[Federal Register Volume 84, Number 227 (Monday, November 25, 2019)]
[Rules and Regulations]
[Pages 64725-64728]
[FR Doc No: 2019-25475]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2019-0483; Product Identifier 2019-NM-053 AD; Amendment
39-19795; AD 2019-23-02]
RIN 2120-AA64

Airworthiness Directives; Airbus SAS Airplanes

AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).

ACTION: Final rule.

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SUMMARY: The FAA is adopting a new airworthiness directive (AD) for
certain Airbus SAS Model A330-200 Freighter, A330-200, and A330-300
series airplanes. This AD was prompted by a determination that new or
more restrictive airworthiness limitations are necessary. This AD
requires revising the existing maintenance or inspection program, as
applicable, to incorporate new or more restrictive airworthiness
limitations. The FAA is issuing this AD to address the unsafe condition
on these products.

DATES: This AD is effective December 30, 2019.
    The Director of the Federal Register approved the incorporation by
reference of certain publications listed in this AD as of December 30,
2019.

ADDRESSES: For service information identified in this final rule,
contact Airbus SAS, Airworthiness Office--EAL, Rond-Point Emile
Dewoitine No: 2, 31700 Blagnac Cedex, France; telephone +33 5 61 93 36
96; fax +33 5 61 93 45 80; email<EMAIL_ADDRESS>
internet http://www.airbus.com. You may view this service information
at the FAA, Transport Standards Branch, 2200 South 216th St., Des
Moines, WA. For

information on the availability of this material at the FAA, call 206-
231-3195. It is also available on the internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2019-
0483.

Examining the AD Docket

    You may examine the AD docket on the internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2019-
0483; or in person at Docket Operations between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays. The AD docket contains
this final rule, the regulatory evaluation, any comments received, and
other information. The address for Docket Operations is U.S. Department
of Transportation, Docket Operations, M-30, West Building Ground Floor,
Room W12-140, 1200 New Jersey Avenue SE, Washington, DC 20590.

FOR FURTHER INFORMATION CONTACT: Vladimir Ulyanov, Aerospace Engineer,
International Section, Transport Standards Branch, FAA, 2200 South
216th St., Des Moines, WA 98198; telephone and fax<PHONE_NUMBER>.

SUPPLEMENTARY INFORMATION:

Discussion

    The European Union Aviation Safety Agency (EASA), which is the
Technical Agent for the Member States of the European Union, has issued
EASA AD 2019-0059, dated March 20, 2019 (``EASA AD 2019-0059'') (also
referred to as the Mandatory Continuing Airworthiness Information, or
``the MCAI''), to correct an unsafe condition for certain Airbus SAS
Model A330-200 Freighter, A330-200, and A330-300 series airplanes.
    The FAA issued a notice of proposed rulemaking (NPRM) to amend 14
CFR part 39 by adding an AD that would apply to certain Airbus SAS
Model A330-200 Freighter, A330-200, and A330-300 series airplanes. The
NPRM published in the Federal Register on June 24, 2019 (84 FR 29429).
The NPRM was prompted by a determination that new or more restrictive
airworthiness limitations are necessary. The NPRM proposed to require
revising the existing maintenance or inspection program, as applicable,
to incorporate new or more restrictive airworthiness limitations.
    The FAA is issuing this AD to address fatigue cracking, accidental
damage, and corrosion in principal structural elements; such fatigue
cracking, accidental damage, and corrosion could result in reduced
structural integrity of the airplane. See the MCAI for additional
background information.

Comments

    The FAA gave the public the opportunity to participate in
developing this final rule. The following presents the comments
received on the NPRM and the FAA's response to each comment.

Support for the NPRM

    Delta Air Lines (DAL) stated its support for the NPRM.

