Tag: Transportation

U.S. Department of Transportation Finalizes EV Charging Infrastructure Rules

Effective as of March 30, 2023, the Federal Highway Administration (“FHWA”) within the U.S. Department of Transportation (“DOT”) announced the National Electric Vehicle Infrastructure Standards and Requirements final rule  (the “Final Rule”) (23 CFR 680).  The Final Rule included several significant updates to the Notice of Proposed Rulemaking published on June 9, 2022 which we summarized in our prior article. These updates function to establish a set of minimum standards and requirements for electric vehicle (“EV”) charging infrastructure projects funded with federal dollars from the Bipartisan Infrastructure Law (“BIL”), and with these updates in place, interested parties will have certainty with respect to NEVI-funded projects.1

The key updates included in the Final Rule are located in the following sections:

  1. Installation, operation, and maintenance by qualified technicians of EV infrastructure (§ 680.106)

  2. Interoperability of EV charging infrastructure (§ 680.108)

  3. Data requested related to a project funded under the NEVI Formula Program, including the format and schedule for the submission of such data (§ 680.112)

  4. Network connectivity of EV charging infrastructure (§ 680.114)

  5. Information on publicly available EV charging infrastructure locations, pricing, real-time availability, and accessibility though mapping applications. (§ 680.116)

Installation and Operation

The Final Rule contains modified language clarifying that any time charging stations are installed, there must be a minimum of four (4) ports, notwithstanding the type of port–including Direct Current Fast Charger (“DCFC”) and AC Level 2 chargers. Additionally, charging stations may also have non-proprietary connectors. This modification allows permanently attached non-proprietary connectors to be provided on each charging port so long as each DCFC charging ports have at least one permanently attached CCS type 1 connector and is capable of charging a CCS compliant vehicle.  These modifications will allow for increased accessibility to owners of all types of electric vehicles.

Concerned commenters expressed distain toward the Notice of Proposed Rulemaking for lack of clarity on whether the Final Rule would apply to the NEVI formula program, Title 23, and publicly accessible EV chargers funded as a project on a federal aid highway. The FHWA responded in the Final Rule with modified language to confirm its applicability across these programs. To address concerns about opposition to the rule as applied to Title 23 projects, the language in the Final Rule was revised to provide increased flexibility in the use of funds to install different types of chargers, including for projects not located along Alternative Fuel Corridors and installing AC Level 2 charges and DCFCs at lower power levels. Additionally, AC Level 2 charger capability was modified to incorporate the ability to charge at 208-volt.

The Final Rule also reevaluated and modified charging capacity. Modifications require that each DCFW must simultaneously deliver up to 150 kW. Additionally, each AC level 2 port is required to have the capability of providing at least 6 kW, however, the customer has the option to accept a lower power level to allow power sharing or to participate in smart charge management programs. Smart charge management involves controlling charging power levels in response to external conditions and is typically applied in situations where EVs are connected to charges for long periods of time, such that prolonging charging for the benefit of the grid is not objectionable to charging customers. In contrast, power sharing involves dynamically curtailing power levels of charging ports based on the total power demand of all EVs concurrently charging at the same station. Power sharing is permissible above the minimum per-port requirements for DCFC and AC Level 2 chargers. Further, each DCFC port must support output voltage with a permitted range between 250 and 920 volts. This all allows for greater flexibility to manage the cost of the stations designed to meet current and future demand for increases in power, given the strong market trend towards EV charging power capacity above 150 kW for DCFC and above 6 kW for AC Level 2 charging.

The Notice of Proposed Rulemaking required charging stations to remain open for 24 hours, but commenters believed this requirement did not present a realistic standard nationwide. In the Final Rule, the language was amended to allow for less restrictive charging hours for charging stations located off designated AFCs and requires that the charging station must be available for use at least as frequently as the business operating hours of the site host, with discretion to the site host to allow longer access.

Payment and Price Transparency

Payment and Price Transparency received both modification and expansion under the Final Rule. State programs may allow for certain charging stations to be free, and as such, language in the Final Rule was modified to specify that payment mechanisms may be omitted from charging stations if charging is provided for free. Regarding acceptable payment methods, the Final Rule explicitly incorporated payment by mobile application in the “contactless payment methods” definition. Further, the Final Rule modified acceptable payment methods to include an automated toll-free calling or an SMS option as an additional payment method. While there is no guarantee that every individual will have access or the ability to speak on the phone or send a text, the FHWA sees this addition as a step in the right direction to help bridge the accessibility gap in access and payment for EV charging.

The Final Rule also altered price transparency to require that the dollar per kWh be transparently communicated prior to initiating a charge, and that other fees be clearly explained prior to payment.

Charging Station Information, Data Sharing, and Interoperability of EV Charging Infrastructure

The Final Rule also modified uptime requirements. The uptimes calculations were clarified by modifying the definition of when a charger is considered “up” and further modifying the equation to calculate uptime to the nearest minute to make the calculation more uniform across all charging station operators and network providers.

