain models of smaller non-rail vehicles—such as vans or cutaway buses—might require redesign of suspension systems or other vehicle
After the close of the comment period on the proposed rule, the Access Board received reports that a few transit agencies were experiencing problems with the usability of some 1:6 ramp models that had been recently installed on new transit buses. Accordingly, in August 2012, the Board issued a notice that it was reopening the comment period on the proposed rule and planned to hold public meetings in Washington, DC and Seattle, Washington to receive additional information on the new ramp designs.
Information developed during the reopened comment period painted a mixed picture of these 1:6 ramps. On the one hand, several transit agencies and individuals with disabilities confirmed that a few new 1:6 ramp models were indeed creating difficulties on some ramp-equipped low floor buses. They reported that, in order to avoid extending the ramps a longer distance outside the bus, some 1:6 ramps were designed with a fixed slope inside the bus and a variable slope outside the bus. The resulting grade break in the ramp run, along with its close proximity to the vestibule area flat floor, caused some passengers who used wheeled mobility devices to have difficulty negotiating the ramps or maneuvering in the bus vestibule (
A number of other commenters, however, expressed support for 1:6 ramps generally, as well as the particular ramp models at issue. Several bus and component manufacturers strongly supported the proposed 1:6 maximum slope requirement, stating that standard and cutaway bus models were already in production that came equipped with ramps capable of achieving a 1:6 maximum slope to roadways or curb-height bus stops. Additionally, a ramp manufacturer observed that, of the thousands of 1:6 ramps already in service on heavy-duty low floor transit buses across several hundreds of transit agencies, only about 2% of transit agencies had cited ramp grade break as a problem. This manufacturer also noted that, by 2013, it expected to have two new, redesigned 1:6 ramp models in commercial production that would address the cited problems by eliminating the grade break in the ramp run and minimizing the ramp's impact on the available level floor space within the bus at the top of the ramp. Testing of field prototypes was underway, and initial feedback had been positive.
A third group of commenters—including a disability organization and a research institution—believed that the Access Board's proposed 1:6 maximum ramp slope was still too steep. While preferable to steeper (1:4) ramps, a 1:6 ramp, they noted, was not “user-friendly” and could be difficult for passengers who use manual wheelchairs to use independently. These commenters urged the Board to instead adopt a 1:8 maximum ramp slope, which would make ramps usable for the vast majority of wheeled mobility device users.
Several years have passed since the comment period closed in late 2012. In the intervening years, 1:6 ramps have become well-established in the transit community. The ramp models at issue when the Access Board reopened the comment period have been replaced by a newer generation of 1:6 ramps; these ramps have been on the market—and in use—for several years without generating similar complaints.
After careful consideration, the Board has determined that a 1:6 maximum ramp slope—as proposed in the 2010 NPRM—strikes the appropriate balance between usability and feasibility. We believe that establishing a 1:6 maximum running slope for non-rail vehicle ramps will make such ramps more usable for most passengers who use wheeled mobility devices, while also ensuring a workable standard that manufacturers and vehicle operators can meet without undue difficulty or expense. There is near uniform agreement that the 1:4 maximum ramp slope in the existing guideline is outdated and potentially unsafe. A ramp with a 1:6 maximum slope, while perhaps not independently usable by all individuals who use wheeled mobility devices, nonetheless presents a safer and more usable method of boarding and alighting for most mobility device users. Indeed, a recent peer-reviewed transportation study validated the efficacy of 1:6 ramps in reducing ramp-related incidents and accidents on non-rail transit vehicles.
The 2016 Non-Rail Vehicle Guidelines thus require the running slope of ramps in non-rail vehicles used for deployment to roadways or curb-height bus stops to be no steeper than 1:6. However, the text of the provision has been modified to address commenters' concerns about the difficulty of achieving 1:6 ramp slopes under all deployment conditions.
In the 2010 NPRM, the proposed rule simply established a 1:6 maximum slope for ramps deployed to roadways or curb-height bus stops; the provision did not, on its face, specify whether this maximum applied to a ramp's designed capability (
To address these concerns, the provisions in the final rule specifying the maximum ramp running slopes for non-rail vehicles (
In the 2010 NPRM, the Access Board proposed specific minimum dimensions for the clear width of circulation paths within non-rail vehicles, as well as maneuvering clearances at wheelchair spaces. For the reasons discussed below, these proposals have not been retained in the final rule. Instead, pending further research, the 2016 Non-Rail Vehicle Guidelines retain the approach in the existing guidelines by requiring “sufficient clearances” for passengers who use wheelchairs to move between accessible doorways and wheelchair spaces, and to enter and exit wheelchair spaces.
Since the initial issuance of the existing guidelines in 1991, various parties—including individuals with disabilities, transit operators, and vehicle manufacturers—have requested guidance on the meaning of “sufficient clearances.” Questions about clearances arose in the context of circulation paths that connect accessible doorways and wheelchair spaces, as well as maneuvering spaces at wheelchair positions, which, on buses, OTRBs and vans, are typically confined on three sides by seats, side walls, or wheel wells.
Over the course of this rulemaking, the Access Board has attempted to clarify the meaning of “sufficient clearances” by proposing specific dimensions for the clear width of circulation paths and maneuvering clearances at wheelchair spaces, as well as more clearly specifying the obligation to ensure that features along circulation paths—particularly in the front vestibule of buses (where stanchions or fare collection devices tend to be located)—do not interfere with the maneuvering of wheelchairs or other mobility devices. For example, in the 2007 Draft Revised Guidelines, the Board proposed a fixed metric for the minimum clear width of circulation paths (36 inches), as well as maneuvering clearances of 6 inches (for front or rear entry wheelchair spaces) or 12 inches (for side entry wheelchair spaces) when wheelchair spaces are confined on three sides.
Many commenters to the 2007 Draft Revised Guidelines were critical of these new proposals for maneuvering clearances at wheelchair spaces and the clear width of circulation paths.
In the 2010 NPRM, the proposed requirements for maneuvering clearances at wheelchair spaces and minimum clear width of circulation paths mirror the proposals in the 2008 Draft Revised Guidelines.
Commenters' reactions to the proposed specifications in the 2010 NPRM for maneuvering clearances and clear width of circulation paths were decidedly mixed. The disability community, while generally applauding the Board's effort to replace the approach in the existing guidelines (
Reaction from the public transit community was, on the other hand, solidly opposed to the proposed specifications for minimum clear width of circulation paths and maneuvering clearances at wheelchair spaces. APTA and a large transit agency expressed support for the proposed clearance for side entry wheelchair spaces, but also noted that this clearance could result in some (unspecified) seat loss. Otherwise, the transit community uniformly opposed the clearances proposed in the 2010 NPRM. Several transit agencies submitted detailed drawings demonstrating that the proposed maneuvering clearances would, depending on various factors (
Several bus manufacturers echoed the view that, for some bus models, compliance with the proposed requirements would require modification of designs and seating plans. One manufacturer noted some models of large buses might lose up to two seats for every side entry wheelchair space extended to meet the proposed 54-inch clearance. Another manufacturer submitted drawings showing that the proposed 34-inch minimum clear width for circulation paths would result in the loss of 10-14 seats per vehicle, depending on the model of bus. Manufacturers also noted concerns about design constraints due to current axle designs, noise level specifications, and wheel well strength requirements. There was strong support among bus and van manufacturers for establishment of performance standards.
Lastly, a university-based transportation research center stressed that development of suitable dimensions for maneuvering clearances and clear width of circulation paths on transit buses depended on multiple inter-related factors, including: Types of mobility devices, orientation of nearby seats, and relationship of wheelchair spaces to adjacent elements. Because of the complex relationship between these factors, the research center urged the Access Board to first undertake an in-depth study to better understand their interplay before promulgating criteria for clearances—criteria which, in their view, should be performance based, rather than prescriptive, to provide flexibility and foster innovation.
After careful consideration of commenters' views, the Access Board has determined that enumeration of dimensions for clearances is not advisable at this time. Ensuring that passengers who use wheelchairs and other mobility devices can safely and easily move from doorway to wheelchair space, as well as into and out of the securement system at that space, is a complex challenge that, as commenters rightly note, calls into play numerous variables and considerations. Throughout the course of this rulemaking, dating from the 2007 Revised Draft Guidelines through the 2010 NPRM, the Board has attempted to provide better guidance on the meaning of “sufficient clearances”—as provided in the existing guidelines—by proposing various minimum dimensions for maneuvering clearances at wheelchair spaces and clear width of circulation paths. Each iteration of these regulatory proposals, however, has been met with mixed reviews. Commenters made plain that a “one size fits all” approach—such as the establishment of specific minimum dimensions for clearances in the proposed rule—might provide modest benefits to some passengers who use wheelchairs or other mobility devices, but would also come at a steep cost in terms of vehicle redesign or seat loss. There was also uniform agreement that, given the complex interplay of factors, performance standards for onboard circulation of passengers who use wheelchairs would be useful and preferable.
However, while there are ongoing research studies aimed at improving the interiors of transportation vehicles for passengers who use mobility aids, the current state of information does not provide a sufficient basis for development of performance standards. The Board is hopeful that these ongoing research efforts will help to inform future rulemaking efforts. For example, the Rehabilitation Engineering Research Center on Accessible Public Transportation (RERC-APT) is conducting human factors research on boarding and disembarking vehicles by passengers with disabilities, as well as improved vehicle interiors, which may provide some of the evidentiary bases needed for the development of performance standards.
In the meantime, however, the 2016 Non-Rail Vehicle Guidelines do not specify a minimum clear width for accessible circulation paths or maneuvering clearances at wheelchair spaces. Instead, the final rule retains the existing requirement that the clear width of accessible circulation paths must be sufficient to permit passengers using wheelchairs to move between accessible doorways and wheelchair spaces, and to enter and exit wheelchair spaces.
Overall, the Access Board received about 100 written comments to the 2010 NPRM, including those received during the reopening of the comment period in the fall of 2012 to address issues related to ramp designs. In addition to comments received on the major issues discussed in the preceding section, commenters also expressed views on a variety of other matters related to the proposed rule. The Access Board's response to significant comments on these other matters are discussed below on a chapter-by-chapter basis following the organization of the final rule. Also addressed below are requirements in the final rule that have been substantively revised from the proposed rule. Provisions in the final rule that neither received significant comment nor materially changed from the proposed rule are not discussed in this preamble.
As noted previously, the formatting and organization of the 2016 Non-Rail Vehicle Guidelines differs significantly from the existing guidelines. The new format organizes the revised scoping and technical guidelines for buses, OTRBs, and vans into seven chapters, all of which are contained in a new appendix to 36 CFR part 1192. This organization is consistent with the approach used by the Access Board since the issuance of its Americans with Disabilities Act and Architectural Barriers Act Accessibility Guidelines in 2004. The 2016 Non-Rail Vehicle Guidelines use a modified decimal numbering system preceded by the letter “T” to distinguish them from other existing guidelines and standards. Main section headings are designated by three numbers (
Additionally, as part of its efforts to update its transportation vehicle guidelines, the Access Board has endeavored to write the 2016 Non-Rail Vehicle Guidelines in terms that make its requirements easier to understand.
Commenters to the 2010 NPRM generally applauded the Access Board's efforts to revise the existing guidelines, including the format and organization of the proposed rule. Several commenters also praised the proposed rule as providing a much needed “refresh” of the existing guidelines, which were last amended in 1998. Some commenters did suggest that certain provisions would benefit from clarification or a retooled format. In response to such comments, many provisions in the 2016 Non-Rail Vehicle Guidelines have been consolidated, renumbered, or relocated. Even still, most of the scoping and technical requirements in the 2016 Non-Rail Vehicle Guidelines remain substantively the same as the existing guidelines, with changes in wording being editorial only. A side-by-side comparison of the 2016 Non-Rail Vehicle Guidelines and the existing guidelines is available on the Access Board's Web site (
Chapter 1 contains provisions on the application and administration of the 2016 Non-Rail Vehicle Guidelines. Only the definitions section in this chapter received comments.
In the 2010 NPRM, the Access Board proposed to remove several outdated or redundant definitions in the existing guidelines, including the definition of the term “common wheelchairs and mobility aids.” Three transit agencies recommended that the Access Board retain this definition in the final rule, while another urged the Board to work with the Department of Transportation (DOT) to update the definition of “wheelchair” in DOT's own regulations for ADA-covered vehicles. One transit agency described the term as serving as a “reliable measure” for transit operators.
The Access Board believes that commenters' concerns about removal of this term from the transportation vehicle guidelines are misplaced. Deletion of the phrase “common wheelchair and mobility aids” will not leave transit agencies or others without guidance on what constitutes a “wheelchair” or other mobility aid. Rather, the practical effect of removing this definition means that the 2016 Non-Rail Vehicle Guidelines will, instead, look to the definition of “wheelchair” in DOT's regulations for ADA-covered transportation vehicles.
The Board is aware that some transit agencies have, in the past, used the definition of “common wheelchairs and mobility aids” inappropriately to exclude certain wheelchairs and mobility devices from buses or vans, even when such devices could be accommodated within the vehicle. To the extent transit agencies are concerned that deletion of this definition in the Access Board's transportation vehicle guidelines will mean they can no longer determine what size wheelchairs or mobility devices are eligible for bus service, existing DOT regulation already address this issue: “The entity may not deny transportation to a wheelchair or its user on the ground that the device cannot be secured or restrained satisfactorily by the vehicle's securement system.” 49 CFR 36.165(d). If DOT wishes to include a definition for “common wheelchair” in its regulations for other reasons, DOT can certainly do so. Comments on this subject should be directed to DOT when it commences a rulemaking to update its own regulations for ADA-covered transportation vehicles.
To provide clarity and consistency, several new terms have also been added to the definitions section (T103) in the 2016 Non-Rail Vehicle Guidelines. These terms are: Boarding platform, fixed route service (or fixed route), large transit entity, large non-rail vehicle, small non-rail vehicle, and non-rail vehicle. Generally speaking, these terms (or their related concepts) were present in the proposed rule, but appeared in scattered scoping or technical provisions. For convenience and clarity, these terms are now centrally defined in T103. Each term is briefly discussed below.
“Boarding platform” is a new term for which definition was needed because the final rule, for the first time, addresses accessibility requirements for level boarding bus systems. A “boarding platform” is defined as a platform “raised above standard curb height in order to align vertically with the transit vehicle entry for level boarding and alighting.” (Though not expressly defined, the 2010 NPRM used the term “station platform” in the context of requirements for level boarding bus systems.)
“Fixed route” is defined in the 2016 Non-Rail Vehicle Guidelines because the existing definition (which is incorporated from DOT regulations) references “fixed route systems,” whereas the final rule refers to fixed route “services” or simply “fixed routes.” In all other respects, the definition of “fixed route” has the same meaning as the existing guidelines.
The term “large transit entity” has been added in order to simplify the scoping and technical requirements for automated announcement systems, but it does not alter their meaning or application. As before, only public transportation providers that operate 100 or more buses in annual maximum service for all fixed route bus modes, as reported to the National Transit Database, are subject to the automated announcement system requirement.
“Large non-rail vehicle” and “small non-rail vehicle” had previously been defined in Chapter 2's scoping provisions. For clarity, these “definitions” were moved to the definitions section in the final rule. In all respects, however, the terms have the same meaning as in the proposed rule. “Large non-rail vehicles” are vehicles more than 25 feet in length, as measured from standard bumper to standard bumper, and “small non-rail vehicles” are vehicles equal to or less than 25 feet in length. In the existing guidelines, 22 feet is the maximum length for small vehicles. A manufacturer noted, in response to the 2010 NPRM, that newer van designs have safety bumpers and frontal crash protection features that increase the vehicle length beyond 22 feet, but provide no additional passenger space. Consequently, while their currently available production models of vans and small buses qualify as large vehicles under the existing 22-foot threshold, compliance with certain accessibility requirements applicable to large vehicles (
Lastly, a definition of “non-rail vehicle” has been added to the final rule to clarify that this term, when used in the context of the 2016 Non-Rail Vehicle Guidelines, is intended to collectively refer only to those types of transportation vehicles that are addressed in these revised guidelines—namely, buses, OTRBs, and vans. By so defining “non-rail vehicle” in the final rule, potential confusion is avoided with the far broader definition of the term in DOT's existing regulations for ADA-covered transportation vehicles, which includes, among other things, public rail transportation.
Chapter 2 in the 2016 Non-Rail Vehicle Guidelines has been substantially reorganized to present a more simplified approach. Whereas nearly all scoping provisions for buses, OTRBs, and vans in the 2010 NPRM were “nested” as subsections to a single section (former T203), in the final rule, each discrete feature or set of related requirements—such as, steps (T203), doorways (T204), illumination (T205), and handrails, stanchions, and handholds (T206)—has been assigned its own scoping section. Some scoping provisions have also been editorially revised for clarity. While the Access Board believes the modifications to the organization and text of provisions in Chapter 2 represent improvements, none of these changes were intended to alter the substantive scope of the final rule.
With the exception of the scoping requirements for automated announcement systems, relatively few commenters to the 2010 NPRM addressed the scoping provisions. Most matters raised by commenters related to scoping for the automated announcement system requirement are discussed above in Section III (Major Issues), and will not be repeated here. However, there remain a few scoping-related matters raised by commenters that have not been previously addressed, and these matters are discussed below. Significant comments on other proposed scoping provisions are also discussed in this section.
Buses, OTRBs, and vans acquired or remanufactured by entities covered by the ADA must comply with the scoping requirements in Chapter 2 to the extent required by DOT's implementing regulations for ADA-covered transportation vehicles, which, when revised, are required to use the 2016 Non-Rail Vehicle Guidelines as minimum accessibility standards. Two transit agencies and a bus manufacturer expressed concern about, or requested clarification of, the application of the requirements in the final rule to existing or remanufactured non-rail vehicles. Implementation and enforcement of the 2016 Non-Rail Vehicle Guidelines is within the sole authority of DOT, not the Access Board. The Access Board is statutorily tasked under the ADA with establishing minimum guidelines for the accessibility of ADA-covered transportation vehicles. Whether DOT ultimately elects to make its regulations applicable to then-existing ADA-covered vehicles, and, if so, to what extent, remains within the sole province of that agency. Consequently, compliance with the 2016 Non-Rail Vehicle Guidelines is not required until DOT adopts these guidelines as enforceable accessibility standards.
All buses, OTRBs, and vans covered under the 2016 Non-Rail Vehicle Guidelines must provide at least one means of accessible boarding and alighting that serves all designated stops on the assigned route to which the vehicle is assigned. These vehicles must also provide access to the roadway in the event passengers must be offloaded where there is no platform or curb. Provision of accessible boarding and alighting may be accomplished through the use of ramps and bridgeplates, lifts, or level boarding and alighting systems that meet the technical requirements in Chapter 4. Accessibility requirements for level boarding bus systems are new to the 2016 Non-Rail Vehicle Guidelines because the advent of such transit systems (
The 2016 Non-Rail Vehicle Guidelines, as with the existing guidelines, require handrails, stanchions, or handholds to be provided at passenger doorways, fare collection devices (where such devices are otherwise provided), and along onboard circulation paths. Large non-rail vehicles must generally provide stanchions or handholds on forward- and rear-facing seat backs. Handrails, stanchions, and handholds must comply with the technical requirements in T303.