Request To Include Information for Reporting

    DAL requested that the proposed AD include the address where
inspection findings report should be sent and the time frame within
which the report should be submitted. The commenter recommended that
the proposed AD include a paragraph stating that all crack findings
identified during the inspection tasks included in Airbus A330
Airworthiness Limitations Section (ALS) Part 2, Damage Tolerant
Airworthiness Limitation Items (DT-ALI), Revision 03, dated October 15,
2018 (``Airbus A330 ALS Part 2, DT-ALI, Revision 03''), as supplemented
by Airbus A330 ALS Part 2, DT-ALI, Variation 3.1, dated January 18,
2019, along with the corrective actions, be reported to Airbus via the
Airbus Tech Request system within 30 days after the visit.
    The commenter justified its request by explaining that paragraph 6.
``Reporting,'' of Section 1. of Airbus A330 ALS Part 2, DT-ALI,
Revision 03, specifies reporting. The commenter explained that the
philosophy behind the fatigue related inspections is that the areas
being inspected are places where cracking might be found in the future,
and if cracking is found in these areas the associated inspection task
would be removed from Airbus A330 ALS Part 2, DT-ALI, Revision 03, and
included in a service bulletin and an associated AD would be issued.
The commenter concluded that the reporting in paragraph 6.
``Reporting,'' of Section 1. of Airbus A330 ALS Part 2, DT-ALI,
Revision 03, is an important part of this process. Furthermore, the
commenter stated that they could not locate information regarding where
to submit reports and the timeframe for reporting.
    The FAA would like to clarify the intent of the referenced damage-
tolerant task in Airbus A330 ALS Part 2, DT-ALI, Revision 03, as
supplemented by Airbus A330 ALS Part 2, DT-ALI, Variation 3.1, dated
January 18, 2019. Unlike airplanes that follow a Supplemental
Structural Inspection Program that requires reporting (those with an
older certification basis that does not include damage tolerance
criteria), the airplanes specified in paragraph (c) of this AD comply
with 14 CFR 25.571 damage tolerance criteria. Section 25.571 requires
applicants to evaluate all structures that could contribute to
catastrophic failure of the airplane with respect to its susceptibility
to fatigue cracking, corrosion, and accidental damage. Applicants must
establish inspections or other procedures (also referred to as
maintenance actions) as necessary to avoid catastrophic failure during
the operational life of the airplane based on the results of these
evaluations. It is intended that all maintenance actions required to
address fatigue cracking, corrosion, and accidental damage are
identified in the structural-maintenance program. All inspections and
other procedures (e.g., modification times, replacement times) that are
necessary to prevent a catastrophic failure due to fatigue are included
in the ALS of the Instructions for Continued Airworthiness (ICA), as
required by 14 CFR 25.1529. Therefore, reporting is not required by
this AD.
    FAA Advisory Circular 25.571-1D provides guidance for compliance
with the provisions of 14 CFR 25.571, pertaining to the requirements
for damage-tolerance and fatigue evaluation of transport category
aircraft structure, and may be referenced for further information.
    While airplane manufacturers may benefit from receiving information
from the outcome of the ALI inspections, the EASA did not make
reporting a requirement in EASA AD 2019-0059. The FAA concurs with the
EASA, and therefore, this AD does not include a reporting requirement.
However, operators may report the findings, as an option, to Airbus as
specified in paragraph 6., ``Reporting,'' of Section 1. of Airbus A330
ALS Part 2, DT-ALI, Revision 03, that indicates reports should be sent
to<EMAIL_ADDRESS>This AD has not been changed in this
regard.

Change to Certification Date in the Applicability

    In paragraph (c) of the proposed AD, the FAA specified that certain
airplanes with an original airworthiness certificate or original export
certificate of airworthiness issued on or before ``October 15, 2018''
are affected. However, since this AD requires revising the existing
maintenance or inspection program to incorporate the information
specified in Airbus A330 ALS Part 2, DT-ALI, Revision 03, as
supplemented by Airbus A330 ALS Part 2, DT-ALI, Variation 3.1, dated
January

18, 2019, the FAA changed the date in paragraph (c) of this AD to
``January 18, 2019.'' No U.S. operators are affected by this change.

Conclusion

    The FAA reviewed the relevant data, considered the comments
received, and determined that air safety and the public interest
require adopting this final rule with the change described previously
and minor editorial changes. The FAA determined that these minor
changes:
     Are consistent with the intent that was proposed in the
NPRM for addressing the unsafe condition; and
     Do not add any additional burden upon the public than was
already proposed in the NPRM.
    The FAA also determined that these changes will not increase the
economic burden on any operator or increase the scope of this final
rule.

