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DEPARTMENT OF TRANSPORTATION
National Highway Traffic Safety Administration
CFR Citation: 49 CFR Parts 523, 531, 533, 534, 536 and 537
Docket ID: [Docket No. NHTSA-2008-0060]
NOTICE: PROPOSED RULES
ACTION: Environmental Statements; Availability, etc.:
DOCUMENT ACTION: Notice of availability of a draft environmental impact statement (DEIS); notice of public hearing.
SUBJECT CATEGORY: Notice of Availability of a Draft Environmental Impact Statement (DEIS) for New Corporate Average Fuel Economy Standards; Notice of Public Hearing
DATES: Public Hearing: The public hearing will be held on Monday, August 4, 2008, from 9 a.m. to 5 p.m. at the National Transportation Safety Board Conference Center, 429 L'Enfant Plaza, SW., Washington, DC 20594. NHTSA recommends that all persons attending the hearing arrive at least 45 minutes early in order to facilitate entry into the Conference Center. If you wish to attend or speak at the hearing, you must register in advance no later than Friday, July 25, 2008, by following the instructions in the PROCEDURAL MATTERS section of this notice. NHTSA will consider late registrants to the extent time and space allow, but NHTSA cannot ensure that late registrants will be able to attend or speak at the hearing.
Comments: NHTSA must receive written comments on the DEIS by Monday, August 18, 2008. NHTSA will try to consider comments received after that date to the extent the NEPA and rulemaking schedules allow, but NHTSA cannot ensure that it will be able to do so.
DOCUMENT SUMMARY: NHTSA has prepared a Draft Environmental Impact Statement
(DEIS) to disclose and analyze the potential environmental impacts of
proposed Corporate Average Fuel Economy (CAFE) standards for model year
(MY) 20112015 passenger cars and light trucks, which NHTSA recently
proposed pursuant to the Energy Independence and Security Act of 2007,
and a reasonable range of alternative standards. To inform
decisionmakers and the public, the DEIS compares the potential
environmental impacts of the proposed standards and alternative
standards reflecting a full range of stringencies, and it analyzes
direct, indirect, and cumulative impacts in proportion to their
significance. The DEIS provides a detailed analysis of potential
impacts on energy resources, air quality, and climate. The DEIS uses
climate modeling and NHTSA's own computer model to provide quantitative
estimates of potential impacts on air quality, carbon dioxide
(CO
rainfall, and sea level rise. The DEIS provides a qualitative analysis
of resources that may be impacted by changes in climate, such as
freshwater resources, terrestrial ecosystems, coastal ecosystems, land
use, human health, and environmental justice. It examines these impacts
on the U.S. and on a global scale. In addition, the DEIS analyzes
potential environmental impacts unrelated to climate change.
NHTSA invites Federal, State, and local agencies, Indian tribes,
and the public to submit written comments and participate in a public
hearing on the DEIS using the instructions set forth in this notice. As
described in the PROCEDURAL MATTERS section of this notice, each
speaker should anticipate speaking for approximately ten minutes,
although we may need to adjust the time for each speaker if there is a
large turnout. To facilitate review of the DEIS, NHTSA has posted the
DEIS on its Web site, and it will be available in the Docket identified
by the docket number at the beginning of this notice.\1\ Copies in hard
copy or electronic (CDROM) form have been mailed to all stakeholders
on NHTSA's National Environmental Policy Act (NEPA) mailing list for
the proposed CAFE standards, and NHTSA will mail a copy of the DEIS or
a CDROM containing the Appendices to any other interested party who
requests one. NHTSA will consider the public comments received on the
DEIS in preparing final NEPA documents to support final CAFE standards
for MY 20112015 passenger cars and light trucks, which NHTSA plans to
issue later this year. The agency's NEPA analysis is informing NHTSA's development of those standards.
\1\ The DEIS is available at: http://www.nhtsa.dot.gov/portal/
site/nhtsa/menuitem.43ac99aefa80569eea57529cdba046a0/ (last visited
June 26, 2008).
