DOCSLIB.ORG

B-166506 Review of the Adequacy of the Motor Vehicle Certification

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
B-166506 Review of the Adequacy of the Motor Vehicle Certification COMPTROLLER GENERAL OF WASHINGTON. D.C. 20548 B-166506 lull~~lll~l~lll~illill~lllnlllll~l\l111 jy LM096536 p/k ’ Dear Mr, Chairman: In response to your request of May 25, 1972 (enc, II), we are submitting a report (enc. I) on our review of (1) the adequacy of the _yIw.-.-motor vehicle. certificationrCU--Y"-d,ICI" ‘.+..a...-A+*.groc&u,re..s~-d...- of the Environment&l Protection I 1 Agency (EPA),_ she capacity of EPA to oversee the auto companies' 2f / preparat?&rof certification data, and (3) the procedures of the auto companies for developing the certification data. Following is a summary of the information we obtained relating to the points of interest specified in your letter, These matters are discussed in more detail in the enclosed report, On May 16, 1972, the Ford Motor Company withdrew the four appli- cations it had made to EPA for certification of its 1973 vehicles, Ford officials withdrew their applications because they had discovered that Ford test personnel had performed unauthorized maintenance on pro- totype vehicles being tested for certification. The unauthorized main- tenance had not been reported to EPA as performed, or included in the final applications, Ford officials have attributed the cause of the problem to a lack of proper management control over certification testing. Within Ford, the Engine and Foundry Division had the responsibility for building the certification vehicles, conducting the tests, and compiling the certi- fication data. On May 23, 1972, Ford reorganized and transferred responsLSi1ity for prototype certification testing from its Engine and Foundry Division to the Environmental and Safety Engineering Staff, Ford officials told us that Ford would take a number of additional steps to improve manage- ment control over certification vehicles, Our discussions with officials of the General Motors Corporation, the Chrysler Corporation, and the American Motors Corporation disclosed that these companies do not have formal written certification test pro- cedures. But officials from each of the companies stated that IL was unlikely that unauthorized maintenance would be performed on t'T.eir test fleet vehicles without the knowledge of upper management personnel. The officials told us that EPA personnel did not visit their plants to moni- tor their testing or to inspect their records, EPA officials told us that they have no basis for suspecting that unauthorized maintenance has been performed on the test ve:li.ctes of the above-mentioned three companies. However, in view of the limited EPA staff assigned to certification activities ;<nd the lack of E2A in- plant monitoring of compliance with certification regulations, it is our opinion that EPA does not have reasonable assurance that the ccm- panies have complied with Federal regulations related to maintenance. Our review showed that the number of 1, assigned Lo certification activities had been insufficient to adesuateiy perform all activities necessary to ensure that auto companies complied with Federal certification regulations. Between June 1, 1971, and June 1, 1972, personnel assigned to the Mobile Source Pollution Control Program (of which certification is a funct3XZT‘-increased from 112 to “i&6. nur- ing the same period personnel assigned to certification activities in- creased from nine to 19, Of the 19, only 10 were directly responsible for the certification of light-duty vehicles--primarily autos. No per- sonnel had been assigned to specifically monitor activities at the test facilities of the auto companies. The certification staff spends a significant portion of its time explaining and interpreting Federal regulations for the auto companies, The staff normally spends the rest of its time reviewing and approving manufacturers' applications for certification; assisting auto company personnel in resolving day-to-day problems; monitoring vehicle tests at EPA's Ann Arbor, Michigan, laboratory; and reviewing test data submitted by the auto companies, The staff has not been availabie for monitoring the in-plant testing activities of the auto companies, Not only is the certification staff small but the recently hired staff members are relatively inexperienced, In addition, EPA has diffi- culty in hiring--..-W.