Federal Register / Vol. 79, No. 230 / Monday, December 1, 2014 / Proposed Rules 71037 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

Lockheed Martin Corporation/Lockheed 

Martin Aeronautics Company: Docket 

No. FAA–2014–0779; Directorate 

Identifier 2014–NM–052–AD. 

(a) Comments Due Date 

We must receive comments by January 15, 

2015. 

(b) Affected ADs 

This AD affects AD 2012–06–09, 

Amendment 39–16990 (77 FR 21404, April 

10, 2012); AD 2011–15–02, Amendment 39– 

16749 (76 FR 41647, July 15, 2011). 

(c) Applicability 

This AD applies to all Lockheed Martin 

Corporation/Lockheed Martin Aeronautics 

Company Model 382, 382B, 382E, 382F, and 

382G airplanes, certificated in any category. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 57, Wings. 

(e) Unsafe Condition 

This AD was prompted by an evaluation by 

the design approval holder indicating that 

the outer wings are subject to widespread 

fatigue damage. We are issuing this AD to 

prevent fatigue cracking of the outer wing, 

which could result in reduced structural 

integrity of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Outer Wing Replacement 

For airplanes with outer wings having 

serial numbers (S/Ns) 3946 through 4541 

inclusive, or manufacturing end product 

(MEP) replacement outer wings 14Y series 

having part numbers (P/Ns) 388021–9/–10: 

Before the accumulation of 30,000 total flight 

hours on the outer wings, or within 30 

months after the effective date of this AD, 

whichever occurs later, except as specified in 

paragraph (i) of this AD, replace the outer 

wings as provided in paragraphs (h)(1) and 

(h)(2) of this AD, as applicable, in accordance 

with the Accomplishment Instructions of 

Lockheed Service Bulletin 382–57–96, dated 

December 16, 2013. 

(h) Acceptable Replacement Wings 

(1) Outer wings having S/Ns 3946 through 

4541 inclusive, and MEP replacement outer 

wings 14Y series having P/Ns 388021–9/–10, 

are acceptable for the outer wing replacement 

required by paragraph (g) of this AD, 

provided that the replacement outer wing has 

accumulated less than 30,000 total flight 

hours. Upon reaching 30,000 total flight 

hours, the replacement outer wing must be 

replaced as required by paragraph (g) of this 

AD. 

(2) Outer wings having S/Ns 4542 and 

subsequent, or all MEP replacement outer 

wings, except for 14Y series having P/Ns 

388021–9/–10, that have accumulated less 

than 75,000 total flight hours are acceptable 

for the outer wing replacement required by 

paragraph (g) of this AD. 

Note 1 to paragraph (h) of this AD: 

Lockheed Service Bulletin 382–57–96, dated 

December 16, 2013, describes an option to 

salvage certain system components when 

replacing an outer wing. An operator may 

need to recertify compliance with AD 2012– 

06–09, Amendment 39–16990 (77 FR 21404, 

April 10, 2012); and AD 2011–15–02, 

Amendment 39–16749 (76 FR 41647, July 15, 

2011); if salvaged components are used in a 

replacement wing. 

(i) Wings With Previous Military Usage 

For airplanes that have any wing with 

previous military usage: Within 30 days after 

the effective date of this AD, contact the 

Manager, Atlanta Aircraft Certification Office 

(ACO), FAA, for a compliance time to 

accomplish the actions required by paragraph 

(g) of this AD. For a compliance time to be 

approved by the Manager, Atlanta ACO, as 

required by this paragraph, the Manager’s 

approval letter must specifically refer to this 

AD. 

(j) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Atlanta ACO, 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 manager of the ACO, send it to the 

attention of the person identified in 

paragraph (k)(1) of this AD. 

(2) 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. 

(k) Related Information 

(1) For more information about this AD, 

Carl Gray, Aerospace Engineer, Airframe 

Branch, ACE–117A, FAA, Atlanta ACO, 1701 

Columbia Avenue, College Park, GA 30337; 

phone: 404–474–5554; fax: 404–474–5605; 

email: carl.w.gray@faa.gov. 

