5454 Federal Register / Vol. 80, No. 21 / Monday, February 2, 2015 / Rules and Regulations 

required, triggered by hours since last 

inspection (HSLI). We are issuing this AD to 

prevent failure of 3rd-stage and 4th-stage 

turbine wheel blades, which could cause 

engine failure and damage to the aircraft. 

(e) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. After the effective date of this AD: 

(1) Within 1,750 HSLI, remove the affected 

turbine wheels and perform a visual 

inspection and a fluorescent-penetrant 

inspection (FPI) on the removed turbine 

wheels for cracks at the trailing edge of the 

turbine blades near the fillet at the rim. 

(2) Any time the power turbine is 

disassembled, perform a visual inspection 

and an FPI on the affected turbine wheels for 

cracks at the trailing edge of the turbine 

blades, near the fillet at the rim. 

(3) Thereafter, re-inspect every 1,750 HSLI. 

(4) Do not return to service any turbine 

wheels that have cracks detected. 

(f) Alternative Methods of Compliance 

(AMOCs) 

The Manager, Chicago Aircraft 

Certification Office, may approve AMOCs for 

this AD. Use the procedures found in 14 CFR 

39.19 to make your request. 

(g) Related Information 

(1) For more information about this AD, 

contact John Tallarovic, Aerospace Engineer, 

Chicago Aircraft Certification Office, FAA, 

2300 E. Devon Ave., Des Plaines, IL 60018; 

phone: 847–294–8180; fax: 847–294–7834; 

email: john.m.tallarovic@faa.gov. 

(2) RRC Alert Commercial Engine Bulletin 

(CEB) No. CEB–A–1407, Revision 3, dated 

May 19, 2014, and Alert CEB No. CEB–A–72– 

4098, Revision 3, dated May 19, 2014 

(combined into one document), which are 

not incorporated by reference in this AD, can 

be obtained from RRC, using the contact 

information in paragraph (g)(3) of this AD. 

(3) For service information identified in 

this AD, contact Rolls-Royce Corporation 

Customer Support, 450 South Meridian 

Street, Indianapolis, IN 46225–1103; phone: 

888–255–4766 or 317–230–2720; email: 

helicoptercustsupp@rolls-royce.com; 

Internet: www.rolls-royce.com. 

(4) You may view this service information 

at the FAA, Engine & Propeller Directorate, 

12 New England Executive Park, Burlington, 

MA 01803. For information on the 

availability of this material at the FAA, call 

781–238–7125. 

(h) Material Incorporated by Reference 

None. 

Issued in Burlington, Massachusetts, on 

January 20, 2015. 

Colleen M. D’Alessandro, 

Assistant Directorate Manager, Engine & 

Propeller Directorate, Aircraft Certification 

Service. 

[FR Doc. 2015–01371 Filed 1–30–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–0049; Directorate 

Identifier 2014–SW–037–AD; Amendment 

39–18096; AD 2015–02–27] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Helicopters (Previously Eurocopter 

France) Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) 2013–19– 

19 for certain Eurocopter France Model 

AS332C, AS332L, AS332L1, AS332L2, 

and EC225LP helicopters. AD 2013–19– 

19 required replacing certain serialnumbered main gearbox (MGB) bevel 

gear vertical shafts and inspecting and 

replacing, if necessary, each MGB bevel 

gear vertical shaft (shaft). This new AD 

requires the same actions as AD 2013– 

19–19 but corrects an error in the term 

used to identify an inspection 

qualification and updates the type 

certificate holder’s name. This AD is 

prompted by two incidents of 

emergency ditching after warning 

indications of loss of MGB oil pressure. 

These actions are intended to detect a 

cracked shaft, which could result in loss 

of MGB oil pressure, loss of the MGB 

lubrication system, and subsequent loss 

of control of the helicopter. 

DATES: This AD is effective February 17, 

2015. 

We must receive comments on this 

AD by April 3, 2015. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Docket: Go to 

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

online instructions for sending your 

comments electronically. 