Related Service Information Under 1 CFR Part 51

    Airbus has issued A330 Airworthiness Limitations Section (ALS) Part
2, Damage Tolerant Airworthiness Limitation Items (DT-ALI), Revision
03, dated October 15, 2018, as supplemented by Airbus A330 ALS Part 2,
DT-ALI, Variation 3.1, dated January 18, 2019. This service information
describes mandatory maintenance tasks that operators must perform at
specified intervals. This service information also describes
airworthiness limitations for certification maintenance requirements
applicable to the DT-ALI. This service information is reasonably
available because the interested parties have access to it through
their normal course of business or by the means identified in the
ADDRESSES section.

Costs of Compliance

    The FAA estimates that this AD affects 107 airplanes of U.S.
registry. The FAA estimates the following costs to comply with this AD:
    The FAA has determined that revising the existing maintenance or
inspection program takes an average of 90 workhours per operator,
although the agency recognizes that this number may vary from operator
to operator. In the past, the agency has estimated that this action
takes 1 work-hour per airplane. Since operators incorporate maintenance
or inspection program changes for their affected fleet(s), the agency
has determined that a per-operator estimate is more accurate than a
per-airplane estimate. Therefore, the agency estimates the total cost
per operator to be $7,650 (90 work-hours x $85 per work-hour).

Authority for This Rulemaking

    Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. Subtitle VII: Aviation Programs,
describes in more detail the scope of the Agency's authority.
    The FAA is issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701: ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
    This AD is issued in accordance with authority delegated by the
Executive Director, Aircraft Certification Service, as authorized by
FAA Order 8000.51C. In accordance with that order, issuance of ADs is
normally a function of the Compliance and Airworthiness Division, but
during this transition period, the Executive Director has delegated the
authority to issue ADs applicable to transport category airplanes and
associated appliances to the Director of the System Oversight Division.

Regulatory Findings

    This AD will not have federalism implications under Executive Order
13132. This AD will not have a substantial direct effect on the States,
on the relationship between the national government and the States, or
on the distribution of power and responsibilities among the various
levels of government.
    For the reasons discussed above, I certify that this AD:
    (1) Is not a ``significant regulatory action'' under Executive
Order 12866,
    (2) Will not affect intrastate aviation in Alaska, and
    (3) Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.

Adoption of the Amendment

    Accordingly, under the authority delegated to me by the
Administrator, the FAA amends 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
1. The authority citation for part 39 continues to read as follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701.

Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  39.13 by adding the following new airworthiness
directive (AD):

2019-23-02 Airbus SAS: Amendment 39-19795; Docket No. FAA-2019-0483;
Product Identifier 2019-NM-053-AD.

(a) Effective Date

    This AD is effective December 30, 2019.

(b) Affected ADs

    This AD affects AD 2017-19-13, Amendment 39-19043 (82 FR 43837,
September 20, 2017) (``AD 2017-19-13''); and AD 2018-24-04,
Amendment 39-19508 (83 FR 60756, November 27, 2018) (``AD 2018-24-
04'').

(c) Applicability

    This AD applies to the Airbus SAS airplanes specified in
paragraphs (c)(1) through (3) of this AD, certificated in any
category, with an original airworthiness certificate or original
export certificate of airworthiness issued on or before January 18,
2019.
    (1) Model A330-223F and -243F airplanes.
    (2) Model A330-201, -202, -203, -223, and -243 airplanes.
    (3) Model A330-301, -302, -303, -321, -322, -323, -341, -342,
and -343 airplanes.

(d) Subject

    Air Transport Association (ATA) of America Code 05, Time Limits/
Maintenance Checks.

(e) Reason

    This AD was prompted by a determination that new or more
restrictive airworthiness limitations are necessary. The FAA is
issuing this AD to address fatigue cracking, accidental damage, and
corrosion in principal structural elements; such fatigue cracking,
accidental damage, and corrosion could result in reduced structural
integrity of the airplane.

(f) Compliance

    Comply with this AD within the compliance times specified,
unless already done.

