[Federal Register Volume 75, Number 220 (Tuesday, November 16, 2010)]
[Rules and Regulations]
[Pages 69864-69870]
[FR Doc No: 2010-28399]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Docket No. FAA-2010-0049; Airspace Docket No. 08-AWA-1]
RIN 2120-AA66

Modification of Class B Airspace; Charlotte, NC

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: This action modifies the Charlotte, NC, Class B airspace area
to ensure the containment of aircraft, accommodate the implementation
of area navigation (RNAV) departure procedures, and support operations
of the third parallel runway at Charlotte/Douglas International
Airport. The FAA is taking this action to improve the flow of air
traffic, enhance safety, and reduce the potential for midair collision
in the Charlotte, NC, terminal area.

DATES: Effective Date: 0901 UTC, January 13, 2011. The Director of the
Federal Register approves this incorporation by reference action under
3 CFR part 51, subject to the annual revision of FAA Order 7400.9 and
publication of conforming amendments.

FOR FURTHER INFORMATION CONTACT: Paul Gallant, Airspace Regulations and
ATC Procedures Group, Office of Airspace Systems and AIM, Federal
Aviation Administration, 800 Independence Avenue, SW., Washington, DC
20591; telephone:<PHONE_NUMBER>.

SUPPLEMENTARY INFORMATION:

Background

    On March 3, 2010, the FAA published in the Federal Register a
notice of proposed rulemaking (NPRM) to modify the Charlotte, NC Class
B airspace area (75 FR 9538). This action proposed to expand the
lateral and vertical limits of the Charlotte Class B airspace area: To
provide the additional airspace needed to support operations of a third
parallel runway and the implementation of RNAV departure procedures; to
contain ILS approach procedures for runways 23, 18L, 18C (formerly 18R
but redesignated November 20, 2008) and the new runway (18R); and to
contain aircraft being vectored to a base leg from the west when
Charlotte/Douglas International Airport (CLT) is on a north operation.
    In addition, the FAA published in the Federal Register a correction
to the notice to provide a graphic chart of the proposed area that was
inadvertently omitted from notice (75 FR 13049; March 18, 2010).
Interested parties were invited to participate in this rulemaking
effort by submitting written comments on the proposal. Twelve written
comments were received in response to the notice.

Discussion of Comments

    Two commenters expressed concerns about the availability of the
published low altitude area navigation (RNAV) routes (i.e., T-routes)
through the Charlotte terminal area. One commenter wrote that he
regularly flies east/west across North Carolina but seldom is cleared
for a T-route. Another commenter said that the FAA should re-evaluate
and potentially amend the Charlotte T-routes if necessary to increase
availability.
    There are currently four T-routes that traverse Charlotte's
terminal airspace. T-200 and T-202 are east/west oriented routes; and
T-201 and T-203 are north/south routes. The FAA acknowledges that
availability of the east/west T-routes is limited. When the new runway
36L/18R opened in November 2009 and in order to accommodate triple
instrument operations, Charlotte airport traffic control tower (ATCT)
restricted overflight traffic on V-66, T-200 and T-202 during certain
times. This restriction is in place when Charlotte is on a north
operation (i.e., aircraft landing and departing to the north). The FAA
has reviewed the existing T-routes and found that it is difficult to
utilize the east/west T-routes through the Charlotte terminal area more
than the current practice. When Charlotte is on a north operation,
final radar airspace begins at Charlotte airport and extends southward
to the boundary with Columbia, SC, ATCT airspace. On a south operation,
final radar airspace begins at the airport and extends northward to the
boundary with Atlanta Air Route Traffic Control Center (ARTCC). Because
traffic in the above mentioned areas is descending from the enroute
structure all the way to the surface for landing, it is difficult to

provide additional T-routes through these areas. This is likely to
continue because, since June 2009, there has been a five percent
increase in traffic at the Charlotte airport, with traffic projected to
continue to increase at a moderate rate. It should be noted that
controllers do not normally ``offer'' T-routes to pilots when they are
approaching Charlotte airspace. When these routes were first developed,
it was the expectation that pilots would file the T-routes in their
flight plan. When the T-route is not filed in the flight plan and a
pilot subsequently requests clearance into a T-route, controllers must
re-clear the aircraft off the filed route and onto the T-route and
amend the pilot's route in the National Airspace System (NAS). This
could lead to confusion as to where the route begins and ends, and
where the route leaves or rejoins the previously filed route. It should
also be noted that the two north/south oriented T-routes through
Charlotte's airspace remain available with very few restrictions. Any
limitations imposed on those routes would be based on real-time
traffic. If pilots wish to file a T-route in the flight plan, Charlotte
controllers will make every attempt to allow the pilot to remain on the
route.
    Five persons wrote with concerns about expanding the part of the
Class B airspace (with a 4,000 foot MSL floor) over Lancaster County-
McWhirter Field (LKR), located in Lancaster, South Carolina. They
contend that the change would cause the loss of, or modification to, an
approved Aerobatic Practice Area (APA) at LKR. The APA is used by many
members of the International Aerobatic Club and a number of aerobatic
teams train there. The APA currently extends from 500 feet above ground
level (AGL) to 4,000 feet AGL, and operates in accordance with a waiver
granted by the FAA. Commenters contend that the Class B airspace floor
is set at 4,000 feet MSL in this area as proposed, the APA would extend
nearly 500 feet into Class B airspace. They note that the APA ceiling
could be lowered to 3,500 feet AGL, but this would allow only a 14 foot
margin below the Class B for pilots to avoid an airspace violation.
Commenters suggested that the Class B floor over LKR be raised to at
least 5,000 feet MSL to allow them to fly safely while practicing
competitive aerobatics.
    The FAA recognizes that establishing a 4,000 foot MSL Class B
airspace floor would place the ceiling of LKR's APA within Class B
airspace. However, FAA's facility operation directive (FAA Order
7210.3, Facility Operation and Administration) specifically addresses
aerobatic practice areas and provides a means for air traffic managers
to accommodate aerobatic practice activity within Class B airspace.
Based on the guidelines stated in the directive, the FAA believes it
can work out a satisfactory arrangement with the aerobatic operators at
LKR.
    Also, one of the commenters questioned the need for Charlotte
arrivals from the southeast and the west to be at 3,500 feet AGL when
30 nautical miles (NM) from the Charlotte airport. The FAA has
carefully considered the Class B airspace configuration in this area.
The proposal to extend Class B airspace over LKR with a floor of 4,000
feet MSL was based on procedures required for managing arrivals and
departures using runway 36R. Runway 36R is used for all east and
southbound departures. In addition, runway 36R is used for both
departure and arrival traffic to avoid extensive taxi and runway
crossing requirements. General aviation, corporate and military traffic
departing from and arriving to, the fixed base operator and Air
National Guard areas on the airport are often assigned runway 36R.
Assigning this traffic to runway 36R enhances efficiency because that
runway is closest to those ramps and parking areas. This practice keeps
runway crossings to a minimum, which reduces the potential for runway
incursions and greatly enhances the safety of aircraft movement on the
airport surface areas. Arrivals to runway 36R often require at least
four nautical miles (NM) in-trail spacing. This is necessary to provide
space for runway 36R departures to depart safely between arrivals. In-
trail spacing of greater than four NM is required for wake turbulence
considerations when the preceding aircraft is a heavy jet or if the
weight class difference between the leading and trailing aircraft meet
certain criteria. Both the in-trail spacing required for departures and
the in-trail spacing required for wake turbulence contribute to the
lengthening of the final approach course. Therefore, it is not uncommon
for the final approach course to extend to a point adjacent to LKR.
    Additionally, the initial approach altitude for traffic conducting
the ILS runway 36R approach is 4,000 feet MSL. During triple
simultaneous ILS operations (runways 36R, 36C and 36L) the following
altitude assignments are used: Runway 36R--4,000 feet MSL; runway 36C--
8,000 feet MSL; and runway 36L--5,000 or 6,000 feet MSL. FAA separation
standards for triple ILS approaches require that arriving aircraft be
vertically separated by a minimum of 1,000 feet until they are
established inbound on the ILS final approach course (localizer). Based
on the above, the FAA concluded that the 4,000 foot MSL floor is needed
to provide adequate Class B airspace for these aircraft operations.
    Two commenters wrote that the expansion of Class B airspace by
adding Area J would significantly impact general aviation and sky
diving operations at Chester Catawba Regional Airport (DCM), in
Chester, SC. The new Area J lies to the south of the Charlotte airport
between the 25 NM and 30 NM arcs of the Charlotte VOR/DME. It extends
from 4,000 feet MSL up to 10,000 feet MSL. While DCM currently lies
outside the Charlotte Class B airspace area, the new Area J would
overlie the airport.
    The FAA does not agree that the new Area J would cause significant
impact on DCM operations. The instrument procedures serving the airport
are still available and airport VFR traffic patterns are not affected
by the expanded Class B airspace. The sky dive operations will continue
to be accommodated at DCM. Charlotte ATCT is working with the operators
of SkyDive Carolina to develop a mutually satisfactory Letter of
Agreement (LOA) governing those operations. The LOA will standardize
the handling of jump aircraft at DCM and provide a workable solution
that will mitigate the concerns of both parties.
    One commenter questioned the validity of the reason stated in the
notice for lowering Class B airspace to 4,000 feet MSL in that area.
The NPRM stated that when Charlotte is on a north operation, a
significant number of aircraft inbound from the southwest on either the
UNARM ONE or ADENA TWO standard terminal arrival routes (STAR) exit and
reenter Class B airspace between the current 6,000 foot MSL Class B
airspace floor and the 4,600 foot MSL floor to the south-southwest of
Charlotte. The commenter questioned this reasoning because the two
STARs never get closer than nine NM to DCM. The commenter suggested
that a two NM cutout of Class B airspace centered on DCM would permit
unhampered operations at DCM while containing aircraft inbound to CLT
within Class B airspace.
    The FAA does not agree with the suggestion for a two NM Class B
airspace cutout around DCM. If the airspace over DCM is not contained
within Class B airspace, it would be necessary for controllers to
direct aircraft to the north or south of DCM. This would greatly
increase controller workload and frequency congestion while decreasing
efficiency. The FAA finds that any Class B airspace cutout of usable
size or shape would require

