Proposed Rules. Proposed rule
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/register/2007/02/27/07-878A research copy — for the controlling text, always check the official state or federal source. Not legal advice.
BILLING CODE 7905-01-M DEPARTMENT OF HEALTH AND HUMAN SERVICES Food and Drug Administration 21 CFR Part 868 [Docket No. 2007N-0019] Medical Devices; Anesthesiology Devices; Oxygen Pressure Regulators and Oxygen Conserving Devices AGENCY: Food and Drug Administration, HHS. ACTION: Proposed rule. SUMMARY: The Food and Drug Administration
(FDA)is publishing a proposed rule to reclassify pressure regulators for use with medical oxygen, currently class I devices included in the generic type of device called pressure regulator, into class II, subject to special controls in the form of a guidance document. Pressure regulators for use with all other medical gases will remain in class I, subject only to general controls. FDA is also proposing to establish a separate classification regulation for oxygen conserving devices (or oxygen conservers), now included in the generic type of device called noncontinuous ventilator. Oxygen conserving devices will continue to be classified in class II, but those that incorporate a built-in oxygen pressure regulator will become subject to the special controls guidance if the rule is finalized. Elsewhere in this issue of the **Federal Register** , FDA is announcing the availability of a class II special controls draft guidance for industry and FDA staff entitled “Class II Special Controls Guidance Document: Oxygen Pressure Regulators and Oxygen Conserving Devices.” The agency is proposing this action because it believes that special controls are necessary to provide a reasonable assurance of safety and effectiveness for these devices. DATES: Submit comments by May 29, 2007. FDA is proposing that any final rule based on this proposed rule be effective 2 years after the date of its publication in the **Federal Register** . ADDRESSES: You may submit comments, identified by Docket No. 2007N-0019, by any of the following methods: *Electronic Submissions* Submit electronic comments in the following ways: • Federal eRulemaking Portal: *http://www.regulations.gov* . Follow the instructions for submitting comments. • Agency Web site: *http://www.fda.gov/dockets/ecomments* . Follow the instructions for submitting comments on the agency Web site. *Written Submissions* Submit written submissions in the following ways: • FAX: 301-827-6870. • Mail/Hand delivery/Courier [For paper, disk, or CD-ROM submissions]: Division of Dockets Management (HFA-305), Food and Drug Administration, 5630 Fishers Lane, rm. 1061, Rockville, MD 20852. To ensure more timely processing of comments, FDA is no longer accepting comments submitted to the agency by e-mail. FDA encourages you to continue to submit electronic comments by using the Federal eRulemaking Portal or the agency Web site, as described in the ADDRESSES portion of this document under *Electronic Submissions* . *Instructions* : All submissions must include the agency name and Docket No. for this rulemaking. All comments received may be posted without change to *http://www.fda.gov/ohrms/dockets/default.htm* , including any personal information provided. For additional information on submitting comments, see section XII “What if I Have Comments to the Proposed Rule” heading in the SUPPLEMENTARY INFORMATION section of this document. *Docket* : For access to the docket to read background documents or comments received, go to *http: //www.fda.gov/ohrms/dockets/default.htm* and insert the docket number, found in brackets in the heading of this document, into the “Search” box and follow the prompts and/or go to the Division of Dockets Management, 5630 Fishers Lane, rm. 1061, Rockville, MD 20852. FOR FURTHER INFORMATION CONTACT: Christy Foreman, Center for Devices and Radiological Health (HFZ-340), Food and Drug Administration, 2094 Gaither Rd., Rockville, MD 20850, 240-276-0120. SUPPLEMENTARY INFORMATION: I. What Are the Highlights of the Proposed Rule? The highlights of the proposed rule are as follows: • FDA is dividing the classification of pressure regulators into two classification regulations. • Pressure regulators for use with medical gases other than oxygen will remain in class I. • Pressure regulators for use with medical oxygen will be identified as “oxygen pressure regulators” and will be reclassified into class II (special controls). • FDA is establishing a separate classification regulation for oxygen conserving devices, which are now included in the generic type of device called noncontinuous ventilators. • Both noncontinuous ventilators and oxygen conserving devices will remain in class II. • Oxygen conservers will be classified within their own class according to whether or not the device incorporates a built-in oxygen pressure regulator. • FDA is establishing a special controls guidance document for oxygen pressure regulators and oxygen conservers that have built-in oxygen pressure regulators entitled “Class II Special Controls Guidance Document: Oxygen Pressure Regulators and Oxygen Conserving Devices.” The main component of the special control guidance will be the American Society of Standards and Materials (ASTM International) Standard G175-03, “Standard Test Method for Evaluating the Ignition Sensitivity and Fault Tolerance of Oxygen Regulators Used for Medical and Emergency Applications,” published May 2003. • Manufacturers of oxygen pressure regulators that meet the ASTM standard must label the device “[c]onforms with ASTM G175-03.” • Manufacturers of oxygen conservers with a built-in oxygen pressure regulator that meet the ASTM standard must label the oxygen conserver “[b]uilt-in oxygen pressure regulator conforms with ASTM G175-03.” • Manufacturers of oxygen pressure regulators that meet ASTM G175-03 will be exempt from the premarket notification (510(k)) (section 510(k) of the act (21 U.S.C. 360(k))) requirements, subject to the limitations of exemption in § 868.9 (21 CFR 868.9). • Manufacturers of oxygen pressure regulators that do not conform with ASTM G175-03 will be required to submit 510(k)s for their devices and demonstrate that the alternate measures they follow to address the risks identified in the guidance document provide equivalent assurances of safety and effectiveness. • Although all oxygen conservers will continue to require 510(k) clearance, manufacturers of oxygen conservers with a built-in oxygen pressure regulator may choose to submit an Abbreviated 510(k). This will allow them to address the risks to health associated with use of oxygen pressure regulators by certifying conformance with ASTM G175-03. II. Which Devices Does the Proposed Rule Affect? The proposed rule would reclassify pressure regulators that are intended to be used with medical oxygen, currently classified under 21 CFR 868.2700 (Pressure regulator). In addition, the proposed rule would create a separate classification regulation for oxygen conserving devices, currently classified under 21 CFR 868.5905 (Noncontinuous ventilator). A pressure regulator, sometimes called a pressure-reducing valve, is a medical device used to convert medical gas pressure from a high variable pressure to a lower, more constant working pressure. To illustrate, medical gas is packaged in high pressure cylinders. The gas is released through a part of the cylinder called the post-valve, which functions as an on/off mechanism. When the valve is opened, the cylinder begins to depressurize and medical gas is released at a very high rate of speed. To reduce the pressure and control the gas flow, a pressure regulator is affixed to the post-valve, enabling the user to safely deliver medical gas from the cylinder. This group of devices currently includes pressure regulators for use with medical oxygen. A noncontinuous ventilator is a device intended to deliver intermittently an aerosol to a patient's lungs or to assist a patient's breathing. Because these devices deliver medical gas to a patient only when needed, they function to conserve the medical gas as well. This group of devices currently includes oxygen conserving devices. III. What Is the Legal Authority for This Proposed Rule? The Federal Food, Drug, and Cosmetic Act (the act) (21 U.S.C. 321 *et seq.* ), as amended by the Medical Devices Amendments of 1976 (the amendments) (Public Law 94-295), the Safe Medical Devices Act of 1990
(SMDA)(Public Law 101-629), the Food and Drug Administration Modernization Act of 1997 (FDAMA) (Public Law 105-115), the Medical Device User Fee and Modernization Act of 2002 (MDUFMA) (Public Law 107-250), and the Medical Devices Technical Corrections Act (MDTCA) (Public Law 108-214), establishes a comprehensive system for the regulation of medical devices intended for human use. Section 513 of the act (21 U.S.C. 360c) establishes three classes of devices, class I (general controls), class II (special controls), and class III (premarket approval). Device classifications depend on the regulatory controls needed to provide reasonable assurance of safety and effectiveness. Class I devices are devices for which general controls are sufficient to provide reasonable assurance of safety and effectiveness (section 513(a)(1)(A) of the act). Class II devices cannot be classified in class I because general controls by themselves are insufficient to provide reasonable assurance of safety and effectiveness, but there is sufficient information to establish special controls to provide such assurance. Special controls may include performance standards, postmarket surveillance, patient registries, the development and dissemination of guidelines, and other measures the agency deems necessary (section 513(a)(1)(B) of the act). Class III devices require each manufacturer of the device to submit to FDA a premarket approval application that includes information concerning the safety and effectiveness of the device (section 513(a)(1)(C) of the act). Under section 513(e)(1) of the act, based on new information respecting a device, the agency may, on its own initiative, by regulation change a device's classification. The new information needs to demonstrate that either more regulatory control is needed to provide reasonable assurance of the device's safety and effectiveness or that less regulatory control is sufficient to provide such assurance. Based on the new information discussed in section V of this document, FDA believes that reclassifying pressure regulators for use with medical oxygen from class I to class II, and designating a special control for these devices and for oxygen conserving devices that incorporate a built-in oxygen pressure regulator, is necessary to provide reasonable assurance of the safety and effectiveness of these generic device types. FDAMA added a new section 510(m) to the act. Section 510(m) of the act provides that FDA may exempt a class II device from the premarket notification requirements under section 510(k) of the act, if the agency determines that premarket notification is not necessary to assure the safety and effectiveness of the device. FDA has determined that premarket notification is not necessary to provide reasonable assurance of the safety and effectiveness of oxygen pressure regulators when the manufacturer meets the ASTM standard G175-03 identified in the special controls guidance. IV. What Is the Regulatory History of These Devices? In the **Federal Register** of July 16, 1982 (47 FR 31130), FDA issued a final rule classifying oxygen pressure regulators into class II as part of a generic group of devices known as pressure regulators (21 CFR 868.2700) (the 1982 final rule). The 1982 final rule also classified noncontinuous ventilators, which includes oxygen conservers, into class II (21 CFR 868.5905). At that time, under the existing classification scheme set forth in section 513 of the act, the agency determined that the establishment of a performance standard was appropriate to provide reasonable assurance of the safety and effectiveness of these device types. Because of a lack of reported adverse events or threats to the public health associated with the use of oxygen pressure regulators, however, the agency later determined that general controls by themselves would provide such assurance. Accordingly, when FDA published a proposed rule on July 28, 1995 (60 FR 38902), which proposed to reclassify 112 generic types of devices from class II to class I, FDA included pressure regulators. FDA received no comments regarding the proposed reclassification of pressure regulators and they were reclassified into class I by final rule on January 16, 1996 (61 FR 1117). V. What Is the Public Health Concern FDA Is Addressing With This Rule? Since the January 16, 1996, final rule, FDA has received over 50 adverse event reports associated with the use of pressure regulators when used with oxygen. The majority of the adverse event reports involved oxygen pressure regulators that were made from aluminum. Although the number of events suggests that these occurrences are infrequent, the severity of each event has been significant, including at least one reported death attributable to this problem. In one case, a firefighter suffered third degree burns to the left hand and arm. In a separate incident, another firefighter suffered severe burns to the arms, chest, neck, and face. Overall, these reported incidents show that users of oxygen pressure regulators, including firefighters, emergency medical staff, healthcare workers, and patients, have experienced severe and even fatal bodily trauma. A comprehensive list of reported adverse events may be found by accessing the agency's Manufacturer and User Facility Device Experience Database (MAUDE) at *http://www.accessdata.fda.gov/scripts/cdrh/cfdocs/cfmaude/search.cfm* . As previously discussed in section II of this document, medical oxygen is packaged in high pressure cylinders. The oxygen is released through a part of the cylinder called the post-valve at approximately 2,200 pounds per square inch. The pressure must be reduced, however, to 50 pounds per square inch so that medical oxygen can safely be delivered to a patient. To reduce the pressure, a regulator is affixed to the pressurized container of gas and is used to control the gas flow. Oxygen regulator fires take place when there is a combustible contaminant (e.g., motor oil, gasoline, hand lotion, cleaning agent) in the flow channel of the oxygen regulator and when the post valve is opened very rapidly. In such situations, the oxygen, on being released from the tank through the post valve, undergoes a rapid expansion and drop in pressure. Upon entering the constricted channels of the oxygen regulator, the gas is recompressed, causing a rapid rise in temperature. If there are combustible contaminants in the flow channels of the oxygen regulator during this rapid rise in temperature, they can catch fire in an environment of relatively high pressure oxygen at high flow rates. The oxygen markedly increases the likelihood and severity of the fire, resulting in serious risk to patients and healthcare workers. Minute shavings of aluminum that collect in aluminum oxygen tanks can also play a role in this process. The shavings can become trapped in the released gas and create friction sparks as they hit the oxygen regulator flow channel walls. Such sparking can cause contaminants to burn in the presence of pressurized oxygen at high rates of flow. To address the adverse events described previously in this section of the document, FDA and the National Institute for Occupational Safety and Health (NIOSH) issued a public health advisory in February 1999 to fire departments, safety directors, biomedical engineers, nursing homes, emergency transportation services, rescue squads, state emergency medical squad systems, hospital administrators, risk managers, and home health care agencies (Ref. 1). The advisory warned of the potential for explosion or fire associated with pressure regulators when used with medical oxygen. In response to the FDA and NIOSH advisory, many manufacturers stopped producing aluminum regulators, others conducted additional testing, and one voluntarily recalled its products. VI. How Will More Regulatory Control Reduce the Risks Associated With Pressure Regulators Used With Medical Oxygen? While the public health advisory served to make manufacturers and users aware of the hazards associated with use of oxygen pressure regulators, it does not address the underlying concerns of safety and effectiveness. To address these concerns, FDA is proposing to reclassify these devices into class II, subject to special controls. Pressure regulators for use with all other medical gases would remain in class I. The proposed special control is a draft guidance document entitled “Class II Special Controls Guidance Document: Oxygen Pressure Regulators and Oxygen Conserving Devices.” The guidance contains labeling recommendations and explains that FDA recognizes ASTM G175-03, “Standard Test Method for Evaluating the Ignition Sensitivity and Fault Tolerance of Oxygen Regulators Used for Medical and Emergency Applications.” Manufacturers who follow the labeling recommendations and the testing protocols in the guidance would satisfy the special control requirements for oxygen pressure regulators. The draft guidance would also serve as a special control for oxygen conservers that incorporate a built-in oxygen pressure regulator, devices already classified into class II. Interested persons can obtain the standard from ASTM International, 100 Barr Harbor Dr., West Conshohocken, PA 19428-2959. Further information about ASTM is found at *http://www.astm.org* . (FDA has verified the Web site address, but we are not responsible for subsequent changes to the Web site after this document published in the **Federal Register** .) Elsewhere in this issue of the **Federal Register** , FDA is publishing a notice of availability of the draft special controls guidance document. Preventing fires associated with the use of oxygen pressure regulators requires manufacturers to eliminate active ignition mechanisms in the system or to compensate for their presence. Eliminating the ignition mechanisms is unrealistic, given the conditions of use of medical oxygen pressure regulators, especially in emergency medical service applications where fire and explosion cause the most catastrophic results. Therefore, to mitigate the risks associated with the various potential ignition sources, careful attention to materials selection and established design practice is critical to ensure the fire safety of oxygen regulators. FDA believes that manufacturers can best validate fire safety design through the use of standard test methods. The consensus standard identified in the special controls guidance describes a two-tier test method for evaluating the ignition sensitivity and fault tolerance of oxygen regulators used for medical and emergency applications. The first test identified by ASTM G175-03 is a rapid pressurization test. It is equivalent to standard 10524, “Pressure Regulators and Pressure Regulators with Flow-Metering Devices for Medical Gas Systems,” originally developed by the International Organization for Standardization
(ISO)in 1995. The second test is a promoted ignition test and was developed by ASTM in cooperation with industry, oxygen safety experts, and FDA. Overall, the standard is intended to account for all potential types of ignition mechanisms present under normal conditions and reasonably foreseeable atypical conditions, including use error. Adherence to the standard can control the risk of fire and explosion by ensuring that manufacturers design regulators to have a low probability of ignition (i.e., greater ignition resistance) and a low consequence of ignition. In this way, the special control can be used as an aid in designing and evaluating the safety of pressure regulators used with medical oxygen. Designation of this guidance document as a special control means that these devices must meet either the specific recommendations of the guidance or some alternate measure that provides equivalent assurance of safety and effectiveness. FDA is proposing that oxygen pressure regulators that meet the ASTM testing standard identified in the special controls guidance be exempt from premarket notification requirements, subject to the limitations of exemption in § 868.9. If the device did not meet the ASTM testing standard, then the manufacturer would be required to submit a premarket notification that includes information demonstrating that the alternate measure used provides equivalent assurance of safety and effectiveness. Under the proposed rule, manufacturers of oxygen pressure regulators that meet the ASTM standard would be required to permanently affix to the body of the regulator a statement indicating that the device conforms with ASTM G175-03, “Standard Test Method for Evaluating the Ignition Sensitivity and Fault Tolerance of Oxygen Regulators Used for Medical and Emergency Applications.” Similarly, manufacturers of oxygen conserving devices with a built-in oxygen pressure regulator that meet the ASTM standard would also be required to provide labeling that states the oxygen pressure regulator's conformity with ASTM G175-03. In the case of these devices, however, manufacturers would be required to affix the statement to the body of the oxygen conserving device, not the built-in oxygen pressure regulator. Unlike oxygen pressure regulators, oxygen conserving devices with a built-in oxygen pressure regulator that meets the ASTM standard would not be exempt from premarket notification requirements. This is because the oxygen pressure regulator is just one component of this device and FDA has previously determined that the submission of a 510(k) is necessary to provide reasonable assurance of the safety and effectiveness of oxygen conserving devices. However, manufacturers of oxygen conserving devices with a built-in oxygen pressure regulator who can certify conformance with ASTM G175-03 may be able to submit an abbreviated 510(k) rather than a traditional one. VII. What Other Alternatives Were Considered by FDA? FDA considered other alternatives to address the risks associated with use of oxygen pressure regulators, but concluded that reclassifying pressure regulators for use with medical oxygen from class I to class II and designating a special control for these devices, and for oxygen conserving devices that incorporate a built-in oxygen pressure regulator, best addresses the public health and safety concerns associated with these devices in the most efficient and timely manner. A. Public Outreach One approach FDA considered was a public outreach campaign. Safety alerts and educational materials, however, would serve only to further identify the risks to health associated with the use of these devices, but would not serve as a sufficient mitigation measure against them. As discussed previously in this document, FDA, in conjunction with NIOSH, issued a safety advisory alerting industry and consumers of the adverse event reports received by the agency as well as the risks associated with the use of oxygen pressure regulators. The safety alert increased public awareness of the risks to health associated with use of these devices and prompted some manufacturers to modify their materials selection. At the same time, FDA continued to receive reports of adverse events associated with combustion after the safety advisory was issued and concluded, therefore, that public advisories cannot be a substitute for safety controls necessary to ensure the public health. B. A Mandatory Performance Standard Another approach FDA considered was to establish a mandatory performance standard. However, a mandatory performance standard may be less flexible than a special controls guidance document in the face of changing market conditions and/or technological circumstances. The proposed rule and special controls guidance document allow for more flexibility. For example, the manufacturer may choose to meet the recommendations of the special controls guidance document or choose to follow some other approach that provides equivalent assurances of safety and effectiveness. C. Labeling FDA also considered both mandatory and voluntary labeling as the sole means of addressing the risks associated with these devices. Specifically, FDA considered requiring or suggesting that manufacturers state whether the device conforms with ASTM G175-03. Neither labeling alternative, however, would require that the devices meet a standard or alternate measure providing equivalent assurances of safety and effectiveness. Thus, FDA concluded that labeling by itself fails to address the underlying potential risks associated with use of these devices. VIII. How Will FDA Implement a Final Rule? FDA proposes that any final rule that may issue based on this proposal would become effective 2 years after the date of its publication in the **Federal Register** . Such final rule would apply to all models of oxygen regulators and oxygen conservers with a built-in oxygen pressure regulator. Thus, beginning 2 years after publication of a final rule in the **Federal Register** , all oxygen pressure regulators would become class II devices and would be required to comply with the special controls guidance or an alternative measure that provides equivalent assurances of safety and effectiveness before they could be legally marketed. Once the final rule takes effect, any oxygen pressure regulator that does not meet either the special control or an alternative measure that provides equivalent assurances of safety and effectiveness will be rendered violative under the act and cannot be introduced into interstate commerce. FDA is proposing that a final rule based on this proposal be effective 2 years after the date of its publication in the **Federal Register** in order to safeguard against potential device shortages. Because oxygen pressure regulators are short-lived devices, this 2-year period will allow manufacturers ample time to test and introduce compliant oxygen pressure regulator models, while any existing, non-compliant models are phased-out of the marketplace. A. Exemption From Premarket Notification (510(k)) Requirements Upon the effective date of any final rule that issues from this proposal, oxygen pressure regulators would generally be exempt from the premarket notification (510(k)) requirements of the act if they meet the ASTM standard specified in the special controls guidance and follow the labeling recommendations set forth in the guidance. However, manufacturers of oxygen pressure regulators who use measures other than the ASTM standard identified in the special controls guidance would be required to submit a premarket notification establishing that the alternate measures provide equivalent assurances of safety and effectiveness. B. Oxygen Conservers Oxygen conserving devices will remain class II devices, however, those oxygen conservers that have a built-in oxygen pressure regulator will also become subject to the special controls established for the oxygen pressure regulator. As such, beginning on the 2-year effective date, oxygen conservers with a built-in oxygen pressure regulator would become subject to the special controls guidance. Although manufacturers of oxygen conservers with a built-in oxygen pressure regulator that meet the special controls guidance would still need to meet premarket notification requirements, these manufacturers could submit an abbreviated 510(k). Again, to safeguard against potential device shortages, FDA is proposing that any final rule that issues based on this proposal be effective 2 years after the date of its publication in the **Federal Register** . The 510(k) provides reasonable assurances of safety and effectiveness for these devices. IX. What Is the Environmental Impact of the Proposed Rule? The agency has determined under 21 CFR 25.34(b) that this reclassification action is of a type that does not individually or cumulatively have a significant effect on the human environment. Therefore, neither an environmental assessment nor an environmental impact statement is required. X. What Are the Economic Impacts of This Rule? FDA has examined the impacts of the proposed rule under Executive Order 12866 and the Regulatory Flexibility Act (5 U.S.C. 601-612), and the Unfunded Mandates Reform Act of 1995 (Public Law 104-4). Executive Order 12866 directs agencies 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). The agency believes that this proposed rule is not a significant regulatory action as defined by the Executive order. The Regulatory Flexibility Act requires agencies to analyze regulatory options that would minimize any significant impact of a rule on small entities. The agency certifies that the proposed rule will not have a significant economic impact on a substantial number of small entities. Nevertheless, because our projections regarding the number of small entities affected and the economic impact of the proposed rule on small entities are uncertain, the analysis presented in this section of the document, along with this preamble, constitutes the agency's Initial Regulatory Flexibility Analysis (IRFA). Section 202(a) of the Unfunded Mandates Reform Act of 1995 requires that agencies prepare a written statement, including an assessment of anticipated costs and benefits, before proposing “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 approximately $122 million, using the most current