SUMMARY: New Corporate Average Fuel Economy Standards; Notice of Public Hearing,
SUPPLEMENTAL INFORMATION
NHTSA has prepared a Draft Environmental Impact Statement (DEIS) to disclose and analyze the potential environmental impacts of proposed Corporate Average Fuel Economy (CAFE) standards for model year (MY) 20112015 passenger cars and light trucks and a reasonable range of alternative standards.\2\ NHTSA recently proposed the standards pursuant to amendments made by the Energy Independence and Security Act of 2007 (EISA) to the Energy Policy and Conservation Act (EPCA).\3\ To inform decisionmakers and the public, the DEIS analyzes the potential environmental impacts of the proposed standards and alternative standards reflecting a range of stringencies, and it analyzes direct, indirect, and cumulative impacts in proportion to their significance. The DEIS provides a detailed analysis of potential impacts on energy resources, air quality, and climate. The DEIS uses climate modeling and NHTSA's own computer model to provide quantitative estimates of potential impacts on air quality, CO\3\ EISA is Public Law 110140, 121 Stat. 1492 (December 19, 2007). EPCA is codified at 49 U.S.C. 32901 et seq.
Background. EPCA sets forth extensive requirements concerning the
rulemaking to establish MY 20112015 CAFE standards. It requires the
Secretary of Transportation \4\ to establish average fuel economy
standards at least 18 months before the beginning of each model year
and to set them at ``the maximum feasible average fuel economy level
that the Secretary decides the manufacturers can achieve in that model
year.'' When setting ``maximum feasible'' fuel economy standards, the
Secretary is required to ``consider technological feasibility, economic
practicability, the effect of other motor vehicle standards of the
Government on fuel economy, and the need of the United States to
conserve energy.'' \5\ NHTSA construes the statutory factors as
including environmental and safety considerations.\6\ NHTSA also
considers environmental impacts under NEPA when setting CAFE standards.
\4\ NHTSA is delegated responsibility for implementing the EPCA fuel economy requirements assigned to the Secretary of
Transportation. 49 CFR 1.50, 501.2(a)(8).
\5\ 49 U.S.C. 32902(a), 32902(f).
\6\ See, e.g., Competitive Enterprise Inst. v. NHTSA, 956 F.2d
321, 322 (D.C. Cir. 1992) (citing Competitive Enterprise Inst. v. NHTSA, 901 F.2d 107, 120 n.11 (D.C. Cir. 1990)).
As recently amended, EPCA further directs the Secretary, after
consultation with the Secretary of Energy (DOE) and the EPA Administrator, to establish
[[Page 37924]]
separate average fuel economy standards for passenger cars and for
light trucks manufactured in each model year beginning with model year
2011 ``to achieve a combined fuel economy average for model year 2020
of at least 35 miles per gallon for the total fleet of passenger and
nonpassenger automobiles manufactured for sale in the United States
for that model year.'' \7\ In doing so, the Secretary of Transportation
is required to increase average fuel economy standards for MY 20112020
vehicles through ``annual fuel economy standard increases.'' \8\ The
standards for passenger cars and light trucks must be ``based on 1 or
more vehicle attributes related to fuel economy.'' In any single
rulemaking, standards may be established for not more than five model
years.\9\ EPCA also mandates a minimum standard for domestically manufactured passenger cars.\10\
\7\ 49 U.S.C.A. Sec. Sec. 32902(b)(1), 32902(b)(2)(A). \8\ 49 U.S.C.A. Sec. 32902(b)(2)(C).
\9\ 49 U.S.C.A. Sec. Sec. 32902(b)(3)(A), 32902(b)(3)(B). \10\ 49 U.S.C.A. Sec. 32902(b)(4).
Earlier this year, NHTSA initiated the EIS process for MY 20112015
CAFE standards, which include light truck standards for one model year
previously covered by a 2006 final rule establishing CAFE standards for
MY 20082011 light trucks (namely, MY 2011).\11\ We did so because a
standard for MY 2011 must be issued by the end of March 2009 and
achieving an industrywide combined fleet average of at least 35 miles
per gallon for MY 2020 depends, in substantial part, upon setting
standards well in advance so as to provide the automobile manufacturers
with as much lead time as possible to make the extensive necessary changes to their automobiles.