extensive vectoring of aircraft to remain in Class B airspace.
    In response to the above mentioned comment that the UNARM and ADENA
STARs never get closer than nine NM to DCM, it is true when Charlotte
is on a south operation using runways 18R, 18C, 18L and 23 for landing.
However, when Charlotte is on a north operation, traffic is vectored
off the UNARM and ADENA STARs almost immediately upon entering
Charlotte ATCT's area of jurisdiction. This traffic is then assigned an
easterly heading for vectors to the runway 36L, 36C or 36R final
approach course. A review of radar-derived plots of actual flight
patterns used on a north operation clearly show that DCM is overflown
by aircraft assigned these base leg vectors.
    Two commenters asked the FAA to consider lowering the current
10,000 foot MSL ceiling of the Charlotte Class B airspace area to 7,000
feet MSL. One commenter stated that there is no requirement for Class B
airspace to extend to 10,000 feet MSL and cited other Class B locations
(New York, Philadelphia and Boston) that currently have a 7,000 foot
ceiling. The commenter believes that reducing the Charlotte Class B
airspace ceiling would allow nonparticipating aircraft to transition
the area with greater ease, reducing pilot and controller workloads.
    The FAA does not agree with the commenters requests. Class B design
guidelines state that the upper limit of Class B airspace normally
should not exceed 10,000 feet MSL. However, Class B airspace dimensions
are individually tailored to site-specific requirements. To illustrate
this, there are 30 Class B airspace areas (covering 37 primary
airports). Of these areas, 13 have Class B ceilings at 10,000 feet MSL;
5 areas have 7,000 foot ceilings; 6 areas at 8,000 feet; 3 areas at
9,000 feet; and 3 areas have ceilings above 10,000 feet MSL. In the
case of the Charlotte Class B airspace area, the FAA determined that
lowering the Class B ceiling from 10,000 feet to 7,000 feet MSL would
not provide adequate Class B airspace for aircraft operating into and
out of the Charlotte airport. Specifically, Charlotte procedures and
letters of agreement with adjacent ARTCCs require arriving turbojet and
high performance turboprop aircraft enter Charlotte ATCT's area of
jurisdiction at altitudes between 10,000 feet and 13,000 feet MSL. Once
inside Charlotte ATCT's area of jurisdiction, this arrival traffic is
assigned an altitude of 9,000 feet until abeam the Charlotte airport
(for downwind traffic). Turbojet departures are assigned an initial
altitude of 8,000 feet. Frequently, the arrivals at 9,000 feet and the
departures at 8,000 feet ``cross out'' within 20 NM of the Charlotte
airport. By lowering the Class B ceiling to 7,000 feet as suggested,
uncontrolled VFR aircraft, not in communication with ATC, would be
added to this mix of cross-out traffic. This situation would not
provide adequate protection to the arrivals, departures and VFR
aircraft operating in a congested airspace area as they transition to
and from the enroute structure.
    One commenter wrote about problems encountered when departing IFR
northeastbound from the Lake Norman Airpark (14A), Mooresville, NC, to
Greensboro, NC. The commenter, who flies a high-performance, single-
engine turboprop aircraft, said he was directed to fly at 3,000 feet
southeastbound for 325 miles in order to go northeast bound to
Greensboro, NC. In addition, when flying northbound from Columbia, SC,
to 14A, the commenter stated he is required to fly the arrival from
Florence, SC to 14A, which is a considerable deviation. The commenter
also requested that the FAA establish IFR routes to the north through
Charlotte airspace.
    The FAA is not aware of any aircraft that are vectored 325 miles
off course. In fact, the longest radius the Charlotte ATCT facility
controls from Charlotte Airport is less than 60 miles. Traffic
departing Lake Norman Airpark with a destination of Greensboro Airport
(GSO) should be able to proceed initially at an altitude of 3,000 feet,
and then receive a climb clearance to a higher altitude within 15-20
miles (in a worst-case scenario). This would normally only occur if
Charlotte were using a triple parallel simultaneous ILS approach, south
operation, which occurs very infrequently (less than 5% of operations).
If Charlotte were on a south converging operation (approximately 55% of
the time) the aircraft in question should be able to climb to at least
5,000 feet within 10 miles of the Lake Norman Airpark, and then
continue to climb to the pilot's requested altitude. If Charlotte is on
a north operation (approximately 40% of operations) this aircraft
should normally be assigned its final requested altitude within 10
miles of the Lake Norman Airpark. As is the case with most high density
terminal areas, all high performance turbine-powered aircraft are
assigned specific STARs. In the case of Charlotte, these STARs are
arranged in a four-corner ``bedpost'' configuration. Therefore, high
performance traffic from the Columbia, SC, Airport would be routed by
the surrounding ARTCCs via either the UNARM or Chesterfield (or
equivalent RNAV) STARs. If the traffic is not high performance (turbine
powered) it could proceed virtually direct at an altitude of at or
below 7,000 feet. Depending on traffic volume, low-performance aircraft
could expect to be vectored 15 to 20 miles east or west of Charlotte
airport to avoid congestion during busy periods.
    Regarding the request to establish IFR routes north through
Charlotte airspace, there are two north-south RNAV T-routes (T-201 and
T-203) through the Charlotte Class B airspace area. RNAV route T-203
extends between Columbia, SC (CAE) and Pulaski, VA (PSK) transiting
through the west side of the Charlotte Class B airspace area. In
addition, VOR Federal airway V-37 is a north-south route through the
Class B airspace area.
    Three commenters from the Lancaster County, SC, area were concerned
with noise and environmental issues. They argue that there would be an
increase in noise from extending the Charlotte Class B airspace area
that would affect lifestyle, wildlife and property values in the area.
They questioned the need for aircraft to fly so low over Lancaster, SC,
which is 40 miles from Charlotte Airport. They suggested that aircraft
fly no lower than 5,000 feet over the area.
    The purpose of Class B airspace is to reduce the potential for
midair collisions in the airspace surrounding airports with high
density air traffic operations. All aircraft operating in Class B
airspace are subject to certain operating rules and equipment
requirements. Class B airspace ensures that all aircraft flying in
close proximity to high-performance, turbine-powered aircraft are under
the guidance and control of an Air Traffic Control (ATC) facility.
Aircraft flight paths are dictated by many factors including, but not
limited to: the direction of operation at the Charlotte Airport;
weather conditions, which determine the type of approaches being
conducted; and traffic volume, which determines how long the final
approach course is, as well as the base leg and downwind flight paths
of aircraft. At Charlotte Airport, traffic volume varies with the time
of day and, to some extent, the day of the week.
    As discussed above in response to a previous comment, ATC
procedures require that aircraft must be assigned non-conflicting
altitudes. During triple parallel ILS operations, ATC assigns altitudes
that are at least 1,000 feet apart to ensure separation between
aircraft being vectored ``head-on'' to adjacent final approach courses.
This is why aircraft using runways 36R and 36L are assigned 4,000 feet
and 5,000 feet respectively. The use of the 4,000-foot altitude over
the Lancaster area has been

