Appendix B - 60 Day Federal Register Notice

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Federal Register / Vol. 76, No. 9 / Thursday, January 13, 2011 / Notices
REPORTING BURDEN—Continued
CFR section

Respondent universe

Total annual
responses

Average time per
response

—Updated reflectorization implementation plans.
—Failure reports .............................
II. Existing Cars with retroreflective
sheeting (b). Locomotives.
—Existing
locomotives
w/o
retroreflective sheeting.
—Updated reflectorization implementation plans.
—Failure reports .............................
II.
Existing
locomotives
with
retroreflective sheeting
224.109—Inspection, repair, replacement—fr. cars.
—Locomotives: records of restriction.

685 Railroads/car owners ......................

5 Failure Reports ...

2 hours ...................

10 hours.

685 Railroads/car owners ......................
685 Railroads/car owners ......................

172 reports//forms ..
35 reports/forms .....

20 hours .................
15 minutes .............

3,440 hours.
9 hours.

685 Railroads/car owners ......................

35 reports/forms .....

3 hours ...................

105 hours.

685 Railroads/car owners ......................

1 Failure Report .....

2 hours ...................

2 hours.

685 Railroads/car owners ......................

617 reports/forms ...

4 hours ...................

2,468 hours.

AAR + 300 car shops ............................

240,000 Notificat ....

10 minutes .............

40,000 hours.

22,800 Locomotives ...............................

4,560 records .........

3 minutes ...............

228 hours.

Total Responses: 246,300.
Estimated Total Annual Burden:
56,787 hours.
Status: Regular Review.
Pursuant to 44 U.S.C. 3507(a) and 5
CFR 1320.5(b), 1320.8(b)(3)(vi), FRA
informs all interested parties that it may
not conduct or sponsor, and a
respondent is not required to respond
to, a collection of information unless it
displays a currently valid OMB control
number.
Authority: 44 U.S.C. 3501–3520.
Issued in Washington, DC, on January 7,
2011.
Kimberly Coronel,
Director, Office of Financial Management,
Federal Railroad Administration.
[FR Doc. 2011–570 Filed 1–12–11; 8:45 am]
BILLING CODE 4910–06–P

DEPARTMENT OF TRANSPORTATION
National Highway Traffic Safety
Administration
[U.S. DOT Docket No. NHTSA–2010–0179]

Reports, Forms, and Record Keeping
Requirements
National Highway Traffic
Safety Administration (NHTSA), DOT.
ACTION: Request for public comment on
proposed collection of information.
AGENCY:

Before a Federal agency can
collect certain information from the
public, it must receive approval from
the Office of Management and Budget
(OMB). Under procedures established
by the Paperwork Reduction Act of
1995, before seeking OMB approval,
Federal agencies must solicit public
comment on proposed collections of
information, including extensions and

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SUMMARY:

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reinstatements of previously approved
collections.
This document describes the
collection of information for which
NHTSA intends to seek OMB approval.
DATES: Comments must be received on
or before March 14, 2011.
ADDRESSES: You may submit comments
identified by DOT Docket ID Number
NHTSA–2010–0179 using any of the
following methods:
Electronic submissions: Go to http://
www.regulations.gov. Follow the on-line
instructions for submitting comments.
Mail: Docket Management Facility,
M–30, U.S. Department of
Transportation, 1200 New Jersey
Avenue, SE., West Building Ground
Floor, Room W12–140, Washington, DC
20590.
Hand Delivery: West Building Ground
Floor, Room W12–140, 1200 New Jersey
Avenue, SE., Washington, DC, between
9 a.m. and 5 p.m., Monday through
Friday, except Federal holidays.
Fax: 1–202–493–2251.
Instructions: Each submission must
include the Agency name and the
Docket number for this Notice. Note that
all comments received will be posted
without change to http://
www.regulations.gov including any
personal information provided.
FOR FURTHER INFORMATION CONTACT: Mr.
Alan Block, Contracting Officer’s
Technical Representative, Office of
Behavioral Safety Research (NTI–131),
National Highway Traffic Safety
Administration, 1200 New Jersey
Avenue, SE., W46–499, Washington, DC
20590. Mr. Block’s phone number is
202–366–6401 and his email address is
[email protected].
SUPPLEMENTARY INFORMATION: Under the
Paperwork Reduction Act of 1995,
before an agency submits a proposed
collection of information to OMB for