\11\ See Average Fuel Economy Standards for Light Trucks Model Years 20082011; Final Rule, April 6, 2006.
The Proposed Action and Possible Alternatives: In its recent Notice
of Proposed Rulemaking (NPRM), NHTSA proposed attributebased (vehicle
size) fuel economy standards for passenger cars and light trucks
consistent with the ``Reformed CAFE'' approach NHTSA used to establish
standards for MY 20082011 light trucks.\12\ The NPRM proposes separate
standards for MY 20112015 passenger cars and separate standards for MY
20112015 light trucks. This notice briefly describes the proposed
standards and the alternatives, which the NPRM and the DEIS discuss in more detail.
\12\ Average Fuel Economy Standards, Passenger Cars and Light
Trucks; Model Years 20112015; Proposed Rule, 73 FR 24352, May 2, 2008.
Under the proposed standards, each vehicle manufacturer's required
level of CAFE would be based on target levels of average fuel economy
set for vehicles of different sizes and on the distribution of that
manufacturer's vehicles among those sizes. Size would be defined by
vehicle footprint.\13\ The level of the performance target for each
footprint would reflect the technological and economic capabilities of
the industry. The target for each footprint would be the same for all
manufacturers, regardless of differences in their overall fleet mix.
Compliance would be determined by comparing a manufacturer's
harmonically averaged fleet fuel economy levels in a model year with a
required fuel economy level calculated using the manufacturer's actual
production levels and the targets for each footprint of the vehicles that it produces.
\13\ A vehicle's ``footprint'' is generally defined as ``the
product of track width [the lateral distance between the centerlines
of the base tires at ground, including the camber angle] * * * times
wheelbase [the longitudinal distance between front and rear wheel centerlines] * * * divided by 144. * * *'' 49 CFR 523.2.
In developing the proposed standards and the alternatives, NHTSA
considered the four EPCA factors underlying maximum feasibility
(technological feasibility, economic practicability, the effect of
other standards of the Government on fuel economy, and the need of the
nation to conserve energy) as well as relevant environmental and safety
considerations. NHTSA used a computer model (known as the ``Volpe
model'') that, for any given model year, applies technologies to a
manufacturer's fleet until the manufacturer achieves compliance with
the standard under consideration. In light of the EPCA factors, the
agency placed monetary values on relevant externalities (both energy
security and environmental externalities, including the benefits of
reductions in carbon dioxide (CO
After assessing what fuel saving technologies would be available, how effective they are, and how quickly they could be introduced, NHTSA balanced the EPCA factors relevant to standardsetting. The agency used a marginal benefitcost analysis to set the proposed standards at levels such that, considering the seven largest manufacturers, the cost of the last technology application equaled the benefits of the improvement in fuel economy resulting from that application. That is the level at which net benefits are maximized. Accordingly, NHTSA refers to the proposed standards as ``optimized'' standards or the ``optimized scenario''. In considering further action on the proposed standards and reasonable alternatives, NHTSA also will consider its NEPA analysis.
NHTSA projects what the industrywide average fuel economy level
would be for passenger cars and for light trucks if each manufacturer
produced its expected mix of automobiles and exactly met its
obligations under the proposed ``optimized'' standards for each model
year. For passenger cars, the average fuel economy (in miles per
gallon, or mpg) would range from 31.2 mpg in MY 2011 to 35.7 mpg in MY
2015. For light trucks, the average fuel economy would range from 25.0
mpg in MY 2011 to 28.6 mpg in MY 2015. The combined industrywide
average fuel economy for all passenger cars and light trucks would
range from 27.8 mpg in MY 2011 to 31.6 mpg in MY 2015, if each
manufacturer exactly met its obligations under the standards proposed in the NPRM.\14\
\14\ NHTSA notes that it cannot set out the precise level of
CAFE that each manufacturer would be required to meet for each model
year under the proposed standards, because the level for each
manufacturer would depend on that manufacturer's final production
figures and fleet mix for a particular model year. That information will not be available until the end of each model year.
