408 Federal Register / Vol. 76, No. 2 / Tuesday, January 4, 2011 / Notices 

1 15 U.S.C. 78s(b)(1). 

2Securities Exchange Act Release No. 63301 

(November 17, 2010), 75 FR 70328. 

3The specific language of the proposed provision 

can be found at http://www.dtcc.com/downloads/ 

legal/rule_filings/2010/ficc/2010–08.pdf. 

4 15 U.S.C. 78q–1. 

5 In approving this proposed rule change, the 

Commission has considered the proposed rule’s 

impact on efficiency, competition, and capital 

formation. See 15 U.S.C. 78c(f). 

6 15 U.S.C. 78q–1(b)(3)(F). 

7 15 U.S.C. 78q–1. 

8 15 U.S.C. 78s(b)(2). 

9 17 CFR 200.30–3(a)(12). 

added, deleted or postponed, please 

contact: 

The Office of the Secretary at (202) 

551–5400. 

Dated: December 29, 2010. 

Elizabeth M. Murphy, 

Secretary. 

[FR Doc. 2010–33261 Filed 12–30–10; 11:15 am] 

BILLING CODE 8011–01–P 

SECURITIES AND EXCHANGE 

COMMISSION 

[Release No. 34–63611; File No. SR–FICC– 

2010–08] 

Self-Regulatory Organizations; Fixed 

Income Clearing Corporation; Order 

Approving Proposed Rule Change To 

Eliminate Certain Cash Adjustments 

Currently Processed by the MBSD 

December 28, 2010. 

I. Introduction 

On October 28, 2010, the Fixed 

Income Clearing Corporation (‘‘FICC’’) 

filed with the Securities and Exchange 

Commission (‘‘Commission’’) the 

proposed rule change SR–FICC–2010– 

08 pursuant to Section 19(b)(1) of the 

Securities Exchange Act of 1934 

(‘‘Act’’).1 The proposed rule change was 

published for comment in the Federal 

Register on November 17, 2010.2 No 

comment letters were received on the 

proposal. This order approves the 

proposal. 

II. Description 

FICC is eliminating the cash 

adjustments that are currently processed 

by the Mortgage-Backed Securities 

Division (‘‘MBSD’’) of FICC because they 

have low monetary impact and the 

clearance event (‘‘significant variance’’) 

they were originally designed to address 

no longer applies.3 Variance was 

originally established when mortgagebacked securities were physically 

settled and it was difficult to organize 

physical pools into $1 million par 

amounts for delivery. 

As a result of the netting of To Be 

Announced (‘‘TBA’’) transactions, a 

participant may have a settlement 

obligation to another participant with 

which it did not trade (‘‘SBON 

Obligations’’). SBON Obligations are 

created in multiples of $1 million par 

amounts and are assigned a uniform 

delivery price. Since the delivery price 

will differ from the participant’s original 

trade price, an adjustment is calculated 

for the difference between the delivery 

price and the trade price. This 

adjustment is referred to as the 

Settlement Balance Order Market 

Differential (‘‘SBOMD’’). 

Participants notify the MBSD when 

they have settled their SBON 

Obligations with their assigned 

counterparties through the Notification 

of Settlement (‘‘NOS’’) process. From the 

information supplied by both the 

delivering and receiving participants in 

their respective NOS, the MBSD 

determines whether the securities 

delivered were in $1 million par 

amounts or in a par amount within 

acceptable variance (plus or minus $100 

per million). In instances where the 

delivery was completed in $1 million 

par amounts, the MBSD takes no 

additional steps. 

Currently, if the delivery was cleared 

for a par amount within acceptable 

variance, the MBSD will calculate a 

cash adjustment to reconcile the 

difference between the original SBOMD 

(based on a $1 million par amount) and 

what the SBOMD should have been 

(based on the par amount delivered). As 

mortgage-backed securities migrated 

from physical to electronic settlement, 

acceptable variance has been reduced 

from an initial $50,000 per million to 

the current amount of $100 per million. 

MBSD is eliminating this cash 

adjustment process. 

III. Discussion 

The Commission finds that the 

proposed rule change is consistent with 

the requirements of the Act 4 and the 

rules and regulations thereunder 

applicable to FICC.5 In particular, the 

Commission believes that by deleting a 

rule that covers a process that is no 

longer needed, FICC is providing its 

members with certainty and clarity of 

the clearance process to its members. 

The proposal is therefore consistent 

with the requirements of Section 

17A(b)(3)(F),6 which requires, among 

other things, that the rules of a clearing 

agency are designed to remove 

impediments to and perfect the 

mechanism of a national system for the 

prompt and accurate clearance and 

settlement of securities transactions. 