Open Charge Point Protocol (“OCPP”) and ISO 15118 are key components of interoperability. OCPP is an open source communication standard for EV charging stations and networks, and ISO 15118 is hardware that specifies the communication between EVs including Battery Electric Vehicles and Plug-In Hybrid Electric Vehicles, and the Electric Vehicle Supply Equipment. In the Final Rule, the FHWA discussed that OCPP version 2.01 has significant improvements over previous versions and contains compelling benefits to the EV charging ecosystem. As such, the Final Rule contains modifications regarding the charger-to-charger network requiring that charging networks conform to the newer OCPP version 2.01 by one year after the date of publication of the Final Rule in the Federal Register. Additionally, FHWA requires charging station conformance to ISO 15118 and Plug and Charge capability by one year after the date of publication of the Final Rule in the Federal Register. Although many chargers on the market today are not yet using ISO 15118, the FHWA sees value in establishing a national standard for compliance. .

Annual data submittal, quarterly, and one time submittal requirements were modified to be completely streamlined and requiring any data made public to be aggregated and anonymized to protect confidential business information. The Joint Office of Energy and Transportation will establish and manage a national database and analytics platform that will streamline submission of data from States and their contractors along with providing ongoing technical assistance to States.

The Final Rule removed interoperability requirements and instead requires that chargers remain functional even if communication with the charging network is temporarily disrupted.

Community Engagement

For NEVI formula program projects, community engagement outcomes were modified in the Final Rule to require inclusion in the annual state EV infrastructure deployment plan rather than a separate report. This will allow for the type of information and data from the States to be most beneficial for informing and improving community engagement. Though we will have to wait until release of the annual Plan guidance to receive details regarding content expectations, commenters suggested several ways the report could be developed, including (i) conditioning funding for future years on meeting robust engagement requirements, including community engagement and equity and inclusion efforts by States (ii) describing how community engagement informed station and siting operations (iii) describing how workforce opportunities were integrated into community engagement efforts; and (iv) describing engagement with disabled community members.

The Future of EV Infrastructure

We will quickly see the significant effects the Final Rule will have on customers and manufacturers alike in enhancing EV charging capacity across the United States in this rapidly changing and ever-growing sector. As regulators, developers, and financiers of EV infrastructure evaluate the Final Rule, the Foley team is at the ready with significant experience, knowledge and expertise related to each element of this transformation, including issues related to the automotive, manufacturing, supply chain, regulatory, IP, private equity, tax equity, project finance, and public-private financing issues.

© 2023 Foley & Lardner LLP

For more Environmental Law News, click here to visit the National Law Review.

FOOTNOTES

1 For a summary of the NEVI Formula Program, refer to our February 2022 article linked here.

Federal Agencies Announce Investments and Resources to Advance National Biotechnology and Biomanufacturing Initiative

As reported in our September 13, 2022, blog item, on September 12, 2022, President Joseph Biden signed an Executive Order (EO) creating a National Biotechnology and Biomanufacturing Initiative “that will ensure we can make in the United States all that we invent in the United States.” The White House hosted a Summit on Biotechnology and Biomanufacturing on September 14, 2022. According to the White House fact sheet on the summit, federal departments and agencies, with funding of more than $2 billion, will take the following actions:

  • Leverage biotechnology for strengthened supply chains: The Department of Health and Human Services (DHHS) will invest $40 million to expand the role of biomanufacturing for active pharmaceutical ingredients (API), antibiotics, and the key starting materials needed to produce essential medications and respond to pandemics. The Department of Defense (DOD) is launching the Tri-Service Biotechnology for a Resilient Supply Chain program with a more than $270 million investment over five years to turn research into products more quickly and to support the advanced development of biobased materials for defense supply chains, such as fuels, fire-resistant composites, polymers and resins, and protective materials. Through the Sustainable Aviation Fuel Grand Challenge, the Department of Energy (DOE) will work with the Department of Transportation and the U.S. Department of Agriculture (USDA) to leverage the estimated one billion tons of sustainable biomass and waste resources in the United States to provide domestic supply chains for fuels, chemicals, and materials.
  • Expand domestic biomanufacturing: DOD will invest $1 billion in bioindustrial domestic manufacturing infrastructure over five years to catalyze the establishment of the domestic bioindustrial manufacturing base that is accessible to U.S. innovators. According to the fact sheet, this support will provide incentives for private- and public-sector partners to expand manufacturing capacity for products important to both commercial and defense supply chains, such as critical chemicals.
  • Foster innovation across the United States: The National Science Foundation (NSF) recently announced a competition to fund Regional Innovation Engines that will support key areas of national interest and economic promise, including biotechnology and biomanufacturing topics such as manufacturing life-saving medicines, reducing waste, and mitigating climate change. In May 2022, USDA announced $32 million for wood innovation and community wood grants, leveraging an additional $93 million in partner funds to develop new wood products and enable effective use of U.S. forest resources. DOE also plans to announce new awards of approximately $178 million to advance innovative research efforts in biotechnology, bioproducts, and biomaterials. In addition, the U.S. Economic Development Administration’s $1 billion Build Back Better Regional Challenge will invest more than $200 million to strengthen America’s bioeconomy by advancing regional biotechnology and biomanufacturing programs.
  • Bring bioproducts to market: DOE will provide up to $100 million for research and development (R&D) for conversion of biomass to fuels and chemicals, including R&D for improved production and recycling of biobased plastics. DOE will also double efforts, adding an additional $60 million, to de-risk the scale-up of biotechnology and biomanufacturing that will lead to commercialization of biorefineries that produce renewable chemicals and fuels that significantly reduce greenhouse gas emissions from transportation, industry, and agriculture. The new $10 million Bioproduct Pilot Program will support scale-up activities and studies on the benefits of biobased products. Manufacturing USA institutes BioFabUSA and BioMADE (launched by DOD) and the National Institute for Innovation in Manufacturing Biopharmaceuticals (NIIMBL) (launched by the Department of Commerce (DOC)) will expand their industry partnerships to enable commercialization across regenerative medicine, industrial biomanufacturing, and biopharmaceuticals.
  • Train the next generation of biotechnologists: The National Institutes of Health (NIH) is expanding the Innovation Corps (I-Corps™), a biotech entrepreneurship bootcamp. NIIMBL will continue to offer a summer immersion program, the NIIMBL eXperience, in partnership with the National Society for Black Engineers, which connects underrepresented students with biopharmaceutical companies, and support pathways to careers in biotechnology. In March 2022, USDA announced $68 million through the Agriculture and Food Research Initiative to train the next generation of research and education professionals.
  • Drive regulatory innovation to increase access to products of biotechnology: The Food and Drug Administration (FDA) is spearheading efforts to support advanced manufacturing through regulatory science, technical guidance, and increased engagement with industry seeking to leverage these emerging technologies. For agricultural biotechnologies, USDA is building new regulatory processes to promote safe innovation in agriculture and alternative foods, allowing USDA to review more diverse products.
  • Advance measurements and standards for the bioeconomy: DOC plans to invest an additional $14 million next year at the National Institute of Standards and Technology for biotechnology research programs to develop measurement technologies, standards, and data for the U.S. bioeconomy.
  • Reduce risk through investing in biosecurity innovations: DOE’s National Nuclear Security Administration plans to initiate a new $20 million bioassurance program that will advance U.S. capabilities to anticipate, assess, detect, and mitigate biotechnology and biomanufacturing risks, and will integrate biosecurity into biotechnology development.
  • Facilitate data sharing to advance the bioeconomy: Through the Cancer Moonshot, NIH is expanding the Cancer Research Data Ecosystem, a national data infrastructure that encourages data sharing to support cancer care for individual patients and enables discovery of new treatments. USDA is working with NIH to ensure that data on persistent poverty can be integrated with cancer surveillance. NSF recently announced a competition for a new $20 million biosciences data center to increase our understanding of living systems at small scales, which will produce new biotechnology designs to make products in agriculture, medicine and health, and materials.