Under the proposed standards, the annual average increase during
the fiveyear period from MY 2011MY 2015 would be approximately 4.5
percent. The annual percentage increases would be greater in the early
years due to the uneven distribution of new model introductions during
this period and to the fact that significant technological changes can
be most readily made in conjunction with those introductions.\15\
Pursuant to EISA's mandate, domestically manufactured passenger car
fleets also must meet an alternative minimum standard for each model
year. The alternative minimum standard would range from 28.7 mpg in MY 2011 to 32.9 mpg in MY 2015 under NHTSA's proposal.
\15\ With the proposed standards, the combined industrywide
average fuel economy would have to increase by an average of 2.1
percent per year from MY 2016MY 2020 in order to reach EISA's goal
of at least 35 mpg by MY 2020. In addition, the NPRM and the DEIS
discuss flexibility mechanisms available to manufacturers to meet their obligations.
In addition to the proposed standards, NHTSA has considered several
regulatory alternatives for purposes of both Executive Order 12,866
\16\ and its NEPA analysis, which includes a ``no action'' alternative as required by NEPA.
[[Page 37925]]
The alternatives, in order of increasing stringency, are:
\16\ Exec. Order 12,866, ``Regulatory Planning and Review,'' 58 FR 51,735, October 4, 1993, as amended.
(1) A ``no action'' alternative of maintaining CAFE standards at
the MY 2010 levels of 27.5 mpg and 23.5 mpg for passenger cars and
light trucks, respectively.\17\ NEPA requires agencies to consider a
``no action'' alternative in their NEPA analyses, although the recent
amendments to EPCA direct NHTSA to set new CAFE standards and do not
permit the agency to take no action on fuel economy. (NHTSA also refers
to this ``no action'' alternative as a ``no increase'' or ``baseline'' alternative.)
\17\ See 40 CFR 1502.2(e), 1502.14(d).
(2) An alternative reflecting standards that fall below the
optimized scenario by the same absolute amount by which the ``25
percent above optimized alternative'' (described below) exceeds the
optimized scenario. NHTSA refers to this as the ``25 percent below optimized alternative''.
(3) An alternative reflecting the ``optimized scenario'', the
proposed standards based on applying technologies until net benefits are maximized.
(4) An alternative reflecting standards that exceed the optimized
scenario by 25 percent of the interval between the optimized scenario
and an alternative (described below) based on applying technologies
until total costs equal total benefits. NHTSA refers to this
alternative as the ``25 percent above optimized alternative''.
(5) An alternative reflecting standards that exceed the optimized
scenario by 50 percent of the interval between the optimized scenario
and the alternative based on applying technologies until total costs
equal total benefits. This alternative is known as the ``50 percent above optimized alternative''.
(6) An alternative reflecting standards based on applying
technologies until total costs equal total benefits (zero net benefits). This is known as the ``TC=TB alternative''.
(7) A ``technology exhaustion alternative'' in which NHTSA applied
all feasible technologies without regard to cost by determining the
stringency at which a reformed CAFE standard would require every
manufacturer to apply every technology estimated to be potentially
available for its MY 20112015 fleet. Accordingly, the penetration
rates for particular technologies would vary on an individual
manufacturer basis. NHTSA has presented this alternative in order to
explore how the stringency of standards would vary based solely on the
potential availability of technologies at the individual manufacturer level without regard to the costs to society.
Under NEPA, the purpose of and need for an agency's action inform
the range of reasonable alternatives to be considered in its NEPA
analysis.\18\ NHTSA believes that these alternatives represent a
reasonable range of stringencies to consider for purposes of evaluating
the potential environmental impacts of proposed CAFE standards under
NEPA, because these alternatives represent a wide spectrum of potential
impacts ranging from the current standards to standards based on the
maximum technology expected to be available over the period necessary
to meet the statutory goals of EPCA, as amended by EISA.\19\ However,
as discussed in the NPRM and in the DEIS, NHTSA's provisional analysis
of these alternatives suggests that some of them may not satisfy the
four EPCA factors that NHTSA must apply in setting ``maximum feasible'' CAFE standards (i.e., technological feasibility, economic
practicability, the effect of other motor vehicle standards of the
Government on fuel economy, and the need of the nation to conserve energy).