(g) Maintenance or Inspection Program Revision

    Within 90 days after the effective date of this AD, revise the
existing maintenance or inspection program, as applicable, to
incorporate the information specified in Airbus A330 Airworthiness
Limitations

Section (ALS) Part 2, Damage Tolerant Airworthiness Limitation Items
(DT-ALI), Revision 03, dated October 15, 2018 (``Airbus A330 ALS
Part 2, DT-ALI, Revision 03''), as supplemented by Airbus A330 ALS
Part 2, DT-ALI, Variation 3.1, dated January 18, 2019. The initial
compliance time for doing the tasks is at the time specified in
Airbus A330 ALS Part 2, DT-ALI, Revision 03, including Airbus A330
ALS Part 2, DT-ALI, Variation 3.1, dated January 18, 2019; or within
90 days after the effective date of this AD; whichever occurs later.
This AD does not require Section 4, ``Damage Tolerant-Airworthiness
Limitations Items-Tasks Beyond MPPT,'' of Airbus A330 ALS Part 2,
DT-ALI, Revision 03.

(h) No Alternative Actions or Intervals

    After the existing maintenance or inspection program has been
revised as required by paragraph (g) of this AD, no alternative
actions (e.g., inspections) or intervals, may be used unless the
actions and intervals are approved as an alternative method of
compliance (AMOC) in accordance with the procedures specified in
paragraph (j)(1) of this AD.

(i) Terminating Action for AD 2017-19-13 and AD 2018-24-04

    Accomplishing the actions required by this AD terminates all
requirements of AD 2017-19-13 and AD 2018-24-04.

(j) Other FAA AD Provisions

    The following provisions also apply to this AD:
    (1) Alternative Methods of Compliance (AMOCs): The Manager,
International Section, Transport Standards Branch, FAA, has the
authority to approve AMOCs for this AD, if requested using the
procedures found in 14 CFR 39.19. In accordance with 14 CFR 39.19,
send your request to your principal inspector or local Flight
Standards District Office, as appropriate. If sending information
directly to the International Section, send it to the attention of
the person identified in paragraph (k)(2) of this AD. Information
may be emailed to<EMAIL_ADDRESS>    (i) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the local flight standards district office/certificate holding
district office.
    (ii) The AMOC specified in letter AIR-676-19-120, dated March 5,
2019, approved previously for AD 2018-24-04, is approved as an AMOC
for the corresponding provisions of this AD for Model A330-300
series airplanes modified from a passenger to freighter
configuration under the provisions of FAA Supplemental Type
Certificate ST04038NY.
    (2) Contacting the Manufacturer: For any requirement in this AD
to obtain corrective actions from a manufacturer, the action must be
accomplished using a method approved by the Manager, International
Section, Transport Standards Branch, FAA; or the European Union
Aviation Safety Agency (EASA); or Airbus SAS's EASA Design
Organization Approval (DOA). If approved by the DOA, the approval
must include the DOA authorized signature.

(k) Related Information

    (1) Refer to Mandatory Continuing Airworthiness Information
(MCAI) EASA AD 2019-0059, dated March 20, 2019, for related
information. This MCAI may be found in the AD docket on the internet
at https://www.regulations.gov by searching for and locating Docket
No. FAA-2019-0483.
    (2) For more information about this AD, contact Vladimir
Ulyanov, Aerospace Engineer, International Section, Transport
Standards Branch, FAA, 2200 South 216th St., Des Moines, WA 98198;
telephone and fax<PHONE_NUMBER>.

(l) Material Incorporated by Reference

    (1) The Director of the Federal Register approved the
incorporation by reference (IBR) of the service information listed
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
    (2) You must use this service information as applicable to do
the actions required by this AD, unless this AD specifies otherwise.
    (i) Airbus A330 Airworthiness Limitations Section (ALS) Part 2,
Damage Tolerant Airworthiness Limitation Items (DT-ALI), Revision
03, dated October 15, 2018.
    (ii) Airbus A330 Airworthiness Limitations Section (ALS) Part 2,
Damage Tolerant Airworthiness Limitation Items (DT-ALI), Variation
3.1, dated January 18, 2019.
    (3) For service information identified in this AD, contact
Airbus SAS, Airworthiness Office--EAL, Rond-Point Emile Dewoitine
No: 2, 31700 Blagnac Cedex, France; telephone +33 5 61 93 36 96; fax
+33 5 61 93 45 80; email<EMAIL_ADDRESS>
internet http://www.airbus.com.
    (4) You may view this service information at the FAA, Transport
Standards Branch, 2200 South 216th St., Des Moines, WA. For
information on the availability of this material at the FAA, call
206-231-3195.
    (5) You may view this service information that is incorporated
by reference at the National Archives and Records Administration
(NARA). For information on the availability of this material at
NARA, email<EMAIL_ADDRESS>or go to: https://www.archives.gov/federal-register/cfr/ibr-locations.html.