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Total annual
burden hours

approval, it must publish a document in
the Federal Register providing a 60-day
comment period and otherwise consult
with members of the public and affected
agencies concerning each proposed
collection of information. The OMB has
promulgated regulations describing
what must be included in such a
document. Under OMB’s regulations (at
5 CFR 1320.8(d)), an agency must ask
for public comment on the following:
(I) 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) 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) How to enhance the quality,
utility, and clarity of the information to
be collected; and
(iv) How to minimize the burden of
the collection of information on those
who are to respond, including the use
of appropriate automated, electronic,
mechanical, or other technological
collection techniques or other forms of
information technology, e.g., permitting
electronic submission of responses.
In compliance with these
requirements, NHTSA asks public
comment on the following proposed
collection of information:
Demonstration Tests of Different High
Visibility Enforcement Models
Type of Request—New information
collection requirement.
OMB Clearance Number—None.
Form Number—NHTSA Forms 1121,
1122, 1123.
Requested Expiration Date of
Approval—3 years from date of
approval.

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Federal Register / Vol. 76, No. 9 / Thursday, January 13, 2011 / Notices
Summary of the Collection of
Information—The National Highway
Traffic Safety Administration (NHTSA)
proposes to collect information from the
public to evaluate three programs of
sustained enforcement of the drinking
and driving laws. The programs will
extend over a period of 2 years. A
baseline wave of telephone interviews
with residents in 3 program sites and 2
comparison sites not carrying out a
demonstration program will be
conducted prior to the start of the
enforcement program. Additional
telephone survey waves will be
conducted at each of the 5 sites at
approximately 6 month intervals
following the baseline survey wave until
a final telephone survey wave is
conducted after the conclusion of the
program, for a total of 5 telephone
survey waves including the baseline.
Sample size for the program sites will be
1,200 while sample size for the
comparisons sites will be 500, totaling
23,000 interviews. During the 3rd and
5th survey waves, 50 individuals
interviewed during the baseline wave at
each of the sites will be re-interviewed.
This will add 500 interviews, for a
grand total of 23,500 telephone
interviews over a period of
approximately 26 months. The survey
will ask questions about drinking
behavior, awareness of the enforcement
program, impressions of the program’s
effectiveness and utility, and perceived
risk of alcohol-impaired drivers being
stopped by law enforcement officers.
Interview length will average 10
minutes.
Augmenting the telephone surveys at
each of the 3 program sites will be data
collected from individuals at locations
where there is an increased likelihood
of persons at high risk of driving while
alcohol-impaired, i.e., at bars. Data will
be collected from 100 bar patrons
concurrent with each of the 5 telephone
survey waves for a total of 1,500 faceto-face interviews. Interview length will
average 5 minutes and ask about
awareness of the program and perceived
risk of alcohol-impaired drivers being
stopped by law enforcement officers.
Data will also be collected from
drivers at the program and comparison
sites through a roadside survey before,
midway, and after the 2-year
intervention period. Breath samples will
be obtained to identify any changes in
the distribution of roadside BACs
(Blood Alcohol Concentration) across
data collection periods, and the drivers
will also be administered a 5-minute
face-to-face interview. Sample size will
be 100 drivers per site per data
collection wave, for a total of 1,500
drivers. The interviews will collect

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information on program awareness and
perceived risk of an alcohol-impaired
driver being stopped by law
enforcement officers.
In conducting the proposed telephone
interviews, the interviewers would use
computer-assisted telephone
interviewing to reduce interview length
and minimize recording errors. The
proposed data collection at bars and the
roadside survey would be anonymous;
they would not collect any personal
information that would allow anyone to
identify respondents. The telephone
interviews during wave 1 will include
some collection of personally
identifying information in order to
conduct a small number of re-interviews
during waves 3 and 5. However, that
information will be held exclusively by
the survey contractor, protected from
disclosure to any other parties, and
destroyed once no longer needed for recontacting prospective respondents.
Moreover, the personally identifiable
information will be separated from the
survey responses. No personally
identifiable information will be
collected during telephone survey
waves 2 through 5.
Description of the Need for the
Information and Proposed Use of the
Information—NHTSA was established
to reduce the number of deaths, injuries,
and economic losses resulting from
motor vehicle crashes on the Nation’s
highways. As part of this statutory
mandate, NHTSA is authorized to
conduct research as a foundation for the
development of motor vehicle standards
and traffic safety programs.
The heavy toll that alcohol-impaired
driving exacts on the nation in fatalities,
injuries, and economic costs is well
documented. High visibility
enforcement has historically had the
strongest support in the research
literature for effectiveness in reducing
alcohol-impaired driving. Studies have
demonstrated that prolonged
commitment to highly visible and wellpublicized enforcement of the drinking
and driving laws, with enforcement and
communication activities conducted on
a regular basis, can result in substantial
reduction in alcohol-related and
alcohol-impaired driving crashes. In
practice, however, law enforcement
agencies have consolidated their high
visibility alcohol enforcement efforts
into a small number of enforcement
waves that occur each year. The high
visibility enforcement becomes an
enhanced form of enforcement rather
than something that the officers
normally do. Thus attempting to sustain
the high visibility enforcement over
time entails determining how law
enforcement agencies can integrate high