\18\ 40 CFR 1502.13.
\19\ Given EPCA's mandate that NHTSA consider specific factors
in setting CAFE standards and NEPA's instruction that agencies give
effect to NEPA's policies ``to the fullest extent possible,'' NHTSA
recognizes that a very large number of alternative CAFE levels are
potentially conceivable and that the alternatives described above
essentially represent several of many points on a continuum of
alternatives. Along the continuum, each alternative represents a
different way in which NHTSA conceivably could assign weight to each
of the four EPCA factors and NEPA's policies. CEQ guidance instructs
that ``[w]hen there are potentially a very large number of
alternatives, only a reasonable number of examples, covering the
full spectrum of alternatives, must be analyzed and compared in the
EIS.'' CEQ, Forty Most Asked Questions Concerning CEQ's National
Environmental Policy Act Regulations, 46 FR 18026, 18027, March 23, 1981 (emphasis original).
The NEPA Process and the DEIS. In March 2008, NHTSA issued a notice
of intent to prepare an EIS for the MY 20112015 CAFE standards and
opened the NEPA ``scoping'' process. In that notice, NHTSA described
the statutory requirements for the proposed standards, provided initial
information about the NEPA process, and initiated scoping by requesting
public input on the scope of NHTSA's NEPA analysis for the proposed
standards.\20\ In April 2008, NHTSA published a supplemental scoping
notice providing additional guidance for participating in the scoping
process and additional information about the proposed standards and the
alternatives NHTSA expected to consider in its NEPA analysis.\21\ NHTSA
also outlined its plans for its NEPA analysis.\22\ NHTSA mailed both
Federal Register notices to hundreds of stakeholders and developed a
mailing list of interested parties, including Federal agencies with
environmental expertise, the Governors of every State and U.S.
territory or State NEPA contacts they identified, Indian tribes,
organizations representing state and local governments and tribes, the
automobile industry, environmental organizations, and other
stakeholders interested in the CAFE program. NHTSA received 1,748
comment letters in response to its scoping notices. NHTSA received 11
individual letters commenting on the scope of its NEPA analysis from
federal and state agencies, automobile trade associations,
environmental organizations, and individuals. The remaining comment letters are form letters from individuals.
\20\ See Notice of Intent to Prepare an Environmental Impact
Statement for New Corporate Average Fuel Economy Standards, 73 FR 16615, March 28, 2008.
\21\ Supplemental Notice of Public Scoping for an Environmental
Impact Statement for New Corporate Average Fuel Economy Standards, 73 FR 22913, April 28, 2008.
\22\ Id. at 22916.
In developing the DEIS, NHTSA also consulted with Federal agencies including: CEQ; EPA and the Centers for Disease Control and Prevention (CDC) of the U.S. Department of Health and Human Services, both of which submitted scoping comments to NHTSA; the National Oceanic and Atmospheric Administration (NOAA) within the U.S. Department of Commerce; the U.S. Fish and Wildlife Service and the National Park Service within the U.S. Department of the Interior; and the U.S. Forest Service within the U.S. Department of Agriculture.
NHTSA used the scoping process to help determine ``the range of
actions, alternatives, and impacts to be considered'' in the DEIS and
to identify the most important issues for analysis.\23\ The DEIS
consists of a Summary and ten chapters: (1) Purpose and Need for the
Proposed Action; (2) The Proposed Action and Alternatives; (3) Affected
Environment and Consequences; (4) Cumulative Impacts; (5) Mitigation;
(6) Unavoidable Adverse Impacts; ShortTerm Uses and Longterm
Productivity; Irreversible and Irretrievable Commitment of Resources;
(7) Preparers; (8) References; (9) Distribution List; and (10) Index.