In response to three separate comments from a bus manufacturer, seating manufacturer, and transit agency, the text of T206 has been revised and an exception for high-back seats, such as those often found on OTRBs, has been added. The text revisions clarify that, where stanchions or handholds are provided on front- and rear-facing seat backs, they must be located adjacent to the aisle so that passengers may use them when moving between aisles and seats. The new exception provides that, for high-back seats, overhead handrails are permitted in lieu of stanchions or seat-back handholds.
As a matter of clarification, the proposed rule specified that, where doorways are provided on one side of a non-rail vehicle, an accessible circulation path must connect each wheelchair space to at least one doorway with accessible boarding and alighting features.
The Access Board received several comments from disability rights organizations and individuals with disabilities in support of this clarifying
Under the 2016 Non-Rail Vehicle Guidelines, large non-rail vehicles must provide at least two wheelchair spaces, and small non-rail vehicles must provide at least one wheelchair space. Wheelchair spaces must also be located as near as practicable to doorways that provide accessible boarding and alighting features and comply with the technical requirements in T602. The requirements remain unchanged from the proposed rule.
A van manufacturer suggested, in response to the 2010 NPRM, that the Access Board add language in the final rule that would allow additional spaces, even if they do not meet the minimum required dimensions. The Board declines to add this requested text. Additional wheelchair spaces are already permitted under the existing guidelines, and the same language has been carried over into the 2016 Non-Rail Vehicle Guidelines.
Wheelchair securement systems complying with the technical requirements in T603 must be provided at each wheelchair space. The Access Board received several comments on the proposed technical provisions addressing wheelchair securement systems, and these comments are discussed under Chapter 6.
The 2010 NPRM proposed that non-rail vehicles operating in fixed route systems be required to designate at least two seats as priority seats for passengers with disabilities.
Comments were received from a bus manufacturer and a transit operator seeking clarification whether flip up seats used in wheelchair spaces could also be designated as priority seats. There is nothing in the 2016 Non-Rail Vehicle Guidelines that prohibits such an approach. The same bus manufacturer also sought clarification concerning whether aisle-facing priority seats must be provided, even if none are near a doorway. When there is one or more aisle-facing seats on a fixed route non-rail vehicle, at least one of these seats must be designated as a priority seat. If there is only one aisle-facing seat on a fixed route non-rail vehicle, then that seat must be designated as a priority seat regardless of its location. If, however, a fixed route non-rail vehicle has more than one aisle-facing seat, then the transit operator has the discretion to designate as a priority seat whichever aisle seat it deems “as near as practicable” to a passenger doorway.
The scoping provisions for communication features address a number of different areas, including: Signs or markers for priority seats, identification of wheelchair spaces and doorways that provide accessible means of boarding and alighting with the International Symbol of Accessibility, provision of exterior route or destination signs, and automated announcement systems on large non-rail vehicles that operate in fixed route service with multiple designated stops.
In the 2010 NPRM, the scoping requirements for communication features were scattered throughout Chapter 2. In the 2016 Non-Rail Vehicle Guidelines, all scoping requirements related to communication features have been reorganized and consolidated under a single section, T215. Other than this reorganization and some minor editorial changes to the text of certain provisions to improve clarity, the scoping provisions in the 2016 Non-Rail Vehicle Guidelines for communication features are the same as in the proposed rule.
With respect to signage for priority seats, the 2010 NPRM proposed that priority seats for passengers with disabilities be identified by signs informing other passengers to make such seats available for passengers with disabilities. These signs would be required to comply with the technical requirements in T702. (Section T702, in turn, addresses such matters as character style and height, line spacing, and contrast.)
While the Board acknowledges that ensuring the availability of priority seats for passengers with disabilities is a frequent problem, resolution lies beyond this final rule. This is a programmatic and service issue that falls outside the Access Board's jurisdiction and, in any event, is a matter best left to DOT and transit operators. Disabilities are not always visible or apparent, and it can be difficult to discern whether a passenger has priority to use a designated seat. The requirement for signage at priority seats is aimed at helping to ensure that people with disabilities have priority use of these seats. However, there is nothing in the 2016 Non-Rail Vehicle Guidelines (or, for that matter, current DOT regulations) requiring other passengers to make the seats available, or mandating that vehicle operators make passengers move from priority seats when, in their view, such passengers do not need them. Nonetheless, transit operators are encouraged to make efforts, as appropriate for their systems and localities, to ensure that priority seats are available for passengers with disabilities when needed.
Section T215 in the 2016 Non-Rail Vehicle Guidelines also establishes several new communication-related scoping requirements for OTRBs. These new provisions, as applied to OTRBs, relate to: Identification of priority seats (with signs) and wheelchair spaces and accessible doorways (with the International Symbol of Accessibility) (T215.2.1, T215.2.2, and T215.2.3); exterior route or destination signs (T215.2.4); public address systems (T215.3.1); and stop request systems (T215.3.3). While these requirements are new to OTRBs, they have all been in effect for buses and vans since the existing guidelines were first promulgated in 1991. No comments were received on these scoping provisions as newly applied for OTRBs. The expected costs for these new OTRB requirements are discussed below in Section V.A (Regulatory Process Matters—Final Regulatory Assessment (E.O. 12866)).
Lastly, T215.3 in the 2016 Non-Rail Vehicle Guidelines sets forth scoping
First, a large transit agency, while noting that its fixed route bus fleet was already equipped with automated announcement systems, nonetheless expressed concern about the cost of complying with the automated announcement system requirement to the extent it would apply to its small fleet of large paratransit vehicles, which do not have such equipment installed. This commenter urged the Access Board to expressly exempt paratransit vehicles from the automated announcement system requirement. The Board declines to adopt this suggestion because no such exception is needed. By its terms, the automated announcement system requirement applies only to large non-rail vehicles operating in fixed route service with multiple designated stops.
Second, a state-wide association of transit managers asked the Access Board to clarify how the VOMS 100 threshold applies to contractors that provide fixed route bus service for public transit agencies. “Large transit entity,” which is a newly defined term in T103, refers to providers of public transportation services that “operat[e] . . . 100 or more buses in annual maximum service for all fixed route service bus modes collectively, through either direct operation or purchased transportation.” Thus, for purposes of determining whether a transit operator is a “large transit entity” subject to the automated announcement system requirement, both directly operated and purchased (
Third, a number of commenters, including APTA and several transit agencies, sought clarification concerning application of the automated announcement system requirement to existing buses. APTA stressed that restricting the scope of this requirement to new (or newly acquired) buses was important to ensure that large transit agencies that do not yet have automated announcement systems would be able to acquire needed equipment through their regular procurement cycles, and smaller transit agencies nearing the VOMS 100 threshold were not inadvertently limited from expanding their fixed route service.
As discussed at the outset of this section (
Chapter 3 in the 2016 Non-Rail Vehicle Guidelines has been significantly reorganized from the proposed rule. Chapter 3 in the 2016 Non-Rail Vehicle Guidelines contains the technical requirements related to three areas—walking surfaces (T302), handrails, stanchions, and handholds (T303), and operable parts (T304)—that formerly were located in a different chapter in the 2010 NPRM.
The technical requirements for walking surfaces include provisions on slip resistance, the maximum size of surface openings, and the maximum height of vertical surface discontinuities (
With respect to slip resistance, a bus manufacturer urged the Access Board to incorporate specific measures for slip resistance (
Another commenter, a transportation research center, noted that the
The technical requirements for handrails, stanchions, and handholds include specifications on edges, cross sections, and clearances (
The technical requirements for operable parts in the 2016 Non-Rail Vehicle Guidelines remain the same as in the proposed rule; however, they have been slightly reorganized so that all requirements are consolidated into a single section, T304. The technical requirements for operable parts include provisions on height, location, and operation. Operable parts on fare collection devices serving passenger access routes, stop request systems, wheelchair spaces, and priority seats must comply with these technical requirements.
In the 2010 NPRM, the Access Board proposed to raise the minimum height of operable parts in non-rail vehicles from 15 inches to 24 inches.
Chapter 4 in the 2016 Non-Rail Vehicle Guidelines, which sets forth the technical requirements for ramps and bridgeplates, accessible means of level boarding and alighting, lifts, and steps, has been significantly reorganized and revised from the proposed rule. All technical provisions related to boarding and alighting—including level boarding bus systems and steps (which formerly appeared in Chapters 2 and 5 respectively in the proposed rule)—are now consolidated in this chapter. Several provisions have also been revised at the behest of commenters. Responses to comments on the Board's proposal in the 2010 NPRM to revise the technical requirements for the slope of ramps in non-rail vehicles by specifying a single standard (1:6) for maximum running slope applicable to ramps deployed to roadways or curb-height bus stops are discussed in Section III (Major Issues). Discussed below are significant comments on other technical requirements for ramps, bridgeplates, and lifts, as well as other revisions to Chapter 4 in the final rule. (We received no comments on two provisions in Chapter 4—Level Boarding and Alighting (T404) and Steps (T405)—which are unchanged from the 2010 NPRM.)
The technical requirements for ramps and bridgeplates in the 2016 Non-Rail Vehicle Guidelines include provisions on design load, installation and operation, emergency operation, surfaces, clear width, edge guards, running slope, transitions, visual contrast, gaps, and stowage. These technical requirements are organized in similar fashion to the proposed rule; they also remain the same substantively as in the proposed rule, with the exception of the requirements for maximum ramp running slopes. Section T402 has been slightly revised to clarify that the ramps and bridgeplate barriers must be a minimum height of 2 inches, but allows them to be reduced to less than 2 inches when they are within 3 inches of the boarding end of the device. This accommodates wheelchair users' need to turn as they enter and exit the ramp and reduces the likelihood that passersby will trip on the barrier.
The Access Board received several comments relating to technical specifications for the design load of ramps. In the 2010 NPRM, the Board proposed to retain the existing requirement that ramps and bridgeplates longer than 30 inches (as well as lifts) be required to have design loads of 600 pounds (273kg) minimum.
While the Board acknowledges the trend towards heavier wheeled mobility devices and other factors having a tendency to increase the weight of various potential ramp-based boarding and alighting scenarios, we do not believe a revision in the existing minimum design load for ramps and bridgeplates is advisable at this time. Additional research directed at evaluating design loads for ramps in buses and vans, as well as potential effects of increase in minimum design load on vehicle design or operation is needed. Moreover, it is also important that any potential revision of requirements for minimum design loads for ramps be coordinated with design loads for public lifts specified in the Federal Motor Vehicle Safety Standards (FMVSS), which are incorporated by reference in the technical specifications for lifts in the final rule.
A bus manufacturer commented that the Federal Motor Vehicle Safety Standards (FMVSS) permit marking of the sides of the barriers to indicate the surface boundaries and warn passersby of a tripping hazard. Nothing in the final rule prevents this additional high contrast marking.
The technical requirements for lifts have been substantially revised in the 2016 Non-Rail Vehicle Guidelines. In the 2010 NPRM, the technical requirements for lifts were set forth in five enumerated provisions, with one section (T302.5) having eleven subsections.
After considering this recommendation, the Board has determined that the public lift standards in the FMVSS provide a similar level of accessibility relative to the proposed rule, and, as well, provide measurable testing requirements that ensure both accessibility and safety for lift users. Section T403 of the 2016 Non-Rail Vehicle Guidelines has thus been revised to incorporate the technical requirements for public use lifts specified in Standards 403 and 404 of the FMVSS, which are codified at 49 CFR 571.403 and 571.404. We do, however, carry forward the requirement from the proposed rule that lift platforms be designed to permit passengers who use wheelchairs to board the platforms facing either toward or away from the vehicle. The public lift standards in the FMVSS are silent on boarding direction, so this requirement is set forth in a separate, stand-alone provision in the final rule.
Chapter 5 in the 2016 Non-Rail Vehicle Guidelines contains the technical requirements for doorways, illumination at doorways and boarding and alighting areas, passenger access routes, and, where provided, fare collection devices. Chapter 5 has been significantly reorganized since the proposed rule, with two sections being moved out of this chapter and located elsewhere in the final rule (
In the 2016 Non-Rail Vehicle Guidelines, passenger access routes (which were referred to as “accessible circulation paths” in the proposed rule) must provide clearances sufficient to permit passengers using wheelchairs to move between doorways with accessible boarding and alighting features and wheelchair spaces, and to maneuver in and out of wheelchair spaces. This requirement essentially mirrors the current provisions in the existing guidelines applicable to buses, OTRBs, and vans.
Section T504 in the 2016 Non-Rail Vehicle Guidelines establishes specifications for the location of fare collection devices (to ensure that such devices do not impede wheelchair movement along passenger access routes), as well as their operable parts (to ensure such devices are reachable and usable by passengers with disabilities). These technical requirements mirror those proposed in the 2010 NPRM. However, the Access Board did not retain a proposed specification—which also appears in the existing guidelines for buses and vans—requiring fare collection devices, where
A transit agency expressed concern that application of the requirements in this section, in conjunction with the maximum mounting height for operable parts specified in T304 (
Chapter 6 in the 2016 Non-Rail Vehicle Guidelines establishes technical requirements for wheelchair spaces, wheelchair securement systems, and seat belts and shoulder belts provided for passengers who use wheelchairs. (In the 2010 NPRM, these provisions appeared in Chapter 4 of the proposed rule.) With the exception of two areas, this chapter has been neither significantly reorganized nor substantively revised from the proposed rule. The two areas in which the requirements in this chapter differ substantially from the proposed rule—wheelchair space maneuvering clearances and forward excursion barriers for rear-facing wheelchair containments systems—are detailed in Section III (Major Issues) above. Comments related to proposed technical requirements in these two areas are also discussed in that section, and are not repeated here. Discussed below are significant comments on other aspects of the technical requirements for wheelchair spaces and securement systems.
The technical requirements for wheelchair spaces include provisions on surfaces, approach, and size. Under the final rule, as with the existing guidelines, one full unobstructed side of each wheelchair space must adjoin or overlap a passenger access route.
An exception has been added to T602.4 in the final rule that permits the space occupied by wheelchair footrests to be located under an adjacent seat, provided that the space under such seat meets specified size requirements.
The technical requirements in the 2016 Non-Rail Vehicle Guidelines for wheelchair securement systems include provisions on orientation, design load, movement, and rear-facing wheelchair securement systems. In the 2010 NPRM, with respect to requirements for orientation of wheelchair spaces and their accompanying securement systems, the Access Board essentially restated requirements in the existing guidelines: Wheelchair securement systems must secure a wheelchair so that the occupant is facing the front or rear of the vehicle (
A joint comment submitted by a consortium of transportation research centers urged the Access Board, for safety reasons, to restrict rear-facing wheelchair securement systems to large or slower-moving vehicles, such as large intra-city transit buses. Based on this comment, the orientation requirement for wheelchair securement systems has been revised in the final rule. Section T603.2 establishes a general requirement that wheelchair securement systems must be front facing. A new exception to T603.2 permits rear-facing securement systems “on large non-rail vehicles designed for use by both seated and standing passengers,” provided that at least one other wheelchair securement system is front facing.
Two commenters also suggested that the Access Board clarify (or define) what “normal operating conditions” means in the context of the requirement that wheelchair securement systems limit movement of occupied wheelchairs.
Additionally, a few commenters responded to Question 15 in the 2010 NPRM, which sought input on whether the Access Board should address four safety-related matters in subsequent rulemakings.
The Access Board appreciates the input provided by these commenters on these areas, and will take their views under advisement in future rulemakings concerning transportation vehicles.
Chapter 7 in the 2016 Non-Rail Vehicle Guidelines establishes technical requirements for characters on signs, the International Symbol of Accessibility, and vehicular announcement systems. With the exception of requirements addressing announcement systems in T704, this chapter has been neither reorganized nor substantively changed from the proposed rule. Section T704 in the final rule has been reorganized and editorially revised to improve clarity; these modifications, however, did not materially alter its terms. We received no comments on two of the three sections in Chapter 7—namely, Signs (T702) and International Symbol of Accessibility (T703)—and so these sections are not addressed below.
The technical requirements for announcement systems include provisions on automated route identification announcement systems, automated stop announcement systems, and stop request systems. These requirements are intended to ensure that passengers with disabilities have the critical information needed to make public bus transportation systems accessible, usable, and safe for independent use by persons with disabilities.
Stop request systems must provide audible and visible notification onboard the non-rail vehicle indicating that a passenger has requested to disembark at the next stop.
Automated announcement systems must also provide both audible and visible notifications.
The vast majority of comments received in response to the Access Board's proposed requirements for automated announcement systems in the 2010 NPRM related to the scoping for these requirements (
Several commenters, including a public transportation organization, a transit agency, and individuals with disabilities, recommended that the Access Board include standards for the volume or quality (clarity) of audible components of automated announcement systems in the final rule. Other commenters, while not specifically opining on audibility standards, noted that the volume of announcements can sometimes be inconsistent or need adjustment in real-time to account for ambient noise.
While the Access Board shares these commenters' view that the audibility of stop and route information is a critical aspect of announcement systems, we are not aware of any national standards that would provide clear, objective, and consistent measures to assess compliance. Indeed, in the 2010 NPRM, the Board requested information on standards for audio quality that could be referenced in the final rule or, in the alternative, recommended in advisory materials.
With respect to the requirement that automated stop announcement systems must have signage viewable onboard from all wheelchair spaces and priority
Executive Orders 13563 and 12866 direct agencies to propose or adopt a regulation only upon a reasoned determination that its benefits justify its costs; tailor the regulation to impose the least burden on society, consistent with obtaining the regulatory objectives; and, in choosing among alternative regulatory approaches, select those approaches that maximize net benefits. Important goals of regulatory analysis are to (1) establish whether Federal regulation is necessary and justified to achieve a market failure or other social goal and (2) demonstrate that a range of reasonably feasible regulatory alternatives have been considered and that the most efficient and effective alternative has been selected. Executive Order 13563 also recognizes that some benefits are difficult to quantify and provides that, where appropriate and permitted by law, agencies may consider and discuss qualitatively those values that are difficult or impossible to quantify, including equity, human dignity, fairness, and distributive impacts.
The Access Board prepared a final regulatory impact analysis (Final RA) that assesses the likely benefits and costs of the 2016 Non-Rail Vehicle Guidelines. Expected benefits are discussed and likely incremental. Compliance costs for new requirements are monetized for the projected 12-year regulatory timeframe, including potential costs to small businesses offering OTRB-provided transportation, charter, and sightseeing services. The Final RA also incorporates several “stress tests” to assess the relative impact of hypothetical adjustments to selected cost-related assumptions on overall results. A complete copy of this final regulatory assessment is available on the Access Board's Web site (
On the cost side, the Final RA estimates the economic impact of new or revised requirements in the 2016 Non-Rail Vehicle Guidelines that are expected to have an incremental impact relative to the existing guidelines or current transit industry practices. As with the proposed rule, most of the changes in the 2016 Non-Rail Vehicle Guidelines are stylistic or editorial only, and thus not expected to have an incremental cost impact. There are, however, five requirements (or related sets of requirements) in the 2016 Non-Rail Vehicle Guidelines for which regulated entities are expected to incur incremental compliance costs. One of these requirements (
For purposes of assessing the likely cost impact of these five requirements over the 12-year regulatory time horizon, the Final RA uses a unit cost approach that reflects both initial costs (
In sum, the Final RA estimates annual costs of the five new or revised accessibility requirements in the 2016 Non-Rail Vehicle Guidelines with incremental impacts for each of the twelve “regulatory years” and, within each of these years, separately for each of three (
In terms of results, the Final RA evaluates the cost impact of the new accessibility requirements in the 2016 Non-Rail Vehicle Guidelines from three main perspectives: Total costs; annualized costs to large transit entities for automated announcement systems; and annualized costs for the four accessibility requirements that are newly applicable to OTRBs. The results for each of these three cost perspectives are summarized below.