    Issued in Des Moines, Washington, on November 7, 2019.
Michael Kaszycki,
Acting Director, System Oversight Division, Aircraft Certification
Service.
[FR Doc. 2019-25475 Filed 11-22-19; 8:45 am]
BILLING CODE 4910-13-P


[Federal Register Volume 83, Number 179 (Friday, September 14, 2018)]
[Notices]
[Page 46777]
[FR Doc No: 2018-20116]

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DEPARTMENT OF TRANSPORTATION

National Highway Traffic Safety Administration

[Docket No. NHTSA-2018-0055]

New Car Assessment Program Public Meeting; Reschedule

AGENCY: National Highway Traffic Safety Administration (NHTSA),
Department of Transportation (DOT).

ACTION: Reschedule notice; extension of comment period.

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SUMMARY: Due to the anticipated severe weather from Hurricane Florence,
which is forecast to make landfall along the East Coast of the United
States later this week, NHTSA is rescheduling the NCAP public meeting
to October 1, 2018. The public meeting was originally scheduled on
September 14, 2018. Furthermore, due to the new schedule of the public
meeting, NHTSA is extending the comment period on the notice of public
meeting and request for comments to October 31, 2018. The comment
period for the notice of public meeting was originally scheduled to end
on October 2, 2018.

DATES: NHTSA will hold the public meeting on October 1, 2018 (instead
of September 14, 2018), from 9 a.m. to 5 p.m., Eastern Daylight Time.
Check-in will begin at 8 a.m. Attendees should arrive by 8 a.m. to
allow sufficient time for security clearance. In addition to this
meeting, the public will have the opportunity to submit written
comments to the docket for this notice concerning matters addressed in
this notice. The comment period for the notice of public meeting and
request for comments published August 3, 2018, at 83 FR 38201, is
extended. Written comments must be received on or before October 31,
2018 to be considered timely.

ADDRESSES: The public meeting will be held at DOT Headquarters, located
at 1200 New Jersey Avenue SE, Washington, DC 20590-0001 (Green Line
Metro station at Navy Yard) in the Media Center. This facility is
accessible to individuals with disabilities.

FOR FURTHER INFORMATION CONTACT: You may contact Ms. Jennifer N. Dang,
Division Chief, New Car Assessment Program, Office of Crashworthiness
Standards (Telephone:<PHONE_NUMBER>).

SUPPLEMENTARY INFORMATION:

I. Public Meeting Details

    Registration: Registration is still necessary for all attendees due
to limited space. Even if you have already registered for the September
14th meeting, please re-register if you plan to attend the October 1st
meeting. Attendees must register online at https://www.surveymonkey.com/r/Rescheduled-NCAP-Public-Meeting by September 21,
2018. Please provide your name, email address, and affiliation. Also,
indicate whether you plan to participate actively in the meeting
(speaking will be limited to 10 minutes per speaker for each of the
four agenda topics, unless the number of registered speakers is such
that more time per agenda topic will be available), and whether you
require accommodations, such as a sign language interpreter.
    Written Comments: Docket NHTSA-2018-0055 is available for written
statements and supporting information regarding matters addressed in
this notice. All interested persons, regardless of whether they attend
or speak at the public meeting, are invited to submit written comments
to the docket and are encouraged to do so. The formal docket comment
period will close on October 31, 2018, but NHTSA will consider comments
received after the closing date to the extent practicable. Instructions
for submitting comments are described in the Public Meeting Details
section of the original notice of public meeting (83 FR 38201, August
3, 2018).
    The public meeting is structured to be a listening session in which
NHTSA considers recommendations from the public on how best to improve
NCAP. Webcast will be available for this public meeting.

    Issued in Washington, DC, under authority delegated in 49 CFR
1.95 and 501.5.
Heidi Renate King,
Deputy Administrator.
[FR Doc. 2018-20116 Filed 9-12-18; 4:15 pm]
BILLING CODE 4910-59-P


Materials Characterization Paper

In Support of the

Advanced Notice of Proposed Rulemaking –

Identification of Nonhazardous Materials That Are Solid Waste

Biomass - Animal Manure and Gaseous Fuels

December 16, 2008

=====================================================================

1.	Definitions of Animal Manure and Gaseous Fuels

In this context, we are defining animal manure as the excrement of
livestock reared in agricultural operations as well as straw, sawdust,
and other residues used as animal bedding.