in place for several years (It should be noted that the previous
required altitude was 3,600 feet).
    Because of the extensive use of runway 36R for departures, arriving
aircraft must be spaced further apart to provide room for aircraft
awaiting take off to be sequenced between aircraft that are landing.
This means that, during heavy departure periods, the final approach
course for traffic landing on runway 36R often extends 25 to 30 miles
from the airport. This places much of this traffic over the Lancaster,
SC, area at an assigned altitude of 4,000 feet. The expansion of the
Charlotte Class B airspace area will provide Class B protection for
these aircraft operating at 4,000 feet.
    If 5,000 feet is used as the floor of Class B airspace in the
vicinity of Lancaster, SC, it will require traffic assigned to runway
36L to operate no lower than 6,000 feet in order to meet the 1,000 foot
vertical separation requirement. If traffic using runway 36L joins the
final approach course at 6,000 feet instead of 5,000 feet, it would
drive the final approach course out further from the airport. This
could hamper the controller's flexibility in providing an orderly and
expeditious flow of traffic because less room would be available for
vectoring, sequencing and spacing traffic.

The Rule

    The FAA is amending Title 14, Code of Federal Regulations (14 CFR)
part 71 to modify the Charlotte, NC, Class B airspace area. This action
(depicted on the attached chart) expands the lateral and vertical
limits of the Charlotte Class B airspace area to provide the additional
airspace needed to: ensure the containment aircraft within Class B
airspace as required by FAA directives; support the operations of a
third parallel runway (18R/36L); and, accommodate RNAV departure
procedures. The modifications to the Charlotte Class B airspace area
are summarized below:
    Area A that extends from the surface to and including 10,000 feet
MSL is unchanged by this rule.
    Area B that extends from 1,800 feet MSL up to 10,000 feet MSL is
modified by expanding a part of Area B north of the Charlotte Airport
from the current 11 NM arc of the Charlotte VOR/DME (CLT) outward to
the 14 NM arc. This expansion of Area B is made only from the point of
intersection of the CLT 14 NM arc and Highway 321, then clockwise along
the 14 NM arc to the CLT 024[deg]T radial. At that point, Area B
reverts to the existing 11 NM arc. The purpose of this change is to
ensure that arrivals to runways 18R, 18C and 18L are contained within
Class B airspace throughout the approach. In addition, the cutout
around the Gastonia Municipal Airport (AKH) is widened to facilitate
better access to and from the airport.
    Area C is that airspace extending upward from 3,600 feet MSL to and
including 10,000 feet MSL that lies to the north of Area B.
Additionally, the northeast edge of Area C is moved from the current
CLT 20 NM arc outward to the 23 NM arc. This change extends the 3,600
foot Class B airspace floor by 3 NM to the northeast to accommodate
vectoring patterns and the descent profile of aircraft conducting the
ILS RWY 23 approach.
    Area D is redescribed as a small area located east of the Charlotte
Airport, (south of Area C and east of Area B) that extends from 5,000
feet MSL up to 10,000 feet MSL. The modified Area D lowers Class B
airspace from 6,000 feet MSL to 5,000 feet MSL in order to contain
aircraft flying easterly RNAV departure procedures within Class B
airspace during climbout.
    Area E is redescribed as that airspace from 3,600 feet MSL up to
10,000 feet MSL, located to the south of Area B. The modified Area E
extends the 3,600 foot Class B airspace floor southward to the CLT 25
NM arc. This will provide adequate vectoring airspace and ensure that
aircraft will be retained within Class B airspace.
    Area F is redescribed as that airspace extending from 4,000 feet
MSL to 10,000 feet MSL. The modified Area F is located southwest of AKH
within an area bounded by Highway 321, the CLT 20 NM arc and power
lines that extend in a southwesterly direction west of AKH. This area
provides an adequate vector area for runway 5 arrivals.
    Area G is a new area extending from 5,000 feet MSL up to 10,000
feet MSL located generally northwest of AKH. Area G consists of that
airspace within an area bounded by the power lines, the CLT 20 NM arc,
and Highway 321. Along with Area F, Area G provides airspace to prevent
aircraft departing on westerly tracks from exiting and reentering Class
B airspace during climbout.
    Area H is a new area extending from 4,000 feet MSL up to 10,000
feet MSL in the northernmost section of the Charlotte Class B airspace
area. This area extends the 4,000 foot floor of Class B airspace out to
the CLT 30 NM arc, north of the airport. This extension is needed to
provide adequate airspace needed for separation and vectoring arrivals
to the appropriate final approach course; to comply with simultaneous
triple ILS procedures; and, to ensure aircraft remain within Class B
airspace.
    Area I is a new segment defining the easternmost section of the
Class B airspace area. Area I extends from 6,000 feet MSL up to 10,000
feet MSL. This segment lowers the floor of Class B airspace from 8,000
feet MSL to 6,000 feet MSL within that area from Highway 601 eastward
to the CLT 25 NM. The rest of Area I retains the current 6,000 foot MSL
floor. These changes ensure arrivals and departures do not exit and
reenter Class B airspace.
    Area J is a new area directly south of Area E. Area J extends Class
B airspace, with a 4,000 foot MSL floor, southward between the CLT 25
NM arc and the CLT 30 NM arc. This expands the 4,000 foot floor of
Class B airspace out to the CLT 30 NM arc, south of the airport. This
extension is needed to provide adequate airspace needed for separation
and vectoring arrivals to the appropriate final approach course; to
comply with simultaneous triple ILS procedures; and, to ensure that
aircraft remain within Class B airspace.
    Area K is a new segment defining the westernmost section of the
Class B airspace area. Area K extends from 6,000 feet MSL up to 10,000
feet MSL. This segment lowers the floor of Class B airspace from 8,000
feet MSL to 6,000 feet MSL within the area between the CLT 20 NM arc
and the CLT 25 NM arc (west of the Charlotte Airport). Area K also
extends Class B airspace southward to abut Area J. The rest of the
airspace in Area K retains the current 6,000 foot MSL floor.
    Finally, the Charlotte/Douglas International Airport reference
point coordinates in the Class B airspace legal description are changed
from lat. 35[deg]12'52'' N., long. 80[deg]56'36'' W., to 35[deg]12'49''
N., long. 80[deg]56'57'' W., to reflect the latest National Airspace
System data.
    The above changes to the Charlotte Class B airspace area are needed
to ensure the containment of IFR aircraft within Class B airspace as
required by FAA directives; accommodate the implementation of RNAV
departure procedures; and support operations of a third parallel
runway.
    All radials listed in the Charlotte Class B airspace description in
this rule are stated in degrees relative to True North.
    Class B airspace areas are published in paragraph 3000 of FAA Order
JO 7400.9U, dated August 18, 2010 and effective September 15, 2010
which is incorporated by reference in 14 CFR 71.1. The Class B airspace
area in this document will be published subsequently in the Order.

Environmental Review

    The FAA has determined that this action qualifies for categorical
exclusion under the National Environmental Policy Act in accordance
with FAA Order 1050.1E, ``Environmental Impacts: Policies and
Procedures,'' paragraph 311a. This airspace action is not expected to
cause any potentially significant environmental impacts, and no
extraordinary circumstances exist that warrant preparation of an
environmental assessment.

