[Federal Register Volume 81, Number 30 (Tuesday, February 16, 2016)]
[Rules and Regulations]
[Pages 7704-7706]
[FR Doc No: 2016-03090]

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DEPARTMENT OF HOMELAND SECURITY

Coast Guard

33 CFR Part 165

[Docket Number USCG-2016-0044]
RIN 1625-AA00

Safety Zone; James River, Newport News, VA

AGENCY: Coast Guard, DHS.

ACTION: Temporary final rule.

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SUMMARY: The Coast Guard is establishing a safety zone on the navigable
waters of the James River, in the vicinity of the James River Reserve
Fleet, in support of United States Navy explosives training on the M/V
SS DEL MONTE. This safety zone will restrict vessel movement in the
specified area during the explosives training. This action is necessary
to provide for the safety of life and property on the surrounding
navigable waters during the United States Navy explosives training.

DATES: This rule is effective from 8 a.m. on February 29, 2016 through
4 p.m. on March 4, 2016.

ADDRESSES: To view documents mentioned in this preamble as being
available in the docket, go to http://www.regulations.gov, type USCG-
2016-0044 in the ``SEARCH'' box and click ``SEARCH.'' Click on Open
Docket Folder on the line associated with this rule.

FOR FURTHER INFORMATION CONTACT: If you have questions on this rule,
call or email LCDR Barbara Wilk, Waterways Management Division Chief,
Sector Hampton Roads, U.S. Coast Guard; telephone<PHONE_NUMBER>, email
<EMAIL_ADDRESS>
SUPPLEMENTARY INFORMATION:

I. Table of Abbreviations

CFR Code of Federal Regulations
DHS Department of Homeland Security
E.O. Executive order
FR Federal Register
NPRM Notice of proposed rulemaking
Pub. L. Public Law
Sec.  Section
U.S.C. United States Code

II. Background Information and Regulatory History

    The Coast Guard is issuing this temporary rule without prior notice
and opportunity to comment pursuant to authority under section 4(a) of
the Administrative Procedure Act (APA) (5 U.S.C. 553(b)). This
provision authorizes an agency to issue a rule without prior notice and
opportunity to

comment when the agency for good cause finds that those procedures are
``impracticable, unnecessary, or contrary to the public interest.''
Under 5 U.S.C. 553(b)(B), the Coast Guard finds that good cause exists
for not publishing a notice of proposed rulemaking (NPRM) with respect
to this rule because information about the training starting on
February 29, 2016 was not received by the Coast Guard with sufficient
time to allow for an opportunity to comment on the proposed rule. This
military training is necessary to train and qualify Navy personnel in
the use of explosives. This training is imperative to ensure that Navy
personnel located within the Fifth Coast Guard District are properly
trained and qualified before conducting military and national security
operations for use in securing ports and waterways. Navy policy
requires that Navy personnel meet and maintain certain qualification
standards before being allowed to carry out certain missions. Delaying
the effective date of this safety zone would be contrary to the public
interest as immediate action is needed to ensure the safety of the
training participants, patrol vessels, and other vessels transiting the
military exercise area. The Coast Guard will provide advance
notifications to users of the affected waterway via marine information
broadcasts and local notice to mariners.
    We are issuing this rule, and under 5 U.S.C. 553(d)(3), the Coast
Guard finds that good cause exists for making it effective less than 30
days after publication in the Federal Register. Failure to conduct this
required training at this time will result in a lapse in personnel
qualification standards and, consequently, the inability of Navy
personnel to carry out important national security functions. Due to
the need for immediate action, the restriction on vessel traffic is
necessary to protect life, property and the environment. Delaying the
effective date would be contrary to the safety zone's intended
objectives of protecting persons and vessels, and enhancing public and
maritime safety.

III. Legal Authority and Need for Rule

    The Coast Guard is issuing this rule under authority in 33 U.S.C.
1231. The Captain of the Port Hampton Roads (COTP) has determined that
potential hazards associated with the military training starting on
February 29, 2016 will be a safety concern for anyone within a 1500-
foot radius of the M/V SS DEL MONTE. This rule is needed to protect the
participants, patrol vessels, and other vessels transiting the
navigable waters of the James River, in the vicinity of the James River
Reserve Fleet, from hazards associated with military explosives
operations. The potential hazards to mariners within the safety zone
include shock waves, flying shrapnel, and loud noises.

IV. Discussion of the Rule

    The Captain of the Port of Hampton Roads is establishing a safety
zone on James River, in the vicinity of the James River Reserve Fleet,
in Newport News, VA. The safety zone will encompass all navigable
waters within a 1500 foot radius of the M/V SS DEL MONTE location at
position 37[deg]06'11'' N., 076[deg]38'40'' W. (NAD 1983). This safety
zone still allows for navigation on the waterway. This safety zone will
be established and enforced from 8 a.m. on February 29, 2016 through 4
p.m. on March 4, 2016. Access to the safety zone will be restricted
during the effective period. Except for participants and vessels
authorized by the Captain of the Port or his Representative, no person
or vessel may enter or remain in the regulated area.
    The Captain of the Port will give notice of the enforcement of the
safety zone by all appropriate means to provide the widest
dissemination of notice to the affected segments of the public. This
includes publication in the Local Notice to Mariners and Marine
Information Broadcasts.

V. Regulatory Analyses

    We developed this rule after considering numerous statutes and
executive orders (E.O.s) related to rulemaking. Below we summarize our
analyses based on a number of these statutes and E.O.s, and we discuss
First Amendment rights of protestors.