• Fax: 202–493–2251. 

• Mail: Send comments to the U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590–0001. 

• Hand Delivery: Deliver to the 

‘‘Mail’’ address between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov or in person at the 

Docket Operations Office between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this AD, the European 

Aviation Safety Agency (EASA) AD, the 

economic evaluation, any comments 

received, and other information. The 

street address for the Docket Operations 

Office (telephone 800–647–5527) is in 

the ADDRESSES section. Comments will 

be available in the AD docket shortly 

after receipt. 

For service information identified in 

this AD, contact Airbus Helicopters, 

Inc., 2701 N. Forum Drive, Grand 

Prairie, TX 75052; telephone (972) 641– 

0000 or (800) 232–0323; fax (972) 641– 

3775; or at http://

www.airbushelicopters.com/techpub. 

You may review the referenced service 

information at the FAA, Office of the 

Regional Counsel, Southwest Region, 

2601 Meacham Blvd., Room 663, Fort 

Worth, Texas 76137. 

FOR FURTHER INFORMATION CONTACT: 

James Blyn, Aviation Safety Engineer, 

Regulations and Policy Group, 

Rotorcraft Directorate, FAA, 2601 

Meacham Blvd., Fort Worth, Texas 

76137; telephone (817) 222–5110; email 

james.blyn@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

This AD is a final rule that involves 

requirements affecting flight safety, and 

we did not provide you with notice and 

an opportunity to provide your 

comments prior to it becoming effective. 

However, we invite you to participate in 

this rulemaking by submitting written 

comments, data, or views. We also 

invite comments relating to the 

economic, environmental, energy, or 

federalism impacts that resulted from 

adopting this AD. The most helpful 

comments reference a specific portion of 

the AD, explain the reason for any 

recommended change, and include 

supporting data. To ensure the docket 

does not contain duplicate comments, 

commenters should send only one copy 

of written comments, or if comments are 

filed electronically, commenters should 

submit them only one time. We will file 

in the docket all comments that we 

receive, as well as a report summarizing 

each substantive public contact with 

FAA personnel concerning this 

rulemaking during the comment period. 

We will consider all the comments we 

receive and may conduct additional 

rulemaking based on those comments. 

Discussion 

On September 9, 2013, we issued AD 

2013–19–19 (78 FR 60188, October 1, 

2013), which required replacing certain 


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Federal Register / Vol. 80, No. 21 / Monday, February 2, 2015 / Rules and Regulations 5455 

serial-numbered shafts because they are 

no longer airworthy. Also, AD 2013–19– 

19 required certain inspections at 

specified intervals of each shaft for a 

crack and, if there is a crack, replacing 

the shaft with an airworthy part before 

further flight. AD 2013–19–19 was 

prompted by two incidents of 

emergency ditching after warning 

indication of loss of oil pressure. A full 

circumferential crack of the lower shaft 

occurred in the area where two sections 

of the shaft are welded together. As a 

result, the shaft stopped driving the 

main and backup oil pumps, leading to 

warning indications of the loss of the 

MGB lubrication. The crew activated the 

MGB emergency lubrication system, and 

following a warning that indicated 

failure of that system, performed a 

controlled ditching into the sea. The 

actions in AD 2013–19–19 were 

intended to detect a cracked shaft, 

which could result in loss of MGB oil 

pressure, loss of the MGB lubrication 

system, and subsequent loss of control 

of the helicopter. 

AD 2013–19–19 was prompted by AD 

No. 2013–0138R1, dated July 15, 2013, 

issued by EASA, which is the Technical 

Agent for the Member States of the 

European Union, to correct an unsafe 

condition for the Eurocopter Model 

AS332C, AS332C1, AS332L, AS332L1, 

AS332L2, and EC225LP helicopters, all 

serial numbers, with certain partnumbered shafts, installed. EASA 

advises of two events of the Model 

EC225LP helicopters where an 

emergency ditching was performed after 

warning indication of MGB loss of oil 

pressure and subsequent additional red 

alarm on the MGB emergency 

lubrication system (EMLUB). EASA also 

advises of a full circumferential crack of 

the lower shaft in the area where the 

two sections of the shaft are welded 

together. As a result, the vertical shaft 

ceased to drive the main and backup oil 

pumps leading to warning indications of 

the loss of the MGB main and standby 

oil lubrication systems. The crew 

activated the EMLUB system and, 

following a subsequent warning 

indicating failure of that system, 

performed a controlled ditching into the 

sea. 