(2) For service information identified in 

this AD, contact Lockheed Martin 

Corporation/Lockheed Martin Aeronautics 

Company, Airworthiness Office, Dept. 6A0M, 

Zone 0252, Column P–58, 86 S. Cobb Drive, 

Marietta, GA 30063; telephone 770–494– 

5444; fax 770–494–5445; email ams.portal@

lmco.com; Internet http://

www.lockheedmartin.com/ams/tools/

TechPubs.html. You may view this service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., Renton, 

WA. For information on the availability of 

this material at the FAA, call 425–227–1221. 

Issued in Renton, Washington, on 

November 19, 2014. 

Suzanne Masterson, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2014–28304 Filed 11–28–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0780; Directorate 

Identifier 2014–NM–168–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for The 

Boeing Company Model 747 airplanes 

equipped with a main deck side cargo 

door (MDSCD). This proposed AD was 

prompted by recent testing that 

indicates that intermodal containers, 

when loaded as cargo, under certain 

flight-load conditions, can shift and 

impact the adjacent fuselage frames. 

This proposed AD would require 

revising the airplane flight manual to 

incorporate limitations for carrying 

certain payloads. We are proposing this 

AD to prevent intermodal containers 

loaded in the offset method from 

shifting during flight gust loads and 

damaging fuselage frames, which could 

lead to the structural failure of the aft 

fuselage in flight, and subsequent inflight breakup of the airplane. 

DATES: We must receive comments on 

this proposed AD by January 15, 2015. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 

5 p.m., Monday through Friday, except 

Federal holidays. 


asabaliauskas on DSK5VPTVN1PROD with PROPOSALS
71038 Federal Register / Vol. 79, No. 230 / Monday, December 1, 2014 / Proposed Rules 

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–2014– 

0780; 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 proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(phone: 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Steven C. Fox, Senior Aerospace 

Engineer, Airframe Branch, ANM–120S, 

FAA, Seattle Aircraft Certification 

Office (ACO), 1601 Lind Avenue SW., 

Renton, WA 98057–3356; phone: 425– 

917–6425; fax: 425–917–6590; email: 

steven.fox@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposal. Send your comments to 

an address listed under the ADDRESSES

section. Include ‘‘Docket No. FAA– 

2014–0780; Directorate Identifier 2014– 

NM–168–AD’’ at the beginning of your 

comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD because of those 

comments. 

We will post all comments we 

receive, without change, to http://

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

Intermodal containers are common in 

the cargo shipping industry and 

transported by ships, trains, and trucks. 

The focus of this NPRM is an 

intermodal container that is nominally 

20 feet long, 8 feet wide, and 8.5 feet 

tall. This nominally sized intermodal 

container includes the dimensions of an 

International Organization for 

Standardization (ISO) container ISO 

668–1CC. The intermodal containers 

themselves do not meet the 

requirements of FAA Technical 

Standard Order TSO–C90D, ‘‘Cargo 

Pallets, Nets and Containers (Unit Load 

Devices)’’ (http://rgl.faa.gov/Regulatory_

and_Guidance_Library/rgTSO.nsf/0/

ba3cb5aeb6d07bec8625792d0052e535/

$FILE/TSO_C90_RevD_doc_FINAL_

%20RGL_2011%200930.pdf); the lower 

surface on these intermodal containers 

is incompatible with most airplane 

cargo-loading systems (CLSs). These 

intermodal containers, however, can be 

concentrically loaded on an FAAapproved TSO–C90D pallet with the 

certified net combination and loaded in 

the center of the airplane, restrained by 

the CLS or a series of straps connected 

to the aircraft structure in accordance 

with the airplane’s FAA-approved 

Weight and Balance Manual procedures 

for cargo that is not a Unit Load Device 

(ULD). 

The Weight and Balance Manual is 

part of the Operating Limitations section 

of the Airplane Flight Manual (AFM). In 

accordance with 14 CFR 21.41, the 

Operating Limitations are part of the 

airplane type certificate and, therefore, 

can be modified only by changing that 

certificate; that is, by obtaining an 

amended or supplemental type 

certificate. Revisions to the AFM are 

approved as AFM supplements, and the 

approval is based on a finding that, with 

the AFM revisions, the airplane 

continues to meet the applicable 

airworthiness standards. Operators are 

required to comply with the Operating 

Limitations by 14 CFR 91.9(a). 