Paperwork Reduction Act

    The Paperwork Reduction Act of 1995 (44 U.S.C. 3507(d)) requires
that the FAA consider the impact of paperwork and other information
collection burdens imposed on the public. We have determined that there
is no new information collection requirement associated with this final
rule.

Regulatory Evaluation Summary

    Changes to Federal regulations must undergo several economic
analyses. First, Executive Order 12866 directs that each Federal agency
shall propose or adopt a regulation only upon a reasoned determination
that the benefits of the intended regulation justify its costs. Second,
the Regulatory Flexibility Act of 1980 (Pub. L. 96-354) requires
agencies to analyze the economic impact of regulatory changes on small
entities. Third, the Unfunded Mandates Reform Act of 1995 (Pub. L. 104-
4) requires agencies to prepare a written assessment of the costs,
benefits, and other effects of proposed or final rules that include a
Federal mandate likely to result in the expenditure by State, local, or
tribal governments, in the aggregate, or by the private sector, of $100
million or more annually (adjusted for inflation with base year of
1995). This portion of the preamble summarizes the FAA's analysis of
the economic impacts of this final rule. Department of Transportation
Order DOT 2100.5 prescribes policies and procedures for simplification,
analysis, and review of regulations. If the expected cost impact is so
minimal that a proposed or final rule does not warrant a full
evaluation, this order permits that a statement to that effect and the
basis for it be included in the preamble if a full regulatory
evaluation of the cost and benefits is not prepared. Such a
determination has been made for this final rule. The reasoning for this
determination follows:
    This final rule enhances safety by improving the flow of air
traffic thereby reducing the potential for midair collision in the
Charlotte, NC, terminal area. After consultation with a diverse cross-
section of stakeholders that participated in the ad hoc committee, we
found in the NPRM that the proposed rule might result in minimal cost.
As we received no adverse comments regarding the initial economic
analysis, we have determined that this final rule will result in
minimal cost.
    This final rule will enhance safety, reduce the potential for a
midair collision and will improve the flow of air traffic. As such, we
estimate a minimal impact with substantial positive net benefits. FAA
has, therefore, determined that this final rule is not a ``significant
regulatory action'' as defined in section 3(f) of Executive Order
12866, and is not ``significant'' as defined in DOT's Regulatory
Policies and Procedures.

Final Regulatory Flexibility Determination

    The Regulatory Flexibility Act of 1980 (Pub. L. 96-354) (RFA)
establishes ``as a principle of regulatory issuance that agencies shall
endeavor, consistent with the objectives of the rule and of applicable
statutes, to fit regulatory and informational requirements to the scale
of the businesses, organizations, and governmental jurisdictions
subject to regulation. To achieve this principle, agencies are required
to solicit and consider flexible regulatory proposals and to explain
the rationale for their actions to assure that such proposals are given
serious consideration.'' The RFA covers a wide-range of small entities,
including small businesses, not-for-profit organizations, and small
governmental jurisdictions.
    Agencies must perform a review to determine whether a rule will
have a significant economic impact on a substantial number of small
entities. If the agency determines that it will, the agency must
prepare a regulatory flexibility analysis as described in the RFA.
    However, if an agency determines that a rule is not expected to
have a significant economic impact on a substantial number of small
entities, section 605(b) of the RFA provides that the head of the
agency may so certify and a regulatory flexibility analysis is not
required. The certification must include a statement providing the
factual basis for this determination, and the reasoning should be
clear.
    Our initial determination was that the rule would not have a
significant economic impact on a substantial number of small entities.
We received no public comments regarding our initial determination. As
such, this final rule will not have a significant economic impact on a
substantial number of small entities because the economic impact is
expected to be minimal.
    Therefore the FAA Administrator certifies that this final rule will
not have a significant economic impact on a substantial number of small
entities.

Unfunded Mandates Assessment

    Title II of the Unfunded Mandates Reform Act of 1995 (Pub. L. 104-
4) requires each Federal agency to prepare a written statement
assessing the effects of any Federal mandate in a proposed or final
agency rule that may result in an expenditure of $100 million or more
(in 1995 dollars) in any one year by State, local, and tribal
governments, in the aggregate, or by the private sector; such a mandate
is deemed to be a ``significant regulatory action.'' The FAA currently
uses an inflation-adjusted value of $143.1 million in lieu of $100
million. The FAA has assessed the effect of this final rule and
determined that it will enhance safety and is not considered an
unnecessary obstacle to trade.

List of Subjects in 14 CFR Part 71

    Airspace, Incorporation by reference, Navigation (air).

The Amendment

0
In consideration of the foregoing, the Federal Aviation Administration
proposes to amend 14 CFR part 71 as follows:

PART 71--DESIGNATION OF CLASS A, B, C, D, AND E AIRSPACE AREAS; AIR
TRAFFIC SERVICE ROUTES; AND REPORTING POINTS

0
1. The authority citation for part 71 continues to read as follows:

    Authority:  49 U.S.C. 106(g), 40103, 40113, 40120; E.O. 10854,
24 FR 9565, 3 CFR, 1959-1963 Comp., p. 389.

Sec.  71.1  [Amended]

0
2. The incorporation by reference in 14 CFR 71.1 of the Federal
Aviation Administration Order 7400.9U, Airspace Designations and
Reporting Points, dated August 18, 2010, and effective September 15,
2010, is amended as follows:

Paragraph 3000 Subpart B--Class B Airspace.

* * * * *

ASO NC B Charlotte, NC [Revised]

Charlotte/Douglas International Airport (Primary Airport)
    (Lat. 35[deg]12'49'' N., long. 80[deg]56'57'' W.)
Charlotte VOR/DME
    (Lat. 35[deg]11'25'' N., long. 80[deg]57'06'' W.)
Gastonia Municipal Airport
    (Lat. 35[deg]12'10'' N., long. 81[deg]09'00'' W.)