--.,,. and retaining qualified staff members, primarily because of low entrance salar&+-for recent college graduates and noncompetitive salaries for engineers with automotive emissions experience, The effectiveness of EPA's certification program relies heavily on the integrity of the manufacturers to carry out the testing of prototypes in accordance with Federal regulations and to submit accurate and com- plete data on the tests and maintenance performed on each certification test vehicle. EPA generally has accepted at face value the information submitted by the auto companies. When prototype vehicles are delivered to EPA for testing, the EPA staff makes visual observations of the vehi- cles; however, EPA officials told us that there is no practical way to inspect the vehicles to determine whether unauthorized maintenance had been performed. The failure of EPA to monitor the testing activities of the manufacturers can be attributed primarily to the shortage of quali- fied personnel. -2- B-166506 Because Ford is in the process of rerunning tests on its certification prototypes, EPA has instituted a number of procedural changes to coordinate, control, and accelerate the certification of Ford vehicles. EPA is documenting all communications with Ford, is inspecting test vehicles before testing begins, has notified Ford that it will make spot-check inspections of Ford's records and test facil- ities at any time that work is being performed on the prototypes, and has made arrangements to be responsive around the clock to special problems that Ford may encounter in testing its prototypes, The cost of these changes to the Government will be substantial, For example, the EPA staff has estimated that about 1,300 hours of overtime wil: be needed for certification activities related to Ford vehicles. EPA officials told us that EPA is presently considering several alternative procedures for ensuring the integrity of certification test- ing by the auto companies. They said that EPA might (1) make unannounced spot inspections of the auto companies' records and test facilities, (2) station inspectors at the auto companies' test facilities to provide continuous monitoring, or (3) assume responsibility for some or all test- ing and mileage accumulation of the companies' prototypes. The auto companies are primarily responsible for conducting tests and accumulating mileage on certification prototypes. EPA is respon- sible for ensuring that the vehicles it certifies do in fact meet-Fed- e.raJ,emission_I ..,_ .. .sjzancllrds. To carry out this responsibility, EPA needs " to assure itself to a greater extent than at present that the %ests are conducted in accordance with Federal regulations. We believe, therefore, that, as a minimum, EPA needs to increase its certification staff to provide in-plant monitoring of the auto companies' test activities and records related to certification vehicles. Our review was conducted at EPA headquarters in Washington, D.C., and at the EPA Motor Vehicle Emissions Laboratory in Ann Arbor, We reviewed pertinent records, documents, and files and interviewed various officials of EPA, Ford Motor Company, Chrysler Corporation, General Motors Corporation, and American Motors Corporation. We also visited the testing facilities of some of the auto companies. The information contained in the enclosure to this letter has been discussed with officials of EPA, but formal written comments have not been obtained. We plan to make no further distribution of this report unless copies are specifically requested and then only after your agreement has -3- B-166506 been obtained or public announcement has been made by you concerning the contents of the report, Sincerely yours, Comptroller General of the United States Enclosures- 2 r t 4 lLThe Honorable Edmund S, Muskie, Chairman q Subcommittee on Air and Water Pollution ?J\' 5 Committee on Public Works 0 _ United States Senate , -4- ENCLOSUREI GENERALACCOUNTING OFFICE EXAMINATION INTO al? AD- QF THE ENVIRONMENTALPROTECTION AGENCY'S ) CERTIFICATION PROCESS The Clean Air Act (42 U.S.C. 1857) provides that new motor vehicles cannot be sold, offered for sale, or introduced into commerce by a manu- facturer unless the manufacturer receives from the Environmental Protec- tion Agency (EPA) a written certificate that the vehicles conform to air pollution.. ‘.. ,._xi.lldemiss.ion~.standards * ._. prescribed by regulation--a certificater- conformity. The certificate of conformity is issued to the automobile manufacturer on the basis of emissions tests of selected vehicles deemed by EPA to be representative of the manufacturer's various combinations of engines and components,, Specifically, section 206 of the Clean Air Act states that: "The Administrator shall test, or require to be tested in such manner as he deems appropriate, any new motor vehicle or new motor vehicle engine submitted by a manu- facturer to determine whether such vehicle or engine con- forms with the regulations prescribed under section 202 of this Act. If such vehicle or engine conforms to such regu- lations, the Administrator shall issue a certificate of conformity upon such terms, and for such period (not in excess of one year), as he may prescribe." The certification process begins with the submission by the auto- mobile manufacturer of a part I application for certification of proposed vehicles. The purposes of a part I application are to give notice to EPA of the manufacturer's intent to sell vehicles; to provide information suf- ficient to determine whether the test equipment, test fuel, and mileage accumulation procedure proposed to be used by the manufacturer conform to Federal regulations; and to provide the necessary description of the pro- posed product line, together with projected sales data, to allow EPA to select the vehicles it will require to be tested. EPA reviews the part I application to ensure its conformity with Federal regulations and to resolve any problems with the manufacturers.