A recording of the White House summit is available online.

Article By Lynn L. Bergeson and Carla N. Hutton of Bergeson & Campbell, P.C.

For more environmental, energy, and resources legal news, click here to visit the National Law Review.

©2022 Bergeson & Campbell, P.C.

Tax Credits in the Inflation Reduction Act Aim to Build a More Equitable EV Market

In February of this year, it was high time for me to buy a new car. I had driven the same car since 2008, and getting this-or-that replaced was costing more and more every year. As a first-time car buyer, I had two criteria: I wanted to go fast, and I wanted the car to plug in.

Like many prospective purchasers, I started my search online and by speaking with friends and who drove electric vehicles, or EVs for short. I settled on a plug-in hybrid sedan, reasoning that a plug-in hybrid electric vehicle (PHEV) was the best of both worlds: the 20-mile electric range was perfect for my short commute and getting around Houston’s inner loop, and the 10-gallon gas tank offered freedom to roam. In the eight months since I’ve had the car, I’ve bought less than ten tanks of gas. As the price of a gallon in Texas soared to $4.69 in June, the timing of my purchase seemed miraculous.

When it was time to transact, the dealer made vague mention of rebates and tax credits, but didn’t have a comprehensive understanding of the details. Enter Texas’s Light-Duty Motor Vehicle Purchase or Lease Incentive Program (LDPLIP). Administered by the Texas Commission on Environmental Quality (TCEQ), the program grants rebates of up to $5,000 for consumers, businesses, and government entities who buy or lease new vehicles powered by compressed natural gas or liquefied petroleum gas (propane), and up to $2,500 for those who buy or lease new EVs or vehicles powered by hydrogen fuel cells.

Rebates are only available to purchasers who buy or lease from dealerships (so some of the most popular EVs in the U.S. don’t qualify). There is no vehicle price cap, nor is there an income limit for purchasers. In June of 2022, the average price for a new electric vehicle was over $66,000, according to Kelley Blue Book estimates. But the median Texan household income (in 2020 dollars) for 2016-2020 was $63,826.

According to the grant specialist to whom I initially sent my application, the TCEQ has received “a vigorous response” from applicants, however, the TCEQ is limited in the number of rebate grants that it can award: 2,000 grants for EVs or vehicles powered by hydrogen fuel cells, and 1,000 grants for vehicles powered by compressed natural gas or liquefied petroleum gas (propane).

The grant period in Texas ends on January 7, 2023, but on July 5, 2022, the TCEQ suspended acceptance of applications for EVs or vehicles powered by hydrogen fuel cells. As of the writing of this post, the total number of applications received and reservations pending on the program’s website is 2,480.