The FAA has become aware that some 

operators, both domestic and foreign, 

are not loading these containers in the 

center of the airplane, but rather in the 

standard left and right pallet positions. 

The 8-foot, 6-inch, height of the 

intermodal container interferes with the 

fuselage when loaded in the standard 

left and right pallet positions, so some 

operators have been transporting these 

intermodal containers shifted inboard 

off of the FAA-approved TSO pallets 

and attached to the pallet only with a 

net and/or straps. This method of 

transport is referred to as the ‘‘offset 

method.’’ The practice of offsetting the 

intermodal containers results in the 

certified pallet-net combination having 

slack in the net by the amount of the 

offset. FAA observations have found the 

offset for intermodal containers is as 

much as 9 inches, with the 

corresponding 9 inches of slack in the 

TSO pallet net. 

Although additional cargo straps have 

been used to restrain the intermodal 

containers to the pallets, the FAA 

determined that these straps are not 

effective, and the intermodal container 

can shift in flight. 

In 2013, a U.S. cargo operator 

requested permission from the FAA to 

carry intermodal containers on Boeing 

Model 747 airplanes using the offset 

method—similar to procedures used by 

other U.S. and non-U.S. air carriers. 

Based on the FAA’s review of the offset 

method, it denied the operator’s request. 

In March 2014, some U.S. cargo 

operators and Boeing conducted a series 

of full-scale tests, witnessed by the 

FAA, to demonstrate that carrying 

intermodal containers by the offset 

method could be shown safe and 

compliant to the applicable regulations. 

The test procedures were developed by 

engineers from Boeing and some U.S. 

cargo operators, and were intended to 

show compliance for flight loads on 

Model 747 airplanes only. The results 

produced CLS failures and/or excessive 

deflections. The preliminary test results 

confirmed the FAA’s safety concerns. 

Testing New Methods 

U.S. operators and Boeing conducted 

additional testing to demonstrate that 

carrying intermodal containers by the 

offset method could be shown safe and 

compliant to the applicable regulations. 

This testing used methods from 

National Aerospace Standard (NAS) 

3610 with maximum payloads that were 

reduced from those tested previously. 

The intent was for Boeing to use the test 

data to develop an appropriate loading 

method that could be incorporated into 

the Boeing 747 Weight and Balance 

Manual. The certified pallet net was not 

used because previous testing showed it 

ineffective in restraining the ISO 

container as the offset of the container 

on the pallet introduces slack in the net, 

with the container essentially free to 

move laterally in the airplane by the 

amount of the offset. 

Significant engineering resources 

were applied, and a complex method of 

strapping installation and procedures 

and sequence for tightening the straps 

was developed to preclude the excessive 

deflections experienced during earlier 

tests. While a few load cases were 

successful, some had very small margins 

(precluding any reduction of the 

complexity of the nearly 100 straps 

required). The testing was halted after 

attempts to substantiate vertical loading 

repetitively overloaded the forward and 

aft CLS restraint locks, and the proposed 

cargo restraining method was deemed 

unviable. 

FAA Observations and Conclusions 

FAA engineering from the Transport 

Airplane Directorate has been 

extensively involved in the testing of 

offset loading methods for intermodal 

containers with the objective to 

determine and document a safe and 

compliant methodology that could be 

the basis for a Boeing 747 Weight and 

Balance Supplement for airline use 


asabaliauskas on DSK5VPTVN1PROD with PROPOSALS
Federal Register / Vol. 79, No. 230 / Monday, December 1, 2014 / Proposed Rules 71039 

worldwide. Testing to date indicates 

this objective has not been met. 

When positioned in accordance with 

the Weight and Balance Manual, the 

intermodal container is secured to the 

CLS pallet along its entire length by 

straps and netting. Offsetting the 

container has the effect of creating slack 

in the net and straps except at the ends 

of the container. As a result, when gust 

loads are encountered, most of the loads 

are transferred to the locks at the ends 

of the container and are not shared with 

the locks in the middle. This uneven 

loading has the effect of exceeding the 

structural capability of the locks at the 

ends of the container. This phenomenon 

quickly failed the forward and aft CLS 

locks during vertical testing, as 

confirmed by both sets of industry 

testing. 