A. Regulatory Planning and Review

    E.O.s 12866 and 13563 direct agencies to assess the costs and
benefits of available regulatory alternatives and, if regulation is
necessary, to select regulatory approaches that maximize net benefits.
E.O. 13563 emphasizes the importance of quantifying both costs and
benefits, of reducing costs, of harmonizing rules, and of promoting
flexibility. This rule has not been designated a ``significant
regulatory action,'' under E.O. 12866. Accordingly, it has not been
reviewed by the Office of Management and Budget.
    Although this safety zone restricts vessel traffic through the
regulated area, the effect of this rule will not be significant
because: (i) This rule will only be impact a small designated area
during a time of year when vessel traffic is normally low; and (ii) the
Coast Guard will make extensive notification to the maritime community
via marine information broadcasts so mariners may adjust their plans
accordingly.

B. Impact on Small Entities

    The Regulatory Flexibility Act of 1980, 5 U.S.C. 601-612, as
amended, requires Federal agencies to consider the potential impact of
regulations on small entities during rulemaking. The term ``small
entities'' comprises small businesses, not-for-profit organizations
that are independently owned and operated and are not dominant in their
fields, and governmental jurisdictions with populations of less than
50,000. The Coast Guard certifies under 5 U.S.C. 605(b) that this rule
will not have a significant economic impact on a substantial number of
small entities.
    While some owners or operators of vessels intending to transit the
safety zone may be small entities, for the reasons stated in section
V.A above, this rule will not have a significant economic impact on any
vessel owner or operator.
    Under section 213(a) of the Small Business Regulatory Enforcement
Fairness Act of 1996 (Pub. L. 104-121), we want to assist small
entities in understanding this rule. If the rule would affect your
small business, organization, or governmental jurisdiction and you have
questions concerning its provisions or options for compliance, please
contact the person listed in the FOR FURTHER INFORMATION CONTACT
section.
    Small businesses may send comments on the actions of Federal
employees who enforce, or otherwise determine compliance with, Federal
regulations to the Small Business and Agriculture Regulatory
Enforcement Ombudsman and the Regional Small Business Regulatory
Fairness Boards. The Ombudsman evaluates these actions annually and
rates each agency's responsiveness to small business. If you wish to
comment on actions by employees of the Coast Guard, call 1-888-REG-FAIR
(1-888-734-3247). The Coast Guard will not retaliate against small
entities that question or complain about this rule or any policy or
action of the Coast Guard.

C. Collection of Information

    This rule will not call for a new collection of information under
the Paperwork Reduction Act of 1995 (44 U.S.C. 3501-3520).

D. Federalism and Indian Tribal Governments

    A rule has implications for federalism under E.O. 13132,
Federalism, if it has 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. We have analyzed this rule under that Order and
have determined that it is consistent with the fundamental federalism
principles and preemption requirements described in E.O. 13132.
    Also, this rule does not have tribal implications under E.O. 13175,
Consultation and Coordination with Indian Tribal Governments, because
it does not have a substantial direct effect on one or more Indian
tribes, on the relationship between the Federal Government and Indian
tribes, or on the distribution of power and responsibilities between
the Federal Government and Indian tribes. If you believe this rule has
implications for federalism or Indian tribes, please contact the person
listed in the FOR FURTHER INFORMATION CONTACT section above.

E. Unfunded Mandates Reform Act

    The Unfunded Mandates Reform Act of 1995 (2 U.S.C. 1531-1538)
requires Federal agencies to assess the effects of their discretionary
regulatory actions. In particular, the Act addresses actions that may
result in the expenditure by a State, local, or tribal government, in
the aggregate, or by the private sector of $100,000,000 (adjusted for
inflation) or more in any one year. Though this rule will not result in
such an expenditure, we do discuss the effects of this rule elsewhere
in this preamble.

F. Environment

    We have analyzed this rule under Department of Homeland Security
Management Directive 023-01 and Commandant Instruction M16475.lD, which
guide the Coast Guard in complying with the National Environmental
Policy Act of 1969 (42 U.S.C. 4321-4370f), and have determined that
this action is one of a category of actions that do not individually or
cumulatively have a significant effect on the human environment. This
rule involves a safety zone lasting less than 4 days that will prohibit
entry within 1500 feet of the M/V SS DEL MONTE along the James River.
It is categorically excluded from further review under paragraph 34(g)
of Figure 2-1 of the Commandant Instruction. An environmental analysis
checklist supporting this determination and a Categorical Exclusion
Determination are available in the docket where indicated under
ADDRESSES. We seek any comments or information that may lead to the
discovery of a significant environmental impact from this rule.

G. Protest Activities

    The Coast Guard respects the First Amendment rights of protesters.
Protesters are asked to contact the person listed in the FOR FURTHER
INFORMATION CONTACT section to coordinate protest activities so that
your message can be received without jeopardizing the safety or
security of people, places or vessels.

List of Subjects in 33 CFR Part 165

    Harbors, Marine safety, Navigation (water), Reporting and
recordkeeping requirements, Security measures, Waterways.

    For the reasons discussed in the preamble, the Coast Guard amends
33 CFR part 165 as follows:

PART 165--REGULATED NAVIGATION AREAS AND LIMITED ACCESS AREAS

0
1. The authority citation for part 165 continues to read as follows:

    Authority: 33 U.S.C. 1231; 50 U.S.C. 191; 33 CFR 1.05-1, 6.04-1,
6.04-6, 160.5; Department of Homeland Security Delegation No.
0170.1.