(2005)Implicit Price Deflator for the Gross Domestic Product. FDA does not expect this proposed rule to result in any 1-year expenditure that would meet or exceed this amount. FDA has reviewed related Federal rules and has not identified any rules that duplicate, overlap, or conflict with this proposed rule. A. Background FDA is proposing to reclassify pressure regulators for use with medical oxygen as class II medical devices subject to special controls. The proposed rule also designates a special control for oxygen conserving devices that incorporate a built-in oxygen pressure regulator, which are already in class II. The proposed special control for both types of devices is an FDA draft guidance document that contains labeling recommendations and recommends conformance with an ASTM standard. The agency has received reports of adverse events associated with these devices that have resulted in serious injuries to emergency medical services personnel and patients, including second and third degree burns, and at least one patient death. The majority of adverse event reports associated with these devices involve oxygen pressure regulators made from aluminum. As discussed in greater detail in sections I and II of this document, the agency is proposing these actions in order to provide reasonable assurance of product safety and effectiveness. B. Affected Entities This proposed rule would affect manufacturers of oxygen pressure regulators and noncontinuous ventilators (oxygen conservers) that incorporate a built-in oxygen pressure regulator. FDA is aware of 19 manufacturers and approximately 1.5 million to 2 million affected devices currently in use in the emergency medical services and home health care environments. Under this proposed rule, manufacturers of both new and already marketed devices would be required to demonstrate that their devices conform with either the labeling recommendations and the ASTM standard referenced in the guidance document, or some alternate measure that provides equivalent assurance of safety and effectiveness. Also, under the proposed rule, if an oxygen pressure regulator meets the ASTM G175-03 standard, it would be exempt from premarket notification (or 510(k)) requirements, subject to the limitations on exemptions described in § 868.9. Oxygen pressure regulators that do not meet the ASTM G175-03 standard would not be exempt and manufacturers of these devices would be required to submit a premarket notification (510(k)) and receive an order of substantial equivalence from FDA in order to legally market their devices (sections 510(k) and
(m)and 513(f) and
(i)of the act; see also proposed § 868.2750(b)(1)). Devices that do not meet the ASTM G175-03 standard and are not found to be substantially equivalent to devices that meet the standard may be adulterated (section 501(f)(1)(B) of the act (21 U.S.C. 351(f)(1)(b))). Finally, under the proposed rule, devices that meet the ASTM G175-03 standard would be required to bear a statement that the device conforms to the standard (proposed §§ 868.2750(b)(2) and 868.5910(b)(3)). All elements of any final rule based on this proposed rule would become effective 2 years after publication in the **Federal Register** . C. Compliance Requirements and Costs The major compliance burden associated with this proposed rule is the cost of testing affected devices to demonstrate that they conform with the ASTM standard or submitting a premarket notification demonstrating that an alternate measure provides equivalent assurances of safety and effectiveness. Manufacturers would incur these costs for existing oxygen pressure regulator models they wish to continue marketing, as well as for new models of oxygen pressure regulators they wish to introduce into interstate commerce. The standard incorporated by reference in §§ 868.2750(b) and 868.5910(b)(3) is ASTM G175-03, “Standard Test Method for Evaluating the Ignition Sensitivity and Fault Tolerance of Oxygen Regulators used for Medical and Emergency Applications.” This two-tier test is expected to cost between $4,000 and $6,500 for each model of regulator tested, based on the submission of 5 individual test articles. The lower figure represents the estimated cost for many predicate devices, which will not require phase 1 testing because manufacturers have already met this part of the standard in validating their current designs. An internet search for available information indicated that manufacturers typically produce between 2 and 9 models of these devices. The average number of models produced by manufacturers for which data were available was 4.5 devices per manufacturer. Based on this information, the average one-time cost for testing existing devices is estimated to range from $18,000 ($4,000 per device x 4.5 devices) to $29,250 ($6,500 per device x 4.5 devices) per manufacturer. Applying this range of costs to the 19 known manufacturers yields total one-time testing costs for existing devices that range from $342,000 ($18,000 x 19 manufacturers) to $555,750 ($29,250 x 19 manufacturers). The actual one-time testing burden may be lower than these estimates suggest because some of these costs have already been incurred by affected entities. Currently, FDA knows of five manufacturers that have voluntarily submitted regulators for additional testing, and three more that plan to do so. However, if either the number of manufacturers or the number of affected models per manufacturer is significantly greater than assumed in this analysis, the one-time testing burden may be greater than FDA's estimates suggest. Currently, the agency has no basis for predicting the number or pattern of introduction of new models of affected devices in the future. Therefore, FDA is unable to generate an estimate of annual or recurring testing costs at this time. However, information provided by manufacturers of affected devices indicates that innovation in this market is relatively infrequent. Manufacturers typically rely on a few standard designs that remain on the market for many years with only occasional, minor design changes. It is also the case that, under this proposed rule, not all design changes will require manufacturers to submit devices for additional testing. In particular, additional testing will not be required when design changes do not affect the high pressure areas of the regulator, or components in ignition prone areas. Thus, the agency does not expect that the annual or recurring costs to test affected devices will be significant. Based on the information presented previously in this document, the agency estimates that the total annualized cost (assuming a 7-percent interest rate over 10 years) to test existing affected devices will range from about $49,000 to $79,000 per year. A sensitivity analysis was also performed (assuming a 3-percent interest rate over 10 years) and suggests a total annualized cost of between $40,000 and $65,000 per year. These figures should be interpreted as lower-bound estimates of the true burden because they do not reflect the annual or recurring costs for manufacturers to test new or redesigned devices. The agency's cost estimates are summarized in table 1 of this document. **Table 1.—Summary of Cost Estimates** 1 Total One-Time Cost Total Annual Cost Total Annualized Cost 2 Total Annualized Cost 3 $342,000 to $556,000 Unknown minimal $49,000 to $79,000 $40,000 to $65,000 1 All figures expressed in $US (2005). 2 At 7-percent interest over 10 years. 3 At 3-percent interest over 10 years. FDA does not intend to take enforcement action against end users of devices that fail to meet the special control. Therefore, the proposed rule is not expected to impose any direct costs on end users of these devices. However, although not required under this proposed rule, some manufacturers of affected devices may voluntarily incur costs to recall or replace marketed devices that do not meet the class II special control. FDA has been informed that a significant amount of voluntary recall and replacement has already occurred. Many affected entities, including the manufacturer of the model most commonly associated with the adverse events reported to FDA, have ceased production of regulators made only from aluminum and/or recalled implicated devices. These voluntary actions on the part of manufacturers were taken in response to the issuance of the FDA/NIOSH public health advisory in February 1999, as discussed previously in this document. Some manufacturers may also incur costs to redesign affected products in response to the special control. The agency currently has no basis for predicting the extent of redesign activities in the future. However, FDA has been informed that 15 affected entities plan to manufacture at least one model of a “brass-only” regulator in the future, and all 19 manufacturers known to the agency have indicated that they will no longer produce regulators with aluminum parts in ignition prone areas. These manufacturers have generally redesigned existing models to be constructed entirely of brass, or to consist of a brass core with an aluminum housing. A search for information on the internet also revealed that only about 10 percent of regulators available on the market today are made from aluminum. The agency is also aware that manufacturers and distributors of affected devices are advertising the availability of brass only regulators designed in accordance with FDA and NIOSH recommendations. Due to uncertainty regarding the timing and extent of redesign activity that may occur as a result of this proposed rule, the agency is not able to quantify this potential source of compliance costs. The labeling requirement specified in the proposed rule is not expected to generate a significant new cost burden for affected entities because labeling is already required for all medical devices under 21 CFR part 801. A manufacturer can comply with the requirement by adding to the body of the device a permanent sticker that states the device meets ASTM G175-03. Therefore, FDA believes that this requirement will impose only nominal costs on affected entities. D. Benefits The proposed rule is expected to generate benefits due to a reduction in the number of adverse events associated with oxygen regulators. Major categories of costs incurred as a result of these adverse events include:
(1)Expenditures for medical treatment of resulting injuries;
(2)work, income, and productivity loss; and
(3)pain and suffering. Pressure regulators for use with medical oxygen were reclassified as class I medical devices in January 1996, and FDA received 55 reports of regulators involved with fires and/or explosions between 1993 and 2005. These events resulted in serious injuries to 40 individuals, consisting mainly of burns, typically second and/or third degree burns to the hands, arms, chest, neck and/or face, and at least 1 patient death. These figures imply an average of 4 adverse events (55 adverse events/13 years = 4.23) and 3 cases of serious injury to individuals (40 serious injuries/13 years = 3.08) annually. The U.S. Consumer Product Safety Commission
(CPSC)collects information on various types of consumer product-related injuries and generates estimates of the associated costs. In a 1998 report (Ref. 2), the CPSC presents estimates of the:
(1)Lifetime medical costs;
(2)total of short-term and long-term victim work-loss; and
(3)pain and suffering cost per survivor of consumer-product related injury, both by the nature of injury and body part injured. These cost estimates are further categorized by type of treatment received, e.g., non-hospital admitted, which typically includes treatment in a physician's office or emergency department, and hospital admitted, or inpatient care. The CPSC estimates are based on the Revised Injury Cost Model and are designed to be representative of the costs of treating consumer product related injuries on average, adjusting for various demographic and other factors. The figures in the CPSC report are expressed in 1995 dollars, and were adjusted to 2005 dollars based on inflation statistics reported by the U.S. Department of Labor. The CPSC cost estimates used in this analysis are summarized in table 2 of this document. **Table 2.—Costs of Treating Burn Injuries by the National Electronic Injury Surveillance System (NEISS) Injury Diagnosis Code and Type of Treatment (per occurrence)** 1 NEISS Injury Diagnosis Code Treatment Costs Income Loss Pain and Suffering Total Costs a. Non-Hospitalized—Emergency Department Treatment 51: Burns, thermal $750 $1,700 $24,700 $27,150 84: 25% to 50% of body $1000 $1,000 $8,300 $10,300 b. Admitted/Inhospital Treatment 51: Burns, thermal $39,300 $36,800 $177,200 $253,300 84: 25% to 50% of body $49,400 $54,400 $190,600 $294,400 1 All figures expressed in $US (2005). The NEISS diagnosis codes reflected in tables 2a and 2b of this document were chosen for this analysis because they are the most relevant given the type of injuries typically cited in the adverse event reports. The lower figures in table 2a of this document are indicative of the costs of treating relatively minor burn injuries associated with the less serious oxygen pressure regulator adverse events. The higher figures in table 2b of this document reflect the costs of treating severe injuries associated with the more serious adverse events. The majority of adverse events reported to the agency appear to fall into the latter, more serious, category. Based on the cost estimates obtained from the CPSC report and using the average number of reported adverse events (4), a range of annual benefits estimates (reflecting medical treatment costs, work/income loss and pain and suffering avoided) can be generated. The estimated annual benefits associated with this proposed rule are presented in table 3 of this document. **Table 3.—Summary of Total Annual Benefits Estimates** 1 NEISS Injury Diagnosis Code Emergency Department Treatment Admitted/Inhospital Treatment 51: Burns, thermal $109,000 $1 million 84: 25% to 50% of body $41,000 $1.2 million 1 All figures expressed in $US (2005). Based on this information, the estimated annual benefits of this proposed rule are expected to be between $41,000 and $1.2 million. These figures should be interpreted as conservative, lower bound estimates of the potential benefits of this proposed rule for a number of reasons. First, the adverse event reports upon which these estimates are based were submitted voluntarily, and the agency is aware that many adverse events are not reported under the current voluntary systems. A 1997 General Accounting Office report (Ref. 3) on FDA's reporting systems found evidence of significant under-reporting of adverse events associated with medical devices. Thus, the risks associated with affected devices, as well as the potential benefits of the proposed rule, may be significantly greater than the agency's estimates suggest. Second, because of a lack of data, no attempt was made to estimate the value of property damage associated with the adverse events reported. In one case, cited in section V of this document, the interior compartment of an ambulance was incinerated as a result of an oxygen pressure regulator fire/explosion, resulting in a loss of valuable property. Finally, the estimates presented in table 3 of this document do not reflect the potential benefits of any reduction in mortality risk resulting from oxygen pressure regulator fires and/or explosions. Voluntary reports of adverse events submitted to the agency indicate that at least one death was associated with oxygen pressure regulator fires and/or explosions during the period 1993 to 2005. The agency expects that this proposed rule would significantly reduce the risk of similar events in the future. If, however, recent actions on the part of manufacturers (since issuance of the 1999 public health advisory) have already reduced the risk of oxygen regulator fires and explosions, FDA's estimates may overstate the potential benefits of this proposed rule to some extent. E. Impact on Small Entities FDA believes that it is unlikely that the proposed rule would have a significant economic impact on a substantial number of small entities. The agency knows of 19 firms currently manufacturing the affected devices. Some of the entities affected by this proposed rule meet the Small Business Administration's
(SBA)criteria characterizing small entities in the relevant industry category. The North American Industry Classification System (NAICS) code for manufacturers of oxygen pressure regulators is 339112— *Surgical and Medical Instrument Manufacturing* . According to the SBA criteria, a small firm in this industry sector has fewer than 500 employees (Ref. 4.) A review of available data, including the internet sites of Dun and Bradstreet® ( *http://www.dnb.com* ) and ThomasRegister® ( *http://www.thomasnet.com* ) (Refs. 5 and 6), revealed that 12 manufacturers of these devices had fewer than 500 employees and would therefore be considered small entities. (FDA has verified the Web site addresses, but we are not responsible for subsequent changes to the Web sites after this document publishes in the **Federal Register** . Thus, a majority, or approximately 63 percent [(12 / 19) x 100], of entities affected by this proposed rule would qualify as small entities. An FDA review of available data found that the average annual revenue of small entities affected by this rule is approximately $123 million (Refs. 5 and 6). The total annualized cost for this proposed rule (assuming a 7-percent interest rate) ranges from $49,000 to $79,000, and an average annualized cost per affected entity ranging from $2,600 ($49,000 / 19 entities) to $4,200 ($79,000 / 19 entities). A sensitivity analysis was also performed (assuming a 3-percent interest rate) and suggests a total annualized cost of between $40,000 and $65,000. These estimates correspond to an average annualized cost of between $2,100 and $3,400 per affected entity. Thus, the average annualized cost of the proposed rule, expressed as a percentage of average annual revenues for affected small entities, ranges from 0.002 [ ($2,100 / $123 million) x 100 = 0.0017 ] percent to 0.003 [ ($4,200 / $123 million) x 100 = 0.0034 ] percent. This information is summarized in table 4 of this document. **Table 4.—Summary of Small Business Impacts** 1 Interest Rate Total Annualized Cost Average Annualized Cost Average Annualized Cost as a Percentage of Average Revenue 7% $49,000 to $79,000 $2,600 to $4,200 0.002% to 0.003% 3% $40,000 to $65,000 $2,100 to $3,400 0.002% to 0.003% 1 All figures expressed in $US (2005). As discussed earlier in this section of the document, the economic impacts of the proposed rule are not expected to be significant. Therefore, the agency believes that the rule will not have a significant economic impact on a substantial number of small entities. However, due to uncertainty with respect to the size distribution of manufacturers, the number of affected devices that will be introduced in the future, and the overall impact of the rule on small entities, the agency is unable to certify that there would be no significant economic impact on a substantial number of small entities. Therefore, FDA specifically requests detailed industry comment on the number of affected small entities and the potential economic impact of the proposed rule on affected entities. A number of provisions of the proposed rule would help to minimize the economic impact of the rule, particularly for affected small entities. For example, affected devices would not be required to comply with the special control until 2 years after publication of any final rule based on this proposal. This time period would allow manufacturers an opportunity to make any necessary design changes, test products, and modify labeling. In addition, this should help prevent product shortages and thereby minimize the potential for significant fluctuation in the price of the affected devices. In addition, manufacturers who choose not to meet the ASTM G175-03 standard referenced in the special control would have the option to demonstrate, through the pre-market notification (510(k)) process, that their devices are substantially equivalent to devices that meet the standard. This provides manufacturers of the affected devices with more flexibility in complying with the special controls necessary to provide reasonable assurances of the safety and effectiveness of these devices. FDA has considered several regulatory alternatives to this proposed rule in addition to taking no regulatory action at all. The alternatives are:
(1)Public outreach,
(2)adoption of a mandatory performance standard, and
(3)product labeling alone. Taking no action was deemed inappropriate because the adverse event reports received by the agency indicate that these devices present a clear risk to public health and safety. Similarly, although public outreach through the FDA/NIOSH safety advisory alerted consumers to the risks to health associated with the use of oxygen pressure regulators, it did not provide a sufficient means for mitigating those risks. A mandatory performance standard was rejected in favor of the special control guidance document for several reasons. A mandatory performance standard may be less flexible than a special controls guidance document in the face of changing market conditions and technological circumstances. The special controls guidance document allows for some flexibility. For example, the manufacturer may meet either the recommendations of the special controls guidance document or some other measure that provides equivalent assurances of safety and effectiveness. FDA believes that the proposed rule will address the risks to health presented by these devices without significantly disrupting the market for these devices. FDA also considered both mandatory and voluntary labeling alone as the special control. We rejected these options because labeling provisions alone, whether mandatory or voluntary, would not ensure that the devices meet some accepted industry standard or other equivalent measure and, therefore, would not provide adequate assurances of product safety and effectiveness. Furthermore, a voluntary labeling provision would leave the agency without an effective monitoring and enforcement mechanism. FDA believes that reclassifying pressure regulators for use with medical oxygen from class I to class II and designating a special control for these devices, and for oxygen conserving devices that incorporate a built-in oxygen regulator, best addresses the public health and safety concerns associated with these devices in the most efficient and timely manner. XI. Are There Any Paperwork Burdens Created by the Proposed Rule Under the Paperwork Reduction Act of 1995? No. The labeling statements that would be required by this regulation are “public disclosure[s] of information originally supplied by the Federal government to the recipient for the purpose of disclosure to the public * * *” (5 CFR 1320.3(c)(2)). Accordingly, FDA concludes that the labeling requirements in this proposed rule are not subject to review by the Office of Management and Budget under the Paperwork Reduction Act of 1995 (44 U.S.C. 3501-3520). XII. What if I Have Comments to the Proposed Rule? Interested persons may submit to the Division of Dockets Management (see ADDRESSES ) written or electronic comments regarding this document. Submit a single copy of electronic comments or two paper copies of any mailed comments, except that individuals may submit one paper copy. Comments are to be identified with the docket number found in brackets in the heading of this document. Received comments may be seen in the Division of Dockets Management between 9 a.m. and 4 p.m., Monday through Friday. XIII. What Are the References for the Proposed Rule? The following references have been placed on display in the Division of Dockets Management (see ADDRESSES ) and may be seen by interested persons between 9 a.m. and 4 p.m., Monday through Friday. 1. FDA and NIOSH Public Health Advisory: Explosions and Fires in Aluminum Oxygen Regulators, February 1999. 2. U.S. Consumer Product Safety Commission, Estimating the Cost to Society of Consumer Product Injuries: The Revised Injury Cost Model, January 1998. 3. U.S. General Accounting Office, Medical Device Reporting: Improvements Needed in FDA's System for Monitoring Problems with Approved Devices, January 1997. 4. U.S. Small Business Administration, Office of Size Standards, Table of Size Standards, Sector 62—Health Care and Social Assistance, 2002. 5. Dun and Bradstreet®, available online at *http://www.dnb.com* . 6. Thomas Register®, available online at *http://www.thomasnet.com* . List of Subjects in 21 CFR Part 868 Incorporation by reference, Medical devices. Therefore, under the Federal Food, Drug, and Cosmetic Act and under authority delegated to the Commissioner of Food and Drugs, it is proposed that 21 CFR part 868 be amended as follows: PART 868—ANESTHESIOLOGY DEVICES 1. The authority citation for 21 CFR part 868 continues to read as follows: Authority: 21 U.S.C. 351, 360, 360c, 360e, 360j, 371. 2. Section 868.2700 is amended by revising paragraph
(a)to read as follows: § 868.2700 Pressure regulator.