Boundaries

    Area A. That airspace extending upward from the surface to and
including 10,000 feet MSL within a 7-mile radius of the Charlotte
VOR/DME.
    Area B. That airspace extending upward from 1,800 feet MSL to
and including 10,000 feet MSL bounded by a line beginning at the
Charlotte VOR/DME 024[deg] radial 14-mile fix; thence direct to the
Charlotte VOR/DME 032[deg] radial 11-mile fix, thence clockwise via
the 11-mile arc of the Charlotte VOR/DME to lat. 35[deg]09'37'' N.,
long. 81[deg]10'21'' W.; thence east to lat. 35[deg]10'17'' N.,
long. 81[deg]08'10'' W.; thence counterclockwise around a 2-mile
radius of the Gastonia Municipal Airport to lat. 35[deg]14'02'' N.,
long. 81[deg]08'10'' W.; thence west to intersect U.S. Highway 321
at lat. 35[deg]15'00'' N., long. 81[deg]11'21'' W.; thence north
along U.S. Highway 321 to the 14-mile arc of the Charlotte VOR/DME
at lat. 35[deg]19'20'' N., long. 81[deg]11'13'' W.; thence clockwise
via the 14-mile arc to the point of beginning, excluding that
airspace within Area A described above.
    Area C. That airspace extending upward from 3,600 feet MSL to
and including 10,000 feet MSL bounded by a line beginning at the
intersection of U.S. Highway 321 and the Charlotte VOR/DME 20-mile
arc at lat. 35[deg]26'49'' N., long. 81[deg]12'44'' W.; thence
clockwise along the 20-mile arc to intersect the Marshall Steam
Plant Rail Spur at lat. 35[deg]31'14'' N., long. 81[deg]00'42'' W.;
thence north along the Rail Spur to the Charlotte VOR/DME 25-mile
arc at lat. 35[deg]36'25'' N., long. 80[deg]58'57'' W.; thence
clockwise along the 25-mile arc to long. 80[deg]46'00'' W.; thence
south along long. 80[deg]46'00'' W., to the Charlotte VOR/DME 23-
mile arc; thence clockwise along the 23-mile arc to the Charlotte
VOR/DME 067[deg] radial; thence southwest along the 067[deg] radial
to the Charlotte VOR/DME 20-mile arc; thence clockwise along the 20-
mile arc to the Charlotte VOR/DME 081[deg] radial; thence west along
the 081[deg] radial to the Charlotte VOR/DME 11-mile arc; thence
counterclockwise along the 11-mile arc to the Charlotte VOR/DME
032[deg] radial, 11-mile fix; thence direct to the Charlotte VOR/DME
024[deg] radial, 14-mile fix; thence counterclockwise along the 14-
mile arc of the Charlotte VOR/DME to intersect U.S. Highway 321 at
lat. 35[deg]19'20'' N., long. 81[deg]11'13'' W., thence north along
U.S. Highway 321 to the point of beginning.
    Area D. That airspace extending upward from 5,000 feet MSL to
and including 10,000 feet MSL bounded by a line beginning at the
Charlotte VOR/DME 081[deg] radial 11-mile fix; thence east along the
081[deg] radial to the 20-mile fix; thence clockwise along the 20-
mile arc of the Charlotte VOR/DME to lat. 34[deg]56'07'' N., long.
80[deg]41'23'' W.; thence north to the point of beginning.
    Area E. That airspace extending upward from 3,600 feet MSL to
and including 10,000 feet MSL bounded by a line beginning at lat.
35[deg]15'00'' N., long. 81[deg]11'21'' W., thence east to lat.
35[deg]14'02'' N., long. 81[deg]08'10'' W.; thence clockwise along a
2-mile radius of the Gastonia Municipal Airport to lat.
35[deg]10'17'' N., long. 81[deg]08'10'' W.; thence west to intersect
the Charlotte VOR/DME 11-mile arc at lat. 35[deg]09'37'' N., long.
81[deg]10'21'' W.; thence counterclockwise along the 11-mile arc to
the Charlotte VOR/DME 081[deg] radial 11-mile fix; thence south
direct to the Charlotte VOR/DME 147[deg] radial 25-mile fix; thence
clockwise along the 25-mile arc of the Charlotte VOR/DME to lat.
34[deg]49'37'' N., long. 81[deg]12'05'' W.; thence north to the
Charlotte VOR/DME 218[deg] radial 20-mile fix, thence clockwise
along the 20-mile arc of the Charlotte VOR/DME, to intersect U.S.
Highway 321 at lat. 34[deg]57'21'' N., long. 81[deg]14'28'' W.;
thence north along U.S. Highway 321 to the point of beginning.
    Area F. That airspace extending upward from 4,000 feet MSL to
and including 10,000 feet MSL bounded by a line beginning at the
intersection of the power lines and the Charlotte VOR/DME 20-mile
arc at lat. 35[deg]08'08'' N., long. 81[deg]21'10'' W.; thence east
along the power lines to intersect U.S. Highway 321 at lat.
35[deg]11'52'' N., long. 81[deg]12'41'' W.; thence south along U.S.
Highway 321 to intersect the Charlotte VOR/DME 20-mile arc at lat.
34[deg]57'21'' N., long. 81[deg]14'28'' W; thence clockwise along
the 20-mile arc to the point of beginning.
    Area G. That airspace extending upward from 5,000 feet MSL to
and including 10,000 feet MSL bounded by a line beginning at the
intersection of the power lines and the Charlotte VOR/DME 20-mile
arc at lat. 35[deg]08'08'' N., long. 81[deg]21'10'' W.; thence
clockwise along the 20-mile arc to intersect U.S. Highway 321 at
lat. 35[deg]26'49'' N., long. 81[deg]12'44'' W.; thence south along
U.S. Highway 321 to intersect the power lines at lat. 35[deg]11'52''
N., long. 81[deg]12'41'' W.; thence west along the power lines to
the point of beginning.
    Area H. That airspace extending upward from 4,000 feet MSL to
and including 10,000 feet MSL bounded by a line beginning at lat.
35[deg]37'15'' N., long. 81[deg]10'32'' W.; thence direct to
intersect the Charlotte VOR/DME 30-mile arc at lat. 35[deg]41'30''
N., long. 80[deg]57'40'' W.; thence clockwise along the 30-mile arc
to long. 80[deg]46'00'' W.; thence south along long. 80[deg]46'00''
W., to intersect the Charlotte VOR/DME 25-mile arc; thence
counterclockwise along the 25-mile arc to intersect the Marshall
Steam Plant Rail Spur at lat. 35[deg]36'25'' N., long.
80[deg]58'57'' W.; thence south along the Rail Spur to intersect the
Charlotte VOR/DME 20-mile arc at lat. 35[deg]31'14'' N., long.
81[deg]00'42'' W.; thence counterclockwise along the 20-mile arc to
intersect U.S. Highway 321 at lat. 35[deg]26'49'' N., long.
81[deg]12'44'' W.; thence north along U.S. Highway 321 to intersect
the Charlotte VOR/DME 25-mile arc at lat. 35[deg]32'26'' N., long.
81[deg]13'44'' W.; thence clockwise along the 25-mile arc to
intersect the Charlotte VOR/DME 337[deg] radial; thence northwest
along the 337[deg] radial to the point of beginning.
    Area I. That airspace extending upward from 6,000 feet MSL to
and including 10,000 feet MSL bounded by a line beginning at the
Charlotte VOR/DME 062[deg] radial, 30-mile fix, thence southwest
along the 062[deg] radial to the 25-mile fix; thence clockwise along
the Charlotte VOR/DME 25-mile arc to the Charlotte VOR/DME 120[deg]
radial; thence southeast along the 120[deg] radial to the 30-mile
fix; thence clockwise along the Charlotte VOR/DME 30-mile arc to
lat. 34[deg]44'58'' N., long. 80[deg]39'47'' W.; thence north direct
to intersect the Charlotte VOR/DME 20-mile arc at lat.
34[deg]56'07'' N., long. 80[deg]41'23'' W.; thence counterclockwise
along the 20-mile arc to the Charlotte VOR/DME 067[deg] radial;
thence northeast along the 067[deg] radial to the 23-mile arc;
thence counterclockwise along the 23-mile arc to long.
80[deg]46'00'' W.; thence north along long. 80[deg]46'00'' W., to
the Charlotte VOR/DME 30-mile arc; thence clockwise along the 30-
mile arc to the point of beginning.
    Area J. That airspace extending upward from 4,000 feet MSL to
and including 10,000 feet MSL bounded by a line beginning at the
Charlotte VOR/DME 147[deg] radial 25-mile fix; thence direct to
intersect the Charlotte VOR/DME 30-mile arc at lat. 34[deg]44'58''
N., long. 80[deg]39'47'' W.; thence clockwise along the Charlotte
VOR/DME 30-mile arc to lat. 34[deg]44'01'' N., long. 81[deg]12'05''
W.; thence north to intersect the Charlotte VOR/DME 25-mile arc at
lat. 34[deg]49'37'' N., long. 81[deg]12'05'' W.; thence
counterclockwise along the Charlotte VOR/DME 25-mile arc to the
point of beginning.
    Area K. That airspace extending upward from 6,000 feet MSL to
and including 10,000 feet MSL bounded by a line beginning at the
Charlotte VOR/DME 293[deg] radial, 30-mile fix; thence clockwise
along the Charlotte VOR/DME 30-mile arc to lat. 35[deg]41'30'' N.,
long. 80[deg]57'40'' W.; thence southwest direct to intersect the
Charlotte VOR/DME 337[deg] at lat. 35[deg]37'15'' N., long.
81[deg]10'32'' W.; thence southeast along the 337[deg] radial to the
Charlotte VOR/DME 25-mile arc; thence counterclockwise along the 25-
mile arc to intersect U.S. Highway 321 at lat. 35[deg]32'26'' N.,
long. 81[deg]13'44'' W., thence south along new Highway 321 to
intersect the Charlotte VOR/DME 20-mile arc at lat. 35[deg]26'49''
N., long. 81[deg]12'44'' W.; thence counterclockwise along the 20-
mile arc to the Charlotte VOR/DME 218[deg] radial; thence south to
intersect the Charlotte VOR/DME 30-mile arc at lat. 34[deg]44'01''
N., long. 81[deg]12'05'' W.; thence clockwise along the 30-mile arc
to the Charlotte VOR/DME 242[deg] radial, thence northeast along the
242[deg] radial to the Charlotte VOR/DME 25-mile arc; thence
clockwise along the 25-mile arc to the Charlotte VOR/DME 293[deg]
radial; thence northwest along the 293[deg] radial to the point of
beginning.
* * * * *