Three appendices include sources identified in scoping comments
(Appendix A), modeling data for air emissions and climate modeling (Appendix B); and a costbenefit analysis excerpt from
[[Page 37926]]
NHTSA's Preliminary Regulatory Impact Analysis (Appendix C). \23\ See 40 CFR Sec. Sec. 1500.5(d), 1501.7, 1508.25.
The DEIS devotes the most detailed analysis to direct, indirect and
cumulative impacts of the proposed standards and the alternatives on
energy, air quality, and climate. Key findings concerning estimated
potential impacts on CO2 emissions, global mean surface temperature, rainfall, and sea level rise include the following:
The DEIS provides a qualitative analysis of resources that may be impacted by changes in climate, such as freshwater resources, terrestrial ecosystems, coastal ecosystems, land use, human health, and environmental justice. It examines impacts on the U.S. and a global scale. In addition, the DEIS qualitatively examines the alternatives' nonclimate change related direct, indirect and cumulative impacts on potentially affected resources. Such resources include: Water resources, biological resources, land use, hazardous materials, safety, noise, historic and cultural resources, and environmental justice.
Throughout the DEIS, NHTSA's analysis relies extensively on
findings of the United National Intergovernmental Panel on Climate
Change (IPCC) and the U.S. Climate Change Science Program (USCCSP),
including those presented in the IPCC's Fourth Assessment Report:
Climate Change 2007 and the USCCSP's Scientific Assessments of the
Effects of Global Change on the United States and Synthesis and
Assessment Products.\24\ The DEIS also uses applicable CEQ regulations
to acknowledge uncertainty and incomplete or unavailable information relevant to NHTSA's NEPA analysis.\25\
\24\ See generally http://www.ipcc.ch/ipccreports/assessments
reports.htm (last visited June 25, 2008) and http:// www.climatescience.gov (last visited June 25, 2008).
\25\ 40 CFR 1502.22; see 40 CFR 1502.21.
Procedural Matters: The public hearing will be open to the public with advanced registration for seating on a spaceavailable basis. Individuals wishing to register to assure a seat in the public seating area should provide their name, affiliation, phone number, and email address to Ms. Carol HammelSmith or Mr. Michael Johnsen using the contact information in the FOR FURTHER INFORMATION CONTACT section at the beginning of this notice no later than Friday, July 25, 2008. Should it be necessary to cancel the hearing due to an emergency or some other reason, NHTSA will take all available means to notify registered participants by email or telephone.
The hearing will be held at a site accessible to individuals with disabilities. Individuals who require accommodations such as sign language interpreters should contact Ms. Carol HammelSmith or Mr. Michael Johnsen using the contact information in the FOR FURTHER INFORMATION CONTACT section above no later than Friday, July 25, 2008. Any written materials NHTSA presents at the hearing will be available electronically on the day of the hearing to accommodate the needs of the visually impaired. A transcript of the hearing and information received by NHTSA at the hearing will be placed in the docket for this notice at a later date.
How long will I have to speak at the public hearing?
Once NHTSA learns how many people have registered to speak at the public hearing, NHTSA will allocate an appropriate amount of time to each participant, allowing time for lunch and necessary breaks throughout the day. For planning purposes, each speaker should anticipate speaking for approximately ten minutes, although we may need to adjust the time for each speaker if there is a large turnout. To accommodate as many speakers as possible, NHTSA prefers that speakers not use technological aids (e.g., audiovisuals, computer slideshows). However, if you plan to do so, you must let Ms. Carol HammelSmith or Mr. Michael Johnsen know by Friday, July 25, 2008, using the contact information in the FOR FURTHER INFORMATION CONTACT section above. You also must make arrangements to provide your presentation or any other aids to NHTSA in advance of the hearing in order to facilitate setup. During the week of July 28, NHTSA will post information on its Web site (http://www.nhtsa.dot.gov) indicating the amount of time allocated for each speaker and each speaker's approximate order on the agenda for the hearing.
How can I get a copy of the DEIS?