(a)*Identification* . A pressure regulator is a device, often called a pressure-reducing valve, that is intended for medical purposes and that is used to convert a medical gas pressure from a high variable pressure to a lower, more constant working pressure. This device does not include pressure regulators for use with medical oxygen. 3. Section 868.2750 is added to supbart C to read as follows: § 868.2750 Oxygen pressure regulator.
(a)*Identification* . An oxygen pressure regulator is a device, often called a pressure-reducing valve, that is intended for medical purposes and that is used to convert medical oxygen pressure from a high variable pressure to a lower, more constant working pressure.
(b)*Classification* .
(1)Class II (special controls). The special control for this device is FDA's “Class II Special Controls Guidance Document: Oxygen Pressure Regulators and Oxygen Conserving Devices.” See § 868.1(e) for the availability of this guidance document. If the device meets American Society for Testing and Materials Standard
(ASTM)G175-03, “Standard Test Method for Evaluating the Ignition Sensitivity and Fault Tolerance of Oxygen Regulators Used for Medical and Emergency Applications,” the device is exempt from the premarket notification procedures in subpart E of part 807 of this chapter, subject to the limitations in § 868.9. ASTM G175-03, “Standard Test Method for Evaluating the Ignition Sensitivity and Fault Tolerance of Oxygen Regulators Used for Medical and Emergency Applications” is incorporated by reference.
(2)If the device conforms with American Society for Testing and Materials Standard
(ASTM)G175-03, “Standard Test Method for Evaluating the Ignition Sensitivity and Fault Tolerance of Oxygen Regulators Used for Medical and Emergency Applications,” the device must bear a statement permanently affixed to the body of the regulator that states: “Conforms with ASTM G175-03.” ASTM G175-03, “Standard Test Method for Evaluating the Ignition Sensitivity and Fault Tolerance of Oxygen Regulators Used for Medical and Emergency Applications” is incorporated by reference. 4. Section 868.5905 is amended by revising paragraph
(a)to read as follows: § 868.5905 Noncontinuous ventilator.
(a)*Identification* . A noncontinuous ventilator is a device intended to deliver intermittently an aerosol to a patient's lungs or to assist a patient's breathing. This classification includes intermittent positive pressure breathing devices, continuous positive airway pressure devices, and bilevel positive airway pressure devices. 5. Section 868.5910 is added to subpart F to read as follows: § 868.5910 Oxygen conserver.
(a)*Oxygen conserver* —(1) *Identification* . An oxygen conserver is a device intended to conserve oxygen delivered to a patient, but does not incorporate a built-in oxygen pressure regulator.
(2)*Classification* . Class II (performance standards).
(b)*Oxygen conserver with built-in oxygen pressure regulator* —(1) *Identification* . An oxygen conserver with built-in oxygen pressure regulator is a device intended to conserve oxygen delivered to a patient and incorporates a built-in oxygen pressure regulator.
(2)*Classification* . Class II (special controls). The special control for an oxygen conserver with built-in oxygen pressure regulator is FDA's “Class II Special Controls Guidance Document: Oxygen Pressure Regulators and Oxygen Conserving Devices.” See § 868.1(e) for the availability of this guidance document.
(3)If the built-in oxygen pressure regulator conforms with ASTM G175-03, “Standard Test Method for Evaluating the Ignition Sensitivity and Fault Tolerance of Oxygen Regulators Used for Medical and Emergency Applications,” then a statement must be permanently affixed to the body of the oxygen conserver that states: “Built-in oxygen pressure regulator conforms with ASTM G175-03.” ASTM G175-03, “Standard Test Method for Evaluating the Ignition Sensitivity and Fault Tolerance of Oxygen Regulators Used for Medical and Emergency Applications” is incorporated by reference. Dated: February 8, 2007. Linda S. Kahan, Deputy Director, Center for Devices and Radiological Health. [FR Doc. E7-3253 Filed 2-26-07; 8:45 am] BILLING CODE 4160-01-S DEPARTMENT OF HOMELAND SECURITY Federal Emergency Management Agency 44 CFR Part 67 [Docket No. FEMA-B-7708] Proposed Flood Elevation Determinations AGENCY: Federal Emergency Management Agency, DHS. ACTION: Proposed rule. SUMMARY: Technical information or comments are requested on the proposed Base (1% annual chance) Flood Elevations
(BFEs)and proposed BFEs modifications for the communities listed below. The BFEs are the basis for the floodplain management measures that the community is required either to adopt or to show evidence of being already in effect in order to qualify or remain qualified for participation in the National Flood Insurance Program (NFIP). DATES: The comment period is ninety
(90)days following the second publication of this proposed rule in a newspaper of local circulation in each community. ADDRESSES: The proposed BFEs for each community are available for inspection at the office of the Chief Executive Officer of each community. The respective addresses are listed in the table below. FOR FURTHER INFORMATION CONTACT: William R. Blanton, Jr., Engineering Management Section, Mitigation Division, Federal Emergency Management Agency, 500 C Street SW., Washington, DC 20472,
(202)646-3151. SUPPLEMENTARY INFORMATION: The Federal Emergency Management Agency
(FEMA)proposes to make determinations of BFEs and modified BFEs for each community listed below, in accordance with section 110 of the Flood Disaster Protection Act of 1973, 42 U.S.C. 4104, and 44 CFR 67.4(a). These proposed BFEs and modified BFEs, together with the floodplain management criteria required by 44 CFR 60.3, are the minimum that are required. They should not be construed to mean that the community must change any existing ordinances that are more stringent in their floodplain management requirements. The community may at any time enact stricter requirements of its own, or pursuant to policies established by other Federal, State or regional entities. These proposed elevations are used to meet the floodplain management requirements of the NFIP and are also used to calculate the appropriate flood insurance premium rates for new buildings built after these elevations are made final, and for the contents in these buildings. *National Environmental Policy Act.* This proposed rule is categorically excluded from the requirements of 44 CFR part 10, Environmental Consideration. An environmental impact assessment has not been prepared. *Regulatory Flexibility Act.* As flood elevation determinations are not within the scope of the Regulatory Flexibility Act, 5 U.S.C. 601-612, a regulatory flexibility analysis is not required. *Regulatory Classification.* This proposed rule is not a significant regulatory action under the criteria of section 3(f) of Executive Order 12866 of September 30, 1993, Regulatory Planning and Review, 58 FR 51735. *Executive Order 13132, Federalism.* This proposed rule involves no policies that have federalism implications under Executive Order 13132. *Executive Order 12988, Civil Justice Reform.* This proposed rule meets the applicable standards of Executive Order 12988. List of Subjects in 44 CFR Part 67 Administrative practice and procedure, Flood insurance, Reporting and recordkeeping requirements. Accordingly, 44 CFR part 67 is proposed to be amended as follows: PART 67—[AMENDED] 1. The authority citation for part 67 continues to read as follows: Authority: 42 U.S.C. 4001 *et seq.* ; Reorganization Plan No. 3 of 1978, 3 CFR, 1978 Comp., p. 329; E.O. 12127, 44 FR 19367, 3 CFR, 1979 Comp., p. 376. § 67.4 [Amended] 2. The tables published under the authority of § 67.4 are proposed to be amended as follows: State City/town/county Source of flooding Location * Elevation in feet
(NGVD)+ Elevation in feet
(NAVD)# Depth in feet above ground Effective Modified Town of Mapleton, Maine Maine Town of Mapleton Aroostook River Down stream of Mapleton Corporate Limit None +433 Upstream of Mapleton Corporate Limit None +435 Clayton Brook Approximately 1,000 feet downstream of old Railroad Grade None +471 Approximately 2,000 feet upstream of Hughes Road None +583 Hanson Brook Confluence with Hanson Lake None +504 Just upstream of Bagley Road None +515 Hanson Lake Hanson Lake None +504 Libby Brook Confluence with North Branch Presque Isle None +524 Upstream of Mapleton Corporate Limit None +584 North Branch Presque Isle Stream Confluence with Presque Isle Stream None +440 Upstream of Town of Mapleton Corporate Limit None +527 Presque Isle Stream Just down stream of confluence with Arnold Brook None +440 Upstream of Mapleton Corporate Limit None +448 Tea Kettle Brook Confluence of North Branch Presque Isle Stream None +468 Just upstream of Pulcifer Road None +470 Unnamed Brook Confluence with North Branch Presque Isle Stream None +458 Just upstream of Creasy Ridge Road None +508 * National Geodetic Vertical Datum. # Depth in feet above ground. + North American Vertical Datum. ADDRESSES Town of Mapleton Maps are available for inspection at 103 Pulcifur Road, P.O. Box 500, Mapleton, ME 04757. Send comments to The Honorable John Y. Edgecomb, Town Manager, 103 Pulcifur Road, P.O. Box 500, Mapleton, ME 04757. Town of Van Buren, Maine Maine Town of Van Buren Violette Brook At confluence of Violette Stream None +468 Just upstream of Castonguay Road None +530 Approximately 2,500 feet upstream of private road at the Corporate Limits None +608 Violette Stream At Bangor and Aroostook Railroad None +451 At confluence of Violette Brook None +468 Approximately 1,000 feet upstream of Champlain Street None +483 * National Geodetic Vertical Datum. # Depth in feet above ground. + North American Vertical Datum. ADDRESSES Town of Van Buren Maps are available for inspection at 51 Main Street, Suite 101, Van Buren, ME 04785. Send comments to The Honorable John Rossignol, Council Chairman, 51 Main Street, Suite 101, Van Buren, ME 04785. Townships of Hillsborough and Warren, Somerset County, New Jersey New Jersey Township of Warren Cory's Brook At the confluence with Passaic River +214 +213 Approximately 1,800 feet upstream of Powder Horn Road None +405 Township of Hillsborough Neshanic River At the confluence with South Branch Raritan River +81 +82 Approximately 1.73 miles upstream of Montgomery Road +103 +102 * National Geodetic Vertical Datum. # Depth in feet above ground. + North American Vertical Datum. ADDRESSES Township of Hillsborough Maps are available for inspection at the Hillsborough Township Municipal Complex, 379 South Branch Road, Hillsborough, New Jersey. Send comments to The Honorable Carl Suraci, Mayor of the Township of Hillsborough, Hillsborough Township Municipal Complex, 379 South Branch Road, Hillsborough, New Jersey 08844. Township of Warren Maps are available for inspection at the Township of Warren Engineering Department, 46 Mountain Boulevard, Warren, New Jersey. Send comments to The Honorable Carolyn Garafola, Mayor of the Township of Warren, 46 Mountain Boulevard, Warren, New Jersey 07059. Flooding source(s) Location of referenced elevation * Elevation in feet
(NGVD)+ Elevation in feet
(NAVD)# Depth in feet above ground Effective Modified Communities affected Clark County, Nevada, and Incorporated Areas Virgin River 5.0 miles downstream of the confluence of Pulsipher Wash None +1473 Clark County (Unincorporated Areas), City of Mesquite. 0.5 miles upstream of the confluence of the Virgin River Avulsion +1592 +1597 Virgin River Avulsion 0.3 miles upstream of the confluence with the Virgin River +1587 +1591 City of Mesquite. 0.8 miles upstream of the confluence with the Virgin River +1592 +1598 * National Geodetic Vertical Datum. # Depth in feet above ground. + North American Vertical Datum. ADDRESSES City of Mesquite Maps are available for inspection at Office of the City Engineer, 10 E. Mesquite Boulevard, Mesquite, NV 89027. Send comments to The Honorable Bill Nicholes, Mayor, City of Mesquite, 10 East Mesquite Boulevard, Mesquite, NV 89027. Clark County (Unincorporated Areas) Maps are available for inspection at Office of the Director of Public Works, 500 Grand Central Pky, Las Vegas, NV 89155. Send comments to The Honorable Rory Reid, Chairman, Clark County Commission, 500 Grand Central Parkway, Las Vegas, NV 89106. Montgomery County, North Carolina, and Incorporated Areas Alls Fork At the Montgomery/Davidson County boundary None +511 Montgomery County (Unincorporated Areas). At the confluence with Beaverdam Creek None +511 Arnett Branch At the confluence with Densons Creek None +504 Montgomery County (Unincorporated Areas). Approximately 75 feet downstream of Substation Road (State Road 1315) None +519 Asheworth Branch At the confluence with Little River None +562 Montgomery County (Unincorporated Areas). Approximately 200 feet upstream of King Drive None +574 Barnes Creek At the confluence with Uwharrie River None +329 Montgomery County (Unincorporated Areas). Approximately 1,570 feet upstream of Flint Hill Road None +483 Barnes Mill Creek At the confluence with West Fork Little River None +480 Montgomery County (Unincorporated Areas). Approximately 1.0 mile upstream of the confluence with West Fork Little River None +523 Beaverdam Creek At the confluence with Reynolds Creek None +511 Montgomery County (Unincorporated Areas). At the Montgomery/Davidson County boundary None +511 Betsy Creek At the confluence with West Fork Little River None +588 Montgomery County (Unincorporated Areas). Approximately 1,330 feet upstream of Smith Farm Road None +630 Big Creek Approximately 1,200 feet upstream of the confluence with Little River +362 +363 Montgomery County (Unincorporated Areas). Approximately 3.1 miles upstream of the confluence of Little Creek None +604 Big Mountain Creek At the Montgomery/Richmond County boundary None +378 Montgomery County (Unincorporated Areas). Approximately 890 feet upstream of Big Mountain Creek Tributary 2 None +454 Big Mountain Creek Tributary 1 At the confluence with Big Mountain Creek None +432 Montgomery County (Unincorporated Areas). Approximately 0.5 mile upstream of the confluence with Big Mountain Creek None +449 Big Mountain Creek Tributary 2 At the confluence with Big Mountain Creek None +450 Montgomery County (Unincorporated Areas). Approximately 1,800 feet upstream of the confluence with Big Mountain Creek None +471 Big Town Creek At the confluence with Little River None +211 Montgomery County (Unincorporated Areas). Approximately 1.44 miles upstream of NC 731 Highway None +368 Big Wolf Branch At the confluence with Little Hamer Creek None +257 Montgomery County (Unincorporated Areas). Approximately 200 feet upstream of Warner Farm Road None +283 Bishop Creek At the confluence with Dumas Creek None +486 Montgomery County (Unincorporated Areas). Approximately 1.5 miles upstream of Shiloh Church Road None +563 Bridgers Creek At the downstream side of Capelsie Road (State Road 1519) +382 +383 Montgomery County (Unincorporated Areas). Approximately 680 feet downstream of Currie Road None +549 Cabin Creek At the Montgomery/Moore County boundary None +486 Montgomery County (Unincorporated Areas). Approximately 0.8 mile upstream of U.S. Highway 220 None +587 Cabin Creek Tributary At the confluence with Cabin Creek None +538 Montgomery County (Unincorporated Areas). Approximately 1,000 feet upstream of Post Office Road None +557 Cedar Creek Approximately 500 feet upstream of the confluence with Little River None +389 Montgomery County (Unincorporated Areas). Approximately 0.66 mile upstream of McCaskill Road None +540 Cheek Creek At the Montgomery/Richmond County boundary None +207 Montgomery County (Unincorporated Areas). Approximately 2.0 miles upstream of the confluence of Indian Branch None +418 Clark's Creek Tributary Approximately 80 feet upstream of the railroad None +284 Town of Mount Gilead. At NC Highway 731 None +289 Clarks Creek At the confluence with Pee Dee River None +230 Montgomery County (Unincorporated Areas). Approximately 1.6 miles upstream of NC Highway 24/27 None +539 Cotton Creek At the Montgomery/Moore County boundary None +477 Montgomery County (Unincorporated Areas). Approximately 40 feet upstream of Cotton Creek Road None +507 Densons Creek At the confluence with Little River None +395 Montgomery County (Unincorporated Areas) Town of Troy. Approximately 600 feet upstream of Substation Road None +520 Dicks Creek At the confluence with Little River None +415 Montgomery County (Unincorporated Areas). Just downstream of the confluence of Lick Creek None +481 Dicks Creek Tributary 1 At the confluence with Dicks Creek None +424 Montgomery County (Unincorporated Areas) Town of Biscoe. Approximately 1.8 miles upstream of Dicks Creek None +576 Disons Creek At the confluence with Little River None +218 Montgomery County (Unincorporated Areas). Approximately 580 feet upstream of Calvery Church Road None +333 Disons Creek Tributary 1 At the confluence with Disons Creek None +304 Montgomery County (Unincorporated Areas). Approximately 0.58 mile upstream of the confluence with Disons Creek None +337 Drowning Creek At the Montgomery/Moore/Richmond County boundary None +368 Montgomery County (Unincorporated Areas). Approximately 1.5 miles upstream of Dowd Road None +672 Drowning Creek Tributary 1 At the confluence with Drowning Creek None +406 Montgomery County (Unincorporated Areas). Approximately 0.5 mile upstream of Bennett Road None +514 Dry Creek At the confluence with Big Mountain Creek None +389 Montgomery County (Unincorporated Areas). Approximately 1,340 feet upstream of Graham Road None +405 Dumas Creek At the confluence with Densons Creek None +452 Montgomery County (Unincorporated Areas). Approximately 0.9 mile upstream of the confluence of Flat Rock Branch None +637 Duncombe Creek At the confluence with Uwharrie River None +338 Montgomery County (Unincorporated Areas). Approximately 0.5 mile upstream of Uwharrie River None +367 Dutchmans Creek Approximately 800 feet upstream of the confluence with Uwharrie River None +289 Montgomery County (Unincorporated Areas). Approximately 330 feet upstream of River Road None +348 Flat Rock Branch At the confluence with Dumas Creek None +581 Montgomery County (Unincorporated Areas). Approximately 0.4 mile upstream of Dumas Creek None +598 Garr