Load more

Recommended publications
  • Auto Retailing: Why the Franchise System Works Best
    AUTO RETAILING: WHY THE FRANCHISE SYSTEM WORKS BEST Q Executive Summary or manufacturers and consumers alike, the automotive and communities—were much more highly motivated and franchise system is the best method for distributing and successful retailers than factory employees or contractors. F selling new cars and trucks. For consumers, new-car That’s still true today, as evidenced by some key findings franchises create intra-brand competition that lowers prices; of this study: generate extra accountability for consumers in warranty and • Today, the average dealership requires an investment of safety recall situations; and provide enormous local eco- $11.3 million, including physical facilities, land, inventory nomic benefits, from well-paying jobs to billions in local taxes. and working capital. For manufacturers, the franchise system is simply the • Nationwide, dealers have invested nearly $200 billion in most efficient and effective way to distribute and sell automo- dealership facilities. biles nationwide. Franchised dealers invest millions of dollars Annual operating costs totaled $81.5 billion in 2013, of private capital in their retail outlets to provide top sales and • an average of $4.6 million per dealership. These service experiences, allowing auto manufacturers to concen- costs include personnel, utilities, advertising and trate their capital in their core areas: designing, building and regulatory compliance. marketing vehicles. Throughout the history of the auto industry, manufactur- • The vast majority—95.6 percent—of the 17,663 ers have experimented with selling directly to consumers. In individual franchised retail automotive outlets are locally fact, in the early years of the industry, manufacturers used and privately owned.
    [Show full text]
  • Daimler Annual Report 2014
    Annual Report 2014. Key Figures. Daimler Group 2014 2013 2012 14/13 Amounts in millions of euros % change Revenue 129,872 117,982 114,297 +10 1 Western Europe 43,722 41,123 39,377 +6 thereof Germany 20,449 20,227 19,722 +1 NAFTA 38,025 32,925 31,914 +15 thereof United States 33,310 28,597 27,233 +16 Asia 29,446 24,481 25,126 +20 thereof China 13,294 10,705 10,782 +24 Other markets 18,679 19,453 17,880 -4 Investment in property, plant and equipment 4,844 4,975 4,827 -3 Research and development expenditure 2 5,680 5,489 5,644 +3 thereof capitalized 1,148 1,284 1,465 -11 Free cash flow of the industrial business 5,479 4,842 1,452 +13 EBIT 3 10,752 10,815 8,820 -1 Value added 3 4,416 5,921 4,300 -25 Net profit 3 7,290 8,720 6,830 -16 Earnings per share (in €) 3 6.51 6.40 6.02 +2 Total dividend 2,621 2,407 2,349 +9 Dividend per share (in €) 2.45 2.25 2.20 +9 Employees (December 31) 279,972 274,616 275,087 +2 1 Adjusted for the effects of currency translation, revenue increased by 12%. 2 For the year 2013, the figures have been adjusted due to reclassifications within functional costs. 3 For the year 2012, the figures have been adjusted, primarily for effects arising from application of the amended version of IAS 19. Cover photo: Mercedes-Benz Future Truck 2025.
    [Show full text]
  • 2002 Ford Motor Company Annual Report
    2228.FordAnnualCovers 4/26/03 2:31 PM Page 1 Ford Motor Company Ford 2002 ANNUAL REPORT STARTING OUR SECOND CENTURY STARTING “I will build a motorcar for the great multitude.” Henry Ford 2002 Annual Report STARTING OUR SECOND CENTURY www.ford.com Ford Motor Company G One American Road G Dearborn, Michigan 48126 2228.FordAnnualCovers 4/26/03 2:31 PM Page 2 Information for Shareholders n the 20th century, no company had a greater impact on the lives of everyday people than Shareholder Services I Ford. Ford Motor Company put the world on wheels with such great products as the Model T, Ford Shareholder Services Group Telephone: and brought freedom and prosperity to millions with innovations that included the moving EquiServe Trust Company, N.A. Within the U.S. and Canada: (800) 279-1237 P.O. Box 43087 Outside the U.S. and Canada: (781) 575-2692 assembly line and the “$5 day.” In this, our centennial year, we honor our past, but embrace Providence, Rhode Island 02940-3087 E-mail: [email protected] EquiServe Trust Company N.A. offers the DirectSERVICE™ Investment and Stock Purchase Program. This shareholder- paid program provides a low-cost alternative to traditional retail brokerage methods of purchasing, holding and selling Ford Common Stock. Company Information The URL to our online Investor Center is www.shareholder.ford.com. Alternatively, individual investors may contact: Ford Motor Company Telephone: Shareholder Relations Within the U.S. and Canada: (800) 555-5259 One American Road Outside the U.S. and Canada: (313) 845-8540 Dearborn, Michigan 48126-2798 Facsimile: (313) 845-6073 E-mail: [email protected] Security analysts and institutional investors may contact: Ford Motor Company Telephone: (313) 323-8221 or (313) 390-4563 Investor Relations Facsimile: (313) 845-6073 One American Road Dearborn, Michigan 48126-2798 E-mail: [email protected] To view the Ford Motor Company Fund and the Ford Corporate Citizenship annual reports, go to www.ford.com.