0
2. Add Sec.  165.T05-0701 to read as follows:

165.T05-0202  Safety Zone, James River; Newport News, VA.

    (a) Definitions. For the purposes of this section, Captain of the
Port means the Commander, Sector Hampton Roads. Representative means
any Coast Guard commissioned, warrant or petty officer who has been
authorized to act on the behalf of the Captain of the Port.
Participants mean individuals and vessels involved in explosives
training.
    (b) Locations. The following area is a safety zone:
    (1) All waters in the vicinity of the of the James River Reserve
Fleet, in the James River, within a 1500 foot radius of the M/V SS DEL
MONTE in approximate position 37[deg]06'11'' N., 076[deg]38'40'' W.
(NAD 1983).
    (c) Regulations. (1) All persons are required to comply with the
general regulations governing safety zones in Sec.  165.23 of this
part.
    (2) With the exception of participants, entry into or remaining in
this safety zone is prohibited unless authorized by the Captain of the
Port, Hampton Roads or his designated representatives.
    (3) All vessels underway within this safety zone at the time it is
implemented are to depart the zone immediately.
    (4) The Captain of the Port, Hampton Roads or his representative
can be contacted at telephone number<PHONE_NUMBER>.
    (5) The Coast Guard and designated James River Reserve Fleet
security vessels enforcing the safety zone can be contacted on VHF-FM
marine band radio channel 13 (165.65Mhz) and channel 16 (156.8 Mhz).
    (6) This section applies to all persons or vessels wishing to
transit through the safety zone except participants and vessels that
are engaged in the following operations:
    (i) Enforcing laws;
    (ii) Servicing aids to navigation; and
    (iii) Emergency response vessels.
    (7) The U.S. Coast Guard may be assisted in the patrol and
enforcement of the safety zone by Federal, State, and local agencies.
    (d) Enforcement period. This rule will be enforced from 8 a.m. on
February 29, 2016 through 4 p.m. on March 4, 2016.

    Dated: January 13, 2016.
Christopher S. Keane,
Captain, U.S. Coast Guard, Captain of the Port Hampton Roads.
[FR Doc. 2016-03090 Filed 2-12-16; 8:45 am]
BILLING CODE 9110-04-P


[Federal Register Volume 82, Number 177 (Thursday, September 14, 2017)]
[Rules and Regulations]
[Pages 43158-43160]
[FR Doc No: 2017-19042]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2017-0560; Product Identifier 2016-NM-172-AD; Amendment
39-19028; AD 2017-18-19]
RIN 2120-AA64

Airworthiness Directives; Airbus Airplanes

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

ACTION: Final rule.

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SUMMARY: We are adopting a new airworthiness directive (AD) for all
Airbus Model A310-203, -204, -221, -222, -304, -322, -324, and -325
airplanes. This AD was prompted by reports of cracking in the drainage
holes on the lower skin panel in the center wing box between frames
(FR) 42 and FR46. This AD requires repetitive rotating probe
inspections for cracking of the trellis boom drainage holes, the holes
in the stringers bottom, and the holes of the inner pump, and
corrective actions if necessary. We are issuing this AD to address the
unsafe condition on these products.

DATES: This AD is effective October 19, 2017.
    The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of October 19,
2017.

ADDRESSES: For service information identified in this final rule,
contact Airbus SAS, Airworthiness Office--EAW, 1 Rond Point Maurice
Bellonte, 31707 Blagnac Cedex, France; telephone: +33 5 61 93 36 96;
fax: +33 5 61 93 44 51; email<EMAIL_ADDRESS>
Internet: http://www.airbus.com. You may view this referenced service
information at the FAA, Transport Standards Branch, 1601 Lind Avenue
SW., Renton, WA. For information on the availability of this material
at the FAA, call<PHONE_NUMBER>. It is also available on the Internet at
http://www.regulations.gov by searching for and locating Docket No.
FAA-2017-0560.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://www.regulations.gov by searching for and locating Docket No. FAA-2017-
0560; or in person at the Docket Management Facility between 9 a.m. and
5 p.m., Monday through Friday, except Federal holidays. The AD docket
contains this AD, the regulatory evaluation, any comments received, and
other information. The street address for the Docket Office (telephone
800-647-5527) is Docket Management Facility, 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: Dan Rodina, Aerospace Engineer,
International Section, Transport Standards Branch, FAA, 1601 Lind
Avenue SW., Renton, WA 98057-3356; telephone<PHONE_NUMBER>; fax 425-227-
1149.