Creek At the confluence with Yadkin River None +511 Montgomery County (Unincorporated Areas). Approximately 280 feet upstream of Tuckertown Road None +516 Glady Fork At the confluence with Reynolds Creek None +511 Montgomery County (Unincorporated Areas). Approximately 0.6 mile upstream of NC 109 Highway None +574 Hickory Branch At the confluence with White Oak Creek None +540 Montgomery County (Unincorporated Areas) Town of Biscoe. Approximately 330 feet upstream of West Main Street None +595 Indian Branch At the confluence with Cheek Creek None +337 Montgomery County (Unincorporated Areas). Approximately 0.6 mile upstream of Cheek Creek None +358 Lick Creek At the confluence with Dicks Creek None +481 Montgomery County (Unincorporated Areas). Approximately 30 feet upstream of the confluence of Lick Creek Tributary 1 None +544 Lick Creek (into Cotton Creek) At the confluence with Cotton Creek None +507 Montgomery County (Unincorporated Areas). Approximately 1.1 miles upstream of Cotton Creek Road None +525 Lick Creek Tributary 1 At the confluence with Lick Creek None +544 Montgomery County (Unincorporated Areas) Town of Biscoe. Approximately 650 feet upstream of Jackson Drive None +569 Lick Creek Tributary 2 At the confluence with Lick Creek None +501 Montgomery County (Unincorporated Areas) Town of Biscoe. Approximately 0.6 mile upstream of Wright Road None +572 Lick Creek Tributary 2A At the confluence with Lick Creek Tributary 2 None +512 Montgomery County (Unincorporated Areas) Town of Biscoe. Approximately 590 feet upstream of Shady Oak Drive None +545 Lick Fork At the upstream side of CC Camp Road None +301 Montgomery County (Unincorporated Areas). Approximately 350 feet upstream of NC Highway 27/24 None +584 Lick Fork Tributary 1 At the confluence with Lick Fork None +455 Montgomery County (Unincorporated Areas). Approximately 0.8 mile upstream of the confluence with Lick Fork None +491 Little Creek At the confluence with Big Creek None +464 Montgomery County (Unincorporated Areas). Approximately 0.7 mile upstream of the confluence with Big Creek None +487 Little Dry Creek At the confluence with Big Creek None +374 Montgomery County (Unincorporated Areas). Approximately 0.7 mile upstream of the confluence with Big Creek None +396 Little Dumas Creek At the confluence with Dumas Creek None +553 Montgomery County (Unincorporated Areas). Approximately 1.6 miles upstream of Shiloh Church Road None +678 Little Hamer Creek At the Montgomery/Richmond County boundary None +241 Montgomery County (Unincorporated Areas). Approximately 1.1 miles upstream of Gaddy Farm Road None +298 Little River At the Montgomery/Richmond County boundary None +207 Montgomery County (Unincorporated Areas). At the Montgomery/Randolph County boundary None +572 Little River Tributary 1 Approximately 2,000 feet upstream of the confluence with Little River +382 +383 Montgomery County (Unincorporated Areas). Approximately 0.7 mile upstream of Little River None +400 Long Branch At the confluence with Little River None +360 Montgomery County (Unincorporated Areas). Approximately 310 feet upstream of Hicks Road None +386 McLeans Creek At the confluence with Moccasin Creek None +338 Montgomery County (Unincorporated Areas). Approximately 1.3 miles upstream of Mullinix Road None +458 Middle Prong Hamer Creek At the Montgomery/Richmond County boundary None +247 Montgomery County (Unincorporated Areas) Approximately 0.5 mile upstream of Melton Grove Church Road None +296 Moccasin Creek Approximately 1,500 feet upstream of the confluence with Uwharrie River None +322 Montgomery County (Unincorporated Areas). Approximately 100 feet upstream of the confluence with West Branch None +348 Mountain Branch At the confluence with Glady Fork None +523 Montgomery County (Unincorporated Areas). At the Montgomery/Davidson County boundary None +600 Naked Creek (into Drowning Creek) At the Montgomery/Richmond County boundary None +458 Montgomery County (Unincorporated Areas). Approximately 1,400 feet downstream of Belford Church Road None +544 Nichols Run At the confluence with West Fork Little River None +545 Montgomery County (Unincorporated Areas). Approximately 1,350 feet upstream of Lucas Road None +596 Nichols Run Tributary 1 At the confluence with Nichols Run None +555 Montgomery County (Unincorporated Areas). Approximately 0.9 mile upstream of NC 134 Highway N None +596 Pee Dee River At the Montgomery/Richmond County boundary None +220 Montgomery County (Unincorporated Areas). At the confluence of Yadkin River and Uwharrie River None +287 Pee Dee River Tributary 5 At the confluence with Pee Dee River None +222 Montgomery County (Unincorporated Areas). Approximately 0.9 mile upstream of Pee Dee River None +242 Poison Fork At the confluence with Barnes Creek None +454 Montgomery County (Unincorporated Areas). Approximately 2.3 miles upstream of Flint Hill Road None +567 Polly Branch At the confluence with Cheek Creek None +296 Montgomery County (Unincorporated Areas). Approximately 0.7 mile upstream of the confluence with Cheek Creek None +333 Reedy Fork At the confluence with Cedar Creek None +537 Montgomery County (Unincorporated Areas). Approximately 0.6 mile upstream of Cedar Creek None +577 Reynolds Creek At the confluence with Yadkin River None +511 Montgomery County (Unincorporated Areas). At the Montgomery/Davidson County boundary None +522 Rock Branch At the confluence with Big Creek None +446 Montgomery County (Unincorporated Areas). Approximately 0.7 mile upstream of the confluence with Big Creek None +470 Rocky Creek
(East)At the confluence with Little River None +316 Montgomery County (Unincorporated Areas). Approximately 0.41 mile upstream of Mount Carmel Church Road None +646 Rocky Creek
(East)Tributary 1 At the confluence with Rocky Creek None +633 Montgomery County (Unincorporated Areas). Approximately 0.5 mile upstream of Mount Carmel Church Road None +667 Rocky Creek
(West)At the confluence with Pee Dee River None +280 Montgomery County (Unincorporated Areas). Approximately 0.6 mile upstream of NC Highway 24/27 None +362 Sand Branch At the confluence with Cheek Creek None +304 Montgomery County (Unincorporated Areas). Approximately 0.4 mile upstream of the confluence with Cheek Creek None +318 Silver Creek Approximately 400 feet upstream of County Line Road None +386 Montgomery County (Unincorporated Areas). Approximately 1.2 miles upstream of County Line Road None +413 Suck Branch At the confluence with Densons Creek None +428 Town of Troy. Just downstream of Williamson Road None +528 Suggs Creek At the confluence with Little River None +505 Montgomery County (Unincorporated Areas). Approximately 0.5 mile upstream of Suggs Creek Tributary None +603 Suggs Creek Tributary At the confluence with Suggs Creek None +586 Montgomery County (Unincorporated Areas). Approximately 0.8 mile upstream of Suggs Creek None +612 Susies Creek At the confluence with Little River None +214 Montgomery County (Unincorporated Areas). Approximately 0.4 mile upstream of NC Highway 731 None +272 Thickety Creek At the confluence with Little River None +230 Montgomery County (Unincorporated Areas). Approximately 1.2 miles upstream of Thickety Creek Road None +306 Townsend Branch At the confluence with Woodwards Branch None +257 Montgomery County (Unincorporated Areas). Approximately 2.2 miles upstream of the confluence with Woodwards Branch None +307 Turkey Creek Approximately 1,550 feet upstream of the confluence with Little River +377 +378 Montgomery County (Unincorporated Areas). Approximately 0.6 mile upstream of the confluence with Little River None +397 Unnamed Tributary to Wolf Branch Creek Approximately 1,000 feet downstream of Nelson Store Road None +241 Montgomery County (Unincorporated Areas). Approximately 0.5 mile downstream of Haithcock Road None +248 Uwharrie River At the confluence with Yadkin River None +287 Montgomery County (Unincorporated Areas). Approximately 1.7 miles upstream of Low Water Bridge Road None +369 Warner Creek At the confluence with Rocky Creek
(East)None +417 Montgomery County (Unincorporated Areas). Approximately 1.7 miles upstream of Saunders Road None +472 West Branch At the confluence with Moccasin Creek None +348 Montgomery County (Unincorporated Areas). Approximately 1.2 miles upstream of McLeans Creek Road None +403 West Fork Little River At the confluence with Little River None +432 Montgomery County (Unincorporated Areas). At the Montgomery/Randolph County boundary None +615 West Prong Hamer Creek At the confluence with Middle Prong Hamer Creek None +248 Montgomery County (Unincorporated Areas). Approximately 1.2 miles upstream of NC 109 Highway S None +293 White Oak Creek At the confluence with Cedar Creek None +455 Montgomery County (Unincorporated Areas) Town of Biscoe. Approximately 0.4 mile upstream of Martin Street None +608 White Oak Creek Tributary 1 At the confluence with White Oak Creek None +521 Montgomery County (Unincorporated Areas) Town of Biscoe. Approximately 1,600 feet upstream of Quinton Road None +580 White Oak Creek Tributary 1A At the confluence with White Oak Creek Tributary 1 None +541 Montgomery County (Unincorporated Areas). Approximately 0.4 mile upstream of White Oak Creek Tributary 1 None +573 Wolf Creek Approximately 1,000 feet downstream of Hogan Farm Road None +519 Montgomery County (Unincorporated Areas). Approximately 1,700 feet upstream of U.S. Highway 220 None +628 Wolf Creek Tributary At the confluence with Wolf Creek None +542 Montgomery County (Unincorporated Areas). Approximately 50 feet downstream of Wolf Creek Road None +609 Woodwards Branch At the confluence with Cheek Creek None +255 Montgomery County (Unincorporated Areas). Approximately 1,320 feet upstream of NC 731 Highway E None +270 Yadkin River At the confluence of Pee Dee River and Uwharrie River None +287 Montgomery County (Unincorporated Areas). Approximately 13.3 miles upstream of Uwharrie River None +566 * National Geodetic Vertical Datum. # Depth in feet above ground. + North American Vertical Datum. ADDRESSES Town of Biscoe Maps are available for inspection at Biscoe Town Hall, 110 West Main Street, Biscoe, NC. Send comments to The Honorable James Blake, Mayor of the Town of Biscoe, P.O. Box 1228, Biscoe, NC 27209. Town of Mount Gilead Maps are available for inspection at Mount Gilead Town Hall, 110 West Allenton Street, Mount Gilead, NC. Send comments to The Honorable Earl Poplin, Mayor of the Town of Mount Gilead, P.O. Box 325, Mount Gilead, NC 27306. Town of Troy Maps are available for inspection at Troy Town Hall, 315 North Main Street, Troy, NC. Send comments to Mr. Greg Zephir, Troy Town Manager, 315 North Main Street, Troy, NC 27371. Montgomery County (Unincorporated Areas) Maps are available for inspection at Montgomery County Inspections and Zoning Office, 219 South Main Street, Troy, NC. Send comments to Mr. Lance Metzler, Montgomery County Manager, P.O. Box 425, Troy, NC 27371. Alexander County, North Carolina and Incorporated Areas Beaverdam Creek At the confluence with Big Branch into South Yadkin River None +1,026 Alexander County (Unincorporated Areas). Approximately 2.5 miles upstream of Vashti Road None +1,151 Big Branch into South Yadkin River At the confluence with South Yadkin River None +1,025 Alexander County (Unincorporated Areas). Approximately 0.5 mile upstream of Vashti Cemetery Road None +1,181 Greasy Creek At the confluence with Wallace Creek None +1,016 Alexander County (Unincorporated Areas). Approximately 1,930 feet upstream of Carson Chapel Road None +1,175 Greasy Creek Tributary 1 At the confluence with Greasy Creek None +1,035 Alexander County (Unincorporated Areas), Town of Taylorsville. Approximately 1,950 feet upstream of Hammer Road None +1,199 Mill Creek At the confluence with South Yadkin River None +1,020 Alexander County (Unincorporated Areas). Approximately 0.4 mile upstream of confluence with South Yadkin River None +1,025 Miller Creek At the confluence with South Yadkin River None +857 Alexander County (Unincorporated Areas). Approximately 250 feet upstream of Sprinkle Dairy Road None +1,009 Rocky Creek At the Alexander County boundary None +1,096 Alexander County (Unincorporated Areas). Approximately 900 feet upstream of Linney's Mill Road None +1,191 Snow Creek Approximately 200 feet downstream of the Iredell/Alexander County boundary None +1,013 Alexander County (Unincorporated Areas). Approximately 150 feet upstream of the Iredell/Alexander County boundary None +1,013 South Yadkin River Approximately 400 feet downstream of the Iredell/Alexander County boundary None +843 Alexander County (Unincorporated Areas). Approximately 500 feet downstream of Vashti Road None +1,066 Third Creek Approximately 150 feet downstream of the Iredell/Alexander County boundary None +915 Alexander County (Unincorporated Areas). Approximately 0.5 mile upstream of Lentz Road None +1,004 Wallace Creek At the confluence with South Yadkin River None +905 Alexander County (Unincorporated Areas). Approximately 1,230 feet upstream of confluence of Greasy Creek None +1,018 * National Geodetic Vertical Datum. # Depth in feet above ground. + North American Vertical Datum. ADDRESSES Town of Taylorsville Maps are available for inspection at the Alexander County Planning and Inspection Office, 332 1st Avenue Southwest, Taylorsville, North Carolina. Send comments to The Honorable Guy Barriger, Mayor of the Town of Taylorsville, 67 Main Avenue Drive, Taylorsville, North Carolina 28681. Alexander County (Unincorporated Areas) Maps are available for inspection at the Alexander County Planning and Inspection Office, 332 1st Avenue Southwest, Taylorsville, North Carolina. Send comments to Mr. Darrell Robertson, Chairman of the Alexander County Board of Commissioners, 621 Liledoun Road, Taylorsville, North Carolina 28681. Lincoln County, South Dakota and Incorporated Areas Ninemile Creek Just downstream from 273rd Street None +1311 Lincoln County (Unincorporated Areas). Just downstream from 274th Street None +1385 Just upstream from South Dakota Highway 115 None +1411 Just upstream from 272nd Street None +1472 Approximately 320 feet downstream from Kevin Drive None +1477 Approximately 650 feet upstream from Ryan Drive None +1483 1550 feet upstream from 469th Avenue None +1518 Ninemile Creek Tributary Just upstream from the confluence with Ninemile Creek None +1387 Lincoln County (Unincorporated Areas). Approximately 2150 feet downstream from 475th Avenue None +1391 Approximately 500 feet downstream from 475th Avenue at the Corporate Limit line None +1400 Just downstream from 273rd Street None +1417 Approximately 2050 feet upstream from 273rd Street None +1425 Just downstream from 473rd Avenue None +1466 Schindler Creek Just upstream from the confluence with Ninemile Creek None +1267 Lincoln County (Unincorporated Areas). Just downstream from 477th Avenue None +1394 Approximately 1150 feet upstream from 271st Street None +1452 Spring Creek Just upstream from the confluence with Big Sioux River None +1269 Lincoln County (Unincorporated Areas). Just downstream from South Dakota Highway 11 None +1368 Approximately 950 feet upstream from Cliff Avenue None +1461 Spring Creek Tributary Just upstream from the confluence with Spring Creek None +1346 Lincoln County (Unincorporated Areas). Just downstream from Cody Road None +1392 Just upstream from 269th Street None +1425 * National Geodetic Vertical Datum. # Depth in feet above ground. + North American Vertical Datum. ADDRESSES Town of Harrisburg Maps are available for inspection at P.O. BOX 26, Harrisburg, SD 57032. Send comments to The Honorable Reed Ramstad, Mayor, Town of Harrisburg, P.O. BOX 26, Harrisburg, SD 57032. Town of Tea Maps are available for inspection at 600 East 1st Street, P.O. BOX 128, Tea, SD 57064. Send comments to The Honorable John Lawler, Mayor, Town of Tea, P.O. BOX 128, Tea, SD 57064-0128. Lincoln County (Unincorporated Areas) Maps are available for inspection at 224 West Ninth Street, Sioux Falls, SD 57104. Send comments to Commissioner Michael Poppens, Commissioner, Lincoln County South Dakota, 100 East 5th Street, Canton, SD 57013. Liberty County, Texas and Unincorporated Areas Cedar Bayou (Lower) Approximately 1800 feet downstream from Kenning Road (County Boundary) *37 +36 Liberty County (Unincorporated Areas). Approximately 3200 feet upstream from Crosby East Gate Road (County Boundary) *64 +62 Trinity River Approximately 1.3 miles downstream from U.S. Route 90 *26 +25 City of Liberty, Liberty County, (Unincorporated Areas). Approximately 3.6 miles upstream from the Missouri Pacific Railroad *37 +36 * National Geodetic Vertical Datum. # Depth in feet above ground. + North American Vertical Datum. ADDRESSES City of Liberty Maps are available for inspection at Liberty City Hall, 1829 Sam Houston, Liberty, TX 77575. Send comments to The Honorable Carl Pickett, Mayor, City of Liberty, 1829 Sam Houston, Liberty, TX 77575. Liberty County (Unincorporated Areas) Maps are available for inspection at Liberty County Annex, 2103 Cos Street, Liberty, TX 77575. Send comments to The Honorable Lloyd Kirkham, Judge, Liberty County, 1923 Sam Houston, Liberty, TX 77575. Dane County, Wisconsin, and Incorporated Areas Badger Mill Creek Approximately 500 feet downstream of State Highway 69 +924 +925 City of Madison, City of Verona, Dane County (Unincorporated Areas). At upstream face of U.S. Highway 18 +939 +942 Downstream face of McKee Road +979 +983 Badger Mill Creek Diversion Channel At downstream face of Old County Highway PB +952 +953 City of Verona, Dane County (Unincorporated Areas). At downstream face of U.S. Highway 18 +953 +954 Black Earth Creek At downstream county boundary approximately 1 mile downstream of railroad crossing +746 +745 Village of Black Earth, Dane County (Unincorporated Areas). At upstream face of State Street +772 +770 Village of Cross Plains. Approximately 0.8 miles upstream of US Highway 14 None +924 Village of Mazomanie. Black Earth Creek Secondary Channel Approximately 500 feet upstream of confluence with Black Earth Creek None +765 Village of Mazomanie, Dane County (Unincorporated Areas). At divergence from Black Earth Creek None +771 Brewery Creek At confluence with Black Earth Creek +872 +873 Village of Cross Plains. Approximately 600 feet upstream of Brewery Road +905 +906 Dry Tributary to Badger Mill Creek Just upstream of U.S. Highway 18/151 +937 +943 City of Verona, Dane County (Unincorporated Areas). At downstream face of Mid-Town Road None +1032 East Branch Badger Mill Creek At confluence with Badger Mill Creek +972 +973 City of Madison. Approximately 350 feet downstream of McKee Road +982 +983 East Branch Starkweather Creek At upstream face of Milwaukee Street +849 +850 City of Madison, Dane County (Unincorporated Areas). At upstream face of South Stoughton Road +851 +853 At upstream face of Interstate 39 None +878 Koshkonong Creek (Lower) At upstream face of Aarback Road +800 +801 Village of Cambridge, Dane County (Unincorporated Areas). Approximately 350 feet upstream of Adams Street +823 +817 At upstream side of bike path near Oak Park Road +856 +855 Village of Rockdale. Koshkonong Creek (Upper) Approximately 0.7 miles downstream of North Jargo Road +858 +857 City of Sun Prairie, Dane County (Unincorporated Areas). At downstream face of Baxter Road +864 +866 At upstream face of County Highway T +909 +912 Approximately 200 feet upstream of Musket Ridge Drive +961 +962 Milwaukee Street Tributary At confluence with East Branch Starkweather Creek +850 +851 City of Madison. Approximately 1,200 feet downstream of Milwaukee Street +851 +852 Pennito Creek At upstream face of West Beltline Highway +858 +860 City of Madison, Dane County (Unincorporated Areas). At upstream face of County Highway AB None +878 Pheasant Branch At upstream face of Century Avenue +856 +853 City of Middleton, Dane County (Unincorporated Areas). At upstream face of Park Street +899 +912 At downstream face of Schneider Road +932 +934 Portage Road Tributary At confluence with West Branch Starkweather Creek +860 +862 City of Madison, Dane County (Unincorporated Areas). At downstream face of Interstate 39 +892 +893 Sixmile Creek At downstream face of County Highway M +852 +853 Village of Waunakee, Dane County (Unincorporated Areas). At downstream face of Kingsley Road +921 +922 South Fork to Pheasant Branch At confluence with Pheasant Branch +919 +916 City of Middleton. At downstream face of Eagle Drive None +929 Sugar River Approximately 0.5 miles upstream of Lake Belle View Dam +863 +864 Village of Belleville, Dane County (Unincorporated Areas). At downstream face of U.S. Highway 18 None +926 Token Creek Approximately 1,500 feet downstream of County Highway C +889 +891 City of Sun Prairie, Dane County (Unincorporated Areas). Approximately 1,200 feet downstream of Egre Road +912 +909 At downstream face of Egre Road +915 +914 Unnamed Tributary To Lake Waubesa At downstream face of South Stoughton Road +851 +849 City of Madison, City of Monona, Dane County (Unincorporated Areas). At upstream face of Interstate 39 None +862 West Branch Starkweather Creek At downstream face of Commercial Avenue +852 +851 City of Madison, Dane County (Unincorporated Areas). At upstream face of North Stoughton Road +859 +862 At downstream face of Interstate 39 None +867 Wisconsin River At downstream county boundary approximately 8.5 miles downstream of State Highway 12 +732 +731 Dane County (Unincorporated Areas). Approximately 500 feet downstream of State Highway 60 +749 +748 Yahara River Approximately 1 mile downstream of County Highway N +819 +820 City of Madison, City of Middleton. At confluence with Token Creek +854 +856 City of Monona. Approximately 600 feet downstream of U.S. Highway 51 +936 +939 City of Stoughton, Dane County (Unincorporated Areas), Village of De Forest, Village of McFarland, Village of Shorewood Hills. * National Geodetic Vertical Datum. # Depth in feet above ground. + North American Vertical Datum. ADDRESSES City of Madison Maps are available for inspection at 210 Martin Luther King Boulevard, Madison, WI. Send comments to The Honorable David Cieslewicz, Mayor, 210 Martin Luther King Boulevard, # 403, Madison, WI 53703-3342. City of Middleton Maps are available for inspection at 7426 Hubbard Avenue, Middleton, WI. Send comments to Douglas Zwank, Mayor, 7426 Hubbard Avenue, Middleton, WI 53562-3118. City of Monona Maps are available for inspection at 5211 Schluter Road, Monona, WI. Send comments to The Honorable Robb Kahl, Mayor, 5211 Schluter Road, Monona, WI 53716-2598. City of Stoughton Maps are available for inspection at 381 E. Main Street, Stoughton, WI. Send comments to The Honorable Helen Johnson, Mayor, 381 E. Main Street, Stoughton, WI 53589-1724. City of Sun Prairie Maps are available for inspection at 300 E. Main Street, Sun Prairie, WI. Send comments to The Honorable Joe Chase, Mayor, 300 E. Main Street, Sun Prairie, WI 53590-2227. City of Verona Maps are available for inspection at 111 Lincoln Street, Verona, WI. Send comments to The Honorable Jon Hochkammer, Mayor, 111 Lincoln Street, Verona, WI 53593-1520. Dane County (Unincorporated Areas) Maps are available for inspection at 210 Martin Luther King Boulevard, Madison, WI. Send comments to The Honorable Kathleen Falk, County Executive, 210 Martin Luther King Boulevard, #421, Madison, WI 53703. Village of Belleville Maps are available for inspection at 24 West Main Street, Belleville, WI. Send comments to Mr. Paul Ziehli, President, PO Box 79, Belleville, WI 53508. Village of Black Earth Maps are available for inspection at 1210 Mills Street, Black Earth, WI. Send comments to Mr. Vern Wendt, President, PO Box 347, Black Earth, WI 53515. Village of Cambridge Maps are available for inspection at 200 Spring Street, Cambridge, WI. Send comments to Mr. Donn Trieloff, President, PO Box 99, Cambridge, WI 53523-0099. Village of Cross Plains Maps are available for inspection at 2417 Brewery Road, Cross Plains, WI 53528-9471. Send comments to Mr. Mike Schutz, President, 2417 Brewery Road, Cross Plains, WI 53528-9471. Village of De Forest Maps are available for inspection at 306 Deforest Street, Deforest, WI 53532. Send comments to Jeff Miller, President, 306 Deforest Street, Deforest, WI 53532. Village of Mazomanie Maps are available for inspection at 133 Crescent Street, Mazomanie, WI. Send comments to Mr. Jeffrey Wirth, President, P.O. Box 26, Mazomanie, WI 53560. Village of McFarland Maps are available for inspection at 5915 Milwaukee Street, McFarland, WI 53558-0110. Send comments to Chris Klar, President, 5915 Milwaukee Street, McFarland, WI 53558-0110. Village of Rockdale Maps are available for inspection at 148 Water Street, Rockdale, WI 53523. Send comments to Mr. Charles Hutchens, President, 148 Water Street, Rockdale, WI 53523. Village of Shorewood Hills Maps are available for inspection at 810 Shorewood Blvd., Madison, WI 53705-2115. Send comments to Peter Hans, President, 810 Shorewood Blvd., Madison, WI 53705-2115. Village of Waunakee Maps are available for inspection at 500 West Main Street, Waunakee, WI. Send comments to Mr. John Laubmeier, President, P.O. Box 100, Waunakee, WI 5397. Columbia County, Wisconsin and Incorporated Areas Baraboo River At confluence with the Wisconsin River *788 *790 Columbia County (Unincorporated Areas). Downstream side of Interstate 90 *797 *796 Big Slough At confluence with Neenah Creek *791 *790 Columbia County (Unincorporated Areas). Downstream side of State Highway 16 *792 *796 Duck Creek Upstream side of U.S. Highway 51 *789 *791 Columbia County (Unincorporated Areas). Upstream side of Chicago Milwaukee St. Paul and Pacific Railroad *791 *791 Fox River At downstream county boundary between Columbia and Marquette counties *782 *779 City of Portage, Columbia County (Unincorporated Areas). Downstream side of Chicago Milwaukee St. Paul and Pacific Railroad *789 *785 Neenah Creek Downstream side of County Highway CM *783 *781 Columbia County (Unincorporated Areas). At confluence with Big Slough *791 *790 Spring Creek Approximately 1/2 mile downstream of Fair Street *806 *805 City of Lodi. Upstream side of Riddle Road *833 *834 Spring Creek Tributary A At confluence with Spring Creek *821 *821 City of Lodi. Approximately 1,300 feet upstream of Spring Street *821 *821 Wisconsin River Downstream side of State Highway 60 *748 *748 City of Portage, City of Wisconsin Dells, Columbia County (Unincorporated Areas). Upstream side of Interstate 39 *795 *798 At upstream county boundary between Columbia and Adams counties *848 *848 * National Geodetic Vertical Datum. # Depth in feet above ground. + North American Vertical Datum. ADDRESSES Columbia County (Unincorporated Areas) Maps are available for inspection at: Columbia County Planning and Zoning Department, 400 DeWitt St., Portage, WI 53901. Send comments to: John Bluemke, Director of Planning and Zoning, 400 DeWitt St., Portage, WI 53901. City of Lodi Maps are available for inspection at: City Clerk's Office, 130 S. Main St., Lodi, WI 53555. Send comments to: Zoning Administrator, 130 S. Main St., Lodi, WI 53555. City of Portage Maps are available for inspection at: City Hall, 115 W. Pleasant St., Portage, WI 53901. Send comments to: City Administrator, 115 W. Pleasant St., Portage, WI 53901. City of Wisconsin Dells Maps are available for inspection at: City Hall, 300 La Crosse St., Wisconsin Dells, WI 53965. Send comments to: Michael Horkan, Director of Public Works, 300 La Crosse St., Wisconsin Dells, WI 53965. (Catalog of Federal Domestic Assistance No. 83.100, “Flood Insurance.”) Dated: February 20, 2007. David I. Maurstad, Director, Mitigation Division, Federal Emergency Management Agency, Department of Homeland Security. [FR Doc. E7-3280 Filed 2-26-07; 8:45 am] BILLING CODE 9110-12-P DEPARTMENT OF TRANSPORTATION National Highway Traffic Safety Administration 49 CFR Parts 531 and 533 [Docket No. NHTSA-2007-27350] Corporate Average Fuel Economy—Request for Product Plan Information for Model Year 2007-2017 Passenger Cars and 2010-2017 Light Trucks AGENCY: National Highway Traffic Safety Administration (NHTSA), Department of Transportation (DOT). ACTION: Request for comments. SUMMARY: The purpose of this request for comments is to acquire new and updated information regarding vehicle manufacturers' future product plans to aid in implementing the President's plan for reforming and increasing corporate average fuel economy
(CAFE)standards for passenger cars and further increasing the already reformed light truck standards. Under this plan, the President set a goal of reducing the annual gasoline use in 2017 by up to 8.5 billion gallons. More specifically, we are seeking information related to fuel economy improvements for MY 2007-2017 passenger cars and MY 2010-2017 light trucks. The agency is seeking information in anticipation of obtaining statutory authority to reform the passenger car CAFE program and to set standards under that structure for MY 2010-2017 passenger cars. The agency is also seeking this information in anticipation of setting standards for MY 2012-2017 light trucks. This information will help the agency in assessing, in greater detail, the potential levels of future standards under a reformed structure, and the impact of those standards on gasoline consumption, manufacturers, consumers, the economy, and motor vehicle safety. DATES: Comments must be received on or before May 29, 2007. ADDRESSES: You may submit comments [identified by DOT DMS Docket Number 2007-] by any of the following methods: • *Web Site: http://dms.dot.gov.* Follow the instructions for submitting comments on the DOT electronic docket site. • *Fax:* 1-202-493-2251. • *Mail:* Docket Management Facility; U.S. Department of Transportation, 400 Seventh Street, SW., Nassif Building, Room PL-401, Washington, DC 20590-0001. • *Hand Delivery:* Room PL-401 on the plaza level of the Nassif Building, 400 Seventh Street, SW., Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday, except Federal Holidays. • *Federal eRulemaking Portal:* Go to *http://www.regulations.gov.* Follow the online instructions for submitting comments. FOR FURTHER INFORMATION CONTACT: For non-legal issues, call Ken Katz, Lead Engineer, Fuel Economy Division, Office of International Vehicle, Fuel Economy and Consumer Standards at
(202)366-0846, facsimile
(202)493-2290, electronic mail *ken.katz@dot.gov.* For legal issues, call Steve Wood, Office of the Chief Counsel, at
(202)366-2992, electronic mail *steve.wood@dot.gov.* SUPPLEMENTARY INFORMATION: I. Introduction In December 1975, during the aftermath of the energy crisis created by the oil embargo of 1973-74, Congress enacted the Energy Policy and Conservation Act (EPCA). The Act established an automotive fuel economy regulatory program by adding Title V, “Improving Automotive Efficiency,” to the Motor Vehicle Information and Cost Saving Act. Title V has been amended from time to time and codified without substantive change as Chapter 329 of Title 49 of the United States Code. Chapter 329 provides for the issuance of average fuel economy standards for passenger automobiles and automobiles that are not passenger automobiles (passenger cars). Section 32902(a) of Chapter 329 states that the Secretary of Transportation shall prescribe by regulation corporate average fuel economy
(CAFE)standards for passenger cars for each model year. That section also states that “each standard shall be the maximum feasible average fuel economy level that the Secretary decides the manufacturers can achieve in that model year.” (The Secretary has delegated the authority to implement the automotive fuel economy program to the Administrator of NHTSA. (49 CFR 1.50(f))). Section 32902(f) provides that, in determining the maximum feasible average fuel economy level, we shall consider four criteria: 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. To assist the agency in analyzing vehicle manufacturers' future product plans NHTSA has included a number of questions, found in an appendix to this notice, directed primarily toward vehicle manufacturers. To facilitate our analysis, we are seeking detailed comments relative to the requests found in the appendix of this document. The appendix requests information from manufacturers regarding their product plans—including data about engines and transmissions—from MY 2007 through MY 2017 for passenger cars, and the assumptions underlying those plans. Regarding light trucks, the agency is asking manufacturers to update the information it provided previously regarding MYs 2010 and 2011 product plans and to provide information regarding future product plans for MYs 2012 to 2017. The appendix also asks manufacturers to assist the agency with its estimates of the future vehicle population and the fuel economy improvements and costs attributed to technologies. To facilitate comments and to ensure the conformity of data received regarding manufacturers' product plans from MY 2007 through MY 2017, NHTSA has developed spreadsheet templates for manufacturers' use. The uniformity provided by these spreadsheets is intended to aid and expedite our review, integration, and analysis of the information provided. These templates are the preferred format for data submittal, and can be found on the Volpe National Transportation Systems Center (Volpe Center) Web site at: *ftp://ftpserver.volpe.dot.gov/pub/CAFE/templates/.* (If there are difficulties in downloading these templates, contact Ken Katz at
(202)366-0846.) The templates include an automated tool ( *i.e.* , a macro) that performs some auditing to identify missing or potentially erroneous entries. The Appendix also includes sample tables that manufacturers may refer to when submitting their data to the Agency. II. Comments Submission of Comments How Do I Prepare and Submit Comments? Your comments must be written and in English. To ensure that your comments are correctly filed in the Docket, please include the docket number of this document in your comments. Your comments must not be more than 15 pages long. *(49 CFR 553.21)* . We established this limit to encourage you to write your primary comments in a concise fashion. However, you may attach necessary additional documents to your comments. There is no limit on the length of the attachments. Please submit two copies of your comments, including the attachments, to Docket Management at the address given above under ADDRESSES . Comments may also be submitted to the docket electronically by logging onto the Dockets Management System Web site at *http://dms.dot.gov.* Click on “Help & Information” or “Help/Info” to obtain instructions for filing the document electronically. How Can I Be Sure That My Comments Were Received? If you wish Docket Management to notify you upon its receipt of your comments, enclose a self-addressed, 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, you should submit three copies of your complete submission, including the information you claim to be confidential business information, to the Chief Counsel, NHTSA, at the address given above under FOR FURTHER INFORMATION CONTACT . In addition, you should submit two copies, from which you have deleted the claimed confidential business information, to Docket Management at the address given above under ADDRESSES . When you send a comment containing information claimed to be confidential business information, you should include a cover letter setting forth the information specified in our confidential business information regulation. (49 CFR part 512.) Will the Agency Consider Late Comments? We will consider all comments that Docket Management receives before the close of business on the comment closing date indicated above under DATES . We are issuing this notice now in the anticipation that Congress will act quickly on the President's request for statutory authority necessary to reform the CAFE standards for passenger cars. Accordingly, the agency may be very limited in its ability to consider comments filed after the comment closing date. How Can I Read the Comments Submitted by Other People? You may read the comments received by Docket Management at the address given above under ADDRESSES . The hours of the Docket are indicated above in the same location. You may also see the comments on the Internet. To read the comments on the Internet, take the following steps:
(1)Go to the Docket Management System
(DMS)Web page of the Department of Transportation ( *http://dms.dot.gov/* ).
(2)On that page, click on “search.”
(3)On the next page ( *http://dms.dot.gov/search/searchFormSimple.cfm* ), type in the four-digit docket number shown at the beginning of this document. *Example:* If the docket number were “NHTSA-1998-1234,” you would type “1234.” After typing the docket number, click on “search.”