Table 3 below provides the annualized cost, under each of the Final RA's three cost scenarios, for the five new or revised accessibility requirements in the 2016 Non-Rail Vehicle Guidelines that are expected to have an incremental cost impact. All monetized costs were estimated over a 12-year time horizon using discount rates of 3% and 7%.
These results show that annualized costs of the 2016 Non-Rail Vehicle Guidelines will, most likely range from $4.5 million to $ 5.0 million, depending on the discount rate. Notably, even under the high scenario, annualized costs are not expected to exceed $8 million. Results from the Final RA thus demonstrate that the expected cost impact of the 2016 Non-Rail Vehicle Guidelines falls far below the threshold for economic (monetary) significance of regulatory actions provided in E.O. 12866.
Second, the Final RA also examines likely annualized costs related to the requirement that large transit entities provide automated announcement systems for stop and route identification on their large vehicles operating in fixed route bus service. Large transit agencies, in turn, are defined in the 2016 Non-Rail Vehicle Guidelines as public transportation providers operating 100 or more buses in annual maximum service in fixed route bus modes, through either direct operation or contract, based on annual data required to be reported to the National Transportation Database [hereafter, “VOMS 100 threshold”].
Accordingly, to provide a more refined picture of estimated costs to large transit entities for automated announcement systems, the Final RA separately models costs for this requirement based on three prototypical size-based “tiers”—Tiers I, II & III—with Tier I being on the smaller end of the size spectrum and Tier III on the larger end. These three size-based tiers are intended to represent the typical range of “sizes” of large transit agencies covered by the automated announcement system requirement. Assumptions about relevant cost-modeling characteristics for each of these three tiers of large transit agencies—namely, the number of large buses in annual maximum service in fixed route bus modes, fixed routes, garages, vehicle operators, and mechanics—along with estimates concerning the status and nature of current ITS deployments (if any) by these transit entities, serve as the framework for modeling costs.
It also bears noting that the Final RA's cost model for the automated announcement systems requirement accounts for potential growth by public transit agencies over time. That is, it is assumed that, every third year during the 12-year regulatory timeframe, one transit agency will “cross” the VOMS 100 threshold, and, thereby, become newly subject to the requirement for automated announcement systems. These “new” large transit agencies are assumed to have characteristics similar to—though slightly smaller than—large transit agencies in “Tier I,” based on the assumption that transit entities crossing the VOMS threshold will do so in an incremental fashion.
Presented in Table 4 below are per-agency annualized costs for the automated announcement systems requirement under each of the Final RA's three cost scenarios. These annualized costs range from about $44,000 (for a Tier I agency under the low scenario) to about $430,000 (for a Tier III agency under the high scenario). Under the primary scenario, which models the most likely set of cost assumptions, per-agency costs for announcement systems are estimated to be as follows: Tier I—$80,659; Tier II—$154,985; and, Tier III: $264,968.
These annualized cost figures underscore the logical cost corollary that per-agency costs directly relate to agency size, with the “smallest” large transit agencies (Tier I) experiencing the lowest annualized costs under all scenarios, and, conversely, the “largest” large transit agencies (Tier III) having the highest annualized costs. Nonetheless, even for Tier III agencies, costs are not estimated to exceed $450,000 annually under even the high scenario.
The third set of cost results presented in the Final RA relates to the four new OTRB-related accessibility requirements in the 2016 Non-Rail Vehicle Guidelines. Because various transportation-related industry sectors use OTRBs for scheduled transportation services, charter services, sightseeing, and other services, these accessibility requirements (unlike the automated announcement systems requirement) do not affect a discrete a set of regulated entities. Consequently, reliable estimates of per-firm costs related to the new OTRB accessibility requirements cannot be made. Instead, the Final RA examines costs for these four requirements on a per-vehicle and per-requirement basis.
With respect to per-requirement costs, the Final RA evaluates the respective costs of each of the four new OTRB accessibility requirements under the three cost scenarios over the projected 12-year term of the 2016 Non-Rail Vehicle Guidelines. For each cost scenario, results are broken down separately (in nominal dollars) by requirement for each year, and then presented as rolled-up annualized values for all requirements at 3% and 7% discount rates. In sum, the annualized cost for these four new requirements collectively across all OTRBs is estimated to be $0.9 million under the primary scenario at a 7% discount rate, while the low and high scenarios respectively project $0.5 million and $1.4 million in annualized costs using the same discount rate. For a complete presentation of cost-per-requirement results,
Second, in terms of per-vehicle costs, the Final RA examines likely costs related to the four new OTRB accessibility requirements. Annualized costs of these new requirements are examined under each of the three cost scenarios, with results presented on a per-vehicle basis using 3% and 7% discount rates. The results from these per-vehicle annualized cost analyses are presented below in Table 5.
As this table demonstrates, the cost of the new OTRB accessibility requirements are expected to be quite modest, when viewed from a per-vehicle perspective, under all three cost scenarios. Indeed, annualized costs per vehicle are only expected to be about $1,100 or less (depending on the discount rate) under the primary scenario.
Benefits of the revised accessibility requirements in the 2016 Non-Rail Vehicle Guidelines to persons with disabilities (and others)—while significant—are not quantified or monetized in the Final RA, but instead described from a qualitative perspective. Such benefits are particularly challenging to quantify or monetize due to a variety of considerations. These challenges include: (a) A lack of current, reliable statistics on ridership by persons with specific disabilities on transit buses and OTRBs; (b) the fact that persons with disabilities will experience benefits differently, depending on the nature of their respective disabilities, and the current level of accessibility provided by the transit system or OTRB they wish to use; (c) the unknown extent to which improved accessibility of transit buses and OTRBs may either spur new demand among persons with disabilities who do not currently use such vehicles due to accessibility barriers that are addressed by the 2016 Non-Rail Vehicle Guidelines, or increase demand among current passengers with disabilities; (d) the extent to which persons with disabilities have reliable access to transportation, since, even when accessible, vehicles cannot be used if a potential passenger cannot reach them; (e) personal transportation preferences of persons with disabilities, who, like all individuals, make transit decisions for multiple reasons, some of which are unrelated to accessibility; and (f) the inherent challenges posed by monetization of key benefits of the 2016 Non-Rail Vehicle Guidelines, such as equity, fairness, independence, and better integration into society.
While the foregoing factors make formal quantification or monetization of the 2016 Non-Rail Vehicle Guidelines' benefits inherently difficult, their significant benefits can still be amply described. The most significant benefits from the 2016 Non-Rail Vehicle Guidelines are expected to flow from the automated stop and route announcement systems requirement. The failure to announce stops and other identifying route information has been a recurring problem under the existing regulatory regime.
Consistent and intelligible stop and route announcements, for example, may enable passengers who are blind or have low vision—for the first time—to use fixed route service independently, or permit them to do so more reliably and with greater frequency. Automated announcements are also expected to generate time savings by lessening (if not preventing) situations in which passengers with vision- or hearing-related disabilities disembark at the wrong stop, and then must wait for another bus (or other means of transportation) to transport them to their desired destination. In sum, the automated announcement systems requirement will not only deliver direct and substantial benefits to fixed route passengers with vision- or hearing-related disabilities, but will also promote fairness by ensuring a more consistent approach to announcements on fixed route buses across the country.
Individuals with other types of disabilities may also experience benefits
For the new OTRB-related requirements, benefits are expected to be similar to, though perhaps more incremental than, the benefits accruing from automated announcement systems. These four new accessibility requirements—identification of wheelchair spaces and accessible doorways (with the International Symbol of Accessibility) and priority seats (with signs), exterior destination or route signage, public address systems, and stop request systems—are all aimed at addressing communication barriers to use of, or use of accessible features on, OTRBs. Signage of wheelchair spaces and priority seats is expected to enable passengers with disabilities to more readily locate these accessibility features. Signage for accessible seating may also aid in deterring passengers without disabilities from using priority seating or setting packages or strollers in wheelchair spaces (when such spaces are not otherwise occupied by flip-down seating), thereby keeping them available for passengers with disabilities. Similarly, having accessible stop request mechanisms within reach of passengers seated in accessible seating on fixed-route OTRBs ensures that passengers with disabilities who use such seating can independently indicate their desire to disembark at the next designated stop. Public address systems, in turn, enable passengers with hearing-related disabilities (as well as other passengers) to better understand information conveyed by the vehicle operator, which, in the event of an emergency, could be of urgent significance. Lastly, having exterior route or destination signage on the front and boarding sides of OTRBs aids passengers with disabilities by making it easier to ascertain a given vehicle's route, destination, or identity. Having such signage in both locations is particularly important, for example, at transit hubs, bus terminals, areas where multiple vehicles are parked simultaneously, or other locations where traffic or terrain make circling to the front of the vehicle difficult or hazardous.
Additionally, it bears noting that other individuals and entities, including transit agencies, may benefit indirectly from new accessibility requirements in the 2016 Non-Rail Vehicle Guidelines. Several research studies on ITS deployments and automated announcement systems have shown that such systems often have the beneficial effect of increasing both customer satisfaction and ridership.
In promulgating a 100-bus VOMS threshold for large transit agencies subject to the automated announcement systems requirement, the Access Board considered other potential regulatory alternatives. Ideally, when determining the most appropriate numeric VOMS threshold for large transit agencies subject to the automated announcement system requirement, the Access Board would have evaluated the net (monetized) benefits of potential alternate thresholds as part of the regulatory calculus were such data available.
As originally proposed, automated announcement systems requirement would have applied to all transit agencies regardless of the size of their large, fixed-route bus fleets.
Establishment of a VOMS 100 threshold for automated announcement systems in the final rule—as opposed to specification of a different numeric threshold—was based on not only these policy and legal considerations, but also quantitative analysis of data from the National Transportation Database (NTD). As detailed in the Final RA, the Access Board downloaded pertinent information from the 2014 NTD annual data to assess how drawing different numeric lines for the VOMS threshold might impact transit agencies of various sizes.
The Regulatory Flexibility Act (RFA) requires Federal agencies to analyze the impact of regulatory actions on small entities, unless an agency certifies that the rule will not have a significant impact on a substantial number of small entities.
Most of the revisions in the 2016 Non-Rail Vehicle Guidelines are editorial only. These revised guidelines use a new organizational format that is modelled after the Access Board's current guidelines for buildings and facilities that were issued in 2004. Additionally, as part of its efforts to update the existing guidelines, the Board has also endeavored to write the final rule in terms that make its requirements simpler and easier to understand. There are, however, five areas in which technical requirements in the 2016 Non-Rail Vehicle Guidelines have substantively changed relative to the existing guidelines. One of these requirements (
The Final RA also provides a small business analysis that evaluates the number of small entities potentially affected by the 2016 Non-Rail Vehicle Guidelines, and the likely economic impact on such entities.
Second, the Final RA's small business analysis evaluates the number of small businesses that potentially may be affected by the 2016 Non-Rail Vehicle Guidelines. Small firms operate OTRBs
It bears noting, however, that firm data in Table 6 above likely overestimates the number of small firms affected by the 2016 Non-Rail Vehicle Guidelines. This is due to the fact that the four listed NAICS codes encompass transportation, charter, and sightseeing services provided by vehicles other than OTRBs, such as trolley buses, transit buses, or historic rail cars. In other words, these NAICS codes are not restricted to transportation services provided exclusively by OTRBs. There are no NAICS codes, however, directed solely to OTRB-provided transportation or other services. Accordingly, despite their limitations, these four NAICS codes nonetheless provide the best available framework (given current data limitations) for estimating the number of small firms that may operate OTRBs and, thereby, potentially incur compliance costs under the 2016 Non-Rail Vehicle Guidelines.
The final rule adheres to the fundamental federalism principles and policy making criteria in Executive Order 13132. The 2016 Non-Rail Vehicle Guidelines are issued pursuant to the Americans with Disabilities Act (ADA). The ADA is civil rights legislation that was enacted by Congress pursuant to its authority to enforce the Fourteenth Amendment to the U.S. Constitution and to regulate commerce. The ADA prohibits discrimination on the basis of disability in the provision of transportation services.
The Unfunded Mandates Reform Act does not apply to proposed or final rules that enforce constitutional rights of individuals or enforce statutory rights that prohibit discrimination on the basis of race, color, sex, national origin, age, handicap, or disability. Since the 2016 Non-Rail Vehicle Guidelines are issued pursuant to the ADA, which prohibits discrimination on the basis of disability, an assessment of the rule's effect on state, local, and tribal governments, and the private sector is not required.
Under the Paperwork Reduction Act (PRA), Federal agencies are generally prohibited from conducting or sponsoring a “collection of information” as defined by the PRA, absent OMB approval.
Regulations issued by the Office of the Federal Register (OFR) require Federal agencies to describe in their regulatory preambles the steps taken to ensure that
The final rule incorporates by reference one voluntary consensus standard in T603.5, a standard from the International Organization for Standardization (ISO) concerning securement systems for rear-facing wheelchair positions in transportation vehicles. In keeping with OFR regulations, the Access Board provides below the requisite information on the availability of this standard and a summary of its contents. ISO 10865-1:2012(E), Wheelchair containment and occupant retention systems for accessible transport vehicles designed for use by both sitting and standing passengers—Part 1: Systems for rearward facing wheelchair-seated passengers, First Edition, June 5, 2012 [ISO Standard 10865-1:2012(E)]. The primary purpose of this standard is to limit movements of rear-facing wheelchairs and other mobility devices that could result in hazardous contact with vehicle interiors or injury to other passengers. The standard is applicable to vehicular securement systems used mainly in fixed route service when operated under normal and emergency driving conditions, where passengers are permitted to travel both sitting and standing. Specifications include design and performance requirements and associated test methods. Availability: This standard is available for inspection at either the U.S. Access Board, 1331 F Street NW., Suite 1000, Washington, DC 20004-1111, (202) 272-0080 (voice), (202) 272-0082 (TTY), or the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call (202) 741-6030, or go to
Civil rights, Incorporation by reference, Individuals with disabilities, Transportation.
For reasons stated in the preamble, 36 CFR part 1192 is amended as follows:
29 U.S.C. 792 (b) (3); 42 U.S.C. 12204.
The revision reads as follows:
(b)
The accessibility guidelines for buses, over-the-road buses, and vans are set forth in Appendix A to this part.
T101.1 Purpose. These Non-Rail Vehicle Guidelines, which consist of Chapters 1 through 7, contain scoping and technical requirements for new, used or remanufactured non-rail vehicles to ensure their accessibility to, and usability by, individuals with disabilities. The Non-Rail Vehicle Guidelines apply to the extent required by regulations issued by the Department of Transportation under the Americans with Disabilities Act, as amended (42 U.S.C. 12101
T102.1 Calculation of Percentages. Where the determination of the required size or dimension of an element involves ratios or percentages, rounding down for values less than one half shall be permitted.
T102.2 Units of Measurement. Measurements are stated in U.S. and metric customary units. The values stated in each system (U.S. and metric customary units) may not be exact equivalents, and each system shall be used independently of the other.
T102.3 Vehicle Length. The length of non-rail vehicles shall be measured from standard bumper to standard bumper.
T103.1 Terms Defined in Referenced Standards. Terms defined in referenced standards and not defined in T103.4 shall have the meaning as defined in the referenced standards.
T103.2 Undefined Terms. Terms not specifically defined in T103.4 or in regulations issued by the Department of Transportation (49 CFR part 37) shall be given their ordinarily accepted meaning in the sense that the context implies.
T103.3 Interchangeability. Words, terms, and phrases used in the singular include the plural; and words, terms, and phrases used in the plural include the singular.
T103.4 Defined Terms. For the purpose of the Non-Rail Vehicle Guidelines, the following terms have the indicated meaning.
T201.1 General. Non-rail vehicles purchased, leased or remanufactured by entities covered by the Americans with Disabilities Act (ADA) shall comply with the requirements in the Non-Rail Vehicle Guidelines to the extent required by regulations issued by the Department of Transportation in 49 CFR Part 37.
T201.2 Reduction in Access Prohibited. No modifications to a non-rail vehicle shall be taken that decrease, or have the effect of decreasing, the net accessibility or usability of the vehicle below the requirements of the Non-Rail Vehicle Guidelines.
T202.1 General. Non-rail vehicles shall provide at least one means of accessible boarding and alighting that serves each designated stop on the fixed route to which the vehicle is assigned. Non-rail vehicles shall also provide at least one means of accessible boarding and alighting that can be deployed to the roadway. Provision of accessible boarding and alighting shall be made through one or more of the following methods: ramps or bridgeplates complying with T402, lifts complying with T403, or a means of level boarding and alighting complying with T404.
T203.1 General. Steps on non-rail vehicles shall comply with T405.
T204.1 General. Doorways on non-rail vehicles shall comply with T204.
T204.2 Doorways with Lifts, Ramps or Bridgeplates. Doorways with lifts or ramps shall comply with T502.2.
T204.3 Doorways with Level Boarding and Alighting. Doorways with level boarding and alighting shall comply with T502.3.
T204.4 Doorways with Steps on Over-the-Road Buses. On over-the-road-buses, doorways with steps shall comply with T502.4.
T205.1 General. Non-rail vehicles shall provide illumination complying with T503 at ramps, bridgeplates, doorways, and boarding and alighting areas.
T206.1 General. Circulation paths in non-rail vehicles shall comply with T302.
T207.1 General. Non-rail vehicles shall provide handrails, stanchions, and handholds in accordance with T207. Handrails, stanchions, and handholds shall comply with T303.
T207.2 Passenger Doorways. Handrails or stanchions shall be provided at passenger doorways in a configuration that permits grasping and use from outside the non-rail vehicle and throughout the boarding and alighting process.
T207.3 Fare Collection Devices. Handrails shall be provided at fare collection devices and shall be configured so that they can be used for support when at the fare collection device.
T207.4 Circulation Paths. Handrails, stanchions, and handholds shall be provided along circulation paths in accordance with T207.4.
T207.4.1. Small vehicles. Handrails, stanchions, or handholds shall be provided within small non-rail vehicles in a configuration that permits onboard circulation and assistance with seating and standing.
T207.4.2. Large vehicles. Handholds or stanchions shall be provided within large non-rail vehicles on all forward- and rear-facing seat backs located directly adjacent to the aisle.
T208.1 General. Non-rail vehicles shall provide passenger access routes that permit boarding and alighting, onboard circulation, and seating by passengers with disabilities. A passenger access route shall consist of a route complying with T208.2 between wheelchair spaces and doorways, walking surfaces complying with T302, and clearances complying with T504.
T208.2 Connection to Doorways. A passenger access route shall connect each wheelchair space to doorways that provide a means of accessible boarding and alighting in accordance with T208.2.
T208.2.1 Doorways on One Side of vehicle. Where non-rail vehicles have doorways on one side, a passenger access route shall connect each wheelchair space to a doorway that provides a means of accessible boarding and alighting in accordance with T202.