IV. Conclusion 

On the basis of the foregoing, the 

Commission finds that the proposal is 

consistent with the requirements of the 

Act and in particular with the 

requirements of Section 17A of the Act 7

and the rules and regulations 

thereunder. 

It Is therefore ordered, pursuant to 

Section 19(b)(2) of the Act,8 that the 

proposed rule change (File No. SR– 

FICC–2010–08) be, and hereby is, 

approved. 

For the Commission by the Division of 

Trading and Markets, pursuant to delegated 

authority.9

Florence E. Harmon, 

Deputy Secretary. 

[FR Doc. 2010–33163 Filed 1–3–11; 8:45 am] 

BILLING CODE 8011–01–P 

SMALL BUSINESS ADMINISTRATION 

Reporting and Recordkeeping 

Requirements Under OMB Review 

AGENCY: Small Business Administration. 

ACTION: Notice of reporting requirements 

submitted for OMB review. 

SUMMARY: Under the provisions of the 

Paperwork Reduction Act (44 U.S.C. 

chapter 35), Agencies are required to 

submit proposed reporting and 

recordkeeping requirements to OMB for 

review and approval, and to publish a 

notice in the Federal Register notifying 

the public that the agency has made 

such a submission. 

DATES: Submit comments on or before 

February 3, 2011. If you intend to 

comment but cannot prepare comments 

promptly, please advise the OMB 

Review and the Agency Clearance 

Officer before the deadline. 

Copies: Request for clearance (OMB 

83–1), supporting statement, and other 

documents submitted to OMB for 

review may be obtained from the 

Agency Clearance Officer. 

ADDRESSES: Address all comments 

concerning this notice to: Agency 

Clearance Officer, Jacqueline White, 

Small Business Administration, 409 3rd 

Street, SW., 5th Floor, Washington, DC 

20416; and OMB Reviewer, Office of 

Information and Regulatory Affairs, 

Office of Management and Budget, New 

Executive Office Building, Washington, 

DC 20503. 

FOR FURTHER INFORMATION CONTACT: 

Jacqueline White. Agency Clearance 

Officer, (202) 205–7044. 

SUPPLEMENTARY INFORMATION: 

Title: Lender Advantage. 

Frequency: On Occasion. 


jlentini on DSKJ8SOYB1PROD with NOTICES
Federal Register / Vol. 76, No. 2 / Tuesday, January 4, 2011 / Notices 409 

SBA Form Numbers: 2301 (Parts A, B, 

C, D and E) and 7. 

Description of Respondents: Small 

business applicants and participating 

lenders. 

Responses: 13,650. 

Annual Burden: 48,990. 

Title: SBIC Financial Reports. 

Frequency: Quarterly. 

SBA Form Number: 468.1, 2, 3 and 4. 

Description of Respondents: Small 

Business Investment Companies. 

Responses: 1,050. 

Annual Burden: 26,700. 

Jacqueline White, 

Chief, Administrative Information Branch. 

[FR Doc. 2010–33041 Filed 1–3–11; 8:45 am] 

BILLING CODE M 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

Philadelphia International Airport, 

Capacity Enhancement Program, 

Environmental Impact Statement, 

Record of Decision 

AGENCY: Federal Aviation 

Administration (FAA) DOT. 

ACTION: Notice of availability of record 

of decision (ROD). 

SUMMARY: The FAA has issued a ROD 

for the Philadelphia International 

Airport (PHL), Capacity Enhancement 

Program (CEP), Environmental Impact 

Statement (EIS). The City of 

Philadelphia, the airport sponsor, owns 

and operates PHL and had requested 

FAA consider ways to accommodate 

existing and forecasted aviation 

demands. The purpose of the CEP is to 

enhance airport capacity in order to 

accommodate current and future 

aviation demand in the Philadelphia 

Metropolitan Area during all weather 

conditions. This ROD sets forth FAA’s 

final determination and environmental 

approvals for the federal actions 

necessary to implement the CEP at the 

airport. 

DATES: Effective upon publication in the 

Federal Register. 

FOR FURTHER INFORMATION CONTACT: 

Susan L. McDonald, Environmental 

Protection Specialist, Federal Aviation 

Administration, Harrisburg Airports 

District Office, 3905 Hartzdale Drive, 

Suite 508, Harrisburg, PA 17011. 

SUPPLEMENTARY INFORMATION: In 

accordance with the National 

Environmental Policy Act, the FAA has 

completed a Record of Decision for the 

Environmental Impact Statement for the 

Philadelphia International Airport 

Capacity Enhancement Program. The 

ROD sets forth FAA’s final 

determination and environmental 

approvals for the federal actions 

necessary to implement the CEP at PHL. 