    [Show full text]
  • The Struggle for Dominance in the Automobile Market: the Early Years of Ford and General Motors
    The Struggle for Dominance in the Automobile Market: The Early Years of Ford and General Motors Richard S. Tedlow Harvard University This paper contrasts the business strategics of Henry Ford and Alfred P. Sloan,Jr. in the automobilemarket of the 1920s.1 The thesisis that HenryFord epitomized the method of competition most familiar to ncoclassical economics. That is to say, his key competitive weapon was price. Alfred P. Sloan, Jr. beat Ford because hc understood that the nature of the market had changed and that new tools wcrc nccdcd for success in the modern world of oligopolistic competition. Henry Ford and the Old Competition In the world of ncoclassical economics, the business landscape is studdcd with anonymous, small producers and merchants and the consumer has perfect information. Buyers do not know other buyers; buyers do not know sellers;scllcrs do not know other sellers. No scllcr can, without collusion, raise price by restricting output. It is a world of commodities. All products arc undiffcrcntiatcd. Prices arc established through the mechanism of an impersonal market, where the "invisible hand" ensures consumer welfare. Producers in an untrammeled market system have no choice but to accept "the lowest [pricc] which can bc taken" [19, p. 61]. In Adam $mith's world, business people do not lose sleep over the issue of whether or not to compete on price. Pricc is compctition's defining characteristic. Conditions approximating this description may have existed in the United States prior to the railroad revolution of the 1840s [6, pp. 13-78]. With thc building of the railroad network, however, the context of businessactivity began to change.
    [Show full text]
  • Auto Innovators-GAMA Amicus Brief
    Nos. 19-368 and 19-369 IN THE Supreme Court of the United States FORD MOTOR COMPANY, Petitioner, v. MONTANA EIGHTH JUDICIAL DISTRICT COURT, et al., Respondents. FORD MOTOR COMPANY, Petitioner, v. ADAM BANDEMER, Respondent. On Writs of Certiorari to the Supreme Court of Montana and the Supreme Court of Minnesota BRIEF FOR THE ALLIANCE FOR AUTOMOTIVE INNOVATION AND GENERAL AVIATION MANUFACTURERS ASSOCIATION AS AMICI CURIAE IN SUPPORT OF PETITIONER DARRYL M. WOO JAIME A. SANTOS GOODWIN PROCTER LLP Counsel of Record Three Embarcadero Center STEPHEN R. SHAW San Francisco, CA 94111 GOODWIN PROCTER LLP (415) 733-6000 1900 N St., NW Washington, DC 20036 [email protected] (202) 346-4000 Counsel for Amici Curiae March 6, 2020 TABLE OF CONTENTS Page INTEREST OF THE AMICI CURIAE ...................... 1 SUMMARY OF THE ARGUMENT ........................... 3 ARGUMENT............................................................... 6 I. The decisions of the Minnesota and Montana Supreme Courts erase the clear line between general and specific personal jurisdiction. ................................... 6 II. This Court should reject respondents’ unlimited stream-of-commerce theory. ..... 12 III. Respondents’ no-causation rule will create massive uncertainty and increase litigation over threshold jurisdictional issues. .................................. 22 IV. Respondents’ rule would have a particularly pernicious impact on foreign manufacturers. .............................. 24 CONCLUSION ......................................................... 29 i TABLE OF AUTHORITIES Page(s) Cases Bristol-Myers Squibb Co. v. Superior Court of Cal., 137 S. Ct. 1773 (2017) ...................................passim Burger King Corp. v. Rudzewicz, 471 U.S. 462 (1985) .......................................... 6, 12 Daimler AG v. Bauman, 571 U.S. 117 (2014) .................. 2, 5, 7, 8, 12, 26, 27 D’Jamoos ex rel. Estate of Weingeroff v. Pilatus Aircraft Ltd., 566 F.3d 94 (3d Cir.