T208.2.2 Doorways on Two Sides of vehicle. Where non-rail vehicles have doorways on two sides, a passenger access route shall connect each wheelchair space to
T208.2.3 Deployment to Roadway. A passenger access route shall connect each wheelchair space to a doorway providing a means of accessible boarding and alighting that can be deployed to the roadway in accordance with T202.
T209.1 General. Where non-rail vehicles provide onboard fare collection devices, at least one fare collection device shall serve a passenger access route and comply with T505.
T210.1 General. Non-rail vehicles shall provide wheelchair spaces in accordance with T210.
T210.2 Large non-rail vehicles. Large non-rail vehicles shall provide at least two wheelchair spaces complying with T602.
T210.3 Small non-rail vehicles. Small non-rail vehicles shall provide at least one wheelchair space complying with T602.
T210.4 Location. Wheelchair spaces shall be located as near as practicable to doorways that provide a means of accessible boarding and alighting.
T211.1 General. Non-rail vehicles shall provide wheelchair securement systems complying with T603 at each wheelchair space.
T212.1 General. Non-rail vehicles shall provide seat belts and shoulder belts complying with T605 at each wheelchair space.
T213.1 General. Seats on non-rail vehicles shall comply with T213.
T213.2 Priority Seats. Non-rail vehicles operated in fixed-route service shall designate at least two seats as priority seats for passengers with disabilities. Priority seats shall be located as near as practicable to a doorway used for boarding and alighting. Where non-rail vehicles provide both aisle-facing and forward-facing seats, at least one of the priority seats shall be a forward-facing seat.
T213.3 Armrests at Aisle Seats on Over-the-Road Buses. Where armrests are provided on the aisle side of seats on over-the-road buses, folding or removable armrests shall be provided on the aisle side of at least 50 percent of aisle seats. Priority seats and moveable or removable seats permitted by T602.4.1 at wheelchair spaces shall be included among the fifty percent of seats with folding or removable armrests.
T214.1 General. Where provided for passenger use, operable parts at wheelchair spaces and priority seats, stop request systems, and fare collection devices serving passenger access routes shall comply with T304.
T215.1 General. Communication features on non-rail vehicles shall comply with T215.
T215.2 Signs. Signs shall comply with 215.2.
T215.2.1 Priority Seats. Priority seats shall be identified by signs informing other passengers to make the seats available for persons with disabilities. Signs at priority seats shall comply with T702.
T215.2.2 Wheelchair Spaces. Wheelchair spaces shall be identified by the International Symbol of Accessibility complying with T703.
T215.2.3 Doorways. Doorways that provide a means of accessible boarding and alighting shall be identified on the exterior of the non-rail vehicle by the International Symbol of Accessibility complying with T703.
T215.2.4 Destination and Route Signs. Where destination or route signs are provided on the exterior of non-rail vehicles, such signs shall be located at a minimum on the front and boarding sides of the vehicle. The signs shall be illuminated and comply with T702.
T215.3. Public Address and Stop Request Systems. Large non-rail vehicles that operate in fixed route service with multiple designated stops shall provide public address and stop request systems in accordance with T215.3.
T215.3.1 Public Address Systems. Public address systems shall be provided within non-rail vehicles to announce stops and other passenger information.
T215.3.2 Stop Request Systems. Where non-rail vehicles stop on passenger request, stop request systems complying with T704.3 shall be provided.
T215.4 Automated Announcement Systems. Large non-rail vehicles operated in fixed route service with multiple designated stops by large transit entities shall provide automated stop announcement systems and automated route identification systems in accordance with T215.4.
T215.4.1 Automated Stop Announcement Systems. Automated stop announcement systems shall comply with T704.3.1.
T215.4.2 Automated Route Identification Systems. Automated route identification systems shall comply with T704.3.2.
T301.1 Scope. The requirements in Chapter 3 shall apply where required by Chapter 2 or where otherwise referenced in any other chapter of the Non-Rail Vehicle Guidelines.
T302.1 General. Walking surfaces in non-rail vehicles shall comply with T302.
T302.2 Slip Resistant. Walking surfaces shall be slip resistant.
T302.3 Openings. Openings in walking surfaces shall not allow the passage of a sphere more than
2. Ramp and bridgeplate surfaces shall be permitted to have one opening 1
T302.4 Surface Discontinuities. Surface discontinuities shall be
2. Steps complying with T405 shall be permitted on walking surfaces that are not part of a passenger access route.
T303.1 General. Handrails, stanchions, and handholds in non-rail vehicles shall comply with T303.
T303.2 Edges. Edges shall be rounded or eased.
T303.3 Cross Section. Gripping surfaces shall have a cross section complying with T303.3.
T303.3.1 Seat-Back Handhold Cross Section. The cross section of seat-back handholds shall have an outside diameter of
T303.3.2 Handrail and Stanchion Circular Cross Section. Handrails and stanchions with a circular cross section shall have an outside diameter of 1
T303.3.3 Handrail and Stanchion Non-Circular Cross Section. Handrails and stanchions with a non-circular cross section shall have a perimeter dimension of 4 inches (100 mm) minimum and 6
T303.4 Clearance. Clearance between gripping surfaces and adjacent surfaces shall be 1
T304.1 General. Operable parts in non-rail vehicles shall comply with T304.
T304.2 Height. Operable parts shall be located 24 inches (610 mm) minimum and 48 inches (1220 mm) maximum above the floor of non-rail vehicles.
T304.3 Location. Operable parts provided at a wheelchair space shall be located adjacent to the wheelchair space 24 inches (610 mm) minimum and 36 inches (915 mm) maximum from the rear of the wheelchair space measured horizontally.
T304.4 Operation. Operable parts shall be operable with one hand and shall not require tight grasping, pinching, or twisting of the wrist. The force required to activate operable parts shall be 5 lbf (22.2 N) maximum.
T401.1 Scope. The requirements in Chapter 4 shall apply where required by Chapter 2 or where otherwise referenced in any other chapter of the Non-Rail Vehicle Guidelines.
T402.1 General. Ramps and bridgeplates shall comply with T402. Ramps and bridgeplates shall be permitted to fold or telescope.
T402.2 Design Load. Ramps and bridgeplates 30 inches (760 mm) or more in length shall be designed to support a load of 600 pounds (273 kg) minimum, placed at the centroid of the ramp distributed over an area of 26 inches by 26 inches. The design load of ramps and bridgeplates less than 30 inches (760 mm) in length shall be 300 pounds (136 kg) minimum. The factor of safety for ramps and bridgeplates shall be 3 or more, based on the ultimate strength of the material.
T402.3 Installation and Operation. When used for boarding and alighting, ramps and bridgeplates shall be firmly attached to the non-rail vehicle to prevent displacement. Ramps and bridgeplates provided on large non-rail vehicles shall be permanently installed and power operated.
T402.4 Emergency Operation. Power-operated ramps and bridgeplates shall be capable of manual operation in the event of a power failure.
T402.5 Surfaces. Ramp and bridgeplate surface material shall comply with T302 and extend across the full width and length of the ramp or bridgeplate.
T402.6 Clear Width. The clear width of ramps and bridgeplates shall be 30 inches (760 mm) minimum.
T402.7 Edge Guards. Ramps and bridgeplates shall provide edge guards continuously along each side of the ramp or bridgeplate to within 3 inches (75 mm) of the end of the ramp or bridgeplate that is deployed furthest from the non-rail vehicle. Edge guards shall be 2 inches (51 mm) high minimum above the ramp or bridgeplate surface.
T402.8 Running Slope. The maximum running slope of ramps and bridgeplates shall comply with T402.8.1 or T402.8.2.
T402.8.1 Deployment to Roadways or to Curb Height Boarding and Alighting Areas. The running slope of ramps and bridgeplates used for deployment to the roadway or to curb-height boarding and alighting areas shall be 1:6 maximum, as measured to ground level with the non-rail vehicle resting on a flat surface.
T402.8.2 Deployment to Boarding Platforms. The running slope of ramps and bridgeplates used for deployment to platforms shall be 1:8 maximum, as measured to the boarding platform with the non-rail vehicle resting on a flat surface.
T402.9 Transitions. Vertical surface discontinuities at transitions from boarding and alighting areas to ramps and bridgeplates shall comply with T302.4.
T402.10 Visual Contrast. The perimeter of the walking surface on ramps and bridgeplates shall be marked by a stripe. The stripe shall be 1 inch (25 mm) wide minimum and shall contrast visually with the rest of the walking surface either light-on-dark or dark-on-light.
T402.11 Gaps. When ramps or bridgeplates are deployed for boarding and alighting, gaps between the ramp or bridgeplate surface and floor of non-rail vehicles shall not permit passage of a sphere more than
T402.12 Stowage. Where portable ramps and bridgeplates are permitted, a compartment, securement system, or other storage method shall be provided within the non-rail vehicle to stow such ramps and bridgeplates when not in use.
T403.1 General. Lifts shall comply with T403 and the National Highway Traffic Safety Administration's Federal Motor Vehicle Safety Standards (FMVSS) for public use lifts at 49 CFR 571.403 and 571.404.
T403.2 Boarding Direction. Lift platforms shall be designed to permit passengers who use wheelchairs the option to board the platforms facing either toward or away from the non-rail vehicle.
T404.1 General. Boarding and alighting at boarding platforms in level boarding bus systems shall comply with T404.
T404.2 Vehicle Floor and Boarding Platform Coordination. The design of non-rail vehicles shall be coordinated with the boarding platforms to minimize the gap between the vehicle floor and the boarding platforms.
T404.3 Ramps and Bridgeplates. Where the space between the floor of non-rail vehicles and a boarding platform is greater than 2 inches (51 mm) horizontally or 5/8 inch (16 mm) vertically when measured at 50 percent passenger load with the vehicle at rest, non-rail vehicles shall provide ramps or bridgeplates complying with T402.
T405.1 General. Steps shall comply with T405.
T405.2 Surfaces. Step tread surfaces shall comply with T302.
T405.3 Visual Contrast. The outer edge of step treads shall be marked by a stripe. The stripe shall be 1 inch (25 mm) wide minimum and shall contrast visually with the rest of the step tread or circulation path surface either light-on-dark or dark-on-light.
T501.1 Scope. The requirements in Chapter 5 shall apply where required by Chapter 2 or where otherwise referenced in any other chapter of the Non-Rail Vehicle Guidelines.
T502.1 General. Doorways in non-rail vehicles shall comply with T502.
T502.2 Doorways with Lifts, Ramps or Bridgeplates. The vertical clearance at doorways with lifts, ramps or bridgeplates shall comply with T502.2. Vertical clearance shall be measured from the inside finished edge of the door opening to the highest point of the deployed lift, ramp or bridgeplate below.
T502.2.1 Over-the-Road Buses. For over-the-road buses, the vertical clearance at doorways shall be 65 inches (1650 mm) minimum.
T502.2.2 Other Vehicles. For other non-rail vehicles, the vertical clearance at doorways shall be 56 inches (1420 mm) minimum on small non-rail vehicles and 68 inches (1725 mm) on large non-rail vehicles.
T502.3 Doorways with Level Boarding. Doorways on non-rail vehicles designed for level boarding bus systems shall comply with T502.3.
T502.3.1 Clear Width. Doorways shall provide a clear opening of 32 inches (810 mm) minimum.
T502.3.2 Thresholds. Thresholds at doorways shall be marked by a stripe. The stripe shall be 1 inch (25 mm) wide minimum and contrast with the rest of the walking surface either light-on-dark or dark-on-light.
T502.4 Doorways with Steps on Over-the-Road Buses. On over-the-road buses, doorways with steps shall provide an opening with a clear width of 30 inches (760 mm) minimum.
2. Where compliance with T502.4 is not structurally feasible, the door opening clear width shall be permitted to be 27 in (685 mm) minimum.
3. Hinges and other door mechanisms shall be permitted to protrude 4 inches (100 mm) maximum into the door opening clear width at or below 48 inches (1220 mm) in height measured from the lowest step tread.
T503.1 General. Illumination shall be provided at ramps, bridgeplates, doorways, and boarding and alighting areas in accordance with T503. Lights shall be shielded so as not to project directly into the eyes of entering and exiting passengers.
T503.2 Ramps and Bridgeplates. When ramps or bridgeplates are deployed, the walking surface shall be lighted with 2 foot-candles (22 lux) minimum of illumination.
T503.3 Steps at Front Doorways. The walking surface on steps serving the front doorway of non-rail vehicles shall be lighted with 2 foot-candles (22 lux) minimum of illumination when the vehicle doors are open.
T503.4 Steps at Other Doorways. The walking surface on steps serving all other non-rail vehicle doorways shall be lighted at all times with 2 foot-candles (22 lux) minimum of illumination.
T503.5 Exterior Illumination for Boarding and Alighting Areas. Exterior lighting shall
T504.1 General. Passenger access routes shall provide clearances that are sufficient to permit passengers using wheelchairs to move between wheelchair spaces and doorways that provide accessible boarding and alighting, and to enter and exit wheelchair spaces.
T505.1 General. Fare collection devices in non-rail vehicles shall comply with T505.
T505.2 Location. Fare collection devices shall be located so as not to interfere with wheelchair movement along passenger access routes.
T505.3 Location of Operable Parts. Operable parts shall be located so that they are reachable by passengers using wheelchair when parked in a clear space 30 inches (760 mm) wide minimum and 48 inches (1220 mm) long minimum. Operable parts shall be located adjacent to the toe end of the clear space or shall be located no more than 10 inches (255 mm) measured from the centerline of the long dimension of the clear space.
T601.1 Scope. The requirements in Chapter 6 shall apply where required by Chapter 2 or where otherwise referenced in any other chapter of the Non-Rail Vehicle Guidelines.
T602.1 General. Wheelchair spaces in non-rail vehicles shall comply with T602.
T602.2 Surfaces. Wheelchair space surfaces shall comply with T302.
T602.3 Approach. One full unobstructed side of each wheelchair space shall adjoin or overlap a passenger access route.
T602.4 Size. Wheelchair spaces shall be 30 inches (760 mm) minimum in width and 48 inches (1220 mm) minimum in length.
T602. 5 Fold-Down or Removable Seats. Fold-down or removable seats shall be permitted in wheelchair spaces, provided that, when folded up or stowed, they do not obstruct the minimum size of the wheelchair space specified in T602.4.
T603.1 General. Wheelchair securement systems in non-rail vehicles, including attachments, shall comply with T603.
T603.2 Orientation. Wheelchair securement systems shall secure the wheelchair so that the occupant faces the front of the non-rail vehicle.
T603.3 Design Load. Wheelchair securement systems shall comply with the design loads specified in T603.3.1 or T603.3.2, as applicable.
T603.3.1 Non-Rail Vehicles with Gross Vehicle Weight Rating Equal to or Greater than 30,000 lbs. On non-rail vehicles with a gross vehicle weight rating equal to or greater than 30,000 pounds (13,608 kg), wheelchair securement systems shall restrain a force in the forward longitudinal direction of 2,000 lbf (8,800 N) minimum for each wheelchair.
T603.3.2 Non-Rail Vehicles with Gross Vehicle Weight Rating Less than 30,000 lbs. On non-rail vehicles with a gross vehicle weight rating less than 30,000 pounds (13,608 kg), wheelchair securement systems shall restrain a force in the forward longitudinal direction of 5,000 lbf (22,000 N) minimum for each wheelchair.
T603.4 Movement. Wheelchair securement systems shall limit the movement of an occupied wheelchair to 2 inches (51 mm) maximum in any direction when secured in accordance with the manufacturer's instructions and when the non-rail vehicle is operating in normal conditions.
T603.5 Securement Systems for Rear-Facing Wheelchair Positions. Rear-facing wheelchair securement systems shall provide forward excursion barriers and padded head rests that comply with ISO 10865-1:2012(E), Wheelchair containment and occupant retention systems for accessible transport vehicles designed for use by both sitting and standing passengers—Part 1: Systems for rearward facing wheelchair-seated passengers, First Edition, June 5, 2012 [ISO Standard 10865-1:2012(E)]. ISO Standard 10865-1:2012(E) is incorporated by reference into this section with the approval of the Director of the Federal Register under 5 U.S.C. 552(a) and 1 CFR part 51. To enforce any edition other than that specified in this section, a notice of change must be published in the
T604.1 General. When wheelchair securement systems are not in use, the systems shall not protrude into the wheelchair space except as provided in T603.5, and shall not interfere with passenger movement or pose a hazard. Wheelchair securement systems shall be reasonably protected from vandalism, and shall be readily accessed then needed for use.
T605.1 General. Seat belts and shoulder belts provided for passengers who use wheelchairs shall comply with 49 CFR 571.209. Seat belts and shoulder belts shall not be used in place of wheelchair securement systems complying with T603.
T701.1 Scope. The requirements in Chapter 7 shall apply where required by Chapter 2 or where otherwise referenced in any other chapter of the Non-Rail Vehicle Guidelines.
T702.1 General. Signs on non-rail vehicles shall comply with T702.
T702.2 Character Style. Characters shall be displayed in sans serif fonts and shall not use italic, oblique, script, highly decorative, or other unusual forms.
T702.3 Character Proportions. Characters shall use fonts where the width of the uppercase letter “O” is 55 percent minimum and 110 percent maximum of the height of the uppercase letter “I”.
T702.4 Character Height. Character height shall comply with Table T702.4. Character height shall be based on the uppercase letter “I”.
T702.5 Stroke Thickness. Stroke thickness of the uppercase letter “I” shall be 10 percent minimum and 30 percent maximum of the height of the character.
T702.6 Character Spacing. Character spacing shall be measured between the two closest points of adjacent characters, excluding word spaces. Spacing between individual characters shall be 10 percent minimum and 35 percent maximum of character height.
T702.7 Line Spacing. Spacing between the baselines of separate lines of characters within a message shall be 135 percent minimum and 170 percent maximum of the character height.
T702.8 Contrast. Characters shall contrast with their background with either light characters on a dark background or dark characters on a light background. Where provided, protective surfaces over signs shall have a non-glare finish.
T703.1 General. The International Symbol of Accessibility shall comply with Figure T703.1. The symbol shall have a background field height of 4 inches (100 mm) minimum. The symbol and its background shall have a non-glare finish. The symbol shall contrast with its background with either a light symbol on a dark background or a dark symbol on a light background.
T704.1 General. Non-rail vehicles shall provide announcement systems in accordance with T704.
T704.2 Stop Request Systems. Stop request systems shall comply with T704.3.
T704.2.1 Audible and visible notification. Audible and visible notification shall be provided onboard indicating when passengers have requested to disembark at the next stop on the fixed route. Audible notifications shall be verbal or non-verbal signals and sound only once for each stop. Visible components of stop request systems shall include signs complying with T702, lights, or other visually perceptible indicators. Visible components shall illuminate or activate with a stop request, be viewable onboard from all wheelchair spaces and priority seats for passengers with disabilities, and extinguish when the doors open at a stop on non-rail vehicles.
T704.2.2 Operation. A mechanism for requesting stops shall be located at each wheelchair space and priority seat for passengers with disabilities. Operable parts on stop request systems shall comply with T304.
T704.3 Automated Announcement Systems. Automated systems for stop announcements and route identification announcements shall comply with T704.3.
T704.3.1 Automated Stop Announcements. Automated stop announcement systems shall provide audible and visible notification of upcoming stops on fixed routes. Stop announcements shall use synthesized, recorded or digitized speech and be audible within non-rail vehicles. Visible components of stop announcements shall consist of signs complying with T702. Signs shall be viewable onboard from all wheelchair spaces and priority seats for passengers with disabilities.