    Issued in Washington, DC, on November 3, 2010.
Edith V. Parish,
Manager, Airspace, Regulations and ATC Procedures Group.
BILLING CODE 4910-13-P

[GRAPHIC] [TIFF OMITTED] TR16NO10.000

[FR Doc. 2010-28399 Filed 11-15-10; 8:45 am]
BILLING CODE 4910-13-C


[Federal Register Volume 78, Number 157 (Wednesday, August 14, 2013)]
[Notices]
[Pages 49503-49504]
[FR Doc No: 2013-19577]

-----------------------------------------------------------------------

DEPARTMENT OF ENERGY

Federal Energy Regulatory Commission

Combined Notice of Filings 1

    Take notice that the Commission received the following electric
corporate filings:

    Docket Numbers: EC13-134-000.
    Applicants: Astoria Energy LLC.
    Description: Application under FPA Section 203 of Astoria Energy
LLC including Confidential Ex. I.
    Filed Date: 8/5/13.
    Accession Number: 20130805-5260.
    Comments Due: 5 p.m. ET 8/26/13.

    Take notice that the Commission received the following electric
rate filings:

    Docket Numbers: ER10-2984-013.
    Applicants: Merrill Lynch Commodities, Inc.
    Description: Notice of Non-Material Change in Status of Merrill
Lynch Commodities, Inc.

    Filed Date: 8/5/13.
    Accession Number: 20130805-5277.
    Comments Due: 5 p.m. ET 8/26/13.

    Docket Numbers: ER13-1857-000.
    Applicants: Idaho Power Company.
    Description: Supplement to Triennial Filing to be effective N/A.
    Filed Date: 8/2/13.
    Accession Number: 20130802-5258.
    Comments Due: 5 p.m. ET 8/23/13.

    Docket Numbers: ER13-2101-000.
    Applicants: Virginia Electric and Power Company.
    Description: New Baseline--VEPCO WCBR Tariff Cancel Old DB to be
effective 8/5/2013.
    Filed Date: 8/2/13.
    Accession Number: 20130802-5240.
    Comments Due: 5 p.m. ET 8/23/13.

    Docket Numbers: ER13-2102-000.
    Applicants: ReEnergy Black River LLC.
    Description: ReEnergy Black River Notice of Succession and MBR
Tariff Revisions to be effective 8/3/2013.
    Filed Date: 8/2/13.
    Accession Number: 20130802-5245.
    Comments Due: 5 p.m. ET 8/23/13.

    Docket Numbers: ER13-2103-000.
    Applicants: ORNI 47 LLC.
    Description: Petition of ORNI 47 LLC For Approval of Initial
Market-Based Rate Tariff to be effective 10/1/2013.
    Filed Date: 8/2/13.
    Accession Number: 20130802-5249.
    Comments Due: 5 p.m. ET 8/23/13.

    Docket Numbers: ER13-2104-000.
    Applicants: Virginia Electric and Power Company.
    Description: New Baseline--VEPCO Amended and Restated MBS Tariff to
be effective 8/5/2013.
    Filed Date: 8/2/13.
    Accession Number: 20130802-5274.
    Comments Due: 5 p.m. ET 8/23/13.

    Docket Numbers: ER13-2105-000.
    Applicants: Exelon Generation Company, LLC.
    Description: ExGen Rate Schedule No. 21 (NOSA) Filing to be
effective 3/1/2014.
    Filed Date: 8/2/13.
    Accession Number: 20130802-5284.
    Comments Due: 5 p.m. ET 8/23/13.

    Docket Numbers: ER13-2106-000.
    Applicants: NedPower Mount Storm, LLC.
    Description: New Baseline--NedPower MBR Tariff to be effective 8/5/
2013.
    Filed Date: 8/2/13.
    Accession Number: 20130802-5295.
    Comments Due: 5 p.m. ET 8/23/13.

    Docket Numbers: ER13-2107-000.
    Applicants: Solar Partners I, LLC.
    Description: Application for Market-Based Rate Authority to be
effective 10/1/2013.
    Filed Date: 8/2/13.
    Accession Number: 20130802-5296.
    Comments Due: 5 p.m. ET 8/23/13.

    Docket Numbers: ER13-2108-000.
    Applicants: PJM Interconnection, L.L.C.
    Description: Revisions to the PJM OATT & RAA re demand resource
sell offer plans to be effective 10/2/2013.
    Filed Date: 8/2/13.
    Accession Number: 20130802-5303.
    Comments Due: 5 p.m. ET 8/23/13.

    Docket Numbers: ER13-2109-000.
    Applicants: Fowler Ridge Wind Farm LLC.
    Description: New Baseline--FRWF MBR Wholesale Power Sale Tariff to
be effective 8/5/2013.
    Filed Date: 8/2/13.
    Accession Number: 20130802-5306.
    Comments Due: 5 p.m. ET 8/23/13

    The filings are accessible in the Commission's eLibrary system by
clicking on the links or querying the docket number.
    Any person desiring to intervene or protest in any of the above
proceedings must file in accordance with Rules 211 and 214 of the
Commission's Regulations (18 CFR 385.211 and 385.214) on or before 5:00
p.m. Eastern time on the specified comment date. Protests may be
considered, but intervention is necessary to become a party to the
proceeding.
    eFiling is encouraged. More detailed information relating to filing
requirements, interventions, protests, service, and qualifying
facilities filings can be found at: http://www.ferc.gov/docs-filing/efiling/filing-req.pdf. For other information, call<PHONE_NUMBER>
(toll free). For TTY, call<PHONE_NUMBER>.

    Dated: August 5, 2013.
Nathaniel J. Davis, Sr.,
Deputy Secretary.
[FR Doc. 2013-19577 Filed 8-13-13; 8:45 am]
BILLING CODE 6717-01-P


[Federal Register Volume 87, Number 23 (Thursday, February 3, 2022)]
[Notices]
[Pages 6166-6167]
[FR Doc No: 2022-02215]

-----------------------------------------------------------------------

DEPARTMENT OF ENERGY

Federal Energy Regulatory Commission

Combined Notice of Filings

    Take notice that the Commission has received the following Natural
Gas Pipeline Rate and Refund Report filings:

Filings Instituting Proceedings

    Docket Numbers: RP22-499-000.
    Applicants: Big Sandy Pipeline, LLC.
    Description: Compliance filing: Big Sandy Fuel Filing effective 3/
1/2022 to be effective N/A.
    Filed Date: 1/27/22.
    Accession Number: 20220127-5206.
    Comment Date: 5 p.m. ET 2/8/22.

    Docket Numbers: RP22-500-000.
    Applicants: Gazprom Marketing & Trading USA, Inc., Gazprom Mex (UK)
2 Limited.
    Description: Joint Petition for Temporary Waiver of Capacity
Release Regulations, et al. of Gazprom Marketing & Trading USA, Inc.,
et al.
    Filed Date: 1/27/22.
    Accession Number: 20220127-5229.
    Comment Date: 5 p.m. ET 2/8/22.

    Docket Numbers: RP22-501-000.
    Applicants: ANR Pipeline Company.
    Description: Sec.  4(d) Rate Filing: ANR Section 4 Rate Case (1 of
4) to be effective 3/1/2022.
    Filed Date: 1/28/22.
    Accession Number: 20220128-5036.
    Comment Date: 5 p.m. ET 2/9/22.

    Docket Numbers: RP22-502-000.
    Applicants: Eastern Gas Transmission and Storage, Inc.
    Description: Sec.  4(d) Rate Filing: EGTS--January 28, 2022
Negotiated Rate Agreements to be effective 3/1/2022.
    Filed Date: 1/28/22.
    Accession Number: 20220128-5068.
    Comment Date: 5 p.m. ET 2/9/22.