Gaseous fuels may be derived from municipal and industrial landfills
(landfill gas) or from animal manure and solid biomass such as crop
silage or the organic fraction of MSW (biogas). Both landfill gas and
biogas are generated via anaerobic digestion, a multi-stage process
whereby bacteria convert carbohydrates, fats, and proteins to methane
(Evans 2001). EPA does not consider these materials to be wastes in
themselves, when used as fuel, but rather materials derived from wastes.

2.	Annual Quantities of Animal Manure and Gaseous Fuels Generated and
Used

Sectors that Generate Animal Manure and Gaseous Fuels:

NAICS 1121: Cattle Ranching and Farming

NAICS 1122: Hog and Pig Farming

NAICS 1123: Poultry and Egg Production

NAICS 1124: Sheep and Goat Farming

NAICS 112920: Horses and Other Equine Production

NAICS 562212: Solid Waste Landfill

NAICS 221320: Sewage Treatment Facilities

Quantities and Prices of Animal Manure and Gaseous Fuels Generated:

Domestic livestock production generates over a billion tons of manure
annually.  If all of this were used to produce biogas, it would yield
approximately 19.4 million tons of methane (Cuéllar and Webber 2008).

Anaerobic digestion of current manure production managed in ponds,
anaerobic lagoons, and holding tanks would yield 2.4 million tons of
methane. Current production is 0.07 million tons from 111 operating
digesters (EPA 2008a).

Around 35 million dry tons of current manure production could be used
for bioenergy purposes once sustainability concerns are met (e.g., this
manure is available after primary use of manure on soils to maintain
fertility) (Perlack et al. 2005).

In 2006, 11.4 million tons of landfill gas (3.0 million tons of methane)
provided the equivalent of 150 trillion Btus for heat and electicity
generation (EIA 2008).

Current landfill gas production from 455 operational projects is 3.6
million tons of methane (EPA 2008b).

A 2007 survey of anaerobic digestion systems at livestock facilities
found an average biogas production cost of $6.60 per million btu (NRCS
2007).

Poultry litter sold for electricity generation at the Fibrominn LLC
plant in Benson, MN, is purchased by contract with farmers at $3 to $5
per ton. The power helps meet a Minnesota legislative mandate for power
generation from biomass, although it is not competitive with fossil
fuels (Karnowski 2007).

Trends in Generation of Animal Manure and Gaseous Fuels:

Livestock production has become increasingly concentrated in recent
years (Kellogg et al. 2000). This facilitates the collection of
secondary materials for bioenergy purposes.

Opportunities for utilizing animal byproducts for bioenergy production
may increase in coming years with higher fossil fuel prices and improved
conversion technologies including both biochemical and thermochemical
platforms (Cantrell et al. 2008).

3.	Uses of Animal Manure and Gaseous Fuels

Combustion Uses of Animal Manure and Gaseous Fuels:

Biogas produced on farms is typically used to heat water for purposes of
cleaning and sanitizing milking pipelines and equipment in dairy
operations (NRCS 2007). Note that this biogas is derived from animal
products, and is not an animal product itself.

An emerging market for animal manure is direct production of heat and
power (e.g., the 55 megawatt Fibrominn LLC plant).

In 2006, landfill gas was used by the following sectors (energy basis):
commercial (2.7 percent), industrial (49.3 percent), electric utilities
(5.3 percent), and independent power producers (42.7 percent) (EIA
2008).

Non-Combustion Uses of Animal Manure and Gaseous Fuels:

Animal manure is spread on cropland and pastureland as a fertilizer to
replenish nutrients and as a soil treatment to improve soil quality by
enhancing soil structure and increasing the soil’s ability to hold
water and resist compaction (Kellogg et al. 2000). Other uses are
uncommon in the US (e.g., home heating, cooking, and paper production).

Quantities of Animal Manure and Gaseous Fuels Landfilled:

The amount of animal manure landfilled has not been identified.

An additional 535 candidate landfills have been identified with the
potential to provide 2.4 million tons of methane (EPA 2008b). Milbrandt
(2005) estimated total domestic production from landfills and domestic
wastewater treatment sites at 13.6 and 0.5 million tons of methane,
respectively.