    [Show full text]
  • The Ohio Motor Vehicle Industry
    Research Office A State Affiliate of the U.S. Census Bureau The Ohio Motor Vehicle Report February 2019 Intentionally blank THE OHIO MOTOR VEHICLE INDUSTRY FEBRUARY 2019 B1002: Don Larrick, Principal Analyst Office of Research, Ohio Development Services Agency PO Box 1001, Columbus, Oh. 43216-1001 Production Support: Steven Kelley, Editor; Jim Kell, Contributor Robert Schmidley, GIS Specialist TABLE OF CONTENTS Page Executive Summary 1 Description of Ohio’s Motor Vehicle Industry 4 The Motor Vehicle Industry’s Impact on Ohio’s Economy 5 Ohio’s Strategic Position in Motor Vehicle Assembly 7 Notable Motor Vehicle Industry Manufacturers in Ohio 10 Recent Expansion and Attraction Announcements 16 The Concentration of the Industry in Ohio: Gross Domestic Product and Value-Added 18 Company Summaries of Light Vehicle Production in Ohio 20 Parts Suppliers 24 The Composition of Ohio’s Motor Vehicle Industry – Employment at the Plants 28 Industry Wages 30 The Distribution of Industry Establishments Across Ohio 32 The Distribution of Industry Employment Across Ohio 34 Foreign Investment in Ohio 35 Trends 40 Employment 42 i Gross Domestic Product 44 Value-Added by Ohio’s Motor Vehicle Industry 46 Light Vehicle Production in Ohio and the U.S. 48 Capital Expenditures for Ohio’s Motor Vehicle Industry 50 Establishments 52 Output, Employment and Productivity 54 U.S. Industry Analysis and Outlook 56 Market Share Trends 58 Trade Balances 62 Industry Operations and Recent Trends 65 Technologies for Production Processes and Vehicles 69 The Transportation Research Center 75 The Near- and Longer-Term Outlooks 78 About the Bodies-and-Trailers Group 82 Assembler Profiles 84 Fiat Chrysler Automobiles NV 86 Ford Motor Co.
    [Show full text]
  • Form 10 Visteon Corporation
    Table of Contents As filed with the Securities and Exchange Commission on May 19, 2000 File No. 001-15827 SECURITIES AND EXCHANGE COMMISSION Washington, D.C. 20549 AMENDMENT NO. 1 TO FORM 10 GENERAL FORM FOR REGISTRATION OF SECURITIES PURSUANT TO SECTION 12(b) OR 12(g) OF THE SECURITIES EXCHANGE ACT OF 1934 VISTEON CORPORATION (Exact Name of Registrant as Specified in Its Charter) DELAWARE 38-3519512 (State or Other Jurisdiction of (I.R.S. Employer Incorporation or Organization) Identification No.) Fairlane Plaza North 10th Floor 290 Town Center Drive Dearborn, Michigan 48126 (Address of Principal Executive Offices) (Zip Code) (800) VISTEON (Registrant’s telephone number, including area code) Securities to be registered pursuant to Section 12(b) of the Act: Title of each class Name of each exchange on which to be so registered each class is to be registered Common Stock, par value $1.00 per share The New York Stock Exchange Securities to be registered pursuant to Section 12(g) of the Act: None Table of Contents INFORMATION REQUIRED IN REGISTRATION STATEMENT CROSS-REFERENCE SHEET BETWEEN INFORMATION STATEMENT AND ITEMS OF FORM 10 Item 1. Business The information required by this item is contained under the sections “Summary,” “Risk Factors,” “Business” and “Relationship with Ford” of the Information Statement attached hereto. Those sections are incorporated herein by reference. Item 2. Financial Information The information required by this item is contained under the sections “Summary,” “Capitalization,” “Unaudited Pro Forma Condensed Consolidated Financial Statements,” “Selected Consolidated Financial Data” and “Management’s Discussion and Analysis of Financial Condition and Results of Operations” of the Information Statement.