SUPPLEMENTARY INFORMATION:

Discussion

    We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 by adding an AD that would apply to all Airbus Model A310-203,
-204, -221, -222, -304, -322, -324, and -325 airplanes. The NPRM
published in the Federal Register on June 20, 2017 (82 FR 28030) (``the
NPRM''). The NPRM was prompted by reports of cracking in the drainage
holes on the lower skin panel in the center wing box between frames
FR42 and FR46. The NPRM proposed to require repetitive rotating probe
inspections for cracking of the trellis boom drainage holes, the holes
in the stringers bottom, and the holes of the inner pump, and
corrective actions if necessary. We are issuing this AD to detect and
correct cracking of trellis boom drainage holes, the holes in the
stringers bottom, and the holes of the inner pump, which could result
in reduced structural integrity of the wings.
    The European Aviation Safety Agency (EASA), which is the Technical
Agent for the Member States of the European Union, has issued EASA
Airworthiness Directive 2016-0196, dated September 30, 2016 (referred
to after this as the Mandatory Continuing Airworthiness Information, or
``the MCAI''), to correct an unsafe condition for all Airbus Model
A310-203, -204, -221, -222, -304, -322, -324, and -325 airplanes. The
MCAI states:

    DGAC [Direction G[eacute]n[eacute]rale de l'Aviation Civile]
France issued AD F-1992-106-132R7 to require certain inspections and
modifications which addressed JAR/FAR [Joint Aviation Requirements/
Federal Aviation Regulations] 25-571 requirements, related to
damage-tolerance and fatigue evaluation of structure. Following the
Extended Design Service Goal activities as part of the Structure
Task Group for the Airbus A310 program, EASA published AD 2007-0053,
which replaced DGAC France AD F-1992-106-132R7.
    After EASA issued AD 2007-0053R1, the thresholds and the
intervals of Airbus Service Bulletins (SB) A310-57-2050 and A310-57-
2064 were updated, prompting EASA to issue AD 2009-0057 [which
corresponds to FAA AD 2011-10-06, Amendment 39-16687 (76 FR 27227,
May 11, 2011)] and [EASA] AD 2007-0053 was revised (R2) accordingly.
EASA AD 2009-0057 also required the accomplishment of the actions
specified in Airbus SB A310-57-2048 at Revision 01.
    After EASA issued AD 2009-0057, in the frame of the Widespread
Fatigue Damage campaign, new analysis has indicated the need for
additional work included in Revision 03 of Airbus SB A310-57-2050.
    For the reason described above, this new [EASA] AD retains the
requirements of EASA AD 2009-0057, which is superseded, and requires
inspection and corrective actions as specified in Airbus SB A310-57-
2050 Revision 04.

    Required actions include a repetitive rotating probe inspection for
cracking of certain holes in the stringers bottom, inner pumps, and the
trellis boom; and corrective actions, i.e., repair of holes where
cracks are discovered.
    The compliance times vary depending on airplane configuration. The
earliest initial inspection compliance time is 11,400 total flight
cycles or 57,300 total flight hours, whichever occurs first. The latest
initial compliance time is 38,700 total flight cycles or 77,500 total
flight hours, whichever occurs first. The shortest repetitive interval
is 6,200 flight cycles or 31,200 flight hours, whichever occurs first.
    You may examine the MCAI in the AD docket on the Internet at http://www.regulations.gov by searching for and locating Docket No. FAA-2017-
0560.

Comments

    We gave the public the opportunity to participate in developing
this AD. We received no comments on the NPRM or on the determination of
the cost to the public.

Conclusion

    We reviewed the relevant data and determined that air safety and
the public interest require adopting this AD as proposed except for
minor editorial changes. We have determined that these minor changes:
     Are consistent with the intent that was proposed in the
NPRM for correcting the unsafe condition; and
     Do not add any additional burden upon the public than was
already proposed in the NPRM.

Related Service Information Under 1 CFR Part 51

    Airbus has issued Service Bulletin A310-57-2050, Revision 04, dated

March 13, 2015. This service information describes procedures for
repetitive rotating probe inspections for cracking of the trellis boom
drainage holes, the holes in the stringers bottom, and the holes of the
inner pump, and corrective actions. 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

    We estimate that this AD affects 8 airplanes of U.S. registry.
    We estimate the following costs to comply with this AD:

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                Cost per      Cost on U.S.
                Action                         Labor cost           Parts cost        product        operators
----------------------------------------------------------------------------------------------------------------
Inspection............................  84 work-hours x $85 per           $5,890         $13,030        $104,240
                                         hour = $7,140.
----------------------------------------------------------------------------------------------------------------

    We have received no definitive data that would enable us to provide
cost estimates for the on-condition actions specified in this AD.

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.
    We are 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 to
the Director of the System Oversight Division.

Regulatory Findings

    We determined that 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. Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979);
    3. Will not affect intrastate aviation in Alaska; and
    4. 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):

2017-18-19 Airbus: Amendment 39-19028; Docket No. FAA-2017-0560;
Product Identifier 2016-NM-172-AD.

(a) Effective Date

    This AD is effective October 19, 2017.

(b) Affected ADs

    This AD affects AD 2011-10-06, Amendment 39-16687 (76 FR 27227,
May 11, 2011) (``AD 2011-10-06'').

(c) Applicability

    This AD applies to Airbus Model A310-203, -204, -221, -222, -
304, -322, -324, and -325 airplanes, certificated in any category,
all serial numbers.

(d) Subject

    Air Transport Association (ATA) of America Code 57, Wings.

(e) Reason

    This AD was prompted by reports of cracking in the drainage
holes on the lower skin panel in the center wing box between frames
(FR) 42 and FR46. We are issuing this AD to detect and correct
cracking of trellis boom drainage holes, the holes in the stringers
bottom, and the holes of the inner pump, which could result in
reduced structural integrity of the wings.