Quantities of Animal Manure and Gaseous Fuels Stockpiled/Stored:

Information about quantities of animal manure stockpiled are unknown.
While the quantity of animal manure undergoing short-term storage is
significant, decay rates and issues associated with storage (leaks and
odor), along with technical limitations associated with storage of gases
likely place some limits on stockpiling activity, particularly because
the value of these materials is not likely to appreciate as the result
of long-term stockpiling.

Exhibit 1:  Overview of Generation and Use of Animal Manure and Gaseous
Fuels

Commodity	Annual Quantity Generated 	Annual Quantity Used as Fuel
Additional Annual Quantity 	Annual Quantity in Other Uses	Total Quantity
Stockpiled as of 2008

Cement Kilns	Other

----------- million tons of methane per year -----------

Biogas from Agricultural Anaerobic Digesters	0.07	N/I	0.07	N/I	N/I 	N/I

Landfill Gas	3.60	N/I	3.60	2.4 – 10.0	N/I 	N/I

N/I = not identified

4.	Management and Combustion Processes for Animal Manure and Gaseous
Fuels

Types of Units Using Animal Manure and Gaseous Fuels:

Biogas generated on farms is typically combusted directly in boilers and
to a lesser extent is burned for space heating (NRCS 2007).

Landfill gas is used to generate electricity in internal combustion
engines, gas turbines, and microturbines. It also has direct use
applications in boilers, combined heat and power systems, dryers, kilns,
and greenhouses (EPA 2008d).

Sourcing of Animal Manure and Gaseous Fuels:

Manure is generated in all livestock operations. Anaerobic digesters for
biogas production accommodate manure handled as a liquid, slurry, or
semi-solid (i.e., total solids up to approximately 12 percent) (EPA
2002).

Landfill gas forms as a by-product of manure decomposition.

Processing of Animal Manure and Gaseous Fuels:

Biogas generated on farms is typically combusted on-site with little
upgrading other than hydrogen sulfide and moisture removal. Carbon
dioxide may also be removed for applications where high thermal values
are needed (NRCS 2007).

Landfill gas also needs to undergo minimal upgrading when used in most
applications (EPA 2000). Substantial upgrading is needed, however,
should landfill gas be introduced into natural gas distribution
networks. Here a series of membrane separation processes, molecular
sieves, and absorption processes are employed (CCTP 2005).

State Status of Animal Manure and Gaseous Fuels:

At this stage, we have not identified any states that have specifically
granted a beneficial use designation for the use of animal manure as
fuel, but we have not performed an exhaustive investigation of state
activities and regulations.  For example, it is possible that equivalent
designations are made by states as part of agricultural regulation.

As of September 2006, approximately 50 percent of states had renewable
fuels portfolio standards requiring that varying percentages of power
generated within the individual states come from alternative fuels
(including biomass) by a designated future date; several more states
have enacted such regulations since then (DOE 2006).  For instance, in
August 2007, North Carolina enacted a law to “promote the development
or renewable energy…through implementation of a renewable energy and
energy efficiency portfolio standard (REPS)” (Session Law 2007-397.
This law specifically calls for the following:

Sec. 62-133.7 (e).  Compliance with REPS requirement through use of
swine waste resources.  --  For calendar year 2018 and for each calendar
year thereafter, at least two-tenths of one percent (0.2%) of the total
electric power in kilowatt hours sold to retail electric customers in
the State shall be supplied, or contracted for supply in each year, by
swine waste.  [Interim percentages are mandated for 2012 and 2015.]

Sec 62.133.7(f).  Compliance with REPS requirement through use of
poultry waste resources.  --  For calendar year 2014 and for each
calendar year thereafter, at least 900,000 megawatt hours of the total
electric power sold to retail electric customers in the State shall be
supplied, or contracted for supply in each year, by poultry waste
combined with wood shavings, rice hulls, or other bedding material.
[Interim megawatt hour values are mandated for 2012 and 2013.]

5.	 Animal Manure and Gaseous Fuels Composition and Impacts

Composition of Animal Manure and Gaseous Fuels:

Biogas from on-farm anaerobic digesters typically contains 60 to 70
percent methane and 30 to 40 percent carbon dioxide by volume (NRCS
2007). Landfill gas tends to contain between 45 to 55 percent methane
and 45 to 55 percent carbon dioxide (Messics 2001). Average low heat
values of gaseous fuels are approximately 19,840 btu/lb for methane,
11,820 for biogas, and 6,500 for landfill gas (EIA 2008).