(4)On the next page, which contains docket summary information for the docket you selected, click on the desired comments. You may download the comments. However, since the comments are imaged documents, instead of word processing documents, the downloaded comments are not word searchable. Please note that even after the comment closing date, we will continue to file relevant information in the Docket as it becomes available. Accordingly, we recommend that you periodically check the Docket for new material. Anyone is able to search the electronic form of all comments received into any of our dockets by the 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** published on April 11, 2000 (Volume 65, Number 70; Pages 19477-78) or you may visit *http://dms.dot.gov* . Authority: 15 U.S.C. 2007; delegation of authority at 49 CFR 1.50. Issued on: February 21, 2007. Stephen R. Kratzke, Associate Administrator for Rulemaking. Appendix I. Definitions As used in this appendix— 1. “Automobile,” “fuel economy,” “manufacturer,” and “model year,” have the meaning given them in Section 32901 of Chapter 329 of Title 49 of the United States Code,49 U.S.C. 32901. 2. “Cargo-carrying volume,” “gross vehicle weight rating” (GVWR), and “passenger-carrying volume” are used as defined in 49 CFR 523.2. 3. “Basic engine” has the meaning given in 40 CFR 600.002-85(a)(21). When identifying a basic engine, respondent should provide the following information:
(i)Engine displacement (in liters). If the engine has variable displacement (i.e., cylinder deactivation) the respondent should provide both the minimum and maximum engine displacement.
(ii)Number of cylinders or rotors.
(iii)Number of valves per cylinder.
(iv)Cylinder configuration (V, in-line, etc.).
(v)Other engine characteristics, abbreviated as follows: A—Atkinson cycle AM—Atkinson/Miller cycle D—Diesel cycle M—Miller cycle O—Otto cycle OA—Otto/Atkinson cycle V—V-shaped I—Inline R—Rotary DI—Direct injection IDI—Indirect injection MPFI—Multipoint fuel injection PFI—Port fuel injection SEFI—Sequential electronic fuel injection SIDI—Stoichiometric spark ignition direct injection TBI—Throttle body fuel injection NA—Naturally aspirated T—Turbocharged S—Supercharged FFS—Feedback fuel system 2S—Two-stroke engines C—Camless OHV—Overhead valve SOHC—Single overhead camshaft DOHC—Dual overhead camshafts VVT—Variable valve timing VVLT—Variable valve lift and timing VCT—Variable cam timing CYDA—Cylinder deactivation IVT—Intake valve throttling CVA—Camless valve actuation VCR—Variable compression ratio LBFB—lean burn-fast burn combustion DCL—Dual cam lobes E—Exhaust continuous phasing EIE—Equal continuous intake and exhaust phasing ICP—Intake continuous phasing IIE—Independent continuous intake and exhaust CV—Continuously variable valve lift F—Fixed valve lift SVI—Stepped variable intake with 2 or more fixed profiles SVIE—Stepped variable intake and exhaust with 2 or more fixed profiles 4. “Domestically manufactured” is used as defined in Section 32904(b)(2) of Chapter 329, 49 U.S.C. 32904(b)(2). 5. “Footprint” means the product of average track width (measured in inches and rounded to the nearest tenth of an inch) times wheelbase (measured in inches and rounded to the nearest tenth of an inch) divided by 144 and then rounded to the nearest tenth of a square foot. For purposes of this definition, track width is the lateral distance between the centerlines of the base tires at ground, including the camber angle. For purposes of this definition, wheelbase is the longitudinal distance between front and rear wheel centerlines. 6. “Passenger car” means an automobile of the type described in 49 CFR part 523.3 and 523.4. 7. A “model” of passenger car is a line, such as the Chevrolet Impala, Ford Fusion, Honda Accord, etc., which exists within a manufacturer's fleet. 8. “Model Type” is used as defined in 40 CFR 600.002-85(a)(19). 9. “Percent fuel economy improvements” means that percentage which corresponds to the amount by which respondent could improve the fuel economy of vehicles in a given model or class through the application of a specified technology, averaged over all vehicles of that model or in that class which feasibly could use the technology. Projections of percent fuel economy improvement should be based on the assumption of maximum efforts by respondent to achieve the highest possible fuel economy increase through the application of the technology. The baseline for determination of percent fuel economy improvement is the level of technology and vehicle performance with respect to acceleration and gradeability for respondent's 2007 model year passenger cars and light trucks in the equivalent class. 10. “Percent production implementation rate” means that percentage which corresponds to the maximum number of passenger cars of a specified class, which could feasibly employ a given type of technology if respondent made maximum efforts to apply the technology by a specified model year. 11. “Production percentage” means the percent of respondent's passenger cars of a specified model projected to be manufactured in a specified model year. 12. “Project” or “projection” refers to the best estimates made by respondent, whether or not based on less than certain information. 13. “Redesign” means any change, or combination of changes, to a vehicle that would change its weight by 50 pounds or more or change its frontal area or aerodynamic drag coefficient by 2 percent or more. 14. “Relating to” means constituting, defining, containing, explaining, embodying, reflecting, identifying, stating, referring to, dealing with, or in any way pertaining to. 15. “Respondent” means each manufacturer (including all its divisions) providing answers to the questions set forth in this appendix, and its officers, employees, agents or servants. 16. “Test Weight” is used as defined in 40 CFR 86.082-2. 17. “Track Width” means the lateral distance between the centerlines of the base tires at ground, including the camber angle. 18. “Transmission class” is used as defined in 40 CFR 600.002-85(a)(22). When identifying a transmission class, respondent also must indicate whether the type of transmission, and whether it is equipped with a lockup torque converter (LUTC), a split torque converter (STC), and/or a wide gear ratio range
(WR)and specify the number of forward gears or whether the transmissions a continuously variable design (CVT). If the transmission is of a hybrid type, that should also be indicated. Other descriptive information may also be added, as needed. 19. “Truckline” means the name assigned by the Environmental Protection Agency to a different group of vehicles within a make or car division in accordance with that agency's 2001 model year pickup, van (cargo vans and passenger vans are considered separate truck lines), and special purpose vehicle criteria. 20. “Variants of existing engines” means versions of an existing basic engine that differ from that engine in terms of displacement, method of aspiration, induction system or that weigh at least 25 pounds more or less than that engine. 21. “Wheelbase” means the longitudinal distance between front and rear wheel centerlines. II. Assumptions All assumptions concerning emission standards, damageability regulations, safety standards, etc., should be listed and described in detail by the respondent. III. Specifications—Passenger Car Data Go to *ftp://ftpserver.volpe.dot.gov/pub/CAFE/templates/* for spreadsheet templates. (If there are difficulties in downloading these templates, contact Ken Katz at
(202)366-0846.) 1. Identify all passenger car models currently offered for sale in MY 2007 whose production you project discontinuing before MY 2010 and identify the last model year in which each will be offered. 2. Identify all basic engines offered by respondent in MY 2007 passenger cars which respondent projects it will cease to offer for sale in passenger cars before MY 2010, and identify the last model year in which each will be offered. 3. For each model year 2007-2017, list all projected car lines and provide the information specified below for each model type. Model types that are essentially identical except for their nameplates (e.g., Ford Fusion/Mercury Milan) may be combined into one item. Engines having the same displacement but belonging to different engine families are to be grouped separately. Within the fleet, the vehicles are to be sorted first by car line, second by basic engine, and third by transmission type. For each model type, a specific indexed engine and transmission are to be identified. As applicable, an indexed predecessor model type is also to be identified. Spreadsheet templates can be found at *ftp://ftpserver.volpe.dot.gov/pub/CAFE/templates/* . These templates include codes and definitions for the data that the agency is seeking, including, but not limited to the following: a. General Information 1. Number—a unique number assigned to each model 2. Manufacturer—manufacturer abbreviation (e.g., TOY) 3. Model—name of model (e.g., Camry) 4. Nameplate—vehicle nameplate (e.g., Camry Solara) 5. Fuel Economy—measured in miles per gallon; weighted (FTP + highway) fuel economy 6. Actual FE (FFVs)—measured in miles per gallon; for flexible fuel vehicles, fuel economy when vehicle is operated on gasoline only 7. Engine Code—unique number assigned to each engine A. Manufacturer—manufacturer abbreviation (e.g., GMC, FMC, HON) B. Name—name of engine C. Configuration—classified as V = V4, V6, V8, V10 or V12; I = inline; R = rotary D. Fuel—classified as CNG = compressed natural gas, D = diesel, E = electricity, E85 = ethanol flexible-fuel, E100 = neat ethanol, G = gasoline, H = hydrogen, LNG = liquefied natural gas, LPG = propane, M85 = methanol flexible-fuel, M100 = neat methanol E. Engine's country of origin F. Engine Oil Viscosity—typical values as text include 0W20, 5W20, etc.; ratio between the applied shear stress and the rate of shear, which measures the resistance of flow of the engine oil (as per SAE Glossary of Automotive Terms) G. Cycle—combustion cycle of engine. Classified as A = Atkinson, AM = Atkinson/Miller, D = Diesel, M = Miller, O = Otto, OA = Otto/Atkinson H. Air/Fuel Ratio—the weighted (FTP + highway) air/fuel ratio (mass): a number generally around 14.7 I. Fuel System—mechanism that delivers fuel to engine. Classified as DI = direct injection, IDI = indirect injection, MPFI = multipoint fuel injection, PFI = port fuel injection, SEFI = sequential electronic fuel injection, SIDI = Stoichiometric spark ignition direct injection, TBI = throttle body fuel injection J. Aspiration—based on breathing or induction process of engine (as per SAE Automotive Dictionary). Classified as NA = naturally aspirated,S = supercharged, T = turbocharged K. Valvetrain Design—describes design of the total mechanism from camshaft to valve of an engine that actuates the lifting and closing of a valve (as per SAE Glossary of Automotive Terms). Classified as C = camless, DOHC = dual overhead cam, OHV = overhead valve,SOHC = single overhead cam L. Valve Actuation/Timing—based on valve opening and closing points in the operating cycle (as per SAE J604). Classified as CC = continuously controlled, EIE = equal continuous intake and exhaust phasing,DCL = dual cam lobes, E = exhaust continuous phasing, F = fixed, ICP = intake continuous phasing, IIE = independent continuous intake and exhaust phasing, or other designation, VCT = variable cam timing, VVTE = variable valve timing, exhaust M. Valve Lift—describes the manner in which the valve is raised during combustion (as per SAE Automotive Dictionary). Classified as CV = continuously variable (throttled), F = fixed, SVI = stepped variable intake with 2 or more fixed profiles, SVIE = stepped variable intake and exhaust with 2 or more fixed profiles, or other designation N. Cylinders—the number of engine cylinders. An integer equaling 3, 4, 5, 6, 8, 10 or 12 O. Valves/Cylinder—the number of valves per cylinder. An integer from 2 through 5 P. Deactivation—weighted (FTP + highway) aggregate degree of deactivation. For example, enter 0.25 for deactivation of half the cylinders over half the drive cycle, and enter 0 for no valve deactivation Q. Displacement—total volume displaced by a piston in a single stroke, measured in liters R. Compression Ratio (min)—typically a number around 8; for fixed CR engines, should be identical to maximum CR S. Compression Ratio (max)—a number between 8 and 14; for fixed CR engines, should be identical to minimum CR T. Horsepower—the maximum power of the engine, measured as horsepower U. Torque—the maximum torque of the engine, measured as ft-lb. 8. Transmission Code—an integer; unique number assigned to each transmission A. Manufacturer—manufacturer abbreviation (e.g., GMC, FMC, HON) B. Name—name of transmission C. Country of origin—where the transmission is manufactured D. Type—type of transmission. Classified as C = clutch, CVT1 = belt or chain CVT, CVT2 = other CVT, T = torque converter E. Number of Forward Gears—integer indicating number of forward gears (or blank or “CVT” for CVT) F. Control—classified as A = automatic, M = manual; ASMT would be coded as Type = C, Control = A G. Logic—indicates aggressivity of automatic shifting. Classified as A = aggressive, C = conventional U.S. 9. Origin—classification (under CAFE program) as domestic or import, listed as D = domestic, I = import b. Sales—actual and projected U.S. production for MY2007 to MY 2017 inclusive, measured in number of vehicles c. Vehicle Information 1. Style—classified as Sedan; Coupe; Hatchback; Wagon; or Convertible 2. Class—classified as Two-Seater Car; Mini-Compact Car; Subcompact Car; Compact Car; Midsize Car; Large Car; Small Station Wagon; Midsize Station Wagon; or Large Station Wagon 3. Structure—classified as either Ladder or Unibody 4. Drive—classified as A = all-wheel drive; F = front-wheel drive; R = rear-wheel-drive; 4 = 4-wheel drive 5. Length—measured in inches; defined per SAE J1100, L103 (Sept. 2005) 6. Width—measured in inches; defined per SAE J1100, W116 (Sept. 2005) 7. Wheelbase—measured in inches; defined per SAE J1100, L101 (Sept. 2005) 8. Track Width (front)—measured in inches; defined per SAE J1100, W101-1 (Sept. 2005), and clarified above 9. Track Width (rear)—measured in inches; defined per SAE J1100, W101-2(Sept. 2005), and clarified above 10. Footprint—wheelbase times average track width; measured in square feet, clarified above 11. Running Clearance—measured in centimeters; defined per 49 CFR 323.5 12. Front Axle Clearance—measured in centimeters; defined per 49 CFR 323.5 13. Rear Axle Clearance—measured in centimeters; defined per 49 CFR 323.5 14. Angle of Approach—measured in degrees; defined per 49 CFR 323.5 15. Breakover Angle—measured in degrees; defined per 49 CFR 323.5 16. Angle of Departure—measured in degrees; defined per 49 CFR 323.5 17. Curb Weight—total weight of vehicle including batteries, lubricants, and other expendable supplies but excluding the driver, passengers, and other payloads, measured in pounds; per SAE J1100 (Sept. 2005) 18. Test Weight—weight of vehicle as tested, including the driver, operator (if necessary), and all instrumentation (as per SAE J1263); measured in pounds 19. GVWR—Gross Vehicle Weight Rating; maximum weight of loaded vehicle, including passengers and cargo; measured in pounds 20. Towing Capacity (Standard)—measured in pounds 21. Towing Capacity (Maximum)—measured in pounds 22. Payload—measured in pounds 23. Cargo volume behind the front row—measured in cubic feet, defined per Table 28 of SAE J1100 (Sept. 2005) 24. Cargo volume behind the second row—measured in cubic feet, defined per Table 28 of SAE J1100 (Sept. 2005) 25. Cargo volume behind the third row—measured in cubic feet, defined per Table 28 of SAE J1100 (Sept. 2005) 26. Enclosed Volume—measured in cubic feet 27. Passenger Volume—measured in cubic feet; the volume measured using SAE J1100 as per EPA Fuel Economy regulations (40 CFR 600.315-82, “Classes of Comparable Automobiles”). This is the number that manufacturers calculate and submit to EPA. 28. Cargo Volume Index—defined per Table 28 of SAE J1100 (Sept. 2005) 29. Luggage Capacity—measured in cubic feet; defined per SAE J1100, V1 (Sept. 2005) 30. Frontal Area—a measure of the wind profile of the vehicle, typically calculated as the height times width of a vehicle body, e.g. 35 square feet. 31. Aerodynamic Drag Coefficient, C <sup>d</sup> —an experimentally derived, dimensionless coefficient that relates the motion resistance force created by the air drag over the entire surface of a moving vehicle to the force of dynamic air pressure acting only over the vehicle's frontal area e.g., 0.25. 32. Tire Rolling Resistance, C <sup>rr</sup> —an experimentally derived, dimensionless coefficient that relates the motion resistance force force due to tire energy losses (e.g., deflection, scrubbing, slip, and air drag) to a vehicle's weight e.g., 0.0012. 33. Seating (max)—number of usable seat belts before folding and removal of seats (where accomplished without special tools); provided in integer form 34. Fuel Capacity—measured in gallons of diesel fuel or gasoline; MJ
(LHV)of other fuels (or chemical battery energy) 35. Electrical System Voltage—measured in volts, e.g., 12 volt, 42 volts 2005) d. MSRP—measured in dollars (2007); actual and projected average MSRP (sales-weighted, including options) for MY2007 to MY 2017 inclusive e. Hybridization 1. Type of hybridization of the vehicle, if any—classified as E = electric, H = hydraulic 2. Voltage (volts) or, for hydraulic hybrids, pressure
(psi)3. Energy storage capacity—measured in MJ 4. Battery type—Classified as NiMH = Nickel Metal Hydride; Li-ion = Lithium Ion 5. Percentage of breaking energy recovered and stored 6. Percentage of maximum motive power provided by stored energy system f. Planning and Assembly 1. US/Canadian/Mexican Content—measured as a percentage; overall percentage, by value, that originated in U.S., Canada and Mexico 2. Final Assembly City 3. Final Assembly State/Province (if applicable) 4. Final Assembly Country 5. Predecessor—number and name of model upon which current model is based, if any 6. Last Freshening—model year 7. Next Freshening—model year 8. Last Redesign—model year; where redesign means any change, or combination of changes to a vehicle that would change its weight by 50 pounds or more or change its frontal area or aerodynamic drag coefficient by 2 percent or more. 9. Next Redesign—model year 10. Employment Hours Per Vehicle—number of hours of U.S. labor applied per vehicle produced The agency also requests that each manufacturer provide an estimate of its overall passenger car CAFE for each model year. This estimate should be included as an entry in the spreadsheets that are submitted to the agency. 4. Does respondent project introducing any variants of existing basic engines or any new basic engines, other than those mentioned in your response to Question 3, in its passenger car fleets in MYs 2007-2017? If so, for each basic engine or variant indicate: a. The projected year of introduction, b. Type (e.g., spark ignition, direct injection diesel, 2-cycle, alternative fuel use), c. Displacement (If engine has variable displacement, please provide the minimum and maximum displacement), d. Type of induction system (e.g., fuel injection with turbocharger, naturally aspirated), e. Cylinder configuration (e.g., V-8, V-6, I-4), f. Number of valves per cylinder (e.g., 2, 3, 4), g. Valvetrain design (e.g., overhead valve, overhead camshaft), h. Valve technology (e.g., variable valve timing, variable valve lift and timing, intake valve throttling, camless valve actuation, etc.), i. Horsepower and torque ratings, j. Models in which engines are to be used, giving the introduction model year for each model if different from “a,” above. 5. Relative to MY 2007 levels, for MYs 2007-2017, please provide information, by carline and as an average effect on a manufacturer's entire passenger car fleet, on the weight and/or fuel economy impacts of the following standards or equipment: a. Federal Motor Vehicle Safety Standard (FMVSS 208) Automatic Restraints, b. FMVSS 201 Occupant Protection in Interior Impact, c. Voluntary installation of safety equipment (e.g., antilock brakes), d. Environmental Protection Agency regulations, e. California Air Resources Board requirements, f. Other applicable motor vehicle regulations affecting fuel economy. 6. For each of the model years 2007-2017, and for each passenger car model projected to be manufactured by respondent (if answers differ for the various models), provide the requested information on new technology applications for each of items “6a” through “6r” listed below:
(i)description of the nature of the technological improvement;
(ii)the percent fuel economy improvement averaged over the model;
(iii)the basis for your answer to 6(ii), (e.g., data from dynamometer tests conducted by respondent, engineering analysis, computer simulation, reports of test by others);
(iv)the percent production implementation rate and the reasons limiting the implementation rate;
(v)a description of the 2007 baseline technologies and the 2007 implementation rate; and
(vi)the reasons for differing answers you provide to items
(ii)and
(iv)for different models in each model year. Include as a part of your answer to 6(ii) and 6(iv) a tabular presentation, a sample portion of which is shown in Table III-A. a. Improved automatic transmissions. Projections of percent fuel economy improvements should include benefits of lock-up or bypassed torque converters, electronic control of shift points and torque converter lock-up, and other measures which should be described. b. Improved manual transmissions. Projections of percent of fuel economy improvement should include the benefits of increasing mechanical efficiency, using improved transmission lubricants, and other measures (specify). c. Overdrive transmissions. If not covered in “a” or “b” above, project the percentage of fuel economy improvement attributable to overdrive transmissions (integral or auxiliary gear boxes), two-speed axles, or other similar devices intended to increase the range of available gear ratios. Describe the devices to be used and the application by model, engine, axle ratio, etc. d. Use of engine crankcase lubricants of lower viscosity or with additives to improve friction characteristics or accelerate engine break-in, or otherwise improved lubricants to lower engine friction horsepower. When describing the 2007 baseline, specify the viscosity of and any fuel economy-improving additives used in the factory-fill lubricants. e. Reduction of engine parasitic losses through improvement of engine-driven accessories or accessory drives. Typical engine-driven accessories include water pump, cooling fan, alternator, power steering pump, air conditioning compressor, and vacuum pump. f. Reduction of tire rolling losses, through changes in inflation pressure, use of materials or constructions with less hysteresis, geometry changes (e.g., reduced aspect ratio), reduction in sidewall and tread deflection, and other methods. When describing the 2007 baseline, include a description of the tire types used and the percent usage rate of each type. g. Reduction in other driveline losses, including losses in the non-powered wheels, the differential assembly, wheel bearings, universal joints, brake drag losses, use of improved lubricants in the differential and wheel bearing, and optimizing suspension geometry (e.g., to minimize tire scrubbing loss). h. Reduction of aerodynamic drag. i. Turbocharging or supercharging. j. Improvements in the efficiency of 4-cycle spark ignition engines including
(1)increased compression ratio;
(2)leaner air-to-fuel ratio;
(3)revised combustion chamber configuration;
(4)fuel injection;
(5)electronic fuel metering;
(6)interactive electronic control of engine operating parameters (spark advance, exhaust gas recirculation, air-to-fuel ratio);
(8)variable valve timing or valve lift;
(9)multiple valves per cylinder;
(10)cylinder deactivation;
(11)friction reduction by means such as low tension piston rings and roller cam followers;
(12)higher temperature operation; and
(13)other methods (specify). k. Direct injection gasoline engines. l. Naturally aspirated diesel engines, with direct or indirect fuel injection. m. Turbocharged or supercharged diesel engines with direct or indirect fuel injection. n. Stratified-charge reciprocating or rotary engines, with direct or indirect fuel injection. o. Two cycle spark ignition engines. p. Use of hybrid drivetrains. q. Use of fuel cells; provide a thorough description of the fuel cell technology employed, including fuel type and power output. r. Other technologies for improving fuel economy or efficiency. 7. For each model of respondent's passenger car fleet projected to be manufactured in each of MYs 2007-2017, describe the methods used to achieve reductions in average test weight. For each specified model year and model, describe the extent to which each of the following methods for reducing vehicle weight will be used. Separate listings are to be used for 4x2 passenger cars, 4x4 passenger cars, and all-wheel drive passenger cars. a. Substitution of materials. b. “Downsizing” of existing vehicle design to reduce weight while maintaining interior roominess and comfort for passengers, and utility, i.e., the same or approximately the same, payload and cargo volume, using the same basic body configuration and driveline layout as current counterparts. c. Use of new vehicle body configuration concepts, which provides reduced weight for approximately the same payload and cargo volume. 8. Indicate any MY 2007-2017 passenger car model types that have higher average test weights than comparable MY 2006 model types. Describe the reasons for any weight increases (e.g., increased option content, less use of premium materials) and provide supporting justification. 9. For each new or redesigned vehicle identified in response to Question 3 and each new engine or fuel economy improvement identified in your response to Questions 3, 4, 5, and 6, provide your best estimate of the following, in terms of constant 2007 dollars:
(a)Total capital costs required to implement the new/redesigned model or improvement according to the implementation schedules specified in your response. Subdivide the capital costs into tooling, facilities, launch, and engineering costs.