T704.3.2 Automated Route Identification Announcements. Automated route identification systems shall audibly and visibly identify the fixed route on which the non-rail vehicle is operating. Audible route identification announcements shall be broadcast externally at boarding and alighting areas using synthesized, recorded or digitized speech. Signs displaying route identification information shall be provided on the front and boarding sides of non-rail vehicles. Signs shall comply with T702.
Office of the Secretary, HUD.
Final rule.
HUD's housing counseling program provides housing counseling to consumers seeking information about financing, maintaining, renting, or owning a home. The housing counseling statute was amended to improve the effectiveness of housing counseling in HUD programs by, among other things: establishing the Office of Housing Counseling and giving this office the authority over the establishment, coordination, and administration of all regulations, requirements, standards, and performance measures under programs and laws administered by HUD that relate to housing counseling; requiring that organizations providing housing counseling required under or in connection with HUD programs be approved to participate in the Housing Counseling Program (Housing Counseling Agencies, or HCAs) and have all individuals providing such housing counseling certified by HUD as competent to provide such services; prohibiting the distribution of housing counseling grant funds awarded to agencies participating in HUD's Housing Counseling Program that are found in violation of Federal election laws or that have employees found in violation of Federal election laws; and requiring the reimbursement to HUD of housing counseling grant funds that HUD finds were misused. HUD issued a proposed rule on September 13, 2013, to establish in regulation the statutory changes made to the housing counseling program and solicited public comment. This final rule revises HUD's Housing Counseling Program regulations to adopt the new requirements established in the housing counseling statute. Additionally, this rule amends HUD's general and other program regulations to clarify for grantees the requirement that housing counseling under Other HUD Programs must be provided by HCAs.
HUD will issue a separate
William McKee, Office of Housing Counseling, at
Section 106 of the Housing and Urban Development Act of 1968 (12 U.S.C. 1701x) (Section 106) was amended by Subtitle D of title XIV of the Dodd-Frank Wall Street Reform and Consumer Protection Act (Pub. L. 111-203, 124 Stat. 1376, approved July 21, 2010) to strengthen and improve the effectiveness of housing counseling that is required under or provided in connection with HUD programs (Section 106 amendments). Specifically, the Section 106 amendments were enacted for the purpose of improving, by the following, the quality, consistency, and effectiveness of housing counseling delivered to consumers: (1) Establishing within HUD the Office of Housing Counseling and vesting in that office responsibility for all activities and matters related to housing counseling under all programs and laws administered by HUD; (2) defining certain terms related to housing counseling for purposes of clarity and consistency; (3) requiring that the individuals providing housing counseling required under or provided in connection with HUD programs be certified by taking and passing an examination administered by HUD's Office of Housing Counseling (HUD certified housing counselors); (4) requiring that all housing counseling required under or provided in connection with HUD programs (Other HUD Programs) be provided by agencies approved to participate in HUD's Housing Counseling program, referred to as housing counseling agencies (HCAs);
This rule codifies the Section 106 amendments in HUD's General HUD Program Requirements, in 24 CFR part 5, and in HUD's Housing Counseling Program regulations in 24 CFR part 214. While this rule focuses on updating HUD's Housing Counseling Program regulations, the rule makes limited conforming regulatory changes to some of the HUD programs covered by these new requirements. HUD program offices administering Other HUD Programs may also issue future conforming regulations or guidance, as applicable, and advise of any procedures unique to their programs,
This final rule adopts the new Section 106 definitions for “homeownership counseling,” and “rental housing counseling,” and incorporates these definitions in the new definition of “housing counseling.” The new definition of “housing counseling” clarifies that homeownership counseling and rental counseling are types of housing counseling and consolidates these definitions with the existing standards of housing counseling under the Housing Counseling Program in terms of both the content of housing counseling and the process used to ensure housing counseling is effective, independent, and helpful to the consumer or household seeking to purchase or rent,
This preamble clarifies that routine administrative activities (
This rule implements the requirement that homeownership counseling and rental housing counseling required under or provided in connection with HUD programs be provided only by organizations approved by HUD under HUD's Housing Counseling Program. In addition, this final rule implements the statutory requirement that, for an organization to be approved by HUD to participate in HUD's Housing Counseling Program, all counselors employed by the organization that provide homeownership counseling and rental housing counseling must pass the certification examination and become a HUD certified housing counselor within 36 months of HUD's announcement of the availability of the examination. The certification requires that individuals demonstrate competency by passing a standardized written examination covering six major areas of counseling that are primarily provided to prospective homeowners or tenants or existing homeowners or tenants. These areas include: (1) Financial management; (2) property maintenance; (3) responsibilities of homeownership and tenancy; (4) fair housing laws and requirements; (5) housing affordability; and (6) avoidance of, and responses to, rental and mortgage delinquency and avoidance of eviction and mortgage default. In addition to passing the certification examination, HUD requires that individuals must also work for an HCA in order to be a HUD certified housing counselor.
However, if the services provided by the individual are limited to overseeing or administering the provision of housing counseling, but do not include the provision of housing counseling services directly to the consumer, then the individual is not required to become a HUD certified housing counselor and the individual's employer is not required to be an HCA.
Lastly, this final rule prohibits the distribution of Comprehensive Housing Counseling or Housing Counseling Training funding authorized by Section 106 to any HCA that has been convicted for a violation under Federal law relating to an election for Federal office, or any HCA that employs an individual who has been convicted for a violation under Federal law relating to an election of a Federal office. In addition, this final rule requires an HCA that has been found to have used Housing Counseling Program funds in a material violation of the regulations, statutes or other conditions associated with the Housing Counseling Program funds to reimburse HUD for the misused Housing Counseling Program funds through non-Federal funds and return any unused or unobligated grant funds. This final rule prohibits such an agency from receiving housing counseling grant funds in the future.
The compliance cost of the rule will be borne to a large degree by the individual housing counselors who will be required to take and pass the Housing Counseling Certification Examination to be administered by HUD's Office of Housing Counseling. HUD is providing training for the Housing Counseling Certification Examination through its training grantees and also for free at
In addition, some of the entities that are not currently HCAs but deliver housing counseling services now covered by this rule may choose to become HCAs, incurring a cost to the entity to bring their programs into compliance with Housing Counseling Program requirements and regulations. These entities may also choose to partner with existing HCAs to deliver services, modify their programs to comply with this rule, or eliminate the activities they perform that would be considered housing counseling from their programs. Because these entities are already delivering housing counseling services, the cost to become an HCA will primarily be in time to develop systems and train staff in HUD Housing Counseling Program requirements. They may choose to become an HCA either by applying directly to HUD, or by affiliating with a HUD-approved intermediary or state housing finance agency that participates in the Housing Counseling Program. Given the options provided to these entities that have been administering housing counseling services in Other HUD Programs and the benefits that these entities would receive if they participate in HUD's Housing Counseling Program, HUD only includes the cost of the certification exam for the employees of these entities that might pursue the certification.
There are significant benefits to implementing the final rule, especially the certification requirement. The benefits to the renter, the prospective homebuyer, or the existing homeowner are increased assurance, as a result of the certification requirements, of a more knowledgeable housing counselor providing more effective housing counseling services to the consumer. HUD expects that more knowledgeable housing counselors will lead to better identification of issues, more knowledgeable referrals, and resolution of barriers. HUD also expects that consumers will recognize the value of housing counseling delivered by
Housing counseling helps a borrower make an informed decision when obtaining an affordable purchase loan or an affordable loan modification and avoid foreclosure, and this type of assistance provides a net benefit to the borrower and the market. In 2014, a total of 108,875 homeowners avoided foreclosure after seeking assistance from a HUD Housing Counselor.
HUD's Housing Counseling Program, established pursuant to Section 106, authorizes HUD, through HUD-approved organizations, intermediaries,
Sections 1441, 1442, 1443, 1444, 1445, and 1448 of the Dodd-Frank Act amended Section 106 and revised HUD's Housing Counseling Program by, among other things: (1) Defining certain terms in the program; (2) establishing the Office of Housing Counseling and giving it authority over all requirements, standards, and performance measures under programs and laws administered by HUD that relate to housing counseling; (3) ensuring that HUD certified housing counselors provide housing counseling covering the entire process of homeownership, from the purchase of a home to its disposition; (4) ensuring that rental or homeownership counseling, as defined by the Dodd-Frank Act, is administered in accordance with procedures established by HUD; and (5) requiring that all homeownership counseling and rental housing counseling
On September 13, 2013 (78 FR 56625), HUD published a proposed rule that set out regulations describing how HUD would implement the changes to Section 106 made by the Dodd-Frank Act. The following presents a brief summary of the key regulatory revisions proposed. A detailed description of the proposed amendments can be found in this preamble to the proposed rule at 78 FR 56625, available at
The September 2013 rule proposed to add and revise existing definitions for consistency with the definitions in Section 106. Of particular note, the proposed rule sought to revise the definitions of “HUD-approved housing counseling agency,” and added new definitions for “homeownership counseling,” “HUD certified housing counselor,” and “rental housing counseling.” Section 1443 of the Dodd-Frank Act amended Section 106(e)(3) and added Section 106(g)(1)(A) to require that homeownership counseling or rental housing counseling provided in connection with any program administered by HUD must be provided only by organizations or counselors certified by the Secretary under this subsection as competent to provide such housing counseling.
The September 2013 rule proposed to amend § 214.300 to reflect the new statutory requirement that homeownership counseling address the entire process of homeownership and require, as part of the home purchase counseling, that information regarding home inspections be provided to clients considering whether to purchase a home. The entire process of homeownership includes the decision to purchase a home, the selection and purchase of a home, issues arising during or affecting the period of ownership of a home (including refinancing, default, and foreclosure, and other financial decisions), and the sale or other disposition of a home.
The September 2013 rule proposed to amend the approval criteria to require that any individual providing homeownership or rental housing counseling related to HUD programs must be a HUD certified housing counselor. In addition, the rule proposed to add a new paragraph (n) to § 214.103 to provide the certification criteria for housing counselors and HCAs. The proposed paragraph (n) also provided that HCAs and individual counselors must be in compliance with the certification requirements no later than one year after the effective date of the final rule that would follow the proposed rule.
The September 2013 rule also proposed to require that organizations providing housing counseling, and individuals providing housing counseling through such organizations, in connection with any HUD program, be certified by HUD as competent to provide housing counseling. For an organization to participate in HUD's Housing Counseling Program and be eligible for HUD certification under Section 106(e), all individuals through which the organization provides housing counseling under HUD's Housing Counseling Program must be certified to provide such counseling. The proposed rule would require that in order for an individual to become HUD certified, that individual must work for an HCA and must demonstrate
The September 2013 proposed rule would prohibit the distribution of grants awarded under HUD's Housing Counseling Program to any agency that has been convicted for a violation under Federal law relating to an election for Federal office, or any agency that employs an “applicable individual” who has been convicted for a violation under Federal law relating to an election of a Federal office. The rule also proposed to require that an HCA that was found by HUD to have used Housing Counseling Program grant funds in a material violation of the regulations, statutes, or other conditions associated with the funds, to reimburse HUD for the misused Housing Counseling Program funds and return any unused or unobligated grant funds, and that such HCA would be ineligible to receive housing counseling grant funds in the future. Lastly, the proposed rule prohibited the distribution of assistance for counseling activities to an HCA unless the agency has been certified by HUD as competent to provide counseling.
This final rule follows publication of the September 2013 proposed rule and takes into consideration the public comments received on the proposed rule. The final rule does not substantively revise the proposed rule; however, in response to public comments, HUD has clarified policies regarding the housing counseling certification examination, amended several provisions for consistency and clarity, and clarified the application of this rule to Other HUD Programs.
The definition of rental housing counseling is amended from the proposed rule by including a list of items (decision to rent, responsibilities of tenancy, affordability of renting, and eviction prevention) that may be included in rental housing counseling, similar to the homeownership counseling definition.
A new “housing counseling” definition is added at this final rule stage, which consolidates existing statute, regulation and handbook definitions, and incorporates the requirement that the housing counseling activity must meet both the content and process standards that are set by 24 CFR part 214 and by guidance issued by the Office of Housing Counseling. This clarification provides the framework for making clear that homeownership counseling and rental counseling are subsets of housing counseling, and what activities trigger the certification requirements under Section 106.
HUD includes a definition of “required under or provided in connection with any program administered by HUD” in § 5.111 to clarify for grantees whether “housing counseling,” as defined in this regulation, is subject to the new Section 106 requirements. This requirement is also incorporated by cross-reference, into some HUD programs.
HUD is also adding the definition of “housing counseling grant funds” and adopting the term through the Housing Counseling Program regulations to clarify when the provisions of the rule apply solely to grant funds awarded under HUD's Housing Counseling Program.
Lastly, HUD is removing “the Trust Territories of the Pacific” from the definition of “State,” given the United States ended its administration over the Trust Territories of the Pacific on October 21, 1986.
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The discussion of the public comments in this final rule preamble adds guidance for Other HUD Programs covered by the rule that are not currently delivering housing counseling through HCAs. Entities covered by the rule will have the opportunity to choose among a number of alternatives to bring their housing counseling services into compliance prior to the Final Compliance Date, including (i) applying to HUD or to a HUD-approved intermediary or state housing finance agency in order to become HCAs and ensuring that their housing counselors become certified prior to the Final Compliance Date; (ii) partnering with an existing HCA to deliver housing counseling, homeownership counseling or rental counseling services; (iii) modifying the program in order to become compliant with this rule; or (iv) choosing to stop delivering housing counseling services before the Final Compliance Date.
The final rule clarifies that entities that provide funding or otherwise authorize housing counseling that is required under or provided in connection with Other HUD Programs, and that do not provide housing counseling services directly to consumers, do not have to become HCAs, and their employees do not have to become HUD certified housing counselors. These entities will nevertheless have the responsibility to ensure that housing counseling conducted with their funding or provided under their authority through recipients, subrecipients, grantees, or contractors complies with the statutory requirements. They may choose to apply to become HUD-approved housing counseling intermediaries, becoming eligible to participate in the Housing Counseling Grant Program and providing greater programmatic support to the housing counseling delivered under their auspices. However, they may also choose to require that housing counseling under their programs is delivered by HCAs without becoming HUD-approved housing counseling intermediaries themselves.
Many counseling services are provided in HUD-funded programs but every reference to counseling does not automatically make these services “housing counseling” as defined in § 5.100. It is important to note that the Section 106 amendments do not alter the meaning of “counseling” services as has been applied to date in these programs and not all activities that may be labeled as counseling services equate to housing counseling as defined by Section 106 and this final rule. HCAs and certified housing counselors may elect to provide any of the services listed below as part of their housing counseling program. However, entities that provide the services listed below, in the absence of providing housing counseling as defined by § 5.100, do not have to become HCAs and do not have to use certified housing counselors in order to be compliant with this final rule. The following are examples of counseling that do not constitute housing counseling:
1. Services that provide housing information, or placement or referral services, (for example, mobility-related services for the Housing Choice Voucher (HCV) program), do not constitute housing counseling and would not necessitate an individual providing these services to become a HUD certified housing counselor working for an HCA under this rule.
2. Routine administrative activities (
3. Holistic case management for persons with special needs, for persons undergoing relocation in the course of a HUD program (including relocation and other advisory services provided pursuant to the Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 and other Federal laws), or for social services programs that also provide housing services as incidental to a larger case management program, are not housing counseling. Thus, the Housing Opportunities for Persons With HIV/AIDS (HOPWA) program, Emergency Solutions Grants (ESG) program, and Continuum of Care (CoC) program permit various housing and support services as eligible uses of funds. If these housing services are part of a larger set of case management services, they do not trigger the certification requirements of this rule. However, in these programs, there may be instances where housing counseling, as defined in this rule, is being provided. For example, if a participant in these program is receiving housing counseling, as defined in § 5.100, as a separate specialized service, the housing counseling has to be provided by a certified housing counselor working for an HCA.
4. Fair housing advice and advocacy offered in isolation from housing counseling as defined in § 5.100 (
HUD will maintain, in four categories, a list of “Other HUD Programs” that this rule covers consistent with the definition added to § 5.111 that defines “required under or provided in connection with.” In this rule, HUD used the programs named in Section 106 as a guide to the HUD programs that may be providing housing counseling as defined in this final rule, but removed obsolete programs or those that do not cover “housing counseling.” HUD has included additional programs that provide housing counseling to the list of programs consistent with § 5.111. In the future, the list of HUD programs for which housing counseling must be provided by a HUD certified housing counselor working at an HCA will be posted on HUD's Housing Counseling Web site and will be updated as appropriate to add or remove HUD programs.
The following list of programs provide housing counseling as defined
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This final rule also includes language clarifying the application of this rule to a number of programs, including ESG, COC, HOPWA, CDBG, and the Native Hawaiian Housing Block Grant program. HUD program offices administering Other HUD Programs may also issue future conforming regulations or guidance, as applicable, and advise of any procedures unique to their programs to ensure that participants in all HUD programs are fully aware of the statutory requirement to use certified housing counselors employed by HCAs.
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HUD will notify HCAs on the OHC Web site, after publication of the final rule, of the timing and process for identifying that the housing counselors who work for them are HUD certified housing counselors. The removal of the agency certification is reflected in amendments to § 214.103(n), and the requirement for HUD certified housing counselors is clarified in §§ 214.101, 214.103(n), and 214.311(c)(2).
The discussion of public comments explains the transition process for entities that are providing housing counseling under Other HUD Programs and choose to become HUD-approved HCAs by the final compliance date. Information about the current application process for entity approval under the Housing Counseling Program may be found here:
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The final rule also clarifies that all individual housing counseling activity reported by HCAs on form HUD-9902,
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The Housing Counseling Certification Examination training was developed by Bixal, using experienced instructional designer and technology specialists, adult learning specialists, and subject matter experts in housing counseling, lending, and fair housing. Free training has been made available to the public. The training course is currently available online in an interactive format, and is also offered in a portable document format (PDF) format for those who prefer text-based instruction. The study guide is available for download onto multiple types of electronic devices. The training Web site can be accessed at
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HUD originally estimated the training and certification examination would be approximately $500. Since the issuance of the proposed rule, HUD took into account a number of public comments expressing concern that the cost was too high. With the contractor employed by HUD, HUD has been able to significantly reduce that cost through value engineering the examination, through free training, and by adding flexibility in the administration of the certification exam. HUD has determined the cost of the examination at a commercial proctoring site will be $140 and online at the examinee's location it will be $100. This cost is based on the actual cost to administer the examination in Fiscal 2016, and changes to the cost after Fiscal 2016 will be published in the
HUD will also offer the examination in English and Spanish, and will continue to review options to add other languages. For those test takers that need a reasonable accommodation pursuant to the Americans with Disabilities Act (ADA) and subsequent amendments to the act, HUD's contractor will arrange for accommodations. Individuals who do not pass the examination will receive an email notifying them of results and indicating the subject areas that should be reviewed before retesting, and can re-register for the exam. There is no limit to the number of attempts an individual can make to pass the examination.