(f) Compliance

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

(g) Rotating Probe Inspections and Corrective Actions

    Except as provided by paragraph (h)(1) of this AD, before
exceeding the applicable threshold or grace period, whichever occurs
later, as defined in paragraph 1.E., ``Compliance,'' of Airbus
Service Bulletin A310-57-2050, Revision 04, dated March 13, 2015,
accomplish the rotating probe inspection for cracking of the trellis
boom drainage holes, the holes in the stringers bottom, and the
holes of the inner pump, as applicable, and do all applicable
corrective actions, as specified in, and in accordance with the
Accomplishment Instructions of Airbus Service Bulletin A310-57-2050,
Revision 04, dated March 13, 2015, except as required by paragraph
(h)(2) of this AD. Do all applicable corrective actions before
further flight. Repeat the inspection thereafter at intervals not to
exceed those defined in paragraph 1.E., ``Compliance,'' of Airbus
Service Bulletin A310-57-2050, Revision 04, dated March 13, 2015.

(h) Exceptions to Service Information

    (1) Where Airbus Service Bulletin A310-57-2050, Revision 04,
dated March 13, 2015, specifies a grace period ``after receipt of
the Service Bulletin without exceeding previous Service Bulletin
revision values,'' this AD requires compliance within the specified
grace period after the effective date of this AD.
    (2) Where Airbus Service Bulletin A310-57-2050, Revision 04,
dated March 13, 2015, specifies to contact Airbus for appropriate
action, and specifies that action as ``RC'' (Required for
Compliance): Before further flight, accomplish corrective actions in

accordance with the procedures specified in paragraph (l)(2) of this
AD.

(i) No Terminating Action for Inspections

    Accomplishing corrective actions on an airplane as required by
paragraph (g) or (h)(2) of this AD does not constitute terminating
action for the repetitive actions required by paragraph (g) of this
AD.

(j) Terminating Action

    Accomplishment of the initial inspection required by paragraph
(g) of this AD constitutes terminating action for the actions
required by paragraph (h) of AD 2011-10-06.

(k) Credit for Previous Actions

    This paragraph provides credit for actions required by paragraph
(g) of this AD, if those actions were performed before the effective
date of this AD using the service information specified in Airbus
Service Bulletin A310-57-2050, Revision 03, dated December 19, 2014.

(l) 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 (m)(2) of this AD. Information
may be emailed to<EMAIL_ADDRESS>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.
    (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 Aviation
Safety Agency (EASA); or Airbus's EASA Design Organization Approval
(DOA). If approved by the DOA, the approval must include the DOA-
authorized signature.
    (3) Required for Compliance (RC): Except as required by
paragraph (h)(2) of this AD: If any service information contains
procedures or tests that are identified as RC, those procedures and
tests must be done to comply with this AD; any procedures or tests
that are not identified as RC are recommended. Those procedures and
tests that are not identified as RC may be deviated from using
accepted methods in accordance with the operator's maintenance or
inspection program without obtaining approval of an AMOC, provided
the procedures and tests identified as RC can be done and the
airplane can be put back in an airworthy condition. Any
substitutions or changes to procedures or tests identified as RC
require approval of an AMOC.

(m) Related Information

    (1) Refer to Mandatory Continuing Airworthiness Information
(MCAI) EASA Airworthiness Directive 2016-0196, dated September 30,
2016, for related information. This MCAI may be found in the AD
docket on the Internet at http://www.regulations.gov by searching
for and locating Docket No. FAA-2017-0560.
    (2) For more information about this AD, contact Dan Rodina,
Aerospace Engineer, International Section, Transport Standards
Branch, FAA, 1601 Lind Avenue SW., Renton, WA 98057-3356; telephone
425-227-2125; fax<PHONE_NUMBER>.
    (3) Service information identified in this AD that is not
incorporated by reference is available at the addresses specified in
paragraphs (n)(3) and (n)(4) of this AD.

(n) 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 Service Bulletin A310-57-2050, Revision 04, dated
March 13, 2015.
    (ii) Reserved.
    (3) For service information identified in this AD, contact
Airbus SAS, Airworthiness Office--EAW, 1 Rond Point Maurice
Bellonte, 31707 Blagnac Cedex, France; telephone: +33 5 61 93 36 96;
fax: +33 5 61 93 44 51; email<EMAIL_ADDRESS>
Internet: http://www.airbus.com.
    (4) You may view this service information at the FAA, Transport
Standards Branch, 1601 Lind Avenue SW., Renton, WA. For information
on the availability of this material at the FAA, call<PHONE_NUMBER>.
    (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, call<PHONE_NUMBER>, or go to: http://www.archives.gov/federal-register/cfr/ibr-locations.html.

    Issued in Renton, Washington, on August 31, 2017.
Dionne Palermo,
Acting Director, System Oversight Division, Aircraft Certification
Service.
[FR Doc. 2017-19042 Filed 9-13-17; 8:45 am]
 BILLING CODE 4910-13-P


Activated Carbon for Use in Marine Evaporative Control Applications MeadWestvaco Corporation 2 Durability   A carbon has been specifically developed for marine and other high humidity applications   High durability  50% harder than automotive grade carbons and is 30% less susceptable to generating dust during high vibration/ rugged service applications   High working capacity   Best for passive purge systems   Low Moisture Adsorption Characteristics   Necessary to maintain capacity in high humidity environment 0%