At this time, there is no offset method 

for restraining intermodal containers 

that has been demonstrated to be safe 

and compliant. 

Safety Issue 

The current practice of carrying an 

intermodal container by the offset 

method is not permitted by the Boeing 

747 Weight and Balance Manual. A 

series of tests has verified that an 

intermodal container, under certain 

flight-load conditions, can shift in both 

the outboard and vertical directions. 

This shift by the intermodal container 

can damage as many as ten fuselage 

frames per container position during 

flight, leading to the structural failure of 

the aft fuselage in flight, and subsequent 

in-flight breakup of the airplane. 

Normally the FAA does not issue ADs 

to address non-compliance with existing 

regulations. But because of the 

widespread nature of these practices, 

the FAA has determined that issuing an 

AD is the most effective means of 

addressing this unsafe condition. 

FAA’s Determination 

We are proposing this AD because we 

evaluated all the relevant information 

and determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. 

Proposed AD Requirements 

This proposed AD would require 

revising the Limitations section of the 

airplane flight manual (AFM) to 

incorporate limitations on carrying 

certain payloads. 

Costs of Compliance 

We estimate that this proposed AD 

affects 98 airplanes of U.S. registry. We 

estimate the following costs to comply 

with this proposed AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

AFM revision ................................................... 1 work-hour × $85 per hour = $85 ................ $0 $85 $8,330 

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 proposed 

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. 

Regulatory Findings 

We determined that this proposed AD 

would not have federalism implications 

under Executive Order 13132. This 

proposed AD would 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 this proposed regulation: 

(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. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

The Boeing Company: Docket No. FAA– 

2014–0780; Directorate Identifier 2014– 

NM–168–AD. 

(a) Comments Due Date 

We must receive comments by January 15, 

2015. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to The Boeing Company 

Model 747–100, 747–100B, 747–100B SUD, 

747–200B, 747–200C, 747–200F, 747–300, 

747–400, 747–400D, 747–400F, 747SR, 

747SP, 747–8F, and 747–8 series airplanes, 

certificated in any category, equipped with a 

main deck side cargo door (MDSCD). 

(d) Subject 

Air Transport Association (ATA) of 

America Code 53, Fuselage. 

(e) Unsafe Condition 

This AD was prompted by recent testing 

that indicates that intermodal containers, 

when loaded as cargo, under certain flightload conditions, can shift and impact the 

adjacent fuselage frames. We are issuing this 

AD to prevent intermodal containers loaded 

in the offset method from shifting during 

flight gust loads and damaging fuselage 

frames, which could lead to the structural 

failure of the aft fuselage in flight, and 

subsequent in-flight breakup of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 


asabaliauskas on DSK5VPTVN1PROD with PROPOSALS
71040 Federal Register / Vol. 79, No. 230 / Monday, December 1, 2014 / Proposed Rules 

(g) Revision of Airplane Flight Manual 

(AFM) 

Within 14 days after the effective date of 

this AD, revise the Operating Limitations 

section of the FAA-approved AFM to include 

the information in figure 1 to paragraph (g) 

of this AD. This may be accomplished by 

inserting a copy of this AD into the 

Limitations section of the AFM. 

FIGURE 1 TO PARAGRAPH (G) OF THIS AD–AFM REVISION

Unless approved by the Manager of the Seattle Aircraft Certification Office, the carriage of the following payloads is prohibited: 

1) Intermodal containers nominally sized at 20 feet long, 8 feet wide, and 8.5 feet tall that are not concentrically loaded on a pallet and restrained to the aircraft in accordance with the FAA-approved Weight and Balance Manual or Supplement. 

2) ISO 668-1CC containers that are not concentrically loaded on a pallet and restrained to the aircraft in accordance with the FAA-approved 

Weight and Balance Manual or Supplement. 

Note: Both payloads 1 and 2 may be concentrically loaded on a pallet and netted in accordance with the FAA-approved Weight and Balance 

Manual and then loaded in the center of the airplane and restrained to the airplane by the approved center loaded cargo restraint system or 

restrained directly to the airplane, both as defined in the FAA-approved Weight and Balance Manual. 