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This section of the preamble discusses the key issues raised by the comments submitted in response to the September 13, 2013, proposed rule. The public comment period on the proposed rule closed on December 12, 2013, and 215 public comments were received in response. All public comments can be viewed at the following Web site,
HUD also received comments in support of the proposed rule that do not require a response. These comments expressed support for the certification process, writing that the proposed certification provided a less expensive, clearer, and less cumbersome process than the current process in which housing counselors obtained certifications from multiple agencies. Commenters also supported the introduction of training from HUD to aid counselors in learning the examination topics. A few commenters also stated that this rule will provide
As noted, HUD is striving to present the housing counseling certification examination, including training and study materials, in the most cost-efficient way feasible. HUD is using online testing in its Housing Counseling Certification Examination as an economical and convenient approach. Subject to available appropriations HUD intends to allow housing counseling agencies to use HUD's Comprehensive Housing Counseling Program Grant funds to pay for the costs associated with training, testing, and certification of counselors. The housing counseling certification requirements, as were outlined in the proposed rule, are intended to benefit clients who will be assisted by housing counselors who are tested and certified in six areas of housing counseling. Consumers can, as a result, be further confident in the quality and consistency of the housing counseling services and referrals they receive.
The statutory mandate, as reflected in this final rule, is not placing responsibility for the financial crisis on the counseling agencies or discrediting existing housing counseling training programs. The new certification is designed to assure baseline housing knowledge by housing counselors, consistent service delivery by a network of HCAs, and increased consumer confidence in housing counselors through a single, government-issued national credential.
HUD recognizes that numerous training and certification programs have provided housing counselors with the instruction and information that HUD has long required for participation in HUD's Housing Counseling Program. HUD supports many training and certification programs and, while the final rule does not address existing certification programs, HUD supports and expects that housing counselors will continue to seek training and certification opportunities in areas that will complement the required HUD individual housing counselor certification.
In the final rule at § 5.100 and cross-referenced at § 214.3, HUD has consolidated existing definitions of “housing counseling” in response to comments seeking clarification of activities in Other HUD Programs that are subject to the final rule. HUD believes that the language in § 5.100, as augmented by current descriptions of counseling and education activities in the HUD Handbook, and the new definitions of “housing counseling,” “homeownership counseling” and “rental housing counseling” in the regulations, are sufficient. HUD further clarifies that an activity conducted in connection with administering a program—such as intake, loan application, and eligibility assessment—that is limited in scope and that is not part of process that focuses on ways of overcoming specific obstacles to achieving a housing goal, may not be in
As addressed in Section IV of this preamble, HUD clarifies in this final rule that all individual providing housing counseling under HUD's Housing Counseling Program must be performed by HUD certified housing counselors, and all individual housing counseling reported by HCAs to the Office of Housing Counseling on Form HUD 9902, whether attributed to a HUD housing counseling grant or not, must be performed by HUD certified housing counselors. HUD recognizes that agencies may use other agency staff and industry professionals such as real estate agents, home inspectors and loan officers as presenters at home buyer education and other group workshops as long as the education is in compliance with HUD requirements. This final rule does not require that all group education presenters obtain individual HUD housing counselor certification. However, HUD believes it is important that housing counselors overseeing group education be tested and certified in the six areas of counseling so they can provide consumers with consistent quality education. Therefore, HUD is requiring that all group education under the HUD housing counseling program must be overseen by a HUD certified housing counselor. In addition, group education reported by HCAs to the Office of Housing Counseling on Form HUD 9902, whether attributed to a HUD housing counseling grant or not, must be overseen by a HUD certified housing counselor.
HUD has expanded this preamble to elaborate upon which entities and which activities will require the use of a HUD certified housing counselor working for an HCA. HUD has also provided additional definitions in order to clarify which entities, individuals, and activities will be affected by the final rule, and adopted those definitions in § 5.111. As noted earlier in this preamble, housing counseling includes “Housing Counseling”: (1) Required by statute, regulation, NOFA, or otherwise required by HUD; (2) funded under a HUD program; (3) required by a grantee or subgrantee of a HUD program as a condition of receiving assistance under the HUD program; or (4) to which a family assisted under a HUD program is referred, by a grantee or subgrantee of the HUD program.
HUD programs that require or provide for homeownership and rental housing counseling activities will be required to use HUD certified housing counselors that work for an HCA after the final compliance period as defined in this preamble. An activity conducted in connection with administering a program—such as intake, loan application, and eligibility assessment—that is limited in scope, and that is not customized to the individualized need of the consumer to address his or her housing barriers and achieve housing goals, is not in and of itself homeownership or rental housing counseling. HUD has added cross-references to the new definitions in § 5.100 and new Section 106 requirements in § 5.111 to a number of programs for additional clarity for those
As for tribes, however, the application will only apply after HUD undergoes tribal consultation and addresses the participation of tribes in HUD's Housing Counseling Program in future rulemaking or guidance, as appropriate.
Several commenters asked if there will be an opportunity for existing certification programs to provide input on the new examination. Another commenter recommended that leaders and long-term housing counselors be required to administer the test prior to implementation of the final rule to make sure the questions are relevant to real life situations. Other commenters recommended the curriculum and examination should be reviewed by experienced counselors and allow for feedback on format and content to ensure that the examination will accurately gauge a housing counselor's competency. Commenters also recommended HUD allow for feedback to ensure that training meets the needs of housing counselors. One commenter suggested HUD withhold the examination requirements, material, and other items without notice and fair opportunity for public comment. Another commenter recommended an 18-month timeframe for testing development to evaluate the quality of the questions.
HUD does not believe an 18-month timeframe for the development of the test to evaluate the quality of the certification examination questions is necessary. Instead, HUD will welcome feedback from all sources, including the housing counseling and real estate industries, regarding the certification training and examination after publication of the final rule and after implementation of the Housing Counselor Certification examination. The existing training Web site,
Commenters also recommended that the test be general enough to allow housing counselors who specialize in certain types of counseling to take an alternative approach to learn the information through training, while being sufficiently stringent and comprehensive. Other commenters suggested that the test focus on general knowledge, and additional professional qualifications should be earned in specialized areas. Commenters stated that testing must be appropriate as a meaningful measurement; that is, that the test should be reasonable and passable and reflect the comprehension of material relevant to housing counseling services.
Commenters recommended specific topics to be included in the Housing Counselor Certification Examination. These topics included testing on knowledge of: Qualified mortgage standards; mortgage products, homeownership programs and regulations; financial management; loss mitigation; local, state, and regional programs; laws and conditions including rental laws; State eviction laws; home inspection documents; rental readiness; finding affordable housing; applying for Section 8 vouchers; housing for people with disabilities; finding cooperative housing; downpayment assistance; types of loan programs; foreclosures prevention; budgeting income and expenses; the bankruptcy process; and Social Security disability income. Other recommendations were that the examination should include a state-specific portion, in addition to a HUD basic portion of the examination; and that there should be optional testing on
Commenters also addressed the current HECM certification examination, recommending that the Housing Counselor Certification Examination mirror HUD's HECM certification test. Other commenters, however, recommended that the new test not be modeled after the original HECM examination as many counselors found it difficult to pass and the stringency and inconsistencies of the HECM examination resulted in a decrease in the availability of reverse mortgage counseling.
Several commenters mentioned existing certifications, and recommended that the certification process align with the standards for existing certification programs such as those offered by NeighborWorks® America.
Several commenters asked whether HUD would allow housing counselors to continue to complete other certifications in addition to the HUD Housing Counselor Certification. A commenter asked if a housing counseling agency should hold off either recertifying using other housing counselor certifications or having housing counselors receive new certifications from other entities before the final rule is published. Another commenter asked how often the examination will be updated to reflect current trends and issues.
HUD will also continue to require the separate HECM Counselor Roster examination and certification pursuant to the statutory requirements of National Housing Act sections 255(d) and (f) and the HECM Roster regulations at 24 CFR part 206, subpart E. HECM counselors must, however, also pass the certification examination required by Section 106, which is applicable to all counselors. In response to comments regarding the administration of the HUD HECM Roster examination, HUD has taken prior experience with the HECM Roster examination into consideration when developing the Housing Counselor Certification Examination.
HUD intends to evaluate the examination questions quarterly and update where necessary to reflect current regulatory and policy changes. HUD also intends to evaluate the Housing Counselor Certification Examination, utilizing analyses of test results and stakeholder feedback.
The training and examination will not focus on specific state and local laws and regulations but the training will address ways to access local and state information. The training offered by HUD may include topics similar to those found in classes offered by HUD housing counseling training grant recipients such as NeighborWorks® America, National Council of La Raza, and the National Community Reinvestment Coalition. However, HUD's training is specifically designed to prepare housing counselors for the Housing Counselor Certification Examination. The learning objectives identified for each topic may be different than those offered by other entities. HUD's training is not designed to replace other training offered. HUD's training is designed to provide general knowledge on the six topics.
HUD has not changed the existing requirement that an HCA must employ staff trained in housing counseling, and that the HCA's staff must possess a working knowledge of HUD's housing and single-family mortgage insurance programs, other state and local housing programs available in the community, consolidated plans, and the local housing market. The staff should be familiar with housing programs offered by conventional mortgage lenders and other housing or related programs that may assist their clients. Existing training opportunities may be used to meet HUD's ongoing knowledge requirements and may be helpful to gain mastery of housing counseling related topics or to gain additional credentials. HUD will continue to provide funding for such activities and encourage housing counselors to take continuing education courses. HUD recommends that housing counselors continue to seek other housing counseling certifications.
Commenters questioned how the test will be scored, and one recommended a 70 percent passage rate, while others recommended 80 percent, the same as the National Industry Standards. Commenters also questioned whether graders will consider relative knowledge of subjects and if there is a way to compensate for areas where the counselor may test lower in one area but test higher in another. Commenters recommended that HUD require a minimum overall score rather than a minimum score in each subject area, and that the scoring methodology of the examination be transparent, and results be given instantaneously and reveal correct answers for any items that were not answered correctly. Another commenter recommended that the examination have controls or proctors to validate counselors. Another commenter
The examination score will be scaled based on a range from 200 to 800. The test will not have individual sections. The examination cannot be divided into topic areas, nor taken by topic area. Many examination questions relate to multiple topics, which precludes dividing up the examination “by topic.” Further, each examination goes through an industry standard certification review process and is considered as a whole, and scored as a whole. To pass the examination, the individual must achieve a scaled score of 500 or more. The scaled score does not represent the percentage of items correct, but is a numeric score for the overall examination.
Test takers will be notified by email whether they pass or fail the examination. If a test taker does not pass the examination, the email notification will include feedback on the learning objectives that the test taker should review before retaking the examination. The test will not be customized for each individual counselor as that would be inconsistent with the requirement that each counselor pass an examination in all six areas.
Some commenters noted that obtaining working knowledge in the six specified areas of expertise, but not specializing in those areas, seems to be in keeping with the intent of Section 106 amendments. Another commenter stated that HUD's certification standard should assess a baseline of skills and knowledge across the range of counseling services covered by the rule, while acknowledging that individual counselors and counseling agencies often focus on specific aspects of the homeownership or rental process.
Several commenters wrote that the proposed testing is unrealistic, impractical, and that specialization is important to the industry. Commenters stated that having different types of housing counselors provides for a greater level of competence in the counselors. A commenter expressed concern about how general knowledge can impact a counselor's effectiveness within a specialized area. Commenters suggested changing the requirement that all six subject areas should be tested, and instead allow for each subject to be tested separately. Several commenters also recommended restructuring a change in the organization of the six competency areas to better reflect the various types of counseling services performed.
Commenters recommended that there be one certification system, either HUD's or the NeighborWorks Center for Homeownership Education and Counseling (NCHEC)
Commenters wrote that a uniform approach to rental and housing counseling ignores the uniqueness of each area, and requested that the training and examination reflect these differences. The commenters submitted that separate training and examination would be appropriate so that where the statute requires examination in the `responsibilities of homeownership and tenancy' the homeownership counselor could be trained and tested on the former, while the rental housing counselor could be trained and tested on the latter.
Commenters expressed concerns that housing counseling agencies would lack the funds necessary to pay for training to prepare for the examination, and requested more funds for training, travel to training, lodging, and technical upgrades for organizations that do not have technical capacity needed for training.
Commenters stated that as grant funds continue to decrease, small community based nonprofits are unable to cover these new costs while continuing to subsidize general operation costs. A commenter stated that smaller agencies should have input determining the financial support necessary to comply
HUD is providing training for the certification examination online at no cost. In addition, HUD has strived to make certification and examination costs as minimal as possible, but cannot provide scholarships for the examination fee.
HUD cannot reduce the program requirements based on the size of an agency to help small agencies reduce costs in other areas. HUD's Housing Counseling Program requirements apply to all HCAs. HUD allows for agencies to develop revenue sources through charitable grants, lender-funded agreements, or client payment sources. HUD encourages agencies to consider these options and others to help offset the costs associated with housing counselor certification.
While several governmental entities have received settlement funds arising from national mortgage servicing settlements, and have designated a portion of those funds for housing counseling services, each entity is authorized to administer its own settlement funds. HUD has no authority over the use or distribution of these funds. Therefore, agencies should consult their State attorney general's office to determine whether settlement funds can be used for the Housing Counselor Certification Examination in their particular state.
This rule is not an unfunded mandate. The new certification does not require individuals, states, tribal governments, and the private sector to undertake any new requirements. Participation in HUD's housing counseling program and Other HUD Programs is voluntary.
Commenters stated both agencies and housing counselors will bear the cost because they are interconnected. Other commenters, however, wrote that the cost of counseling will fall on the housing counseling agency because: (1) Counselors do not control their income and are not paid on commission; (2) they do not make professional salaries; and (3) they lack mobility because of the limited job opportunities, which will cause agencies' costs to dramatically rise. Commenters wrote that the agencies will pay for the cost to maintain their certification, but the result will be that the agency will pay for less specialized training for topics such as foreclosure mitigation or other professional development training that would ultimately benefit the organizations' clients. Another commenter said that although the counseling agency will end up paying for the certification, the counseling agency cannot guarantee that a housing counselor will stay with that agency for any length of time.
Commenters recommended that the final rule be clear that the compliance costs of the rule may be borne by the individual housing counselor or by the individual counselor's sponsoring agency.
Commenters requested the fee be as low as possible; that HUD keep the cost reasonable, especially for housing counselors who are serving communities of color and other underserved communities. A commenter recommended a low cost for small local practitioners providing a low volume of housing counseling annually. Another commenter wrote that HUD should consider the costs of existing continuing education in determining the cost for training and certification. Another commenter recommended a fee for training and no fee for the examination. Commenters also requested free training, or permitting training to be charged separately so it could be done in house or limited to certain subjects.
Several commenters wrote that $500 is too high a fee to pay, and requested that HUD provide information on how HUD plans to implement the testing for $500. Some commenters requested that the cost of the certification be limited to a range of $100 to $200. A commenter stated that the estimated cost is reasonable only if it includes the cost of trainings.
Other commenters wrote that costs associated with certification will result in agencies leaving the business of housing counseling, counselors leaving agencies, or individuals never joining the industry. Commenters stated that the cost is high for a new housing counselor, because an agency would not want to hire someone without the certification and risk losing its agency certification. Another commenter wrote that given many counselors come from other industries and their entry is limited, a housing counseling position will be less financially attractive with the additional compliance cost, and agencies might as a result see a reduction in current staff-to-client ratios. Commenters also wrote that the cost could interfere with other specialized trainings, or that agencies will be unable to afford to send their counselors to training, which will impact passage rates and the number of agencies with HUD-approved status. Commenters also wrote that HUD should consider the cost in the context of the amount of time it will take for counselors to prepare, travel, and take the examination, and some stated that opportunity costs and HUD's cost of monitoring compliance are incurred but not included. Commenters wrote that the cost associated with compliance for entities offering housing counseling programs that are not HCAs should be disaggregated in the cost-benefit analysis.
HUD conferred with its contractor concerning how the test could accommodate different learning styles and considered cultural and linguistic diversity when creating the test. The training course has also been designed to accommodate different learning styles. It is presented in an online, interactive format, and is also offered in a PDF format for those who prefer text-based instruction. The certification examination was developed according to professional standards recognized to the testing industry. The examination was designed to be free from bias and measure only approved examination content. Examination writers and reviewers, under the guidance of a psychometrician,
The contractor will identify procedures to address reasonable accommodation requests of test-takers with disabilities under applicable sections of the ADA
Commenters offered several suggestions about where the HUD examination should be offered including HUD offices, HUD training grantee locations, offices of state housing finance agencies, or regional testing sites. One commenter suggested that NeighborWorks proctor examinations be at NeighborWorks training institutes or place-based training locations because NeighborWorks offers scholarships to attend such trainings. Other commenters wrote that HUD should provide regional testing sites, which would be closer to the counselors. A commenter suggested testing be available whenever the counseling agency and counselor feel the housing counselor is ready to take the certification examination.
Housing counselors will now have 36 months from when HUD begins administering the examination to pass the certification examination. This change should address concerns about access to the examination for the volume of individuals seeking certification after the publication date of this final rule. Housing counselors may determine when they are ready to take the certification examination. However, testing schedules will depend on the availability of proctors.
Another commenter wrote that small counseling agencies should be allowed additional time to comply with the certification and to provide input as to how much time should be considered. Several commenters wrote that the National Industry Standards for Homeownership Education and Counseling's current benchmark for training and certification is “as soon as reasonably possible, but not later than 18 months from the start of employment,” and HUD should also consider the 18-month period and that would allow HUD time to evaluate and revise the test if first implementation doesn't meet meaningful measurements. Another commenter wrote that timing of the rule should consider the needs of agencies that have to consider quarterly training for NeighborWorks organizations and the burdens of sending counselors out for training and testing.
Commenters recommended expanding the timeframe to allow for adequate preparation time and ability to take the examination while counselors continue to maintain their workloads—ensuring that clients do not suffer any ill effects from implementation of the ruling. Several commenters recommended that the deadline be extended beyond 12 months to 18 months, 24 months, and other commenters recommended 36 months. A commenter recommended that counselors should have 24 months to be certified, thus allowing agencies to determine when more experienced versus less experienced employees should be certified and continue to provide counseling. The commenter also wrote that 24 months will allow agencies to spread the cost over 24 months to have lesser financial impacts on organizations. Another commenter wrote that extending the period to 36 months would ensure compliance and alleviate administrative burdens and
The 36-month period will provide sufficient time for housing counselors to study for and pass the examination. Prior to the date of publication of this final rule, the materials specific to the certification examination, including a sample test, will be available. The certification test will become available upon publication of a notice in the
Commenters stated HUD should clarify the process to ensure that agencies can continue to operate and not lose certification status or be placed on probation if counselors do not pass the housing counseling certification examination, and agencies should get at least a 90-day grace period to cure the situation. A commenter recommended a temporary inactive agency list for those that are HUD-approved but do not have a HUD certified housing counselor at the time, so they do not have to go through the difficult work of being approved again.
Commenters recommended that, under proper supervision, new housing counselors should be exempted from the requirement that all staff providing homeownership or rental counseling required under or in connection with Other HUD Programs must be certified by HUD. Alternatively, many commenters stated that the final rule should encourage the entry of potential housing counselors into the field and allow new hires to work as apprentices or trainees under the supervision of a HUD certified housing counselor. A commenter stated that a trial period allows for practical implementation of providing services when faced with staff turnover or expansions given it is unlikely that applicants for positions will already be certified. Commenters recommended HUD provide new housing counselors time to develop knowledge before taking the written examination. Some commenters recommended that this timeframe for new counselors be a minimum of 60 days to 90 days, while others recommended 6 months to 1 year to gain experiential knowledge before requiring them to take the examination without risk of de-certification of the agency. Some commenters believe 12 to 24 months is needed.