10% 20% 30% 40% 50% 60% 70% 80% 90%

Hardness (%) Marine Carbon A Carbon B Hardness Value 0.00 0.05 0.10 0.15 0.20 0.25 0.30 0.35 DA Rate (

mg/

min) Marine Carbon A Carbon B Dust Attrition Rates 0 2 4 6 8 10 12 14 16 BWC (

g/

dL) Marine Carbon A Carbon B BWC Value 3 Passive Purge Summary   During the diurnal event, the air and vapors in the fuel tank expand and contract in response to the change in temperature   Vapors load onto the carbon while the environment is heating, and up to 68%

of the vapors purge back into the fuel tank while the system is cooling   Passive purge is a simple approach for modest evaporative emissions containment Filler Neck Carbon Canister Fuel Tank 0 10 20 30 40 50 60 70 72 76 80 84 88 92 96 92 88 84 80 76 72 Temperature ( deg F)

Cumulative Standard Exhaled Volume (

L) 121.3 liters 200 gallons 60.7 liters 100 gallons 30.3 liters 50 gallons 18.2 liters 30 gallons Passive Purge Volume Fuel Tank Volume Passive Purge Profile for 100 gallon Fuel Tank Filled 40% with 7 RVP Fuel To Engine 4 Passive Purge Example   100 gallon tank filled 50% with 9.0 RVP fuel plus 3.0 Liter Carbon Canister 0 20 40 60 80 100 120 140 160 0 5 10 15 20 25 30 Diurnal ( Day) Number Emissions

grams Vapor Generation Back Purge Emissions 5 Passive Purge Hydrocarbon Containment Efficiency   Relationship with Tank Volume and Canister Volume 1 2 3 4 5 30 50 100 200 Canister Volume ( L) Tank Volume ( gallons)

50 % 60%

40%

30% 72 º F 96 º F 72 º F EPA Diurnal 53%

49%

44%

36%

25%

200 65%

62%

57%

49%

36%

100 68%

68%

67%

62%

49%

50 66%

66%

67%

67%

59%

30 5.0 L (%)

4.0 L (%)

3.0 L (%)

2.0 L (%)

1.0 L (%) Canister Volume Tank Vol ( gal)

° A 2.0 L canister contains almost 50%

of the vapors from a 100 gallon tank ° A 4.0 L canister contains almost 50%

of the vapors from a 200 gallon tank ° 30 50 gal tanks achieve maximum containment with 2.0 3.0 L canisters 6 0 0.2 0.4 0.6 0.8 1 1.2 0 20 40 60 80 100 Relative Humidity (%)

Adsorbed Moisture (

g/

g) Effect of Humidity on Butane Capacity for Marine Grade Activated Carbon 0 20 40 60 80 100 120 140 0% 10% 20% 30% 40% 50% 60%

[ Butane] ( vol%)

Butane Capacity (

g/

L) 100% RH 0 80% RH Requires 6500 L air/ L carbon to Saturate with Water ° In the presence of hydrocarbons, the effect of humidity on carbon capacity is relatively small   over 65% maximum capacity at 100% relative humidity ° Passive purge systems have 25 L air/ 100 L tank V purge available ° Forced purge systems typically have purge volumes of at least 100 200 L air/ L carbon ° Capacity will remain relatively unchanged   moisture adsorption will be low Virgin Marine HC Exposed Moisture Isotherm for Virgin and HC Exposed Marine Grade Carbon Effect of Humidity on Butane Isotherm for HC Exposed Marine Grade Carbon Virgin Automotive 7 Summary   Activated carbon canisters are a viable and effective means for significantly reducing evaporative emissions for marine applications   Attaching the canister to the fuel tank and allowing the canister to passively vent can maintain up to a 68% reduction in evaporative emissions indefinitely   a 2.0 liter canister can reduce the evaporative emissions from a 100 gallon fuel tank by almost 50%

  Marine grade carbons will not exceed a 20% reduction in capacity due to adsorption of moisture from the air   under normal conditions, the decrease in canister working capacity is insignificant   Activated carbon canisters have been successfully used to control evaporative emissions from gasoline fuel tanks in automobiles,

motorcycles, and lawn mowers for over 30 years in countries all over the world and may be successfully, easily, and economically used for marine applications


May 23, 2012

MEMORANDUM

TO: 			Air Docket EPA-HQ-OAR-2011-0542

SUBJECT:	Supporting Documentation for the Notice of Data Availability
(NODA) Concerning Renewable Fuels Produced from Grain Sorghum Under the
Renewable Fuel Standard Program

This memorandum accompanies information related to EPA’s analysis of
lifecycle greenhouse gas (GHG) emissions from ethanol produced from
grain sorghum.  As explained in the preamble to the Notice of Data
Availability (NODA), our analysis utilizes several data sources and
models.  To facilitate public review, below is a brief description of
the informational materials which accompany this memorandum.

1.  Summary of Grain Sorghum Modeling Inputs and Assumptions

This memorandum provides information on the key inputs and assumptions
used in EPA’s lifecycle analysis of grain sorghum used as a feedstock
to produce ethanol.  Assumptions include crop yields, co-products,
processing emissions, and other important factors in our lifecycle
analysis.

2.  FASOM Results

A spreadsheet that contains domestic agricultural output from the FASOM
model for the “grain sorghum control case” and the “grain sorghum
300MG case.”

3.  FAPRI-CARD Grain Sorghum Control Case Results

A spreadsheet that contains the international agricultural results from
the FAPRI-CARD model for the “grain sorghum control case.”

4.  FAPRI-CARD Grain Sorghum 300MG Case Results

A spreadsheet that contains the international agricultural results from
the FAPRI-CARD model for the “grain sorghum 300MG case.”