In comparison with Texas’s rebate program, the EV tax credits in the Inflation Reduction Act of 2022 demonstrate a commitment to building a more equitable EV market. While EVs may be cheaper to own than gas-powered vehicles—especially when gas prices are high—a lot of lower and middle-income families have historically been priced out of the EV market. The IRA takes several meaningful steps towards accessibility and sustainability for a more diverse swath of consumers:

  • Allows point-of-sale incentives starting in 2024. Purchasers will be able to apply the credit (up to $7,500) at the dealership, and because sticker price is such an important factor for so many purchasers, this incentive will make buying an EV more attractive up front.
  • Removes 200,000 vehicle-per-manufacturer cap. Some American manufacturers are already past the maximum. Eliminating the cap means bringing back the tax credit for many popular and affordable EVs, which should attract new buyers.
  • Creates income and purchase price limits. SUVs, vans, and pickup trucks under $80,000, and all other vehicles (e.g. sedans) under $55,000, will qualify for the EV tax credit. For new vehicles, purchaser income will be subject to an AGI cap: $150,000 for individuals and $300,000 for a joint filers.
  • Extends the tax credit to pre-owned EVs. As long as the purchase price does not exceed $25,000, purchasers of pre-owned EVs (EVs whose model year is at least two years earlier than the calendar year in which the purchase occurs) will receive a tax credit for 30% of the sale price up to $4,000. The income cap for pre-owned EVs is $75,000 for individuals and $150,000 for a joint filers.

A purchaser who qualifies under both programs can get both incentives. Comparing Texas’s state government-level incentives and those soon to be offered at the federal level reveals a few telling differences—new vs. used, income caps, purchase price caps, post-purchase rebates vs. up-front point-of-sale incentives—but the differences all fall under the same umbrella: equity. The IRA’s tax credits are designed, among other things, to make purchasing an EV more attractive to a wider audience.

Of course, the EV incentive landscape has greatly changed since the Energy Improvement and Extension Act of 2008 first granted tax credits for new, qualified EVs. The LDPLIP wasn’t approved by the TCEQ until late 2013, so the U.S. government has arguably had more time to get it right. Some might say that the fact that Texas’s program offers the purchaser of the $150,000+ PHEV the same opportunity to access grant funds as the purchaser of the $30,000 EV means that the LDPLIP is even more “equal.”

It is worth noting that the IRA also sets a handful of production and assembly requirements. For instance, to qualify for the credit, a vehicle’s final assembly must occur in North America. Further, at least 40% the value of the critical minerals contained in the vehicle’s battery must be “extracted or processed in any country with which the United States has a free trade agreement in effect” or be “recycled in North America”—and this percentage increases each year, topping out at 80% in 2027. There is also a rising requirement that 50% of the vehicle’s battery components be manufactured or assembled in North America, with the requirement set to hit 100% in 2029. It is unclear whether automotive manufacturers and the U.S. critical mineral supply chains will be able to meet these targets—and that uncertainty may cause a potential limiting effect on the options a purchaser would have for EVs that qualify for the tax credit.

Time will tell whether the intentions behind the EV tax credits in the IRA have the effect that this particular blogger and PHEV owner is hoping for. While we wait to see whether this bid at creating an equitable EV market bears fruit, we can at least admire this attempt at, as the saying goes, “giving everyone a pair of shoes that fits.”

Article By Dania Abbasi of Foley & Lardner LLP

For more energy and environment legal news, click here to visit the National Law Review.

© 2022 Foley & Lardner LLP

On the Rise: Bicycle-Related Deaths and Injuries

In 2020, preventable fatalities from bicycle accidents increased by 16%, according to the National Safety Council (NSC). The NSC also noted that over the last decade, there was a total increase of 44% in preventable bicycle-related deaths.

These figures highlight the ongoing safety crisis for cyclists on American roadways.

Bicycle-related deaths and injuries: the statistics

According to the CDC, bicyclists account for 2% of all motor vehicle crashes. Approximately 1,000 people die each year from these accidents, and 130,000 become injured. These numbers will continue to increase unless widespread measures to prioritize road safety become implemented nationwide.

We see this trend reflected in the report from the NSC, which notes an increase in preventable nonfatal injuries of 5% between 2019 and 2020. Additionally, the newest data released by the National Highway Traffic Safety Administration (NHTSA) shows that bicyclist fatalities increased again in 2021 by 5%.

In the state of New Jersey specifically, there were 30 preventable bicycle-related fatalities between 2019 and 2020. As of 2021, the number of deaths reached its highest single-year total thus far, with 27 individuals lost. Hopefully, these numbers will decrease in the coming years as legislative efforts are implemented to improve cyclist safety.

Legislation addressing the bicycle fatalities crisis

With the continual increase in motor vehicle fatalities and the increase in injuries sustained by these accidents, both state and federal legislatures have implemented new measures to address street safety.

The following legislation seeks to reduce the number of crashes and fatalities involving bicyclists, pedestrians, and others using a method of personal conveyance.

New Jersey’s Safe Passing Law

New Jersey has implemented its Safe Passing Law, laying out new driver requirements. When approaching someone using a method of personal conveyance such as a bicycle, electric scooter, or a pedestrian, drivers must do the following:

  1. Move over one lane to allow for extra space while passing.
  2. If moving over one lane is not possible, drivers must allow for four feet of space while approaching and passing.
  3. If neither moving nor allowing four feet of space is possible without violating traffic laws, drivers must reduce the vehicle’s speed to 25 mph and be prepared to stop.