Other commenters wrote that the organization may not be able to afford the cost of maintaining an employee during the time it will take for them to become certified. A commenter recommended that the same standards be adopted as the National Industry Standards for Homeownership Education and Counseling (NISHEC), and HUD should allow 18 months for a new counselor to be fully certified.
A few commenters stated that new counselors in their agency need a NeighborWorks® Center for Homeownership Education and Counseling (NCHEC) certification prior to taking the HUD examination to understand housing counseling concepts, but NeighborWorks® Training Institutes are only held every quarter.
For an HCA to remain compliant with the HUD Housing Counseling Program, all housing counseling must be provided by a HUD certified housing counselor. If a situation occurs in which an HCA's only certified housing counselor is no longer employed with the agency, HUD will allow the agency to be placed in inactive status, consistent with § 214.200, for a period of up to 6 months or such longer time as may be approved by HUD, to allow the agency to hire a certified housing counselor. This rule does not change HUD's existing requirement that at least half the counselors must have at least 6 months of experience in the job they will perform in the agency's housing counseling program. The experience requirement for housing counselors can be met by previous relevant housing counseling employment and experience. If an agency does not meet this requirement, HUD may change the agency's status to inactive, consistent with § 214.200, for a period of time, pursuant to that section, until the agency again meets the requirement that at least half the counselors must have at least 6 months of experience. Placing an HCA in inactive status will give the HCA an opportunity, while on inactive status, to hire a new housing counselor that meets the certification and experience requirements or to ensure that an existing staff person meets the requirements.
To address the question of an agency's ability to draw down funds if an agency no longer has a HUD certified housing counselor, HUD will allow the agency to submit grant reports that support eligible costs under the applicable grant agreement, incurred during the period of time that housing counseling services were provided by a certified housing counselor, or for other eligible Housing Counseling Program expenses as determined by HUD.
Commenters asked for clarification on whether an agency can only achieve certification once there are counselors on staff who are certified
Commenters questioned whether the definition for being an approved housing counseling agency is limited to agencies that have only HUD certified housing counselors who have at least 6 months experience or if HUD is allowing more flexibility in this definition. Some commenters asked if the 6 months of experience could be waived if a counselor passes the certification examination. They recommended that a counselor should still be required to follow the 6 month experience requirement because the general information on the test is not necessarily sufficient to train the counselor to do full counseling services. Other commenters asked HUD to clarify that at least 6 months of experience for a counselor can be from another housing counseling agency certified by HUD. Other commenters recommended that such certification should be made as a self-certification by the agency. Commenters suggested that HUD should reconsider the restriction that agencies have a HUD certified housing counselor on staff and at least half of their counseling staff must have 6 months of experience
Commenters also asked if all the counselors employed by the agency had to be certified in order for the agency to be certified, and what would happen if one of their counselors was not certified. Commenters asked for clarification on the proposed rule requirement that all HUD certified agencies employ “at least one” HUD certified housing counselor at all times to maintain organizational certification. A commenter recommended HUD make reasonable allowances for small and existing housing counseling agencies with strong track records to comply with the requirement to employ at least one HUD certified housing counselor at all times.
Commenters expressed concern that HUD certified housing counselors will be much sought after by counseling agencies that find themselves with a vacancy and the laws of supply and demand will result in the poaching of counselors among agencies and that the agencies will have a harder time finding a HUD certified housing counselor to fill a vacancy. Commenters requested that HUD clarify how an independent agency demonstrates that every counselor is certified. A commenter wrote that having to develop a database or report to HUD regularly could be difficult with high counselor turnover.
A commenter recommended a temporary inactive agency list for those that are HUD-approved but do not have a HUD certified housing counselor at the time, so they do not have to go through the difficult work of being approved again. Another commenter stated that any decision regarding recertification should wait until there has been an opportunity to assess the first rounds of individual certification.
Commenters asked if a new agency applying for HUD certification will need to have all housing counseling staff certified at the time of application. An agency commenter asked about opportunities that may be available for new agencies to gain HUD approval. Several commenters asked whether the same standards for HUD approval for an agency will continue to exist so as to ensure that scam artists cannot pass the HUD counselor exam, throw up a shingle and call the entity a HUD-approved or -certified counseling agency in order to prey upon consumers.
A commenter asked whether an agency that does not have its own HUD-approved housing counseling status but is a subgrantee of a HUD Intermediary is considered a HUD-approved housing counseling agency for the purposes of housing counselor certification as long as: (1) The agency remains a subgrantee; and (2) is subject to the same requirements as a HUD-approved housing counseling agency.
Commenters wrote that HUD should further clarify compliance and oversight procedures, and any possible financial penalties for noncompliance. The commenter stated that the current rule only addresses retraction of housing counseling funds, which will not apply to all organizations.
Beginning 36 months after the certification examination becomes available all individuals who provide homeownership and rental housing counseling required under or provided in connection with any HUD program and all individuals providing housing counseling, including homeownership and rental housing counseling, under HUD's Housing Counseling Program must be HUD certified. Because all housing counselors who provide counseling services for an HCA must be HUD certified, if an HCA no longer has at least one certified housing counselor such agency will no longer meet HUD requirements. To participate in the HUD Housing Counseling Program, an HCA must meet all of the approval requirements at § 214.103, as amended by this rule. If an entity applies for HUD approval, the individuals providing housing counseling as part of the agency's housing counseling work plan must have passed the certification examination as a condition to HUD approving the agency. If the agency is approved, the housing counselors who have passed the examination would be
An agency that is a subgrantee or affiliate of a HUD-approved intermediary or state housing finance agency is also an HCA. Any housing counseling provided by an HCA must be performed by a certified housing counselor. Individuals who work for an HCA who pass the examination will be eligible for certification. This rule does not change HUD's existing requirement that at least half the counselors must have at least 6 months of experience in the job they will perform in the agency's housing counseling program. The experience requirement for housing counselors can be met by previous relevant housing counseling employment and experience. The experience requirement may have been met by working as a housing counselor or by on-the-job training assisting a housing counselor for an agency that provides housing counseling services.
If an agency no longer has at least one certified housing counselor and therefore cannot meet the requirement that all housing counselors who provide counseling services for an HCA be HUD certified, the agency must notify HUD. HUD may change the agency's status to inactive, consistent with § 214.200, for a period until the agency again meets these requirements. If the agency fails to hire a HUD certified housing counselor within the initial 6 months of inactive status, HUD may at its discretion extend the period of inactive status, or HUD may move forward with terminating the agency's approval, pursuant to § 214.201.
If an agency needs to hire an individual to conduct housing counseling, the agency need not hire only an individual who was already certified. The agency may hire an individual who has passed the certification examination and, upon being employed by the HCA, can become HUD certified and can conduct housing counseling for the agency. HUD is not restricting individuals who can take the examination to only those counselors who work for an HCA. The absence of such a restriction will allow for agencies to hire individuals who have taken and passed the examination on their own initiative, or individuals that were previously certified at another agency, in addition to those individuals who have never taken the examination. However, an individual who has not yet passed the examination may not conduct housing counseling until he or she has passed the examination and has become HUD certified.
HUD will maintain an internal database of individuals who have passed the examination along with its current HCA list. An HCA will be required to validate employment of their housing counselors who have passed the certification examination.
Several commenters suggested that HUD provide a list of HUD certified housing counselors on its Web site, and several suggested that the list be available to consumers. Some commenters recommended that HUD keep a list of HUD certified housing counselors and agencies so consumers can confirm certification, and that each counselor have a unique identification number to track examination results, training, and possible recertification.
Several commenters asked whether intermediaries will be responsible for monitoring certifications of subgrantees.
Commenters asked whether the certification would be portable and how long the certification will last. A commenter recommended that counselors should be able to take their certification with them from one housing counseling agency to another agency. Some commenters requested that HUD certified housing counselors only be considered certified when they are employed by a HUD-approved agency.
HUD will continue to maintain the list of HCAs on its Web site, and consumers will still be able to visit the HUD Web site to verify that the agency is an HCA. HCAs will be notified by HUD, after publication of the final rule, of the process for identifying housing counselors who work for them and have passed the examination, and when such information will be required. HUD will issue certificates that indicate the name(s) of individual(s) that have passed the examination and that also work for an HCA. The HUD Housing Counselor Certificate will have the name of the housing counselor and the name of the HCA.
The HUD certified Housing Counselor Certificate will be valid only while the counselor works for an HCA. The HCA will verify with HUD that a housing counselor works for the agency, in order for the certificate to be issued. If a HUD certified housing counselor leaves the HCA, the individual will no longer be deemed “Certified,” until the individual once again works for an HCA. HCAs will be responsible for reporting to HUD when counselors have left their employment and when new counselors are hired. HUD anticipates that this reporting will occur electronically and will provide further instructions outside of this final rule as to how such reporting will be implemented.
Although passing the certification examination is a one-time requirement regardless of employment status, a housing counselor will not be considered HUD certified when the counselor is no longer working for an HCA. Intermediaries and state housing finance agencies are responsible for ensuring that their subgrantees and affiliates follow all HUD requirements, including the requirement that all housing counseling required under or provided in connection with HUD programs be conducted by HUD certified housing counselors, as well as the requirement that the subgrantee or affiliate report to HUD if a HUD certified housing counselor is no longer in their employment.
Commenters recommended that: re-examinations be offered at no fee; there be two and up to a maximum of three re-examinations without additional financial costs; HUD waive the fees or provide a one-time fee reduction for persons who retake the examination a second time; offer training and testing at a fee. A few commenters indicated the need for clarity in determining re-examination fees.
HUD is offering free online training, study guides, and practice exams, which HUD encourages individuals to use. While the preparatory training is highly recommended, the training is not mandatory.
HUD must charge a fee to cover the costs of administering the examination, but as noted earlier in this preamble, HUD is providing the study materials for free. The fee charged each time an individual takes the certification examination will be based on the cost of administering the examination. The initial cost of the examination and training is below the proposed rule's $500 estimate. The cost for taking the examination is $100 for online testing at the examinee's location and $140 at a proctoring site, and the training is provided for free. If it is necessary for an individual to retake the examination, a fee of $100 for online testing at the examinee's location and $140 at a proctoring site will be required each time the examination is retaken. Any changes to the cost of the certification examination will be published in the
Commenters suggested that instead of retesting, HUD should implement continuing education requirements consistent with National Industry Standards (NIS). A commenter recommended a specific time frame for certification with additional annual continuing education credits. Another commenter recommended that to maintain the HUD certification a housing counselor should be allowed to complete continuing education and on the job training. One commenter recommended that HUD implement a continuing education requirement to ensure HUD certified housing counselors remain able to serve clients.
Commenters recommended that new requirements incorporate continuing education training for housing counselors with local community colleges and technical training centers; and several versions of continuing education, from a minimum of 30 hours of classroom time every 3 years to 15 hours every 2 years, to every year, as a continuing education requirement for counselor recertification. Another commenter wrote that HUD should require continuing education that is relevant to services identified in the form HUD-9902, while another commenter recommended that continuing education should include ethics.
Commenters stated that agencies should keep track of educational credits, and HUD should develop a portal for tracking purposes and certifying in-house continuing education programs. Commenters stated that HUD should require approved agencies to provide their own continuing education and that HUD should create a portal to track whether agencies are providing continuing education. Another commenter encouraged HUD to offer continuing education online. Commenters also recommended that HUD wait to require continuing education until the certification has rolled out and can be evaluated, and such requirements should be subject to formal notice and comment.
HUD has not changed the existing requirement at § 214.103(h) that the agency's housing counseling staff must possess a working knowledge of HUD's housing and single-family mortgage insurance programs, other state and local housing programs available in the community, consolidated plans, and the local housing market. The staff should be familiar with housing programs offered by conventional mortgage lenders and other housing or related programs that may assist their clients. Existing training opportunities may be used to meet HUD's ongoing knowledge requirements and may be helpful to gain mastery of housing-counseling related topics or to gain additional credentials. HUD intends to continue to provide, subject to available appropriations, funding for such activities and encourages housing counselors to take continuing education courses. HUD does not currently have the resources to create a portal to track housing counselor training and will continue to expect the HCA to ensure that housing counselor knowledge and training requirements are met.
Several commenters asked whether HUD would recognize certifications such as those offered by NeighborWorks Training Institute, National Foundation for Credit Counseling (NFCC), Association of Independent Consumer Credit Counseling Agencies (AICCCA), National Council of La Raza Homeownership Network Learning Alliance (NHNLA), NeighborWorks Center for Homeownership Education and Counseling (NCHEC), HomeFree USA, and National Community Reinvestment Coalition (NCRC). A commenter wrote that NeighborWorks training is so comprehensive and requires continuing education, not recognizing such training, in lieu of certification, is a waste of time and resources. Another requested that HUD recognize the Homebuyer Training certification for meeting the certification requirements because it tests on the same six topics. A commenter wrote that, by HUD not accepting other trainings, HUD is making the new requirement overly burdensome for small rural and poverty stricken areas. A few commenters recommended that HUD should accept existing housing counselor certification in specific areas and only require the counselor to test in areas where they are not already certified, at a reduced cost. Commenters also stated that if grandfathering-in previous certifications is impossible, then have an extended grace period for housing counselors who have previous, unexpired certifications. In contrast to these commenters, some commenters opposed grandfathering in housing counselors, stating that it would destroy the uniformity that would be provided for the clients the counselors are being certified to serve.
Commenters requested that HUD give experience (2-10 plus years working in a HUD certified agency) some consideration or exempt those with experience from the new requirement. Another wrote that for very experienced housing counselors it would be consistent with the Section 106 requirements to provide a waiver of the testing requirements rather than have the most experienced counselor fail a well-meaning test. A commenter recommended allowing existing, experienced housing counselors to take an examination to demonstrate their current competencies and be certified.
Several commenters asked whether HUD would allow housing counselors to continue to complete other certifications in addition to the HUD Housing Counselor Certification. Another commenter asked if a housing counseling agency should hold off either recertifying other housing counselor certifications or having housing counselors receive new certifications from other entities before the final rule is published.
Housing counselor training and certification in other areas enhances knowledge and skills and improves the quality of counseling. HUD recommends that housing counselors continue to seek other training and certifications. Existing training opportunities may be used to meet HUD's ongoing knowledge requirements and may be helpful to gain mastery of housing counseling related topics or to gain additional credentials.
Housing counselors are not required to take HUD's training before taking the certification examination. However, HUD does recommend that all counselors, regardless of experience, complete the training for the examination, as that will contribute to the counselors' understanding of what is required by the Housing Counselor Certification Examination.
A commenter requested that HUD publish frequently asked questions (FAQs) on the examination and the content. Other commenters recommended HUD provide a space for counselors to share information on topics that will be on the test for those who may not take the training classes to help assist in studying for the examination.
The rulemaking process did not allow for HUD to consult with stakeholders as to the content of the training and the examination prior to publication of the final rule. However, after publication of this rule, HUD welcomes feedback regarding the training and the examination, which may be submitted to the housing counseling certification Web site or by sending an email to
HUD plans on providing a list of FAQs on the HUD Web site and on the examination Web site.
A few commenters requested that HUD provide additional funds to state housing finance agencies, major metropolitan cities, or existing training institutes, including NeighborWorks, National Council of La Raza (NCLR), and National Reinvestment Coalition (NCRC), to provide training for certification in the areas identified by HUD.
HUD provides funding for housing counselor training through the Housing Counseling Program's training grants. Training grantees used funds in the 2013 and the 2014 and 2015 grant cycles to provide general training on the six topic areas stated in Section 106, in addition to other training for housing counselors. Subject to need and to available appropriations, HUD may continue to provide funding through training grants for this purpose.
Other commenters recommended exempting from the certification requirement agencies whose housing counselors provide only reverse mortgage counseling or another single area of recognized housing counseling. Some commenters sought clarification on whether HECM counselors will need to be tested.
A commenter requested that attorneys with separate standardized certifications be allowed to provide housing counseling services without being required to separately qualify under HUD's rule. One commenter requested that HUD add a limited provision in the certification rule that provides that housing counseling funds may be available for legal services attorneys who meet certain requirements and work with HUD certified housing counselors. Other commenters asked whether applicability of HUD's rule was limited to agencies receiving HUD funding for housing counseling services or only counseling funded by HUD grants. In addition, a commenter recommended that only housing counseling reported on the Housing Counseling Activity Report Form 9902 be required to be performed by a certified housing counselor.
Section 106 does not authorize HUD to exempt housing counselors who provide a single type of housing counseling, or counselors who provide HECM or other types of reverse mortgage counseling exclusively, from the housing counselor certification requirements of this final rule. As discussed earlier in this preamble, all HECM Roster requirements continue to apply, pursuant to the statutory requirements of sections 255(d) and (f) of the National Housing Act and regulatory requirements at 24 CFR part 206, subpart E. All HECM counselors must meet the certification requirements of this final rule. Housing counselors and housing counseling agencies successfully meeting HUD certification requirements may still limit the counseling they provide to a single type of counseling, such as reverse mortgage counseling or rental counseling.
HUD cannot exempt attorneys who provide housing counseling under HUD's Housing Counseling program from the certification requirements.
Commenters also stated that agencies should and are making referrals to other qualified HUD-approved agencies to address a consumer need that the agency currently does not cover.
Commenters requested that a material violation only be considered where there is purposeful disregard for regulations rather than where inadvertent errors have occurred or where good faith efforts have been made to comply with regulations. Commenters wrote that the misuse of funds provision is too severe a penalty for an unintentional misuse of funds. One commenter provided an example when his agency incorrectly charged the HUD account for providing counseling outside their service area, realized it during an audit, and then reimbursed HUD. The commenter wrote that under the regulations as drafted such an action could prohibit a good housing counseling agency from ever participating in the competitive grant program.
Commenters wrote that if the error was in good faith then under certain conditions the agency should again be eligible for funds.
Some commenters wrote that misuse of funds should not bar an entire agency until an investigation is complete. Commenters also requested that after an agency approval is revoked a process for recertification after the necessary safeguards are in place should be permitted. In addition, commenters recommended that if an individual employee misuses funds there should be a way for the agency to remedy the situation and continue to receive funds and serve its community. Commenters also stated that the process for remedying misuse and having access to funds again is extremely important for rural areas.
Commenters requested that HUD clarify the effect of the violation and the role of HUD certified intermediaries. Specifically, the commenters asked HUD to discuss the role of the intermediary during an investigation and whether any of its funds will be frozen during this investigation of a subgrantee. Another commenter requested clarification as to whether the intermediary will be responsible for returning the portion of overhead grant funds that the intermediary spent associated with administering the grant and will the intermediary be punished or not eligible for funds. The commenters noted that this clarification will help strengthen the relationship between HUD and intermediaries.
Another commenter requested that HUD provide a webinar explaining the need for the certification, whether it is optional, and a basic overview of the
Another commenter recommended that housing counselors be required to have a minimum credit score as a condition of employment, because many people in the industry have not mastered the information themselves.
An individual's personal credit score is not an element that is part of the criteria for becoming a HUD housing counselor.
Executive Orders 12866 and 13563 direct agencies to assess all 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.