5.  BSLAM Sorghum NODA

This Excel-based model is used to perform EPA’s stochastic analysis of
international land use change GHG emissions impacts induced by grain
sorghum ethanol.  The results from this model are input into the results
spreadsheet to calculate a 95% confidence range for lifecycle GHG
emissions.

6.  Sorghum Impact Calculations – 0% Wet DG

This spreadsheet calculates GHG emissions per unit of grain sorghum
ethanol.  The spreadsheet integrates results from of each stage of the
renewable fuel lifecycle (e.g., feedstock production, domestic and
international agricultural emissions, fuel transport and distribution).
The only piece of the lifecycle analysis not calculated in this
spreadsheet is the emissions from international land use change.  The
results from the impact calculation spreadsheet are used in the results
spreadsheet, which compares the lifecycle GHG emissions of grain sorghum
ethanol with the 2005 petroleum baseline.  Results in this file assume
0% wet DG at the grain sorghum ethanol production process.

7.  Sorghum Impact Calculations – 92% Wet DG

This spreadsheet calculates GHG emissions per unit of grain sorghum
ethanol.  The spreadsheet integrates results from of each stage of the
renewable fuel lifecycle (e.g., feedstock production, domestic and
international agricultural emissions, fuel transport and distribution).
The only piece of the lifecycle analysis not calculated in this
spreadsheet is the emissions from international land use change.  The
results from the impact calculation spreadsheet are used in the results
spreadsheet, which compares the lifecycle GHG emissions of grain sorghum
ethanol with the 2005 petroleum baseline.  Results in this file assume
92% wet DG at the grain sorghum ethanol production process.

8.  Sorghum Impact Calculations – 100% Wet DG

This spreadsheet calculates GHG emissions per unit of grain sorghum
ethanol.  The spreadsheet integrates results from of each stage of the
renewable fuel lifecycle (e.g., feedstock production, domestic and
international agricultural emissions, fuel transport and distribution).
The only piece of the lifecycle analysis not calculated in this
spreadsheet is the emissions from international land use change.  The
results from the impact calculation spreadsheet are used in the results
spreadsheet, which compares the lifecycle GHG emissions of grain sorghum
ethanol with the 2005 petroleum baseline.  Results in this file assume
100% wet DG at the grain sorghum ethanol production process.

9.  Sorghum International Agriculture Energy Emissions

This spreadsheet includes data about agricultural energy use in foreign
countries.  It is used to project lifecycle greenhouse gas (GHG)
emissions produced by additional crop production in foreign countries.
Specifically emissions associated with:

Energy use per hectare of foreign crop production

10.  Sorghum International Agriculture NPK Pesticide

This spreadsheet includes data about agricultural fertilizer inputs in
foreign countries.  It is used to project lifecycle greenhouse gas (GHG)
emissions produced by additional crop production in foreign countries.
Specifically emissions associated with:

Fertilizer, pesticide and herbicide use per hectare of foreign crop
production;

Nitrous oxide emissions per metric ton of foreign fertilizer
application;

Upstream emissions from fertilizer production are calculated separately
in the impact calculation spreadsheet.

11.  Sorghum International Rice Emissions

This spreadsheet includes data about rice methane emissions in foreign
countries.  It is used to project lifecycle greenhouse gas (GHG)
emissions produced by additional crop production in foreign countries.
Specifically emissions associated with:

Methane emissions per hectare of foreign rice production

12.  Sorghum Results – 0% Wet DG

This spreadsheet integrates results from all stages of the fuel
lifecycle to calculate grain sorghum ethanol lifecycle GHG emissions.
The lifecycle GHG reductions are calculated as percent emissions
reductions compared to a 2005 petroleum baseline, in this case gasoline.
 Results in this file assume 0% wet DG at the grain sorghum ethanol
production process.

13.  Sorghum Results – 92% Wet DG

This spreadsheet integrates results from all stages of the fuel
lifecycle to calculate grain sorghum ethanol lifecycle GHG emissions.
The lifecycle GHG reductions are calculated as percent emissions
reductions compared to a 2005 petroleum baseline, in this case gasoline.
 Results in this file assume 92% wet DG at the grain sorghum ethanol
production process.

14.  Sorghum Results – 100% Wet DG

This spreadsheet integrates results from all stages of the fuel
lifecycle to calculate grain sorghum ethanol lifecycle GHG emissions.
The lifecycle GHG reductions are calculated as percent emissions
reductions compared to a 2005 petroleum baseline, in this case gasoline.
 Results in this file assume 100% wet DG at the grain sorghum ethanol
production process.

  PAGE   \* MERGEFORMAT  2


[Federal Register Volume 82, Number 57 (Monday, March 27, 2017)]
[Notices]
[Pages 15270-15271]
[FR Doc No: 2017-05975]

=======================================================================
-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Motor Carrier Safety Administration

[Docket No. FMCSA 2016-0334]

Agency Information Collection Activities; Extension of a
Currently-Approved Collection: Training Certification for Drivers of
Longer Combination Vehicles

AGENCY: Federal Motor Carrier Safety Administration (FMCSA), DOT.

ACTION: Notice and request for comments.

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

SUMMARY: In accordance with the Paperwork Reduction Act of 1995 (PRA),
FMCSA announces its plan to submit the Information Collection Request
(ICR) described below to the Office of Management and Budget (OMB) for
its review and approval. This ICR relates to the qualification of
drivers to operate longer combination vehicles (LCVs). On October 14,
2016, FMCSA published a Federal Register notice announcing an increase
in the Agency's estimate of the total information-collection (IC)
burden of these driver training certifications and asked for public
comment. One comment was received. The Agency's regulations have not
changed, but the population of CMV drivers operating LCVs has increased
since OMB approved this ICR on May 14, 2014.