Drivers who violate New Jersey’s Safe Passing Law will incur a $100 fine if the violation does not result in personal injury. However, they will incur two motor vehicle penalty points, and the fine will be $500 if the offense results in bodily injury to pedestrians, cyclists, or others using a method of personal conveyance.

The Bipartisan Infrastructure Law

The Bipartisan Infrastructure Law signed by President Biden on November 15th, 2021, authorizes up to $550B of funding between 2022 and 2026 to invest in America’s infrastructure, including support for safety improvements on our roads.

Safe Streets and Roads for All Program

The Safe Streets and Roads for All Program (SS4A) is a new grant program included in the Bipartisan Infrastructure Law that allocates $6B in funding over the next five years. The program seeks to fund local efforts to reduce roadway crashes and fatalities.

Eligible applicants for the SS4A grant include:

  • Metropolitan planning organizations
  • Political subdivisions of a State
  • Members of a federally recognized Tribal government
  • Multi-jurisdictional groups of the entities above

Also, according to the Federal High Administration, the use of SS4A funds must only be used for:

  • Development of a comprehensive safety action plan
  • Planning, designing, and developing activities for initiatives identified in the safety action plans
  • Implementing the projects and strategies identified in the safety action plan.

Article By Domenic B. Sanginiti, Jr. and Stark & Stark

For more personal injury legal news, click here to visit the National Law Review.

COPYRIGHT © 2022, STARK & STARK

Even in the 9th Circuit, merely conveying contaminated groundwater isn’t “transportation” of a “solid waste”

Just before the July 4th holiday, two Judges on a Ninth Circuit panel reversed their earlier conclusion that conveying contaminated groundwater can give rise to RCRA liability for the “transportation” of a “solid waste”.  The panel now agrees that the City of Vacaville’s mere conveyance of drinking water contaminated by someone else is not something Congress intended to criminalize (or make subject to civil penalties) in RCRA.

The two Judges reiterated their view that the contaminated groundwater does fall within RCRA’s definition of “solid waste”.

This case first caught my attention in January after the panel’s first bite at this apple. (See https://insights.mintz.com/post/102hg8l/overturning-the-9th-circuit-vaca…).

I guess it is progress that the panel has corrected one of its two mistakes.  But to suggest that conveying groundwater containing parts per billion of anything is the transportation of a solid waste is completely unfaithful to the language of RCRA as the panel has now recognized with respect to the definition of “transportation” but not the definition of “solid waste”.

It bears repeating that the water the City is providing to the residents of Vacaville reportedly meets all applicable federal and state standards, including those established under the Federal Safe Drinking Water Act, and the State of California has stringent standards of its own.  It is those laws, and not the federal law having to do with the transportation and disposal of solid waste, that should apply.

As I wrote in January, if we think those laws, or any of our other federal and state environmental laws, need improving, we should lobby our elected officials to improve them.  But stoking the fears of an already cynical citizenry that our federal, state and local governments aren’t doing their job isn’t worth whatever citizen suit plaintiffs might stand to gain from misusing the laws that we do have.

“RCRA’s context makes clear that mere conveyance of hazardous waste cannot constitute ‘transportation’ under the endangerment provision,” writes Judge Patrick J. Bumatay in the new ruling, joined by District Judge Douglas L. Rayes, sitting on the 9th Circuit by designation.

Article By Jeffrey R. Porter of Mintz

For more environmental legal news, click here to visit the National Law Review.

©1994-2022 Mintz, Levin, Cohn, Ferris, Glovsky and Popeo, P.C. All Rights Reserved.

Navigating the Data Privacy Landscape for Autonomous and Connected Vehicles: Best Practices

Autonomous and connected vehicles, and the data they collect, process and store, create high demands for strong data privacy and security policies. Accordingly, in-house counsel must define holistic data privacy best practices for consumer and B2B autonomous vehicles that balance compliance, safety, consumer protections and opportunities for commercial success against a patchwork of federal and state regulations.

Understanding key best practices related to the collection, use, storage and disposal of data will help in-house counsel frame balanced data privacy policies for autonomous vehicles and consumers. This is the inaugural article in our series on privacy policy best practices related to:

  1. Data collection

  2. Data privacy

  3. Data security

  4. Monetizing data

Autonomous and Connected Vehicles: Data Protection and Privacy Issues

The spirit of America is tightly intertwined with the concept of personal liberty, including freedom to jump in a car and go… wherever the road takes you. As the famous song claims, you can “get your kicks on Route 66.” But today you don’t just get your kicks. You also get terabytes of data on where you went, when you left and arrived, how fast you traveled to get there, and more.

Today’s connected and semi-autonomous vehicles are actively collecting 100x more data than a personal smartphone, precipitating a revolution that will drive changes not just to automotive manufacturing, but to our culture, economy, infrastructure, legal and regulatory landscapes.

As our cars are becoming computers, the volume and specificity of data collected continues to grow. The future is now. Or at least, very near. Global management consultant McKinsey estimates “full autonomy with Level 5 technology—operating anytime, anywhere” as soon as the next decade.

This near-term future isn’t only for consumer automobiles and ride-sharing robo taxis. B2B industries, including logistics and delivery, agriculture, mining, waste management and more are pursuing connected and autonomous vehicle deployments.