The DEIS is available on NHTSA's Web site at http:// www.nhtsa.dot.gov/portal/site/nhtsa/
menuitem.43ac99aefa80569eea57529cdba046a0/ (last visited June 26,
2008), and it will be available in the Docket identified by the docket
number at the beginning of this notice. To request a hard copy or a CD
ROM of the DEIS, or to request a CDROM containing the Appendices,
please contact Ms. Carol HammelSmith or Mr. Michael Johnsen using the
contact information in the FOR FURTHER INFORMATION CONTACT section above.
How do I prepare and submit written comments?
It is not necessary to attend or to speak at the public hearing to be able to comment on the issues. NHTSA invites the submission of written comments on the DEIS which the agency will consider in preparing the final NEPA documents to support the new CAFE standards for MY 20112015 passenger cars and light trucks. Your comments must be written and in English. To ensure that your comments are correctly filed in the Docket, please include the docket number at the beginning of this notice in your comments.
Your primary comments cannot exceed 15 pages.\26\ However, you may attach additional documents to your primary comments. There is no limit to the length of the attachments.
\26\ 49 CFR 553.21.
Anyone is able to search the electronic form of all comments received into any of our dockets by the
[[Page 37927]]
name of the individual submitting the comment (or signing the comment,
if submitted on behalf of an association, business, labor union, etc.).
You may review DOT's complete Privacy Act Statement in the Federal
Register at 65 FR 19477, April 11, 2000, or you may visit http:// www.regulations.gov.
If you wish Docket Management to notify you upon its receipt of your comments, enclose a selfaddressed, stamped postcard in the envelope containing your comments. Upon receiving your comments, Docket Management will return the postcard by mail.
How do I submit confidential business information?
If you wish to submit any information under a claim of confidentiality, send three copies of your complete submission, including the information you claim to be confidential business information, to the Chief Counsel, National Highway Traffic Safety Administration, 1200 New Jersey Avenue, SE., Washington, DC 20590. Include a cover letter supplying the information specified in our confidential business information regulation (49 CFR Part 512).
In addition, send two copies from which you have deleted the claimed confidential business information to Docket Management, 1200 New Jersey Avenue, SE., West Building, Room W12140, Washington, DC 20590, or submit them electronically, in the manner described at the beginning of this notice.
Will the agency consider late comments?
NHTSA will consider all comments that Docket Management receives before the close of business on the comment closing date indicated above under DATES. To the extent the NEPA and rulemaking schedules allow, NHTSA will try to consider comments that Docket Management receives after that date, but we cannot ensure that we will be able to do so.\27\
\27\ See 49 CFR 553.23.
Please note that even after the comment closing date, we will
continue to file relevant information in the docket as it becomes
available. Further, some commenters may submit late comments.
Accordingly, we recommend that you periodically check the docket for
new material. In addition, you may wish to check two separate dockets
relating to the proposed CAFE standards: (1) Docket No. NHTSA2008
0089, which accompanies NHTSA's NPRM; and (2) Docket No. NHTSA2008
0069, which accompanies NHTSA's request for manufacturers' product plan information.\28\
\28\ Passenger Car Average Fuel Economy StandardsModel Years
20082020 and Light Truck Average Fuel Economy StandardsModel
Years 20082020; Request for Product Plan Information, 73 FR 24190, May 2, 2008.
Comments and information submitted to these dockets may be relevant to NHTSA's NEPA analysis for the proposed CAFE standards.
Issued: June 27, 2008.
Ronald Medford,
Senior Associate Administrator for Vehicle Safety.
[FR Doc. 081406 Filed 63008; 11:21 am]
BILLING CODE 491059P
FOR FURTHER INFORMATION CONTACT Ms. Carol Hammel-Smith, Telephone:
2023665206, or Mr. Michael Johnsen, Telephone: 2023660258, Fuel
Economy Division, Office of International Vehicle, Fuel Economy and
Consumer Standards, National Highway Traffic Safety Administration, 1200 New Jersey Avenue, SE., Washington, DC 20590. Email:
nhtsa.nepa@dot.gov. Information about the CAFE rulemaking and the NEPA
process is also available at http://www.nhtsa.dot.gov.
Common CFR Searches
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