DATES: Please send your comments by April 26, 2017. OMB must receive
your comments by this date to act quickly on the ICR.

ADDRESSES: All comments should reference Federal Docket Management
System (FDMS) Docket Number FMCSA-2016-0334. Interested persons are
invited to submit written comments on the proposed information
collection to the Office of Information and Regulatory Affairs, Office
of Management and Budget. Comments should be addressed to the attention
of the OMB Desk Officer, DOT/FMCSA, and sent via electronic mail to
<EMAIL_ADDRESS>faxed to<PHONE_NUMBER>, or mailed to the
Office of Information and Regulatory Affairs, Office of Management and
Budget, Docket Library, Room 10102, 725 17th Street NW., Washington, DC
20503.

FOR FURTHER INFORMATION CONTACT: Mr. Robert F. Schultz, FMCSA Driver
and Carrier Operations Division, DOT, FMCSA, West Building 6th Floor,
1200 New Jersey Avenue SE., Washington, DC 20590. Telephone: 202-366-
4325. Email<EMAIL_ADDRESS>
SUPPLEMENTARY INFORMATION:
    Title: Training Certification for Drivers of Longer Combination
Vehicles.
    OMB Control Number: 2126-0026.
    Type of Request: Extension of a currently-approved information
collection.
    Respondents: Drivers who complete LCV training each year, current
LCV drivers who submit their LCV Driver Training Certificate to
prospective employers, and employers (motor carriers) receiving and
maintaining copies of the LCV Driver-Training certificates of their
drivers.
    Estimated Number of Respondents: 59,684 consisting of 2,360 newly-
certified LCV drivers plus 28,662 currently-certified LCV drivers plus
28,662 motor carriers employing LCV drivers.
    Estimated Time per Response: 10 minutes for preparation of LCV
Driver-Training Certificates for drivers who successfully complete the
LCV training, and 10 minutes for activities associated with the LCV
Driver-Training Certificate during the hiring process.
    Expiration Date: May 31, 2017.
    Frequency of Response: On occasion.
    Estimated Total Annual Burden: 5,565 hours. The total number of
drivers who will be subjected to these requirements each year is
31,022, consisting of 2,360 Newly-certified LCV drivers, and 28,662
currently-certified LCV drivers obtaining new employment. The total
annual information collection burden is approximately 5,565 hours,
consisting of 394 hours for preparation of LCV Driver-Training
Certificates [2,360 drivers successfully completing LCV driver training
x 10 minutes / 60 minutes/hour] and 5,171 hours for requirements
related to the hiring of LCV drivers [31,022 LCV drivers obtaining new
employment x 10 minutes / 60 minutes/hour].

Background

    LCV is any combination of a truck-tractor and two or more semi-
trailers or trailers that operates on the National System of Interstate
and Defense Highways and has a gross vehicle weight greater than 80,000
pounds (49 CFR 380.105). To enhance the safety of LCV operations on our
nation's highways, Section 4007(b) of the Motor Carrier Act of 1991
directed the Secretary of Transportation to establish Federal minimum
training requirements

for drivers of LCVs [Intermodal Surface Transportation Efficiency Act
of 1991 (ISTEA), Pub. L. 102-240, 105 Stat. 1914, 2152, 49 USCA Sec.
2302 NOTE]. The Secretary of Transportation delegated responsibility
for establishing these requirements to FMCSA (49 CFR 1.87), and on
March 30, 2004, after appropriate notice and solicitation of public
comment, FMCSA established the current training requirements for
operators of LCVs (69 FR 16722). The regulations bar motor carriers
from permitting their drivers to operate an LCV if they have not been
properly trained in accordance with the requirements of 49 CFR 380.113.
Drivers receive an LCV Driver-Training Certificate upon successful
completion of these training requirements. Motor carriers employing an
LCV driver must verify the driver's qualifications to operate an LCV,
and must maintain a copy of the LCV Driver-Training Certificate and
present it to authorized Federal, State or local officials upon
request.
    The LCV regulations have not changed, but the Agency is increasing
its estimate of the IC burden to 5,565 hours because the population of
CMV drivers receiving LCV training and the number of drivers being
certified to operate LCVs have both increased based upon U.S.
Department of Labor data.
    The Agency received one comment to the 60-day Federal Register
notice of October 14, 2016. The comment did not address the paperwork
burden; instead, it lamented the existence of the requirement that
operators of LCVs receive specialized training. As explained above, the
Motor Carrier Act of 1991 directed the Secretary of Transportation to
establish these LCV training requirements.

Public Comments Invited

    FMCSA requests that you comment on any aspect of this information
collection, including: (1) Whether the proposed collection is necessary
for FMCSA to perform its functions, (2) the accuracy of the estimated
burden, (3) ways for the FMCSA to enhance the quality, usefulness, and
clarity of the collected information, and (4) ways that the burden
could be minimized without reducing the quality of the collected
information.

    Issued under the authority delegated in 49 CFR 1.87 on: March
20, 2017.
G. Kelly Regal,
Associate Administrator for Office of Research and Information
Technology.
[FR Doc. 2017-05975 Filed 3-24-17; 8:45 am]
 BILLING CODE 4910-EX-P