Under Executive Order 12866 (Regulatory Planning and Review), a determination must be made whether a regulatory action is significant and, therefore, subject to review by the Office of Management and Budget (OMB) in accordance with the requirements of the order. This rule was determined to be a “significant regulatory action” as defined in section 3(f) of the Executive order, but not an economically significant regulatory action, as provided under section 3(f)(1) of Executive Order 12866.
As discussed in this preamble, this rule revises HUD's Housing Counseling Program regulations to adopt, through regulatory codification, the new requirements established in Section 106. The Section 106 amendments established the Office of Housing Counseling and gave the office the authority to establish, administer, and coordinate all regulations, requirements, standards, and performance measures related to housing counseling. In addition, the Section 106 amendments require the certification of entities and of individual housing counselors providing housing counseling services required under or in connection with all HUD Programs. Under Section 106, “certification” means specifically taking and passing an examination, administered by HUD, that tests knowledge on six aspects of housing counseling. While the Section 106 amendments introduced new requirements that a broader group of entities and individual housing counselors must be certified, the Housing Counseling statute has always required that approval or certification by HUD of either counseling agencies or individual counselors must be implemented through regulation. HUD already reviews and approves housing counseling agencies that voluntarily seek participation in the Housing Counseling Program. However, the requirement on Other HUD Programs is incorporated in HUD's general requirements in part 5, as well as some program specific regulations.
This rule adds the certification of individual counselors and that Other HUD Programs providing homeownership counseling and rental housing counseling, as defined in Section 106, become, partner with, or use an entity participating in HUD's Housing Counseling Program to deliver housing counseling services. HUD has attempted to minimize the costs of this regulation to individual counselors and entities. The training for the Housing Counseling Certification Examination will be free and the examination will cost $100 for online testing at the examinee's location and $140 for an on-site proctoring center examination. Currently, there are approximately 2,070 HCAs, with an estimated 7,245
As for training for the Housing Counseling Certification Examination, the training is estimated to take approximately 11 hours to complete and HUD estimates that 80 percent of test takers will be housing counselors that take the training and may experience lost wages. The average housing counselor makes on average $37,000 annually
Thus, the total initial compliance cost of the regulation in the 36 months entities have to be in compliance is estimated to be $3,936,340. Subject to available appropriations, comprehensive Housing Counseling Program grant funds may be used by grantees to help reduce the costs of compliance with standards and of the examination.
Other statutory changes to improve the effectiveness of housing counseling include increasing the breadth of counseling services so that the services are comprehensive with respect to homeownership and rental counseling. As noted earlier, the statutory mandate to provide comprehensive homeownership and rental counseling is not a significant change to HUD's pre-Section 106 Housing Counseling Program. HUD's Housing Counseling Program currently provides comprehensive homeownership and rental counseling.
The compliance costs of the rule are examination costs that primarily must be borne by the individuals becoming certified. There may, however, be indirect impacts on HCAs that decide to pay for the cost of certification. There will also be some costs to those entities that decide, amongst the four alternatives, to become an HCA and an estimate of the costs has been discussed above. The compliance cost in the proposed rule was estimated at $4 million in the first year and less in succeeding years, for an annualized compliance cost over 5 years of $1.0 million ($0.96 million). The compliance cost of the final rule is estimated to be approximately $3.9 million in the initial compliance period (3 years) plus $920,620 for year 4 and 5 for new individuals in the housing counseling industry, for an annualized compliance cost over 5 years of $1,148,250. Most of the cost will be incurred only once.
The rule generates substantial benefits to all parties that entirely or partially offset the cost. The benefits to the prospective homebuyer or existing homeowner is the more efficient and effective delivery of housing counseling services if, as a result of the certification process, one counselor may be able to assess all questions of the prospective homebuyer or existing homeowner, or make a more effective referral in order to help the client overcome housing barriers. Entities that currently conduct housing counseling but do not meet HUD standards will have the benefits of a better quality program, with access to public and private funding sources that limit eligibility to HCAs. The value of the HUD-approved HCA label is significant, and entities will be able to use their status in marketing their programs to clients and funders. These entities will have unique access to downpayment assistance programs, and public and private mortgage products that are only available to borrowers who work with HUD-approved HCAs. Individual housing counselors will also benefit from the rule. Their professional certification should make them more desirable on the job market, not only for employment with HCAs, but also for employment in other fields where the government certification will be recognized. Finally, the statutory mandate to certify individual counselors may further enhance the performance of agencies and counselors participating in HUD's Housing Counseling Program.
The general benefits to the borrower and the market from housing counseling are well documented by research. Consumers who received housing counseling from a HUD-approved HCA have better outcomes, including more savings, better credit, better loan modifications, and fewer foreclosures, than similar consumers who did not receive housing counseling. Some of the studies have quantified the benefit. In 2011, a total of 126,534 loans were modified after seeking assistance from HUD housing counselors. Statistically, borrowers who received loan modifications after receiving post-purchase housing counseling had savings of $4,980 annually.
The Regulatory Flexibility Act (RFA) (5 U.S.C. 601
The key changes made to the Housing Counseling Program by this rule are the requirement that individual housing counselors must be certified as skilled to provide counseling in HUD's Housing Counseling Program, and that Other HUD Programs providing homeownership counseling and rental housing counseling, as defined by the Dodd-Frank Act, become part of or use an entity participating in HUD's Housing Counseling Program to deliver housing counseling services.
HUD examined a number of alternatives to minimize the burden of the Dodd-Frank Act and the regulations. In order to minimize costs and administrative burden on entities and individuals, HUD has provided a free Web site offering training for the examination, structured its testing program to substantially reduce the cost of the examination from the initial proposal of $500, and made the costs of training for the examination an eligible use of HUD Housing Counseling Grants. This rule also provides for a 36-month period after availability of the certification examination to give time for entities to come into compliance.
Accordingly, given the additional time for individual counselors to be certified and for the funding made available to assist in meeting the core areas specified by statute for certification, the undersigned certifies that this rule will not have a significant economic impact on a substantial number of small entities.
Executive Order 13132 (entitled “Federalism”) prohibits an agency from publishing any rule that has Federalism implications if the rule either imposes substantial direct compliance costs on state and local governments or is not required by statute, or the rule preempts state law, unless the agency meets the consultation and funding requirements of section 6 of the Executive order. This rule would not have Federalism implications and would not impose substantial direct compliance costs on state and local governments or preempt state law within the meaning of the Executive order.
This rule does not direct, provide for assistance or loan and mortgage insurance for, or otherwise govern or regulate real property acquisition, disposition, leasing, rehabilitation, alteration, demolition, or new construction; or establish, revise, or provide for standards for construction or construction materials, manufactured housing, or occupancy. Accordingly, under 24 CFR 50.19(c)(1), this rule is categorically excluded from environmental review under the National Environmental Policy Act of 1969 (42 U.S.C. 4321).
Title II of the Unfunded Mandates Reform Act of 1995 (Pub. L. 104-4; approved March 22, 1995) (UMRA) establishes requirements for Federal agencies to assess the effects of their regulatory actions on state, local, and tribal governments, and on the private sector. This rule does not impose any Federal mandates on any state, local, or tribal government, or on the private sector, within the meaning of the UMRA.
Administrative practice and procedure, Aged, Claims, Drug abuse, Drug traffic control, Grant programs—housing and community development, Grant programs—Indians, Individuals with disabilities, Loan programs—housing and community development, Low and moderate income housing, Mortgage insurance, Pets, Public housing, Rent subsidies, Reporting and recordkeeping requirements.
Administrative practice and procedure, Low and moderate income housing, Manufactured homes, Rent subsidies, Reporting and recordkeeping requirements.
Administrative practice and procedure, Grant programs—housing and community development, Low and moderate income housing, Manufactured homes, Rent subsidies, Reporting and recordkeeping requirements.
Administrative practice and procedure; Loan program-housing and community development; Organization and functions (government agencies); Reporting and recordkeeping requirements.
Administrative practice and procedure, American Samoa, Community development block grants, Grant programs—education, Grant programs—housing and community development, Guam, Indians, Loan programs—housing and community development, Low and moderate income housing, Northern Mariana Islands, Pacific Islands Trust Territory, Puerto Rico, Reporting and recordkeeping requirements, Student aid, Virgin Islands.
Community facilities, Grant programs—housing and community development, Grant programs—social programs, HIV/AIDS, Low and moderate income housing, Reporting and recordkeeping requirements.
Community facilities, Grant programs—housing and community development, Grant programs—social programs, Homeless, Reporting and recordkeeping requirements
Community development, Community facilities, Grant programs—housing and community development, Grant programs—social programs, Homeless, Reporting and recordkeeping requirements.
Community development block grants, Grant programs—housing and community development, Grant programs—Indians, Hawaiian Natives, Low and moderate income housing, Reporting and recordkeeping requirements.
Accordingly, for the reasons stated above, HUD amends 24 CFR parts 5, 92, 93, 214, 570, 574, 576, 578, and 1006 as follows:
12 U.S.C. 1701x; 42 U.S.C. 1437a, 1437c, 1437d, 1437f, 1437n, 3535(d); Sec. 327, Pub. L. 109-115, 119 Stat. 2936; Sec. 607, Pub. L. 109-162, 119 Stat. 3051 (42 U.S.C. 14043e
(a) Any housing counseling, including homeownership counseling or rental housing counseling, as defined in § 5.100, required under or provided in connection with any program administered by HUD shall be provided only by organizations and counselors certified by the Secretary under 24 CFR part 214 to provide housing counseling, consistent with 12 U.S.C. 1701x.
(b) For purposes of this section,
(1) Housing counseling required by statute, regulation, Notice of Funding Availability (NOFA), or otherwise required by HUD;
(2) Housing counseling that is funded under a HUD program;
(3) Housing counseling that is required by a grantee or subgrantee of a HUD program as a condition of receiving assistance under the HUD program; or
(4) Housing counseling to which a family assisted under a HUD program is referred, by a grantee or subgrantee of the HUD program.
42 U.S.C. 3535(d) and 12701-12839, 12 U.S.C. 1701x.
42 U.S.C. 3535(d), 12 U.S.C. 1701x and 4568.
12 U.S.C. 1701x, 1701 x-1; 42 U.S.C. 3535(d).
This part implements the Housing Counseling Program authorized by section 106 of the Housing and Urban Development Act of 1968 (12 U.S.C. 1701x). Section 106 authorizes HUD to make grants to, or contract with, public or private organizations to provide a broad range of housing counseling services to homeowners and tenants to assist them in improving their housing conditions and in meeting the responsibilities of tenancy or homeownership. Section 106 also directs HUD to provide housing counseling services only through agencies or individuals that have been certified by HUD as competent to provide such services. The regulations contained in this part prescribe the procedures and requirements by which the Housing Counseling Program will be administered, including the process by which agencies are approved and individuals will be certified to provide the homeownership and rental counseling, as defined by section 106. These regulations apply to all agencies participating in HUD's Housing Counseling Program, and to all organizations or entities that deliver
(a)
(g) * * *
(2)
(n)
(2) For an individual to become a HUD certified counselor, an individual must pass a standardized written examination to demonstrate competency in each of the following areas:
(i) Financial management;
(ii) Property maintenance;
(iii) Responsibilities of homeownership and tenancy;
(iv) Fair housing laws and requirements;
(v) Housing affordability; and
(vi) Avoidance of, and response to, rental or mortgage delinquency and avoidance of eviction or mortgage default.
(3) HUD will certify an individual housing counselor who has met the requirements of paragraph (n)(1) of this section upon verification that the individual works for a participating agency.
(4) Participating agencies and housing counselors must be in compliance with requirements of paragraph (n) of this section by 36 months after HUD commences the administration of the certification examination by publication in the
(a) * * *
(7) All participating agencies that provide homeownership counseling, shall address the entire process of homeownership, including, but not limited to, the decision to purchase a home, the selection and purchase of a home, the home inspection process, issues arising during or affecting the period of ownership of a home (including, but not limited to, financing, refinancing, default, and foreclosure, and other financial decisions), and the sale or other disposition of a home.
(8) All participating agencies that provide rental housing counseling shall address issues related to the rental of residential property, which may include counseling regarding future homeownership opportunities, the decision to rent, responsibilities of tenancy, affordability of renting, and eviction prevention.
(9) As part of the homeownership counseling process, participating agencies shall provide clients with such materials as HUD may require regarding the availability and importance of obtaining an independent home inspection.
(a)
(c)
(1)(i) Any organization that has been convicted for a violation under Federal law relating to an election for Federal office or any organization that employs applicable individuals. For the purposes of this section, applicable individual means an individual who is:
(A) Employed by the organization in a permanent or temporary capacity;
(B) Contracted or retained by the organization; or
(C) Acting on behalf of, or with the express or apparent authority of, the organization; and
(D) Has been convicted for a violation under Federal law relating to an election for Federal office.
(ii) For the purposes of this paragraph (c)(1), a violation under Federal law relating to an election for Federal office includes, but is not limited to, a violation of one or more of the following statutory provisions related to Federal election fraud, voter intimidation, and voter suppression: 18 U.S.C. 241-242, 245(b)(1)(A), 592-611, and 42 U.S.C. 1973.
(2) A participating agency that provides housing counseling through housing counselors who are not HUD certified housing counselors in accordance with § 214.103(n).
(d)
(1) HUD shall require that, within 12 months after the date of the determination of such misuse, the agency shall reimburse HUD for such misused amounts and return to HUD any such amounts that remain unused or unobligated for use; and
(2) Such agency shall be ineligible, at any time after the date of such determination of material misuse, to apply for or receive further funds under the Housing Counseling Program.
(3) The remedies under paragraph (d) of this section are in addition to any other remedies that may be available under law.
12 U.S.C. 1701x, 1701 x-1; 42 U.S.C. 3535(d) and 5301-5320.
(c) * * *
(4) Housing counseling, as defined in 24 CFR 5.100, that is funded with or provided in connection with CDBG funds must be carried out in accordance with 24 CFR 5.111.
Housing counseling, as defined in 24 CFR 5.100, that is funded with or provided in connection with CDBG funds must be carried out in accordance with 24 CFR 5.111.
12 U.S.C. 1701x, 1701 x-1; 42 U.S.C. 3535(d) and 5301-5320.
(b) * * *
(1) Housing information services including, but not limited to, counseling, information, and referral services to assist an eligible person to locate, acquire, finance, and maintain housing. This may also include fair housing guidance for eligible persons who may encounter discrimination on the basis of race, color, religion, sex, age, national origin, familial status, or handicap. Housing counseling, as defined in § 5.100, that is funded with or provided in connection with HOPWA funds must be carried out in accordance with § 5.111. When grantees provide housing services to eligible persons (including persons undergoing relocation) that are incidental to a larger set of holistic case management services, these services do not meet the definition of Housing counseling, as defined in § 5.100, and therefore are not required to be carried out in accordance with the certification requirements of § 5.111;
Housing counseling, as defined in § 5.100, that is funded with or provided in connection with HOPWA funds must be carried out in accordance with § 5.111. When grantees provide housing services to eligible persons (including persons undergoing relocation) that are incidental to a larger set of holistic case management services, these services do not meet the definition of housing counseling, as defined in § 5.100, and therefore are not required to be carried out in accordance with the certification requirements of § 5.111.
12 U.S.C. 1701x, 1701 x-1; 42 U.S.C. 11371
(e)
12 U.S.C. 1701x, 1701 x-1; 42 U.S.C. 11381
(e) * * *
(8) * * *
(iii) Housing counseling, as defined in § 5.100, that is funded with or provided in connection with grant funds must be carried out in accordance with § 5.111. When recipients or subrecipients provide housing services to eligible persons that are incidental to a larger set of holistic case management services, these services do not meet the definition of Housing counseling, as defined in § 5.100, and therefore are not required to be carried out in accordance with the certification requirements of § 5.111
12 U.S.C. 1701x, 1701 x-1; 25 U.S.C. 4221
(a) Housing counseling, as defined in § 5.100, in connection with rental or homeownership assistance must be carried out in accordance with 24 CFR 5.111;
(e)
(a) Order of Succession.
(b) Exceptions.
(b) The membership of the Bering Task Force (member agencies) shall include, in addition to the Co-Chairs, designated senior-level representatives from:
(c) Consistent with the authorities and responsibilities of its member agencies, the Bering Task Force, with the purpose of advancing the United States policy in the Northern Bering Sea Climate Resilience Area as set forth in section 2 of this order, shall:
(b) The Bering Intergovernmental Tribal Advisory Council shall be charged with providing input and recommendations on activities, regulations, guidance, or policy that may affect actions or conditions in the Northern Bering Sea Climate Resilience Area, with attention given to climate resilience; the rights, needs, and knowledge of Alaska Native tribes; the delicate and unique ecosystem; and the protection of marine mammals and other wildlife.
(c) The Bering Intergovernmental Tribal Advisory Council should include between 9 and 11 elected officials or their designees representing Alaska Native tribal governments with a breadth of interests in the Northern Bering Sea Climate Resilience Area, and may include such additional Federal officials and State and local government elected officials as the Bering Task Force deems appropriate. The Bering Intergovernmental Tribal Advisory Council will adopt such procedures as it deems necessary to govern its activities.
(a) Actions to ensure or support implementation of the International Code for Ships Operating in Polar Waters, as adopted by the International Maritime Organization, especially with respect to limitations on discharges from vessels in the Northern Bering Sea Climate Resilience Area; and
(b) Any additional measures necessary to achieve the policies established in section 2 of this order, such as the potential identification of zero-discharge zones, assessments of the pollution risks posed by increased vessel traffic, or noise reduction measures associated with sensitive ecological and cultural areas within the Northern Bering Sea Climate Resilience Area.
(b) In designation of routes and any areas to be avoided, and consistent with existing authorities, consideration should be given to the Northern Bering Sea Climate Resilience Area, including the effects of shipping and vessel pollution on the marine environment, fishery resources, the seabed
(c) In recognition of the value of participation of Alaska Native tribal governments in decisions affecting the Northern Bering Sea Climate Resilience Area, the U.S. Coast Guard should consider traditional knowledge, including with respect to marine mammal, waterfowl, and seabird migratory pathways and feeding and breeding grounds, in the development of the Bering Sea PARS, establishment of routing measures and any areas to be avoided, and subsequent rulemaking and management decisions.
(d) No later than December 30, 2016, the U.S. Coast Guard shall publish preliminary findings for the Bering Sea PARS in the
(e) Upon completion of the Bering Sea PARS, the U.S. Coast Guard shall promptly issue a notice of proposed rulemaking for any designation contemplated on the basis of the study. The U.S. Coast Guard shall coordinate as appropriate with the Department of State and other coastal nations and submit any proposed routing measures to the International Maritime Organization by 2018 for the purpose of their adoption and implementation.
(1) the authority granted by law to a department, agency, or the head thereof; or
(2) the functions of the Director of the Office of Management and Budget relating to budgetary, administrative, or legislative proposals.
(b) This order shall be implemented consistently with applicable law and subject to the availability of appropriations.
(c) This order is not intended to, and does not, create any right or benefit, substantive or procedural, enforceable at law or in equity by any party against the United States, its departments, agencies, or entities, its officers, employees, or agents, or any other person.
(d) The policies set forth in this order are consistent with existing U.S. obligations under international law and nothing in this order shall be construed to derogate from obligations under applicable international law.
Category | Regulatory Information | |
Collection | Federal Register | |
sudoc Class | AE 2.7: GS 4.107: AE 2.106: | |
Publisher | Office of the Federal Register, National Archives and Records Administration |