The ROD also identifies Alternative A 

(the Project) as FAA’s selected 

alternative for implementation. The 

purpose of the CEP is to enhance airport 

capacity in order to accommodate 

current and future aviation demand in 

the Philadelphia Metropolitan Area 

during all weather conditions. The 

Environmental Protection Agency (EPA) 

published a notice of availability of the 

Final EIS in the Federal Register on 

August 27, 2010 (75 FR 52736). The 

Final EIS was prepared in compliance 

with the National Environmental Policy 

Act of 1969 (NEPA), [42 U.S. C. 4321, 

et seq.], the implementing regulations of 

the Council on Environmental Quality 

(CEQ) [40 CFR parts 1500–1508], and 

FAA directives [Order 1050.1E and 

Order 505.4B]. The Final EIS presented 

three alternatives; the No Action and 

two on-airport construction alternatives 

(Alternatives A and B), and identified 

Alternative A the preferred alternative. 

The FAA received comments on the 

Final EIS and these comments, along 

with FAA’s responses, are included in 

Attachment A of the ROD. 

The Project will have five runways 

connected by a redesigned and more 

efficient taxiway system than the NoAction Alternative. Runway 17–35 will 

remain as a 6,500-foot crosswind 

runway. Runway 8–26 will be extended 

2,000 feet to the east, for a total length 

of 7,000 feet. This runway will continue 

to be unidirectional, serving westbound 

arrivals and eastbound departures. The 

Runway 8–26 eastern arrival threshold 

will be raised by approximately 55 feet 

in order to clear obstructions. Runway 

8–26 will have an Engineered Materials 

Arresting System (EMAS) constructed at 

the east end of the runway. Runway 9L– 

27R will remain at its current length 

(9,500 feet) and location. It will support 

westbound departures in west flow, and 

eastbound arrivals in east flow. Runway 

9R–27L will be extended to the east by 

1,500 feet, to a total length of 12,000 

feet. This runway will be renamed 

Runway 9C–27C. It will function 

primarily as an arrival runway during 

west flow operations and a departure 

runway during east flow. A new 

runway, Runway 9R–27L, 1,600 feet 

south of Runway 9C–27C will be 

constructed. This runway will be 9,103 

feet long by 150 feet wide and will serve 

primarily as a departure runway in west 

flow and an arrival runway in east flow. 

Runway 9R–27L will have EMAS 

installed on its west end to reduce 

impacts to the Delaware River. 

Constructing this runway will affect the 

Delaware River. The approach lighting 

systems for proposed Runways 9R and 

9L will be upgraded to meet CAT II/III 

approach requirements. The new 

approach light system for Runway 9R 

will be in the Delaware River, extending 

1,700 feet from the limit of fill, and will 

be a pile-supported structure. The 

existing approach lighting systems for 

Runways 26 and 27C will be relocated 

based on the proposed threshold 

locations for each runway. All existing 

navigational aids will be relocated as 

necessary or new aids installed as 

required to meet the approach criteria 

for the particular runway end. The 

Airport Surveillance Radar (ASR–9) and 

the Precision Runway Monitor (PRM) 

south of Runway 9R–27L will be 

relocated as necessary. 

The Project will upgrade and 

reconfigure the existing terminal 

complex in its existing location. It will 

add a new commuter terminal east of 

Runway 17–35. The total terminal 

complex will consist of eight concourses 

with 145 to 150 gates and approximately 

3.6 million square feet. The existing 

terminal circulation, recirculation, and 

access will remain as it is now with 

minor shifts in horizontal and vertical 

alignments. An automated people mover 

(APM) will be constructed to transport 

passengers between terminals and 

parking facilities. The existing SEPTA 

rail line will continue to provide access 

to the terminals from outside the 

Airport and will interface directly with 

the APM system. The Project will 

enlarge the existing parking garages and 

construct a new centralized ground 

transportation center. The Project will 

also relocate or expand many of the 

other Airport facilities, including cargo, 

general aviation (corporate), 

maintenance, fuel, training facilities, 

and deicing facilities. The FAA’s Air 

Traffic Control Tower (ATCT) will also 

be relocated. Service roadways and 

facilities will be reconstructed as 

needed. 

In order to accommodate the Airport 

reconfiguration, several off-airport 

facilities and properties must be 

acquired and, in some cases, relocated. 

The UPS facility south of the Airport 

will be relocated to a new site in 

Tinicum. Hog Island Road will be 

closed and the freight railroad serving 

the USACE Fort Mifflin Dredge Disposal 

Facility will be relocated. Part of the 

Dredge Disposal Facility will be 

relocated north. The Sunoco Hog Island 

Wharf will be closed and its functions 

replaced by extending the existing 

Sunoco Fort Mifflin Pier to the west. 

The Project will accommodate all 

forecasted operations with annualized 


jlentini on DSKJ8SOYB1PROD with NOTICES