Poultry litter has a high heat value of 6,187 btu/lb (Wright et al.
2006).

Impacts of Animal Manure and Gaseous Fuels Use:

Benefits include 1) energy use of methane, otherwise released to the
atmosphere (EPA 2008e), 2) displacement of fossil fuel, primarily
natural gas, and, 3) potential reduction of pollutants harmful to human
health (NRC 2003).

Landfill gas emissions vary considerably depending on the composition of
the waste in the landfill, the efficiency with which gas is captured,
and the pollution control technologies used in combustion. Combustion of
landfill gas for energy leads to reductions in VOCs, and organic mercury
compounds relative to uncontrolled emissions from landfills (EPA 2008f).
In addition, combustion of landfill gas avoids the impacts associated
with extraction, processing, and transportation of typical primary fuels
like natural gas. The emissions and upstream impacts associated with
natural gas combustion are identified in Exhibit 2.

Fermentation of pig manure to create biogas has been shown to reduce
nitrous oxide by 14 grams per ton of manure compared to typical storage
and fertilizer applications (Nielsen 2002).

Combustion of biogas as a replacement for natural gas avoids the
emissions associated with the extraction and processing of natural gas.
Exhibit 2 lists the emissions from combustion of biogas from a typical
pig farm and combustion and pre-combustion processing of natural gas at
a typical industrial boiler in the U.S. in the late 1990s. Note that the
emissions of many of the criteria pollutants are similar to natural gas
combustion, but significant reductions are achieved by avoiding the
impacts associated with extraction and processing of natural gas.

Exhibit 2:  Comparative Emissions of Biogas and Natural Gas Combustion

Pollutant	Biogas	Natural Gas

	Combustion	Combustion	Combustion plus Upstream

	----- Lb./MMBtu -----

Criteria Pollutants

PM2.5	0.003	-	-

PM10	0.003	0.009	0.009

PM, unspecified	-	-	0.004

NOx	0.072	0.301	0.417

VOCs	0.009	0.009	0.524

SOx	0.026	0.073	1.985

CO	0.084	0.058	0.282

Pb	-	-	2.72x10-7

Hg	-	-	7.18x10-8

Sources:

Franklin Associates 1998; Nielson 2002.

Notes:

“-” signifies data not available; may equal zero. Emissions of
biogas reflect combustion process only and do not include upstream,
downstream, or avoided impacts.

The emission information presented in this table is derived from Life
Cycle Inventory (LCI) data, as compiled by Franklin Associates.   LCI
data identifies and quantifies resource inputs, energy requirements, and
releases to the air, water, and land for each step in the manufacture of
a product or process, from the extraction of the raw materials to
ultimate disposal. The LCI can be used to identify those system
components or life cycle steps that are the main contributors to
environmental burdens such as energy use, solid waste, and atmospheric
and waterborne emissions.  Uncertainty in an LCI is due to the
cumulative effects of input uncertainties and data variability.

There are several life cycle inventory databases available in the U.S.
and Europe.  For this paper, we applied the most readily available LCI
database that was most consistent with the materials and uses examined.
These LCI data rely on system boundaries as defined by Franklin
Associates, as described in the documentation for this database,
available at:   HYPERLINK
"http://www.pre.nl/download/manuals/DatabaseManualFranklinUS98.pdf"
http://www.pre.nl/download/manuals/DatabaseManualFranklinUS98.pdf .

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Nielsen, Per H., Anne Merete Nielsen, and Rikke H. Frederiksen. 2002,
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 Biomass production estimates are presented on an annual basis.

 The summary table in the reference does not always specify which types
of biomass are included, however, some examples specific to animal
manure and gaseous fuels include:  Maryland specifies “poultry litter
incineration”; Nevada specifies “biomass (includes…animal
waste...)”; and New Mexico specifies “animal waste” in the
definition of “biomass resources”.  Other states use the term
“sustainable biomass” which could include animal manure/gaseous
fuels, while others may include animal manure/gaseous fuels in the
generic term “biomass”.

Biomass - Animal Manure and Gaseous Fuels

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