    [Show full text]
  • SBMTC Procedure for Testing and Rating Automotive Bus Hot Water
    PROCEDURE FOR TESTING AND RATING AUTOMOTIVE BUS HOT WATER AND HEATING AND VENTILATING EQUIPMENT National Association of State Directors of Pupil Transportation Services July 1996 Prepared by School Bus Manufacturers Technical Committee National Association of State Directors of Pupil Transportation Services 1 School Bus Manufacturers Technical Committee Members AmTran Corporation Blue Bird Corporation Carpenter Manufacturing, Inc. Ford Motor Company Freightliner Corporation Mid Bus, Inc. Navistar International Thomas Built Buses, Inc. 2 SBMTC - 001 Procedure for Testing and Rating Automotive Bus Hot Water Heating and Ventilating Equipment July 1996 © 1996 National Association of State Directors of Pupil Transportation Services. All rights reserved. Permission is hereby given to copy and distribute this document without charge provided that each copy bears the copyright notice accompanied by the following: “Reprinted with express permission of the National Association of State Directors of Pupil Transportation Services.” Additional copies of this publication are available upon request from: National Association of State Directors of Pupil Transportation Services 116 Howe Drive Dover, DE 19901 1-800-585-0340 3 SCHOOL BUS MANUFACTURERS TECHNICAL COMMITTEE PROCEDURE FOR TESTING AND RATING AUTOMOTIVE BUS HOT WATER HEATING AND VENTILATING EQUIPMENT 1. SCOPE-- This recommended practice, limited to liquid coolant systems, establishes uniform automotive bus heater test procedures. Required test equipment, facilities and definitions are included. 2. DEFINITIONS 2.1 HEATER SYSTEM-- The system shall comprise an integral assembly having a core assembly, or assemblies, air moving device or devices and the integrally attached shell/housing which contains or attaches to these components. This Unit heater shall extend to the point of interface between the unit under test and its point of attachment to the vehicle, excluding all external ducts and ducting.
    [Show full text]
  • 19-368 Ford Motor Co. V. Montana Eighth Judicial
    (Slip Opinion) OCTOBER TERM, 2020 1 Syllabus NOTE: Where it is feasible, a syllabus (headnote) will be released, as is being done in connection with this case, at the time the opinion is issued. The syllabus constitutes no part of the opinion of the Court but has been prepared by the Reporter of Decisions for the convenience of the reader. See United States v. Detroit Timber & Lumber Co., 200 U. S. 321, 337. SUPREME COURT OF THE UNITED STATES Syllabus FORD MOTOR CO. v. MONTANA EIGHTH JUDICIAL DISTRICT COURT ET AL. CERTIORARI TO THE SUPREME COURT OF MONTANA No. 19–368. Argued October 7, 2020—Decided March 25, 2021* Ford Motor Company is a global auto company, incorporated in Delaware and headquartered in Michigan. Ford markets, sells, and services its products across the United States and overseas. The company also encourages a resale market for its vehicles. In each of these two cases, a state court exercised jurisdiction over Ford in a products-liability suit stemming from a car accident that injured a resident in the State. The first suit alleged that a 1996 Ford Explorer had malfunctioned, killing Markkaya Gullett near her home in Montana. In the second suit, Adam Bandemer claimed that he was injured in a collision on a Min- nesota road involving a defective 1994 Crown Victoria. Ford moved to dismiss both suits for lack of personal jurisdiction. It argued that each state court had jurisdiction only if the company’s conduct in the State had given rise to the plaintiff’s claims. And that causal link existed, according to Ford, only if the company had designed, manufactured, or sold in the State the particular vehicle involved in the accident.
    [Show full text]
  • Electric Vehicle Life Cycle Cost Analysis
    Electric Vehicle Life Cycle Cost Analysis Richard Raustad Electric Vehicle Transportation Center Florida Solar Energy Center 1679 Clearlake Road Cocoa, FL 32922-5703 [email protected] Submitted as: Final Research Project Report EVTC Project 6 – Electric Vehicle Life Cycle Cost Analysis Submitted to: Ms. Denise Dunn Research and Innovative Technology Administration 1200 New Jersey Avenue, SE Washington, DC 20590 E-mail: [email protected] Contract Number: DTRT13-G-UTC51 EVTC Report Number: FSEC-CR-2053-17 February 2017 The contents of this report reflect the views of the authors, who are responsible for the facts and the accuracy of the information presented herein. This document is disseminated under the sponsorship of the U.S. Department of Transportation’s University Transportation Centers Program in the interest of information exchange. The U.S. Government assumes no liability for the contents or use thereof. 1 Acknowledgements This report is a final research report for the Electric Vehicle Life Cycle Cost Analysis project of the Electric Vehicle Transportation Center (EVTC) at the University of Central Florida (UCF). The Electric Vehicle Transportation Center is a University Transportation Center funded by the Research and Innovative Technology Administration of the U.S. Department of Transportation. The EVTC is a research and education center whose projects prepare the U.S. transportation system for the influx of electric vehicles into a sustainable transportation network and investigate the opportunity these vehicles present to enhance electric grid modernization efforts. The EVTC is led by UCF's Florida Solar Energy Center partners from UCF’s Departments of Electrical Engineering and Computer Science and Civil, Environmental and Construction Engineering, the University of Hawaii, and Tuskegee University.