    Docket Numbers: RP22-503-000.
    Applicants: Ruby Pipeline, L.L.C.
    Description: Sec.  4(d) Rate Filing: Fuel LU and EPC Update Filing
to be effective 3/1/2022.
    Filed Date: 1/28/22.
    Accession Number: 20220128-5084.
    Comment Date: 5 p.m. ET 2/9/22.

    Docket Numbers: RP22-504-000.
    Applicants: Sierrita Gas Pipeline LLC.
    Description: Sec.  4(d) Rate Filing: Fuel and L&U Update Filing to
be effective 3/1/2022.
    Filed Date: 1/28/22.
    Accession Number: 20220128-5090.
    Comment Date: 5 p.m. ET 2/9/22.

    Docket Numbers: RP22-505-000.
    Applicants: Wyoming Interstate Company, L.L.C.
    Description: Sec.  4(d) Rate Filing: Fuel and Lost and Unaccounted
for to be effective 3/1/2022.
    Filed Date: 1/28/22.
    Accession Number: 20220128-5177.
    Comment Date: 5 p.m. ET 2/9/22.

    Docket Numbers: RP22-506-000.
    Applicants: Gulf South Pipeline Company, LLC.
    Description: Sec.  4(d) Rate Filing: Cap Rel Neg Rate Agmts
(Atlanta Gas 8438 releases eff 2-1-2022) to be effective 2/1/2022.
    Filed Date: 1/28/22.
    Accession Number: 20220128-5198.
    Comment Date: 5 p.m. ET 2/9/22.

    Any person desiring to intervene or protest in any of the above
proceedings must file in accordance with Rules 211 and 214 of the
Commission's Regulations (18 CFR 385.211 and 385.214) on or before 5:00
p.m. Eastern time on the specified comment date. Protests may be
considered, but intervention is necessary to become a party to the
proceeding.

Filings in Existing Proceedings

    Docket Numbers: RP11-1711-000.
    Applicants: Texas Gas Transmission, LLC.
    Description: Refund Report: 2021 Cash Out Filing to be effective N/
A.
    Filed Date: 1/28/22.
    Accession Number: 20220128-5095.
    Comment Date: 5 p.m. ET 2/9/22.

    Docket Numbers: RP20-614-006.
    Applicants: Transcontinental Gas Pipe Line Company, LLC.
    Description: Refund Report: Cash Out 2nd Supplemental Refund Report
Docket Nos. RP20-614 & RP20-618 to be effective N/A.
    Filed Date: 1/28/22.
    Accession Number: 20220128-5218.
    Comment Date: 5 p.m. ET 2/9/22.

    Docket Numbers: RP22-501-000.
    Applicants: ANR Pipeline Company.
    Description: Report Filing: ANR Section 4 Rate Case (2 of 4) to be
effective N/A.
    Filed Date: 1/28/22.
    Accession Number: 20220128-5044.
    Comment Date: 5 p.m. ET 2/9/22.

    Docket Numbers: RP22-501-000.
    Applicants: ANR Pipeline Company.
    Description: Report Filing: ANR Section 4 Rate Case (3 of 4) to be
effective N/A.

    Filed Date: 1/28/22.
    Accession Number: 20220128-5051.
    Comment Date: 5 p.m. ET 2/9/22.

    Docket Numbers: RP22-501-000.
    Applicants: ANR Pipeline Company.
    Description: Report Filing: ANR Section 4 Rate Case (4 of 4) to be
effective N/A.
    Filed Date: 1/28/22.
    Accession Number: 20220128-5059.
    Comment Date: 5 p.m. ET 2/9/22.

    Any person desiring to protest in any of the above proceedings must
file in accordance with Rule 211 of the Commission's Regulations (18
CFR 385.211) on or before 5:00 p.m. Eastern time on the specified
comment date.
    The filings are accessible in the Commission's eLibrary system
(https://elibrary.ferc.gov/idmws/search/fercgensearch.asp) by querying
the docket number.
    eFiling is encouraged. More detailed information relating to filing
requirements, interventions, protests, service, and qualifying
facilities filings can be found at: http://www.ferc.gov/docs-filing/efiling/filing-req.pdf. For other information, call<PHONE_NUMBER>
(toll free). For TTY, call<PHONE_NUMBER>.

    Dated: January 28, 2022.
Kimberly D. Bose,
Secretary.
[FR Doc. 2022-02215 Filed 2-2-22; 8:45 am]
BILLING CODE 6717-01-P


[Federal Register: June 18, 2008 (Volume 73, Number 118)]
[Notices]
[Page 34733-34734]
[DOCID:fr18jn08-59]

-----------------------------------------------------------------------

ENVIRONMENTAL PROTECTION AGENCY

[EPA-HQ-OPPT-2008-0221; FRL-8365-5]

Agency Information Collection Activities; Proposed Collection;
Comment Request; Recordkeeping and Reporting Requirements for
Allegations of Significant Adverse Reactions to Human Health or the
Environment; EPA ICR No. 1031.09, OMB Control No. 2070-0017

AGENCY: Environmental Protection Agency (EPA).

ACTION: Notice.

-----------------------------------------------------------------------

SUMMARY: In compliance with the Paperwork Reduction Act (PRA) (44
U.S.C. 3501 et seq.), this document announces that EPA is planning to
submit a request to renew an existing approved Information Collection
Request (ICR) to the Office of Management and Budget (OMB). This ICR,
entitled: ``Recordkeeping and Reporting Requirements for Allegations of
Significant Adverse Reactions to Human Health or the Environment'' and
identified by EPA ICR No. 1031.09 and OMB Control No. 2070-0017, is
scheduled to expire on January 31, 2009. Before submitting the ICR to
OMB for review and approval, EPA is soliciting comments on specific
aspects of the proposed information collection.

DATES: Comments must be received on or before August 18, 2008.

ADDRESSES: Submit your comments, identified by docket identification
(ID) number EPA-HQ-OPPT-2008-0221, by one of the following methods:
     Federal eRulemaking Portal: http://www.regulations.gov.
Follow the on-line instructions for submitting comments.
     Mail: Document Control Office (7407M), Office of Pollution
Prevention and Toxics (OPPT), Environmental Protection Agency, 1200
Pennsylvania Ave., NW., Washington, DC 20460-0001.
     Hand Delivery: OPPT Document Control Office (DCO), EPA
East, Rm. 6428, 1201 Constitution Ave., NW., Washington, DC. Attention:
Docket ID Number EPA-HQ-OPPT-2008-0221. The DCO is open from 8 a.m. to
4 p.m., Monday through Friday, excluding legal holidays. The telephone
number for the DCO is<PHONE_NUMBER>. Such deliveries are only accepted
during the DCO's normal hours of operation, and special arrangements
should be made for deliveries of boxed information.
    Instructions: Direct your comments to docket ID number EPA-HQ-OPPT-
2008-0221. EPA's policy is that all comments received will be included
in the public docket without change and may be made available on-line
at http://www.regulations.gov, including any personal information
provided, unless the comment includes information claimed to be
Confidential Business Information (CBI) or other information whose
disclosure is restricted by statute. Do not submit information that you
consider to be CBI or otherwise protected through regulations.gov or e-
mail. The regulations.gov website is an ``anonymous access'' system,
which means EPA will not know your identity or contact information
unless you provide it in the body of your comment. If you send an e-
mail comment directly to EPA without going through regulations.gov,
your e-mail address will be automatically captured and included as part
of the comment that is placed in the public docket and made available
on the Internet. If you submit an electronic comment, EPA recommends
that you include your name and other contact information in the body of
your comment and with any disk or CD-ROM you submit. If EPA cannot read
your comment due to technical difficulties and cannot contact you for
clarification, EPA may not be able to consider your comment. Electronic
files should avoid the use of special characters, any form of
encryption, and be free of any defects or viruses. For additional
information about EPA's public docket, visit the EPA Docket Center
homepage at http://www.epa.gov/epahome/dockets.htm.
    Docket: All documents in the docket are listed in the docket index
available in regulations.gov. To access the electronic docket, go to
http://www.regulations.gov, select ``Advanced Search,'' then ``Docket
Search.'' Insert the docket ID number where indicated and select the
``Submit'' button. Follow the instructions on the regulations.gov
website to view the docket index or access available documents.
Although listed in the index, some information is not publicly
available, e.g., CBI or other information whose disclosure is
restricted by statute. Certain other material, such as copyrighted
material, will be publicly available only in hard copy. Publicly
available docket materials are available electronically at http://
www.regulations.gov, or, if only available in hard copy, at the OPPT
Docket. The OPPT Docket is located in the EPA Docket Center (EPA/DC) at
Rm. 3334, EPA West Bldg., 1301 Constitution Ave., NW., Washington, DC.
The EPA/DC Public Reading Room hours of operation are 8:30 a.m. to 4:30
p.m., Monday through Friday, excluding Federal holidays. The telephone
number of the EPA/DC Public Reading Room is<PHONE_NUMBER>, and the
telephone number for the OPPT Docket is<PHONE_NUMBER>. Docket visitors
are required to show photographic identification, pass through a metal
detector, and sign the EPA visitor log. All visitor bags are processed
through an X-ray machine and subject to search. Visitors will be
provided an EPA/DC badge that must be visible at all times in the
building and returned upon departure.