(b)The maximum production capacity, expressed in units of capacity per year, associated with the capital expenditure in
(a)above. Specify the number of production shifts on which your response is based and define “maximum capacity” as used in your answer.
(c)The actual capacity that is planned to be used each year for each new/redesigned model or fuel economy improvement.
(d)The increase in variable costs per affected unit, based on the production volume specified in
(b)above.
(e)The equivalent retail price increase per affected vehicle for each new/redesigned model or improvement. Provide an example describing methodology used to determine the equivalent retail price increase. 10. Please provide respondent's actual and projected U.S. passenger car sales, 4x2 and 4x4, 0-8,500 lbs. GVWR for each model year from 2007 through 2017, inclusive. Please subdivide the data into the following vehicle categories: i. Two-Seater Car (e.g., Chevrolet Corvette, Honda S2000, Porsche Boxter) ii. Mini-Compact Car (e.g., Audi TT, Mitsubishi Eclipse, Mini Cooper) iii. Compact Car (e.g., Ford Focus, VW Golf, Kia Rio) iv. Midsize Car (e.g., Chevrolet Malibu, Honda Accord, Toyota Camry) v. Large Car (e.g., Ford Crown Victoria, Cadillac DTS, Mercedes Maybach) vi. Small Station Wagon (e.g., BMW 325 Sport Wagon, Subaru Impreza Wagon, Pontiac Vibe/Toyota Matrix) vii. Midsize Station Wagon (e.g., Saab 9-5 Wagon, Volvo V70 Wagon, Jaguar X-Type Wagon) viii. Large Station Wagon (e.g., Mercedes E-Class Wagon, Dodge Magnum, BMW 530 XiT Wagon) See Table III-B for a sample format. 11. Please provide your estimates of projected *total industry* U.S. passenger car sales for each model year from 2007 through 2017, inclusive. Please subdivide the data into 4x2, 4x4 and all-wheel drive sales and into the vehicle categories listed in the sample format in Table III-C. 12. Please provide your company's assumptions for U.S. gasoline and diesel fuel prices during 2007 through 2017. 13. Please provide projected production capacity available for the North American market (at standard production rates) for each of your company's passenger carline designations during MYs 2007-2017. 14. Please provide your estimate of production lead-time for new models, your expected model life in years, and the number of years over which tooling costs are amortized. Note: The parenthetical numbers in Tables III-A refer to the items in Section III, *Specifications.* Table III-A.—Technology Improvements Technological improvement Baseline technology Percent fuel economy improvement, % Basis for improvement estimate Models on which technology is applied Production share of model with technological improvement 2007 2008 2009 2010 2011+ (6a.) Improved Auto Trans: A5 4.0 20 35 50 60 80 A6 4.5 15 20 30 40 55 A7 5.0 0 0 15 25 35 (6b.) Improved Manual Trans: M5 1.0 12 15 20 25 32 M6 0.7 0 0 0 8 10 Table III-B.—Actual and Projected U.S. Passenger Car Sales Amalgamated Motors passenger car sales projections Model line Model year 2007 2008 2009 2010 2011 2012+ Two-Seater 43,500 Mini-Compact 209,340 Subcompact 120,000 Compact 60,000 Midsize 20,000 Large 29,310 Small Station Wagon 54,196 Midsize Station Wagon 38,900 Large Station Wagon 24,000 Total TBD Table III-C.—Total U.S. Passenger Car Sales Model type 2007 2008 2009 2010 2011 2012+ Two-Seater Mini-Compact Subcompact Compact Midsize Large Small Station Wagon Midsize Station Wagon Large Station Wagon Total IV. Specifications—Light Truck Data Go to *ftp://ftpserver.volpe.dot.gov/pub/CAFE/templates/* for spreadsheet templates. (If there are difficulties in downloading these templates, contact Ken Katz at
(202)366-0846.) 1. Identify all light truck models currently offered for sale in MY 2007 whose production you project discontinuing before MY 2010 and identify the last model year in which each will be offered. 2. Identify all basic engines offered by respondent in MY 2007 light trucks which respondent projects it will cease to offer for sale in light trucks before MY 2010, and identify the last model year in which each will be offered. 3. For each model year 2010-2017, list all projected light truck lines and provide the information specified below for each model type. Model types that are essentially identical except for their nameplates (e.g., Chrysler Town & Country/Dodge Caravan) may be combined into one item. Engines having the same displacement but belonging to different engine families are to be grouped separately. Within the fleet, the vehicles are to be sorted first by truck line, second by basic engine, and third by transmission type. For each model type, a specific indexed engine and transmission are to be identified. As applicable, an indexed predecessor model type is also to be identified. Spreadsheet templates can be found at *ftp://ftpserver.volpe.dot.gov/pub/CAFE/templates/.* These templates include codes and definitions for the data that the Agency is seeking, including, but not limited to the following: a. General Information 1. Number—a unique number assigned to each model 2. Manufacturer—manufacturer abbreviation (e.g., GMC) 3. Model—name of model (e.g., Escalade) 4. Nameplate—vehicle nameplate (e.g., Escalade ESV) 5. Fuel Economy—measured in miles per gallon; weighted (FTP + highway) fuel economy 6. Actual FE (FFVs)—measured in miles per gallon; for flexible fuel vehicles, fuel economy when vehicle is operated on gasoline only 7. Engine Code—unique number assigned to each engine A. Manufacturer—manufacturer abbreviation (e.g., GMC, FMC, HON) B. Name—name of engine C. Configuration—classified as V = V4, V6, V8, V10 or V12; I = inline; R = rotary D. Fuel—classified as CNG = compressed natural gas, D = diesel, E = electricity, E85 = ethanol flexible-fuel, E100 = neat ethanol, G = gasoline, H = hydrogen, LNG = liquefied natural gas, LPG = propane,M85 = methanol flexible-fuel, M100 = neat methanol E. Engine's country of origin F. Engine Oil Viscosity—typical values as text include 0W20, 5W20, etc.; ratio between the applied shear stress and the rate of shear, which measures the resistance of flow of the engine oil (as per SAE Glossary of Automotive Terms) G. Cycle—combustion cycle of engine. Classified as A = Atkinson, AM = Atkinson/Miller, D = Diesel, M = Miller, O = Otto, OA = Otto/Atkinson H. Air/Fuel Ratio—the weighted (FTP + highway) air/fuel ratio (mass): a number generally around 14.7 I. Fuel System—mechanism that delivers fuel to engine. Classified as DI = direct injection, IDI = indirect injection, MPFI = multipoint fuel injection, PFI = port fuel injection, SEFI = sequential electronic fuel injection, SIDI = Stoichiometric spark ignition direct injection, TBI = throttle body fuel injection J. Aspiration—based on breathing or induction process of engine (as per SAE Automotive Dictionary). Classified as NA = naturally aspirated, S = supercharged, T = turbocharged K. Valvetrain Design—describes design of the total mechanism from camshaft to valve of an engine that actuates the lifting and closing of a valve (as per SAE Glossary of Automotive Terms). Classified as C = camless, DOHC = dual overhead cam, OHV = overhead valve, SOHC = single overhead cam L. Valve Actuation/Timing—based on valve opening and closing points in the operating cycle (as per SAE J604). Classified as CC = continuously controlled, EIE = equal continuous intake and exhaust phasing,DCL = dual cam lobes, E = exhaust continuous phasing, F = fixed, ICP = intake continuous phasing, IIE = independent continuous intake and exhaust phasing, or other designation, VCT = variable cam timing, VVTE = variable valve timing, exhaust M. Valve Lift—describes the manner in which the valve is raised during combustion (as per SAE Automotive Dictionary). Classified as CV = continuously variable (throttled), F = fixed, SVI = stepped variable intake with 2 or more fixed profiles, SVIE = stepped variable intake and exhaust with 2 or more fixed profiles, or other designation N. Cylinders—the number of engine cylinders. An integer equaling 3, 4, 5, 6, 8, 10 or 12 O. Valves/Cylinder—the number of valves per cylinder. An integer from 2 through 5 P. Deactivation—weighted (FTP + highway) aggregate degree of deactivation. For example, enter 0.25 for deactivation of half the cylinders over half the drive cycle, and enter 0 for no valve deactivation Q. Displacement—total volume displaced by a piston in a single stroke, measured in liters R. Compression Ratio (min)—typically a number around 8; for fixed CR engines, should be identical to maximum CR S. Compression Ratio (max)—a number between 8 and 14; for fixed CR engines, should be identical to minimum CR T. Horsepower—the maximum power of the engine, measured as horsepower. U. Torque—the maximum torque of the engine, measured as ft-lb. 8. Transmission Code—an integer; unique number assigned to each transmission A. Manufacturer—manufacturer abbreviation (e.g., GMC, FMC, HON) B. Name—name of transmission C. Country of origin—where the transmission is manufactured D. Type—type of transmission. Classified as C = clutch, CVT1 = belt or chain CVT, CVT2 = other CVT, T = torque converter E. Number of Forward Gears—integer indicating number of forward gears (or blank or “CVT” for CVT) F. Control—classified as A = automatic, M = manual; ASMT would be coded as Type = C, Control = A G. Logic—indicates aggressivity of automatic shifting. Classified as A = aggressive, C = conventional U.S. 9. Origin—classification (under CAFE program) as domestic or import, listed as D = domestic, I = import b. Sales—Actual and Projected U.S. Production for MY2010 to MY 2017 Inclusive, Measured in Number of Vehicles c. Vehicle Information 1. Style—classified as Crossover; Pickup; Sport Utility; or Van 2. Class—classified as Cargo Van; Crossover Vehicle; Large Pickup; Midsize Pickup; Minivan; Passenger Van; Small Pickup; Sport Utility Vehicle; or Sport Utility Truck 3. Structure—classified as either Ladder or Unibody 4. Drive—classified as A = all-wheel drive; F = front-wheel drive; R = rear-wheel-drive; 4 = 4-wheel drive 5. Length—measured in inches; defined per SAE J1100, L103 (Sept. 2005) 6. Width—measured in inches; defined per SAE J1100, W116 (Sept. 2005) 7. Wheelbase—measured in inches; defined per SAE J1100, L101 (Sept. 2005) 8. Track Width (front)—measured in inches; defined per SAE J1100, W101-1 (Sept. 2005), and clarified above 9. Track Width (rear)—measured in inches; defined per SAE J1100, W101-2(Sept. 2005), and clarified above 10. Footprint—wheelbase times average track width; measured in square feet, clarified above 11. Running Clearance—measured in centimeters; defined per 49 CFR 323.5 12. Front Axle Clearance—measured in centimeters; defined per 49 CFR 323.5 13. Rear Axle Clearance—measured in centimeters; defined per 49 CFR 323.5 14. Angle of Approach—measured in degrees; defined per 49 CFR 323.5 15. Breakover Angle—measured in degrees; defined per 49 CFR 323.5 16. Angle of Departure—measured in degrees; defined per 49 CFR 323.5 17. Curb Weight—total weight of vehicle including batteries, lubricants, and other expendable supplies but excluding the driver, passengers, and other payloads, measured in pounds; per SAE J1100 (Sept. 2005) 18. Test Weight—weight of vehicle as tested, including the driver, operator(if necessary), and all instrumentation (as per SAE J1263); measured in pounds 19. GVWR—Gross Vehicle Weight Rating; maximum weight of loaded vehicle, including passengers and cargo; measured in pounds 20. Towing Capacity (Standard)—measured in pounds 21. Towing Capacity (Maximum)—measured in pounds 22. Payload—measured in pounds 23. Cargo volume behind the front row—measured in cubic feet, defined per Table 28 of SAE J1100 (Sept. 2005) 24. Cargo volume behind the second row—measured in cubic feet, defined per Table 28 of SAE J1100 (Sept. 2005) 25. Cargo volume behind the third row—measured in cubic feet, defined per Table 28 of SAE J1100 (Sept. 2005) 26. Enclosed Volume—measured in cubic feet 27. Passenger Volume—measured in cubic feet; the volume measured using SAE J1100 as per EPA Fuel Economy regulations (40 CFR 600.315-82, “Classes of Comparable Automobiles”). This is the number that manufacturers calculate and submit to EPA. 28. Cargo Volume Index—defined per Table 28 of SAE J1100 (Sept. 2005) 29. Luggage Capacity—measured in cubic feet; defined per SAE J1100, V1 (Sept. 2005) 30. Frontal Area—a measure of the wind profile of the vehicle, typically calculated as the height times width of a vehicle body, e.g. 35 square feet. 31. Aerodynamic Drag Coefficient, C <sup>d</sup> —an experimentally derived, dimensionless coefficient that relates the motion resistance force created by the air drag over the entire surface of a moving vehicle to the force of dynamic air pressure acting only over the vehicle's frontal area e.g., 0.25. 32. Tire Rolling Resistance, Cr <sup>rr</sup> —an experimentally derived, dimensionless coefficient that relates the motion resistance force force due to tire energy losses (e.g., deflection, scrubbing, slip, and air drag) to a vehicle's weight e.g., 0.0012. 33. Seating (max)—number of usable seat belts before folding and removal of seats (where accomplished without special tools); provided in integer form 34. Fuel Capacity—measured in gallons of diesel fuel or gasoline; MJ
(LHV)of other fuels (or chemical battery energy) 35. Electrical System Voltage—measured in volts, e.g., 12 volt, 42 volts 2005 d. MSRP—Measured in Dollars (2007); Actual and Projected Average MSRP (Sales-Weighted, Including Options) for MY2010 to MY 2017 Inclusive e. Hybridization 1. Type of hybridization of the vehicle, if any—classified as E = electric, H = hydraulic 2. Voltage (volts) or, for hydraulic hybrids, pressure
(psi)3. Energy storage capacity—measured in MJ 4. Battery type—Classified as NiMH = Nickel Metal Hydride; Li-ion = Lithium Ion 5. Percentage of breaking energy recovered and stored 6. Percentage of maximum motive power provided by stored energy system f. Planning and Assembly 1. U.S./Canadian/Mexican Content—measured as a percentage; overall percentage, by value, that originated in U.S., Canada and Mexico 2. Final Assembly City 3. Final Assembly State/Province (if applicable) 4. Final Assembly Country 5. Predecessor—number and name of model upon which current model is based, if any 6. Last Freshening—model year 7. Next Freshening—model year 8. Last Redesign—model year; where redesign means any change, or combination of changes to a vehicle that would change its weight by 50 pounds or more or change its frontal area or aerodynamic drag coefficient by 2 percent or more. 9. Next Redesign—model year 10. Employment Hours Per Vehicle—number of hours of U.S. labor applied per vehicle produced The agency also requests that each manufacturer provide an estimate of its overall light truck CAFE for each model year. This estimate should be included as an entry in the spreadsheets that are submitted to the agency. 4. Does respondent project introducing any variants of existing basic engines or any new basic engines, other than those mentioned in your response to Question 3, in its light truck fleets in MYs 2010-2017? If so, for each basic engine or variant indicate: a. The projected year of introduction, b. Type (e.g., spark ignition, direct injection diesel, 2-cycle, alternative fuel use), c. Displacement (If engine has variable displacement, please provide the minimum and maximum displacement), d. Type of induction system (e.g., fuel injection with turbocharger, naturally aspirated), e. Cylinder configuration (e.g., V-8, V-6, I-4), f. Number of valves per cylinder (e.g., 2, 3, 4), g. Valvetrain design (e.g., overhead valve, overhead camshaft) h. Valve technology (e.g., variable valve timing, variable valve lift and timing, intake valve throttling, camless valve actuation, etc.) i. Horsepower and torque ratings, j. Models in which engines are to be used, giving the introduction model year for each model if different from “a,” above. 5. Relative to MY 2007 levels, for MYs 2010-2017, please provide information, by truckline and as an average effect on a manufacturer's entire light truck fleet, on the weight and/or fuel economy impacts of the following standards or equipment: a. Federal Motor Vehicle Safety Standard (FMVSS 208) Automatic Restraints b. FMVSS 201 Occupant Protection in Interior Impact c. Voluntary installation of safety equipment (e.g., antilock brakes) d. Environmental Protection Agency regulations e. California Air Resources Board requirements f. Other applicable motor vehicle regulations affecting fuel economy. 6. For each of the model years 2010-2017, and for each light truck model projected to be manufactured by respondent (if answers differ for the various models), provide the requested information on new technology applications for each of items “6a” through “6r” listed below:
(i)description of the nature of the technological improvement;
(ii)the percent fuel economy improvement averaged over the model;
(iii)the basis for your answer to 6(ii), (e.g., data from dynamometer tests conducted by respondent, engineering analysis, computer simulation, reports of test by others);
(iv)the percent production implementation rate and the reasons limiting the implementation rate;