    [Show full text]
  • Ford Motor Company Customer-Specific Requirements
    Ford Motor Company Customer-Specific Requirements For use with PPAP 4.0 Scope The US English language version of this document is the official version. Any translations of this document shall: ••• be for reference only, ••• reference the English version as the official language, ••• include Ford Motor Company in the copyright statement. Copies of this document are available from Ford Motor Company at https://web.qpr.ford.com/sta/Phased_PPAP.html through the Ford Supplier Portal and International Automotive Oversight Board at www.iatfglobaloversight.org . PPAP 4.0 is applicable to organizations supplying all regions within Ford Motor Company and Joint Ventures. Wherever the term "Ford" is used throughout this document, it refers to "Ford Motor Company" and its Joint Ventures. References Note: unless otherwise noted, all references listed throughout these Ford Specific Requirements refer to the latest edition. References available through Automotive Industry Action Group, AIAG http://www.aiag.org/ • APQP forms disk • CQI-9 "Special Process: Heat Treat System Assessment", • CQI-19 AIAG Sub-tier Supplier Management Process Guideline, • International Automotive Task Force ISO/TS 16949 , Quality Management Systems - - Particular Requirements for the Application of ISO 9001 for automotive production and relevant service part organizations • Chrysler, Ford Motor Company, General Motors Corp. Advanced Product Quality Planning reference manual • Chrysler, Ford Motor Company, General Motors Corp. Measurement Systems Analysis reference manual • DaimlerChrysler, Ford Motor Company General Motors Corp. Production Part Approval Process (PPAP) . • Chrysler, Ford Motor Company, General Motors Corp. Statistical Process Control (SPC) reference manual. Supplier Technical Assistance (STA) Page 1 of 15 June 2013 The information contained herein is FORD PROPRIETARY as defined in Ford's Global Information Standard II.
    [Show full text]
  • Final Judgment: U.S. V. Ford Motor Company and the Electric Autolite
    UNITED STATES DISTRICT COURT EASTERN DISTRICT OF MICHIGAN SOUTHERN DIVISION UNITED STATES OF AMERICA, Plaintiff, v. CIVIL ACTION NO. 21911 FORD MOTOR COMPANY and THE _.ELECTRIC AUTOLITE COMPANY, Defendants. FINAL JUDGMENT Plaintiff, the United States of America, having filed its complain·t herein on November 27, 1961; full trial on all issues of liability and relief being had; and the parties having briefed the court on all issues of fact and law: NOW, THEREFORE, it is hereby ORDERED, ADJUDGED AND DECREED as follows: I. This Court has jurisdiction of the subject matter hereof and of the parties hereto •. The acquisition in 1961 by Ford Motor Company of a battery plant in Owosso, Michigan, a spark plug plant in Fostoria, Ohio, and the tradena.me and.trademark "Autolite", from the defendant The Electric Autolite Company, violated Section 7 of the Clayton Act. II. As used in this Final Judgment: {A) "Person" means any individual, partnership, firm, corporation, association or other business or legal entity; (B} "Ford" means Ford Motor Company, a Delaware corporation; ( C} "Subsidiary" means any person controlled by, or more t han fifty per cent of whose voting stock is directly or indirectly controlled by, defendant. III. The provisions of this Final Judgment shall apply to defendant Ford and to each of its subsidiaries, successors and assigns, and to each of their respective officers, di­ rectors, agents, employees, successors and assigns, and to those persons in active concert or participation with any of them who receive actual notice of this Final Judgment by personal service or otherwise. IV.
    [Show full text]