FOR FURTHER INFORMATION CONTACT: For general information contact: Colby
Lintner, Regulatory Coordinator, Environmental Assistance Division
(7408M), Office of Pollution Prevention and Toxics, Environmental
Protection Agency, 1200 Pennsylvania Ave., NW., Washington, DC 20460-
0001; telephone number:<PHONE_NUMBER>; e-mail address: TSCA-
<EMAIL_ADDRESS>    For technical information contact: Gerry Brown, Chemical Control
Division (7405M), Office of Pollution Prevention and Toxics,
Environmental Protection Agency, 1200 Pennsylvania Ave., NW.,
Washington, DC 20460-0001; telephone number:<PHONE_NUMBER>; fax
number:<PHONE_NUMBER>; e-mail address<EMAIL_ADDRESS>
SUPPLEMENTARY INFORMATION:

I. What Information is EPA Particularly Interested in?

    Pursuant to section 3506(c)(2)(A) of PRA, EPA specifically solicits
comments and information to enable it to:
    1. Evaluate whether the proposed collection of information is
necessary for the proper performance of the functions of the Agency,
including whether the information will have practical utility.
    2. Evaluate the accuracy of the Agency's estimates of the burden of
the proposed collection of information, including the validity of the
methodology and assumptions used.
    3. Enhance the quality, utility, and clarity of the information to
be collected.
    4. Minimize the burden of the collection of information on those
who are to respond, including through the use of appropriate automated
electronic, mechanical, or other technological collection techniques or
other forms of information technology, e.g., permitting electronic
submission of responses. In particular, EPA is requesting comments from
very small businesses (those that employ less than 25) on examples of
specific additional efforts that EPA could make to reduce the paperwork
burden for very small businesses affected by this collection.

II. What Should I Consider when I Prepare My Comments for EPA?

    You may find the following suggestions helpful for preparing your
comments:
    1. Explain your views as clearly as possible and provide specific
examples.
    2. Describe any assumptions that you used.
    3. Provide copies of any technical information and/or data you used
that support your views.
    4. If you estimate potential burden or costs, explain how you
arrived at the estimate that you provide.
    5. Provide specific examples to illustrate your concerns.
    6. Offer alternative ways to improve the collection activity.
    7. Make sure to submit your comments by the deadline identified
under DATES.
    8. To ensure proper receipt by EPA, be sure to identify the docket
ID number assigned to this action in the subject line on the first page
of your response. You may also provide the name, date, and Federal
Register citation.

III. What Information Collection Activity or ICR Does this Action Apply
to?

    Affected entities: Entities potentially affected by this action are
companies that manufacture, process, import, or distribute in commerce
chemical substances or mixtures.
    Title: Recordkeeping and Reporting Requirements for Allegations of
Significant Adverse Reactions to Human Health or the Environment.
    ICR numbers: EPA ICR No. 1031.09, OMB Control No. 2070-0017.
    ICR status: This ICR is currently scheduled to expire on January
31, 2009. An Agency may not conduct or sponsor, and a person is not
required to respond to, a collection of information, unless it displays
a currently valid OMB control number. The OMB control numbers for EPA's
regulations in title 40 of the CFR, after appearing in the Federal
Register when approved, are listed in 40 CFR part 9, are displayed
either by publication in the Federal Register or by other appropriate
means, such as on the related collection instrument or form, if
applicable. The display of OMB control numbers in certain EPA
regulations is consolidated in 40 CFR part 9.
    Abstract: The Toxic Substances Control Act (TSCA) section 8(c)
requires companies that manufacture, process, or distribute chemicals
to maintain records of significant adverse reactions to health or the
environment alleged to have been caused by such chemicals. Since
section 8(c) includes no automatic reporting provision, EPA can obtain
and use the information contained in company files only by inspecting
those files or requiring reporting of records that relate to specific
substances of concern. Therefore, under certain conditions, and using
the provisions found in 40 CFR part 717, EPA may require companies to
report such allegations to the Agency.
    EPA uses such information on a case-specific basis to corroborate
suspected adverse health or environmental effects of chemicals already
under review by EPA. The information is also useful to identify trends
of adverse effects across the industry that may not be apparent to any
one chemical company.
    Responses to the collection of information are mandatory (see 40
CFR part 717). Respondents may claim all or part of a notice
confidential. EPA will disclose information that is covered by a claim
of confidentiality only to the extent permitted by, and in accordance
with, the procedures in TSCA section 14 and 40 CFR part 2.
    Burden statement: The annual public reporting and recordkeeping
burden for this collection of information is estimated to range between
1 minute and 8 hours per response, depending upon the nature of the
response. Burden means the total time, effort, or financial resources
expended by persons to generate, maintain, retain, or disclose or
provide information to or for a Federal agency. This includes the time
needed to review instructions; develop, acquire, install, and utilize
technology and systems for the purposes of collecting, validating, and
verifying information, processing and maintaining information, and
disclosing and providing information; adjust the existing ways to
comply with any previously applicable instructions and requirements
which have subsequently changed; train personnel to be able to respond
to a collection of information; search data sources; complete and
review the collection of information; and transmit or otherwise
disclose the information.
    The ICR provides a detailed explanation of this estimate, which is
only briefly summarized here:
    Estimated total number of potential respondents: 13,521.
    Frequency of response: On occasion.
    Estimated total average number of responses for each respondent:
0.43.
    Estimated total annual burden hours: 23,536 hours.
    Estimated total annual costs: $1,486,311. This includes an
estimated burden cost of $1,486,311 and an estimated cost of $0 for
capital investment or maintenance and operational costs.

IV. Are There Changes in the Estimates from the Last Approval?

    There is a decrease of 1,012 hours (from 24,548 hours to 23,536
hours) in the total estimated respondent burden compared with that
identified in the ICR currently approved by OMB. This decrease
primarily reflects EPA's current estimate of the number of employees in
affected respondent companies. Because the allegation rate is based on
the number of employees, the decrease in the estimated number of
employees results in a decrease in total allegations, and thus a
reduction in burden. This change is an adjustment.

V. What is the Next Step in the Process for this ICR?

    EPA will consider the comments received and amend the ICR as
appropriate. The final ICR package will then be submitted to OMB for
review and approval pursuant to 5 CFR 1320.12. EPA will issue another
Federal Register notice pursuant to 5 CFR 1320.5(a)(1)(iv) to announce
the submission of the ICR to OMB and the opportunity to submit
additional comments to OMB. If you have any questions about this ICR or
the approval process, please contact the technical person listed under
FOR FURTHER INFORMATION CONTACT.

List of Subjects

    Environmental protection, Reporting and recordkeeping requirements.

    Dated: June 11, 2008.
James Jones,
Acting Assistant Administrator, Office of Prevention, Pesticides and
Toxic Substances.

[FR Doc. E8-13841 Filed 6-17-08; 8:45 am]

BILLING CODE 6560-50-S