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2443

visibility enforcement of the drinking
and driving laws so that it is not
producing an extra burden for officers
but is rather a normal and regular part
of their work.
NHTSA plans to demonstrate three
community programs of high visibility
enforcement of the drinking and driving
laws. Two of those programs will be
designed as fully integrated high
visibility enforcement programs. Since
many law enforcement agencies would
be unable to move directly to a fully
integrated program, a third program will
be demonstrated that is operating at an
intermediate level between current
common practice and full integration.
NHTSA will collect information to
assess the extent to which the programs
penetrate public awareness, how
effective the programs are perceived by
residents in the intervention
communities, and whether changes
occur over the course of the programs in
the perceived risk of an alcoholimpaired driver being stopped by law
enforcement officers. Because the
alcohol crash fatality problem is
concentrated among certain groups,
particular attention will be paid to
assessing this information for drivers
most likely to drive at BACs above the
legal limit. In addition to self-report
information, NHTSA will collect
roadside BAC data to obtain a measure
of the distribution of BACs among
drivers on the road.
NHTSA will use the findings from
this proposed collection of information
to assist States, localities, and law
enforcement agencies to design and
implement sustained programs of high
visibility enforcement of the drinking
and driving laws.
Description of the Likely Respondents
(Including Estimated Number, and
Proposed Frequency of Response to the
Collection of Information)—Under this
proposed effort, the Contractor would
conduct 23,500 telephone interviews,
1,500 face-to-face interviews with bar
patrons, and 1,500 face-to-face
interviews with drivers who participate
during roadside surveys. The telephone
interviews will be conducted with
drivers age 18 and older in the five
selected communities, with oversampling of drivers 18 through 34.
Interview length will average 10
minutes. Interviews would be
conducted with drivers at residential
phone numbers selected through
random digit dialing. Businesses are
ineligible for the sample and would not
be interviewed. A total of 250
respondents who complete the
interview during the initial baseline
survey wave will be administered the
survey two additional times separated

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Federal Register / Vol. 76, No. 9 / Thursday, January 13, 2011 / Notices

by 1-year intervals, for a total of three
administrations of the survey over
slightly more than a 2 year period. All
other members of the sample will be
administered the survey one time only.
The interviews with bar patrons will
be conducted with individuals 21 years
of age and older. Interview length will
average approximately 5 minutes, and
each member of the sample would
complete one interview. Businesses are
ineligible for the sample and would not
be interviewed.
The roadside survey interviews will
be conducted with drivers 18 and older.
Interviews would average 5 minutes,
and each member of the sample would
complete one interview. Businesses are
ineligible for the sample and would not
be interviewed.
Estimate of the Total Annual
Reporting and Record Keeping Burden
Resulting from the Collection of
Information—NHTSA estimates that
respondents would require an average of
10 minutes to complete the telephone
interviews or a total of 3,917 hours for
the 23,500 respondents. The interviews
with bar patrons will average 5 minutes
or a total of 125 hours for the 1,500
respondents. The roadside survey
interviews will also average 5 minutes
or a total of 125 hours for the 1,500
respondents. The total number of
estimated reporting burden hours on the
general public would be 4,167. The
annual reporting burden would be 1,923
hours based on a 26 month data
collection period. The respondents
would not incur any reporting cost from
the information collection. The
respondents also would not incur any
record keeping burden or record
keeping cost from the information
collection.
Authority: 44 U.S.C. 3506(c)(2)(A).
Jeffrey Michael,
Associate Administrator, Research and
Program Development.
[FR Doc. 2011–645 Filed 1–12–11; 8:45 am]
BILLING CODE 4910–59–P

DEPARTMENT OF TRANSPORTATION

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National Highway Traffic Safety
Administration
Petition for Exemption From the
Vehicle Theft Prevention Standard;
Ford Motor Company
National Highway Traffic
Safety Administration (NHTSA).
Department of Transportation (DOT).
ACTION: Grant of petition for exemption.
AGENCY:

This document grants in full
the Ford Motor Company’s (Ford)

SUMMARY:

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petition for an exemption of the Fusion
vehicle line in accordance with 49 CFR
Part 543, Exemption from the Theft
Prevention Standard. This petition is
granted because the agency has
determined that the antitheft device to
be placed on the line as standard
equipment is likely to be as effective in
reducing and deterring motor vehicle
theft as compliance with the partsmarking requirements of the 49 CFR
Part 541, Federal Motor Vehicle Theft
Prevention Standard.
DATES: The exemption granted by this
notice is effective beginning with the
2012 model year.
FOR FURTHER INFORMATION CONTACT: Ms.
Carlita Ballard, Office of International
Policy, Fuel Economy and Consumer
Programs, NHTSA, 1200 New Jersey
Avenue, SE., Washington, DC 20590.
Ms. Ballard’s telephone number is (202)
366–0846. Her fax number is (202) 493–
2990.
SUPPLEMENTARY INFORMATION: In a
petition dated September 21, 2010, Ford
requested an exemption from the partsmarking requirements of the Theft
Prevention Standard (49 CFR Part 541)
for the MY 2012 Ford Fusion vehicle
line. The petition requested an
exemption from parts-marking pursuant
to 49 CFR Part 543, Exemption from
Vehicle Theft Prevention Standard,
based on the installation of an antitheft
device as standard equipment for an
entire vehicle line.
Under § 543.5(a), a manufacturer may
petition NHTSA to grant exemptions for
one vehicle line per model year. Ford
has petitioned the agency to grant an
exemption for its Fusion vehicle line
beginning with MY 2012. In its petition,
Ford provided a detailed description
and diagram of the identity, design, and
location of the components of the
antitheft device for the Fusion vehicle
line. Ford will install its ‘‘SecuriLock’’
passive transponder-based electronic
immobilizer antitheft device as standard
equipment on the vehicle line. Features
of the antitheft device will include an
electronic key, ignition lock, and a
passive immobilizer. Ford stated that
since it’s MY 2006 introduction, the
Fusion has been equipped with the
‘‘SecuriLock’’ device as standard
equipment. The device does not
incorporate an audible or visual alarm
as standard equipment however, Ford
stated that the Fusion vehicles will
come equipped with a separate
perimeter alarm system that utilizes
both a visible and audible alarm if
unauthorized access is attempted.
Ford’s submission is considered a
complete petition as required by 49 CFR
543.7, in that it meets the general

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requirements contained in § 543.5 and
the specific content requirements of
§ 543.6.
Ford stated that the devices
integration of the transponder into the
normal operation of the ignition key
assures activation of the system. When
the ignition key is turned to the ‘‘start’’
position, the transceiver module reads
the ignition key code and transmits an
encrypted message to the cluster.
Validation of the key is determined and
start of the engine is authorized once a
separate encrypted message is sent to
the powertrain control module/
transmission control module (PCM/
TCM). The powertrain will function
only if the key code matches the unique
identification key code previously
programmed into the PCM. If the codes
do not match, the engine starter,
ignition and fuel systems will be
disabled. Ford stated that the device
functions automatically each time an
engine start sequence occurs. Therefore,
no owner/operator actions are required
to deactivate the device.
In addressing the specific content
requirements of 543.6, Ford provided
information on the reliability and
durability of its proposed device. To
ensure reliability and durability of the
device, Ford conducted tests based on
its own specified standards. Ford
provided a detailed list of the tests
conducted and believes that the device
is reliable and durable since the device
complied with its specified
requirements for each test.
Ford stated that incorporation of
several features in both devices further
support reliability and durability of the
device. Specifically, some of those
features include: encrypted
communication between the
transponder, control function and the
power train control module; no moving
parts; inability to mechanically override
the device to start the vehicle; and the
body control module/remote function
actuator and the power train control
module share security data that form
matched modules during vehicle
assembly that if separated from each
other will not function in other vehicles.
Ford stated that the Fusion will be
equipped with several other standard
antitheft features (i.e., a hood release,
counterfeit resistant VIN plates,
secondary VINs inscribed on the body,
and an exterior key lock that will be
located only on the driver door to limit
cabin access). Ford also stated that the
device’s encrypted transponder
technology will make key duplication
virtually impossible.
Additionally, Ford noted that with the
prevalence of electronic engine
immobilizer systems on nearly all new

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