In-house counsel must balance evolving regulations at the federal and state level, as well as consider cross-border and international regulations for global technologies. In the United States, the Federal Trade Commission (FTC) is the regulatory agency governing data privacy, alongside individual states that are developing their own regulations, with the California Consumer Privacy Act (CCPA) leading the way. Virginia and Colorado have new laws coming into effect in 2022, the California Privacy Rights Act comes into effect in 2023, and a half dozen more states are expected to enact new privacy legislation in the near future.

While federal and state regulations continue to evolve, mobility companies in the consumer and B2B mobility sectors need to make decisions today about their own data privacy and security policies in order to optimize compliance and consumer protection with opportunities for commercial success.

Understanding Types of Connected and Autonomous Vehicles

Autonomous, semi-autonomous, self-driving, connected and networked cars; in this developing category, these descriptions are often used interchangeably in leading business and industry publications. B2B International defines “connected vehicles (CVs) [as those that] use the latest technology to communicate with each other and the world around them” whereas “autonomous vehicles (AVs)… are capable of recognizing their environment via the use of on-board sensors and global positioning systems in order to navigate with little or no human input. Examples of autonomous vehicle technology already in action in many modern cars include self-parking and auto-collision avoidance systems.”

But SAE International and the National Highway Traffic Safety Administration (NHTSA) go further, defining five levels of automation in self-driving cars.

Levels of Driving Automation™ in Self-Driving Cars

 

 

Level 3 and above autonomous driving is getting closer to reality every day because of an array of technologies, including: sensors, radar, sonar, lidar, biometrics, artificial intelligence and advanced computing power.

Approaching a Data Privacy Policy for Connected and Autonomous Vehicles

Because the mobility tech ecosystem is so dynamic, many companies, though well intentioned, inadvertently start with insufficient data privacy and security policies for their autonomous vehicle technology. The focus for these early and second stage companies is on bringing a product to market and, when sales accelerate, there is an urgent need to ensure their data privacy policies are comprehensive and compliant.

Whether companies are drafting initial policies or revising existing ones, there are general data principles that can guide policy development across the lifecycle of data:

Collect

Use

Store

Dispose

Only collect the data you need

Only use data for the reason you informed the consumer

Ensure reasonable data security protections are in place

Dispose the data when it’s no longer needed

Additionally, for many companies, framing autonomous and connected vehicle data protection and privacy issues through a safety lens can help determine the optimal approach to constructing policies that support the goals of the business while satisfying federal and state regulations.

For example, a company that monitors driver alertness (critical for safety in today’s Level 2 AV environment) through biometrics is, by design, collecting data on each driver who uses the car. This scenario clearly supports vehicle and driver safety while at the same time implicates U.S. data privacy law.

In the emerging regulatory landscape, in-house counsel will continue to be challenged to balance safety and privacy. Biometrics will become even more prevalent in connection to identification and authentication, along with other driver-monitoring technologies for all connected and autonomous vehicles, but particularly in relation to commercial fleet deployments.

Developing Best Practices for Data Privacy Policies

In-house counsel at autonomous vehicle companies are responsible for constructing their company’s data privacy and security policies. Best practices should be set around:

  • What data to collect and when

  • How collected data will be used

  • How to store collected data securely

  • Data ownership and monetization

Today, the CCPA sets the standard for rigorous consumer protections related to data ownership and privacy. However, in this evolving space, counsel will need to monitor and adjust their company’s practices and policies to comply with new regulations as they continue to develop in the U.S. and countries around the world.

Keeping best practices related to the collection, use, storage and disposal of data in mind will help in-house counsel construct policies that balance consumer protections with safety and the commercial goals of their organizations.

A parting consideration may be opportunistic, if extralegal: companies that choose to advocate strongly for customer protections may be afforded a powerful, positive opportunity to position themselves as responsible corporate citizens.

© 2022 Varnum LLP
For more articles about transportation, visit the NLR Public Services, Infrastructure, Transportation section.

Do You Qualify to File an NHTSA Whistleblower Lawsuit?

The National Highway Traffic Safety Administration (NHTSA) recently established a whistleblower program to address safety concerns regarding motor vehicle defects, violations of the Federal Motor Vehicle Safety Standards, and violations of the Vehicle Safety Act. Like other qui tam lawsuits, NHTSA whistleblowers who come forward with valuable information regarding motor vehicle safety violations may be rewarded with significant financial compensation for their bravery.

What Issues Can Be Reported Under the NHTSA Whistleblower Program?

NHTSA whistleblowers may be eligible to receive a financial reward for reporting safety violations, including:

  • Potential vehicle safety defects: Examples include engine failure, defective airbags, and faulty breaks.

  • Noncompliance with Federal Motor Vehicle Safety Standards: These are U.S. federal regulations regarding the design, construction, performance, and durability requirements for motor vehicles sold in America.

  • Violations of the Motor Vehicle Safety Act: This law requires motor vehicle manufacturers to follow certain safety standards to reduce the likelihood of accidents.

  • Violations of any motor vehicle safety reporting requirements

Who Can Become a NHTSA Whistleblower?

According to the NHTSA, any employee or contractor who works for a motor vehicle manufacturer, a motor vehicle parts supplier, or a motor vehicle dealership is eligible to become a whistleblower and receive protections under the Vehicle Safety Whistleblower Act.

Why Should I File a Whistleblower Lawsuit?