(v)a description of the 2007 baseline technologies and the 2007 implementation rate; and
(vi)the reasons for differing answers you provide to items
(ii)and
(iv)for different models in each model year. Include as a part of your answer to 6(ii) and 6(iv) a tabular presentation, a sample portion of which is shown in Table III-A. a. Improved automatic transmissions. Projections of percent fuel economy improvements should include benefits of lock-up or bypassed torque converters, electronic control of shift points and torque converter lock-up, and other measures which should be described. b. Improved manual transmissions. Projections of percent of fuel economy improvement should include the benefits of increasing mechanical efficiency, using improved transmission lubricants, and other measures (specify). c. Overdrive transmissions. If not covered in “a” or “b” above, project the percentage of fuel economy improvement attributable to overdrive transmissions (integral or auxiliary gear boxes), two-speed axles, or other similar devices intended to increase the range of available gear ratios. Describe the devices to be used and the application by model, engine, axle ratio, etc. d. Use of engine crankcase lubricants of lower viscosity or with additives to improve friction characteristics or accelerate engine break-in, or otherwise improved lubricants to lower engine friction horsepower. When describing the 2007 baseline, specify the viscosity of and any fuel economy-improving additives used in the factory-fill lubricants. e. Reduction of engine parasitic losses through improvement of engine-driven accessories or accessory drives. Typical engine-driven accessories include water pump, cooling fan, alternator, power steering pump, air conditioning compressor, and vacuum pump. f. Reduction of tire rolling losses, through changes in inflation pressure, use of materials or constructions with less hysteresis, geometry changes (e.g., reduced aspect ratio), reduction in sidewall and tread deflection, and other methods. When describing the 2007 baseline, include a description of the tire types used and the percent usage rate of each type. g. Reduction in other driveline losses, including losses in the non-powered wheels, the differential assembly, wheel bearings, universal joints, brake drag losses, use of improved lubricants in the differential and wheel bearing, and optimizing suspension geometry (e.g., to minimize tire scrubbing loss). h. Reduction of aerodynamic drag. i. Turbocharging or supercharging. j. Improvements in the efficiency of 4-cycle spark ignition engines including
(1)increased compression ratio;
(2)leaner air-to-fuel ratio;
(3)revised combustion chamber configuration;
(4)fuel injection;
(5)electronic fuel metering;
(6)interactive electronic control of engine operating parameters (spark advance, exhaust gas recirculation, air-to-fuel ratio);
(8)variable valve timing or valve lift;
(9)multiple valves per cylinder;
(10)cylinder deactivation;
(11)friction reduction by means such as low tension piston rings and roller cam followers;
(12)higher temperature operation; and
(13)other methods (specify). k. Direct injection gasoline engines. l. Naturally aspirated diesel engines, with direct or indirect fuel injection. m. Turbocharged or supercharged diesel engines with direct or indirect fuel injection. n. Stratified-charge reciprocating or rotary engines, with direct or indirect fuel injection. o. Two cycle spark ignition engines. p. Use of hybrid drivetrains. q. Use of fuel cells; provide a thorough description of the fuel cell technology employed, including fuel type and power output. r. Other technologies for improving fuel economy or efficiency. 7. For each model of respondent's light truck fleet projected to be manufactured in each of MYs 2010-2017, describe the methods used to achieve reductions in average test weight. For each specified model year and model, describe the extent to which each of the following methods for reducing vehicle weight will be used. Separate listings are to be used for 4x2 light trucks, 4x4 light trucks, and all-wheel drive light trucks. a. Substitution of materials. b. “Downsizing” of existing vehicle design to reduce weight while maintaining interior roominess and comfort for passengers, and utility, i.e., the same or approximately the same, payload and cargo volume, using the same basic body configuration and driveline layout as current counterparts. c. Use of new vehicle body configuration concepts, which provides reduced weight for approximately the same payload and cargo volume. 8. Indicate any MY 2010-2017 light truck model types that have higher average test weights than comparable MY 2007 model types. Describe the reasons for any weight increases (e.g., increased option content, less use of premium materials) and provide supporting justification. 9. For each new or redesigned vehicle identified in response to Question 3 and each new engine or fuel economy improvement identified in your response to Questions 3, 4, 5, and 6, provide your best estimate of the following, in terms of constant 2007 dollars:
(a)Total capital costs required to implement the new/redesigned model or improvement according to the implementation schedules specified in your response. Subdivide the capital costs into tooling, facilities, launch, and engineering costs.
(b)The maximum production capacity, expressed in units of capacity per year, associated with the capital expenditure in
(a)above. Specify the number of production shifts on which your response is based and define “maximum capacity” as used in your answer.
(c)The actual capacity that is planned to be used each year for each new/redesigned model or fuel economy improvement.
(d)The increase in variable costs per affected unit, based on the production volume specified in
(b)above.
(e)The equivalent retail price increase per affected vehicle for each new/redesigned model or improvement. Provide an example describing methodology used to determine the equivalent retail price increase. 10. Please provide respondent's actual and projected U.S. light truck sales, 4x2 and 4x4, 0-8,500 lbs. GVWR, and 8,501-10,000 lbs. GVWR for each model year from 2010 through 2017, inclusive. Please subdivide the data into the following vehicle categories: i. Compact Pickup (e.g., Ford Ranger, Chevrolet Colorado, Nissan Frontier) ii. Standard Pickup—Light (e.g., Ford F150, Chevrolet Silverado, Toyota Tundra) iii. Standard Pickup—Heavy (e.g., Ford F250/350, Dodge Ram 2500/3500) iv. Standard Cargo Van—Light (e.g., Chevrolet Savana, Ford E-150) v. Standard Cargo Van—Heavy (e.g., Chevrolet G2500, Ford E-250/350, Dodge Sprinter) vi. Compact Passenger Van/Minivan (e.g., Toyota Sienna, Dodge Caravan, Nissan Quest) vii. Standard Passenger Van—Light (e.g., GMC Express, Ford E-150) viii. Standard Passenger Van—Heavy (e.g., Ford E-250/350, Dodge Sprinter) ix. Compact Sport Utility (e.g., Jeep Wrangler, Toyota RAV4) x. Mid-size Sport Utility (e.g., Chevrolet Trailblazer, Ford Explorer, Toyota 4Runner) xi. Full-size Sport Utility (e.g., Chevrolet Tahoe, Ford Expedition, Nissan Titan) xii. Crossover Vehicle (e.g., Toyota RX 330, Nissan Murano, Acura MDX) xiii. Sport Utility Truck (e.g., Cadillac Escalade EXT, Honda Ridgeline) See Table III-B for a sample format. 11. Please provide your estimates of projected *total industry* U.S. light truck sales for each model year from 2010 through 2017, inclusive. Please subdivide the data into 4x2, 4x4, and all-wheel drive sales and into the vehicle categories listed in the sample format in Table III-C. 12. Please provide your company's assumptions for U.S. gasoline and diesel fuel prices during 2010 through 2017. 13. Please provide projected production capacity available for the North American market (at standard production rates) for each of your company's light truckline designations during MYs 2010-2017. 14. Please provide your estimate of production lead-time for new models, your expected model life in years, and the number of years over which tooling costs are amortized. Note: The parenthetical numbers in Tables IV-A refer to the items in Section IV, *Specifications.* Table IV-A.—Technology Improvements Technological improvement Baseline technology Percent fuel economy improvement, % Basis for improvement estimate Models on which technology is applied Production share of model with technological improvement 2010 2011 2012 2013 2014+ (6a.) Improved Auto Trans.: A5 4.0 20 35 50 60 80 A6 4.5 15 20 30 40 55 A7 5.0 0 0 15 25 35 (6b.) Improved Manual Trans.: M5 1.0 12 15 20 25 32 M6 0.7 0 0 0 8 10 Table IV-B.—Actual and Projected U.S. Light Truck Sales Amalgamated Motors light truck sales projections Model line Model year 2010 2011 2012 2013 2014 2015+ Compact Pickup 43,500 Standard Pickup—Light 209,340 Standard Pickup—Heavy 120,000 Standard Cargo Van—Light 20,000 Standard Cargo Van—Heavy 29,310 Compact Passenger Van/Minivan 54,196 Standard Passenger Van—Light 38,900 Standard Passenger Van—Heavy 24,000 Compact Sport Utility 125,000 Mid-size Sport Utility 221,000 Full-size Sport Utility 165,000 Crossover Vehicle 98,000 Sport Utility Truck 10,000 Total TBD Table IV-C.—Total U.S. Light Truck Sales Model type 2010 2011 2012 2013 2014 2015 2016+ Compact Pickup Standard Pickup—Light Standard Pickup—Heavy Standard Cargo Van—Light Standard Cargo Van—Heavy Compact Passenger Van/Minivan Standard Passenger Van—Light Standard Passenger Van—Heavy Compact Sport Utility Mid-size Sport Utility Full-size Sport Utility Crossover Vehicle Sport Utility Truck Total V. Cost and Potential Fuel Economy Improvements of Technologies The agency requests that each manufacturer and other interested parties provide estimates of the range of costs and fuel economy improvements of available fuel economy technologies. These estimates should follow the format provided by Tables V-A through V-D. For comparison purposes the agency has listed the technologies included in the NAS report, together with the range (low and high) of fuel economy improvement and cost estimates for all of the technologies included in the report. The agency has also added some technologies to these tables as well as separate rows for the cost and fuel economy improvement estimates when technologies are applied to engines having a different number of cylinders or when they are applied to vehicles with different numbers of gears. Thus, for example, if a manufacturer or other interested party has different cost and fuel economy improvement estimates for the application of a technology to a 4-cylinder and a 6-cylinder engine, these estimates should be represented as separate rows on its table. Likewise, for example, if a manufacturer or other interested party has different cost and fuel economy improvement estimates for using 6-speed automatic transmission versus a 4-speed and a 5-speed automatic transmission, these estimates should be represented as separate rows on its table. The agency is also interested in whether different cost and fuel economy improvement estimates apply to different vehicle classes. Thus, the agency is asking for any information regarding the effectiveness and cost of fuel economy technologies on a vehicle class basis. Passenger car vehicle classes are listed in Tables III-B and III-C. If respondents have information that breaks out the cost and fuel economy improvement estimates by vehicle classes, the agency asks that in addition to providing charts which provide a respondent's complete range of estimates, that respondents provide separate charts for each vehicle class following the example of Tables V-B and V-D. Spreadsheet templates for these tables can be found at *ftp://ftpserver.volpe.dot.gov/pub/cafe/templates/.* (If there are difficulties in downloading these templates, contact Ken Katz at
(202)366-0846.) If a manufacturer or other interested party has fuel economy improvement and cost estimates for technologies not included on these tables, the agency asks the manufacturer or other interested party to provide that information to the agency. Table V-A.—Estimates of Fuel Economy Improvement of Fuel Economy Technologies for All Vehicle Classes NAS Low High Amalgamated Low High Production-Intent Engine Technology Engine Friction Reduction 1.0% 5.0% [1.0%]c [6.0%]c Low Friction Lubricants 1.0% 1.0% [0.5%]c [1.0%]c Multi-Valve, Overhead Camshaft 2.0% 5.0% [2.5%]c [3.6%]c Variable Valve Timing 2.0% 3.0% [2.0%]c [3.2%]c —4 cylinder engine 2.0% 3.0% [2.5%]c [3.2%]c —6 cylinder engine 2.0% 3.0% [2.0%]c [3.0%]c —8 cylinder engine 2.0% 3.0% [2.0%]c [2.5%]c Variable Valve Lift & Timing 1.0% 2.0% [1.0%]c [1.5%]c Cylinder Deactivation 3.0% 6.0% [4.0%]c [6.5%]c —6 cylinder engine 3.0% 6.0% [4.0%]c [4.5%]c —8 cylinder engine 3.0% 6.0% [5.5%]c [6.5%]c Engine Accessory Improvement 1.0% 2.0% [0.5%]c [2.5%]c Engine Supercharging & Downsizing 5.0% 7.0% Production-Intent Transmission Technology 5-Speed Automatic Transmission 2.0% 3.0% [2.0%]c [2.8%]c Continuously Variable Transmission 4.0% 8.0% [5.0%]c [6.5%]c Automatic Transmission w/Aggressive Shift Logic 1.0% 3.0% 6-Speed Automatic Transmission (vs. 5-speed automatic) 1.0% 2.0% [1.0%]c [2.7%]c 6-Speed Automatic Transmission (vs. 4-speed automatic) 3.0% 5.0% [3.5%]c [4.0%]c Production-Intent Vehicle Technology Aero Drag Reduction 1.0% 2.0% [0.9%]c [2.0%]c Improve Rolling Resistance 1.0% 1.5% [0.8%]c [1.5%]c Emerging Engine Technology Intake Valve Throttling 3.0% 6.0% [4.0%]c [7.0%]c Camless Valve Actuation 5.0% 10.0% [6.0%]c [9.0%]c Variable Compression Ratio 2.0% 6.0% [2.5%]c [5.5%]c Direct Injection N/A N/A [2.0%]c [2.5%]c Diesel Engine N/A N/A [15%]c [40%]c Emerging Transmission Technology Automatic Shift Manual Transmission (AST/AMT) 3.0% 5.0% [4.0%]c [5.0%]c Advanced CVTs 0.0% 2.0% [1.0%]c [1.0%]c Emerging Vehicle Technology 42 Volt Electrical Systems 1.0% 2.0% [1.0%]c [3.0%]c Integrated Starter/Generator 4.0% 7.0% [5.0%]c [8.5%]c Electric Power Steering 1.5% 2.5% [1.0%]c [2.0%]c Vehicle Weight Reduction 3.0% 4.0% [2.0%]c [6.0%]c Integrated Motor Assist N/A N/A [15%]c [20%]c Dual-Mode Hybrid N/A N/A [20%]c [30%]c Full Hybrid N/A N/A [35%]c [55%]c Table V-B.—Cost Estimates for Fuel Economy Technologies for All Vehicle Classes Technology NAS Low High Amalgamated Low High Production-Intent Engine Technology Engine Friction Reduction $35 $140 [$30]c [$90]c Low Friction Lubricants $8 $11 [$1]c [$5]c Multi-Valve, Overhead Camshaft $105 $140 [$110]c [$180]c Variable Valve Timing $35 $140 [$30]c [$130]c —4 cylinder engine $35 $140 [$40]c [$110]c —6 cylinder engine $35 $140 [$30]c [$100]c —8 cylinder engine $35 $140 [$60]c [$130]c Variable Valve Lift & Timing $70 $210 [$50]c [$190]c Cylinder Deactivation $112 $252 [$80]c [$280]c —6 cylinder engine $112 $252 [$200]c [$280]c —8 cylinder engine $112 $252 [$80]c [$150]c Engine Accessory Improvement $84 $112 [$5]c [$5]c Engine Supercharging & Downsizing $350 $560 [$500]c [$750]c Production-Intent Transmission Technology 5-Speed Automatic Transmission $70 $154 [$90]c [$140]c Continuously Variable Transmission $140 $350 [$500]c [$500]c Automatic Transmission w/Aggressive Shift Logic $— $70 6-Speed Automatic Transmission (vs. 5-speed automatic) $140 $280 [$110]c [$225]c 6-Speed Automatic Transmission (vs. 4-speed automatic) N/A N/A [$200]c [$350]c Production-Intent Vehicle Technology Aero Drag Reduction $— $140 [$100]c [$100]c Improve Rolling Resistance $14 $56 [$6]c [$6]c Emerging Engine Technology Intake Valve Throttling $210 $420 [$220]c [$380]c Camless Valve Actuation $280 $560 Variable Compression Ratio $210 $490 Direct Injection N/A N/A [$210]c [$315]c Diesel Engine N/A N/A [$1,500]c [$5,000]c Emerging Transmission Technology Automatic Shift Manual Transmission (AST/AMT) $70 $280 [$90]c [$240]c Advanced CVTs $350 $840 [$390]c [$640]c Emerging Vehicle Technology 42 Volt Electrical Systems $70 $280 [$80]c [$190]c Integrated Starter/Generator $210 $350 [$190]c [$340]c Electric Power Steering $105 $150 [$100]c [$140]c Vehicle Weight Reduction $210 $350 [$150]c [$250]c Integrated Motor Assist N/A N/A [$1500]c [$2000]c Dual-Mode Hybrid N/A N/A [$4200]c [$10000]c Full Hybrid N/A N/A [$3000]c [$8000]c [ ]c = Confidential. [FR Doc. 07-878 Filed 2-22-07; 12:19 pm]
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U.S. Code
- Registration of producers of drugs or devices§ 360
- Definitions; generally§ 321
- Classification of devices intended for human use§ 360c
- Adulterated drugs and devices§ 351
- Flood elevation determinations§ 4104
- Congressional findings and declaration of purpose§ 4001
- Definitions§ 32901
- Calculation of average fuel economy§ 32904
CFR
28 references not yet in our index
- 21 CFR 868
- Pub. L. 94-295
- Pub. L. 101-629
- Pub. L. 105-115
- Pub. L. 107-250
- Pub. L. 108-214
- 5 USC 601-612
- Pub. L. 104-4
- 21 CFR 801
- 5 CFR 1320.3(c)(2)
- 44 USC 3501-3520
- 44 CFR 67
- 44 CFR 67.4(a)
- 44 CFR 60.3
- 44 CFR 10
- 49 CFR 1.50(f)
- 49 CFR 553.21
- 49 CFR 512
- 15 USC 2007
- 49 CFR 1.50
- 49 CFR 523.2
- 40 CFR 600.002-85(a)(21)
- 49 CFR 523.3
- 40 CFR 600.002-85(a)(19)
- 40 CFR 86.082-2
- 40 CFR 600.002-85(a)(22)
- 49 CFR 323.5
- 40 CFR 600.315-82
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Pub. L.Pub. L. 94-295
Pub. L.Pub. L. 101-629
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