(h) Special Flight Permits 

Special flight permits, as described in 

Section 21.197 and Section 21.199 of the 

Federal Aviation Regulations (14 CFR 21.197 

and 21.199), are not allowed if any 

intermodal container prohibited as specified 

in figure 1 to paragraph (g) of this AD is on 

board. For special flight permits, carriage of 

freight is not allowed. 

(i) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle Aircraft 

Certification Office (ACO), 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 manager of the ACO, send it to the 

attention of the person identified in 

paragraph (j) of this AD. Information may be 

emailed to: 9-ANM-Seattle-ACO-AMOCRequests@faa.gov. 

(2) 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. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Seattle ACO 

to make those findings. For a repair method 

to be approved, the repair must meet the 

certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(j) Related Information 

For more information about this AD, 

contact Steven C. Fox, Senior Aerospace 

Engineer, Airframe Branch, ANM–120S, 

FAA, Seattle Aircraft Certification Office 

(ACO), 1601 Lind Avenue SW., Renton, WA 

98057–3356; phone: 425–917–6425; fax: 425– 

917–6590; email: steven.fox@faa.gov. 

Issued in Renton, Washington, on 

November 21, 2014. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2014–28303 Filed 11–28–14; 8:45 am] 

BILLING CODE 4910–13–P 

ENVIRONMENTAL PROTECTION 

AGENCY 

40 CFR Part 52 

[EPA–R08–OAR–2011–0725, FRL–9919–95– 

Region–8] 

Promulgation of State Implementation 

Plan Revisions; Infrastructure 

Requirements for the 1997 and 2006 

PM2.5, 2008 Lead, 2008 Ozone, and 

2010 NO2 National Ambient Air Quality 

Standards; South Dakota 

AGENCY: Environmental Protection 

Agency. 

ACTION: Proposed rule. 

SUMMARY: The Environmental Protection 

Agency (EPA) is proposing to approve 

elements of State Implementation Plan 

(SIP) revisions from the State of South 

Dakota to demonstrate the State meets 

infrastructure requirements of the Clean 

Air Act (CAA) for the National Ambient 

Air Quality Standards (NAAQS) 

promulgated for particulate matter (PM) 

on July 18, 1997 and October 17, 2006; 

lead (Pb) on October 15, 2008; ozone on 

March 12, 2008; and nitrogen dioxide 

(NO2) on January 22, 2010. EPA is also 

proposing to approve SIP revisions the 

State submitted updating the Prevention 

of Significant Deterioration (PSD) 

program and provisions regarding state 

boards. Section 110(a) of the CAA 

requires that each state submit a SIP for 

the implementation, maintenance, and 

enforcement of each NAAQS 

promulgated by EPA. 

DATES: Written comments must be 

received on or before December 31, 

2014. 

ADDRESSES: Submit your comments, 

identified by Docket ID No. EPA–R08– 

OAR–2011–0725, by one of the 

following methods: 

• http://www.regulations.gov. Follow 

the on-line instructions for submitting 

comments. 

• Email: fulton.abby@epa.gov. 

• Fax: (303) 312–6064 (please alert 

the individual listed in the FOR FURTHER

INFORMATION CONTACT if you are faxing 

comments). 

• Mail: Director, Air Program, 

Environmental Protection Agency 

(EPA), Region 8, Mail Code 8P–AR, 

1595 Wynkoop Street, Denver, Colorado 

80202–1129. 

• Hand Delivery: Director, Air 

Program, Environmental Protection 

Agency (EPA), Region 8, Mail Code 8P– 

AR, 1595 Wynkoop Street, Denver, 

Colorado 80202–1129. Such deliveries 

are only accepted Monday through 

Friday, 8:00 a.m. to 4:30 p.m., excluding 

federal holidays. Special arrangements 

should be made for deliveries of boxed 

information. 

Instructions: Direct your comments to 

Docket ID No. EPA–R08–OAR–2011– 

0725. EPA’s policy is that all comments 

received will be included in the public 

docket without change and may be 

made available online at 

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 www.regulations.gov 

or email. The www.regulations.gov Web 

site 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 email 

comment directly to EPA, without going 

through www.regulations.gov your email 

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 


asabaliauskas on DSK5VPTVN1PROD with PROPOSALS