Employees with inside information regarding vehicle safety defects or the violation of safety regulations can play a critical role in keeping our nation’s roads safer. Additionally, NHTSA whistleblowers who offer valuable information that leads to a settlement are entitled to a portion of the recovery as a financial reward. Employees of motor vehicle manufacturers who become whistleblowers are also protected from retaliation from their employers and their identities are kept hidden.

How Are NHTSA Whistleblowers Protected?

Under the Vehicle Safety Act, motor vehicle manufacturers, parts suppliers, and dealerships are prohibited from retaliating against an employee for becoming an NHTSA whistleblower or for refusing to participate in actions that violated safety regulations. If retaliation does occur, a complaint should be made to OSHA who will further investigate the complaint.

Additionally, the U.S. Department of Transportation and NHTSA in most cases are not permitted to share any details that would disclose the identity of a whistleblower.

How Are NHTSA Whistleblowers Rewarded?

If a whistleblower shares information regarding safety defects or safety regulation violations that leads to a successful NHTSA whistleblower lawsuit, the whistleblower could be rewarded financially. Whistleblowers may receive between 10 and 30 percent of what the U.S. Department of Transportation collects from the defendant vehicle manufacturer, parts supplier, or dealership. In many cases, whistleblowers who come forward about a corporation’s illegal activities or fraud receive a significant financial reward.

Successful NHTSA Whistleblower Lawsuits

Last year, Kia Motors America agreed to pay civil penalties worth $70 million for failing to issue a timely recall for an engine crankshaft defect in certain vehicles as well as for inaccuracies in defect and compliance reports. According to the NHTSA, the defect could have potentially led to engine stalling.

Hyundai Motors agreed to pay $140 million in civil penalties last year for failing to issue timely recalls regarding a potential fuel leak that could have occurred due to a low-pressure fuel hose. Heat could have caused the fuel hose to crack over time creating an engine fire hazard.

In 2020, Daimler Trucks North America agreed to $30 million in civil penalties for violations of the Vehicle Safety Act related to a number of untimely recalls. One of the recalls involved a brake light failure that could have potentially increased the risk of an accident.

© 2022 by Tycko & Zavareei LLP
For more content about whistleblowers, visit the NLR White Collar Crime & Consumer Rights section.

Vehicle Sales Continue Their Depression

Anyone want to buy a vehicle? A better question might be: anyone got a vehicle for sale? Whether because of supply side issues, demand side issues, other issues, or all of the above, the fact remains that the first quarter of 2022 was not a good quarter for vehicle sales.  Just ask the manufactures who saw double digit drops in new light-vehicle sales: 23% for Honda; 20% for GM; 17% for Ford; 15% for Toyota; and 14% for Stellantis. While the numbers sound like doom and gloom, the manufacturers were not dour. Honda was quite positive about its numbers, noting that demand was strong and they just could not make enough vehicles to sell more, “we’re riding a bit of a roller coaster due to fluctuating parts supply issues, but strong March sales for Honda and Acura speak to the fact that demand remains strong and our retail deliveries are based primarily on what we can supply to our dealers.”

Some other interesting tidbits from sales data:

As a result, LMC Automotive and Cox Automotive each reduced their full-year U.S. light-vehicle sales forecast to 15.3 million units, citing a slower pace to recovery from market constraints. LMC referred to inventory levels as “critically low.”  Cox led its report by noting that not only are inventories low, but prices are high and sales incentives have vanished (note – this is how that entire supply/demand thing works).  Cox laid it all at the feet of supply: “Auto sales will basically be stuck at the current level until more supply arrives.”

Globally, the pandemic is not over. This continues to have the potential to drastically impact global vehicle volumes, especially in China. Global vehicle production could lose up to 1.5 million units this year if China’s COVID-Zero policy is maintained, according to estimates from Fitch Solutions quoted in Bloomberg. Most recently, phased lockdowns in Shanghai in response to COVID-19 outbreaks disrupted production for several major automakers and suppliers.

Add to that, the ongoing microchip shortage (for which no end appears in sight) is causing production downtime at various plants: Jeep production at Stellantis’ Mack Assembly plant in Detroit and Belvidere Assembly plant in Illinois; Chevrolet Silverado 1500 and GMC Sierra 1500 production at GM’s Fort Wayne Assembly plant; and Mustang production at Ford’s Flat Rock Assembly plant. Let’s not forget the war in Ukraine, leading to German automakers potentially losing up to 150,000 units of production in March due to supply disruptions.

Oddly, the industry feels both healthy (revenue, profits, margins, etc.) and stressed with an unceratin future (see above) all at the same time.  Also oddly, but strangely not so oddly, nothing about this situation feels new.  Is this the new normal?

Article By Jeffrey A. Soble of Foley & Lardner LLP

For more transportation legal news, click here to visit the National Law Review.

© 2022 Foley & Lardner LLP

Eliminating Use of PFAS at Airports May Be Harder Than Congress Thought

Per- and polyfluoroalkyl substances (PFAS) are emerging contaminants that are subject to increasing environmental regulation and legislation, including legislation to outright ban their use in certain products. Congress directed the Federal Aviation Administration (FAA) to stop requiring PFAS in the foams used to fight certain fires at commercial airports, and to do so by Oct. 4, 2021. In complying with this order, FAA shows the difficult tightrope it has to walk to meet the “intent” of Congress’ directive, while not really meeting the goal Congress had hoped for.

The FAA issued Certification Alert (CertAlert) 21-05, “Part 139 Extinguishing Agent Requirements,” addressing the continued use of aqueous film-forming foam (AFFF) in order to meet the Oct. 4 deadline. In Section 332 of the FAA Reauthorization Act of 2018, Congress directed that after this date, FAA “…shall not require the use of fluorinated chemicals to meet the performance standards referenced in chapter 6 of AC No: 150/5210–6D and acceptable under 139.319(l) of title 14, Code of Federal Regulations.”

The CertAlert directs airports to continue using AFFF with PFAS unless they can demonstrate another means of compliance with the performance standards stablished by the Department of Defense (DoD) for extinguishing fires at commercial airports. The FAA alert also reminds airports about the need to test their firefighting equipment. Airports can perform the required testing by using a device that has been available since 2019 which does not require the discharge of any foam. Finally, the FAA also reminded airports to comply with state and local requirements for management of foam after it has been discharged.

The FAA reported in its communication that it began constructing a research facility in 2014 that was completed in 2019 and that it has been collaborating with DoD in the search for fluorine-free alternatives for AFFF. The FAA reported that it has tested 15 fluorine-free foams and found that none of them meet the strict DoD performance specifications that also are imposed on commercial airports. More specifically, FAA said the tested alternative foams had the following failings:

  • Increased time to extinguish fires
  • Not as effective at preventing a fire from reigniting
  • Not compatible with the existing firefighting equipment at airports

AFFF was developed to fight fuel fires on aircraft carriers where the ability to suppress fires as rapidly as possible and keep them suppressed is vital to the health and safety of pilots, crews, firefighters and the ship. The military specification (commonly known as MilSpec) for effective firefighting foams for fuel fires is in place for both military and civilian airports.  For many years, the consequences of the use of AFFF to fight aircraft fuel fires – most specifically, the adverse impact on groundwater and surface water – was not fully appreciated. Only recently has this threat been understood and only even more recently has the management of firefighting debris been directly addressed.

Congress may have thought it was eliminating a threat with the legislation directing the FAA to no longer require airports to use AFFF. But FAA’s latest messaging on AFFF highlights just how difficult it is to find suitable replacements, especially when they also have to meet the DoD’s stringent performance standards. The FAA did invite any airport, if they identify a replacement foam that meets the performance standards, to share that discovery with the FAA. However, it is unclear what that would accomplish when it is the DoD and not the FAA that certifies a particular foam’s performance.

In essence, FAA could not solve the challenge that Congress gave it (approve a fluorine-free foam) and instead used the CertAlert to approve airports to use such foams if they can find them on their own. The bottom line is that inadequate progress has been made to fulfill congressional intent to stop using AFFF at commercial airports, and airports are left with no choice but to use PFAS containing foams.

There is legislative activity in many states to ban products with PFAS and at the federal level there have been legislative actions targeting the same – like removing them from MREs. The FAA’s removal of its mandate to use AFFF without offering a PFAS-free alternative is a particularly visible example of the challenge in transitioning away from reliance on PFAS chemicals.

© 2021 BARNES & THORNBURG LLP
For more on travel and transportation, visit the NLR Public Services, Infrastructure, Transportation section.

GovCon Fraud Grounded: Whistleblower Receives Reward for Reporting Aviation Equipment Government Contracting Fraud

The United States Department of Justice settled a case against aviation equipment defense contractor Airbus Defense and Space Inc. (ADSI) for charging improper fees on government contracts. Under the terms of the settlement, the defense contractor paid $1,043,475 to resolve False Claims Act allegations. A former employee of the government contractor reported these improper fees and will receive $157,220 of the government’s recovery.

According to the allegations, the contractor included an unapproved cost rate on contracts, did not accurately disclose fees, and worked out a storage overbilling scheme with a third-party contractor, causing the government to pay more for storage than necessary. To disguise an additional and sometimes undisclosed indirect cost rate, the contractor added what they called an “Orlando Factor” to various price proposals for 62 contracts. Indirect cost rates are a complex portion of government contracting arrangements whereby a contractor attempts to obtain reimbursement for their company’s operational costs. From 2016-2017, this aviation equipment contractor’s “Orlando Factor” was applied in addition to their indirect cost rate approved by the federal agencies with which they were contracting.

The allegations further describe additional fees the contractor tacked onto equipment acquisitions in violation of federal acquisition regulations. Moreover, the contractor listed an unverified affiliate fee on its proposals. Finally, the contractor inflated storage costs by a factor of 10, resulting in General Dynamics passing on $80,000 in storage fees to the U.S. Navy instead of $8,000 in fees.

Defense contracting fraud harms taxpayers; inflating the cost of obtaining equipment can make defense budgets spiral out of control. This particular contractor seems to have found multiple ways to hide costs and pad proposals so as to turn a profit above and beyond their cost of doing business.

A former employee of ASDI reported these fraudulent practices and is being rewarded for speaking up, including receiving funds to pay for their expenses, attorneys’ fees, and costs. The Department of Justice needs whistleblowers to report government contracts fraud. Last year, only 35 defense fraud cases were filed by whistleblowers. With $720 billion spent, more fraud is out there.

© 2021 by Tycko & Zavareei LLP
For more articles on Government Contracts, visit the NLR

Government Contracts, Maritime & Military Law type of law section.