EASA advises that Eurocopter 

determined after investigating the 

incidents that the shaft failures resulted 

from a combination of factors, including 

stress hot-spots induced by the shaft 

geometry, residual stresses in the shaft 

weld material resulting from the 

manufacturing process, and corrosion 

pitting inside the shaft on areas where 

gear spline wear particles accumulated. 

The EASA AD allows continued 

operations under certain conditions if 

equipped with a Vibration Health 

Monitoring System (VHM). 

Actions Since We Issued AD 2013–19– 

19 

After we issued AD 2013–19–19 (78 

FR 60188, October 1, 2013), we 

discovered an incorrect term used to 

identify the inspection qualification for 

one of the inspections in the AD. 

Specifically, the AD included in the 

Required Actions section, under 

paragraph (e)(3)(ii), the following: 

‘‘Before further flight and thereafter at 

intervals not to exceed 11.5 hours TIS, 

remove the main jet and emergency spraying 

jet, and ultrasonic inspect the shaft in the 

weld area for a crack, which must be done 

by a Level II or Level III inspector certified 

in the eddy current fault detection method in 

the Aeronautics Sector according to the 

EN4179 or NAS410 standard, or’’. 

As published, the term ‘‘eddy 

current’’ used to identify the inspection 

qualification is incorrect. The correct 

term is ‘‘ultrasonic.’’ Also, since the 

issuance of AD 2013–19–19, the type 

certificate holder’s name changed from 

Eurocopter France to Airbus 

Helicopters. This AD requires the same 

actions as AD 2013–19–19 but corrects 

the inspection qualification and updates 

the type certificate holder’s name. 

FAA’s Determination 

These helicopters have been approved 

by the aviation authority of France and 

are approved for operation in the United 

States. Pursuant to our bilateral 

agreement with France, EASA, its 

technical representative, has notified us 

of the unsafe condition described in the 

EASA AD. We are issuing this AD 

because we evaluated all information 

provided by EASA and determined the 

unsafe condition exists and is likely to 

exist or develop on other helicopters of 

these same type designs. 

Interim Action 

We consider this AD interim action. 

The design approval holder is currently 

developing a newly-designed shaft that 

will address the unsafe condition 

identified in this AD. Once the newlydesigned shaft is developed, approved, 

and available, we might consider 

additional rulemaking. 

Related Service Information 

Eurocopter (now Airbus Helicopters) 

issued the following service 

information: 

• Alert Service Bulletin (ASB) No. 

AS332–01.00.82, Revision 3, dated July 

8, 2013, for the Model AS332C, C1, L, 

L1, L2 civil helicopters and Model 

AS332B, B1, M, M1, and F1 military 

model helicopters. The ASB defines 

inspection requirements to detect a 

crack in the shaft, and 

• ASB No. EC225–04A009, Revision 

3, dated July 8, 2013 for Model EC225LP 

helicopters. The ASB defines inspection 

requirements to detect a crack in the 

shaft. 

AD Requirements 

This AD requires: 

• Removing certain part-numbered 

and serial-numbered shafts that are no 

longer considered airworthy from 

service. 

• For certain model helicopters, 

before further flight and at specified 

intervals, eddy current inspecting the 

shaft for a crack in the area of the weld. 

• For Model EC225LP helicopters, 

before further flight, either installing a 

placard in full view of the pilot with the 

following statement in red, 6 millimeter 

letters on a white background: 

‘‘MAXIMUM CONTINUOUS TORQUE 

LIMITED TO 70% DURING LEVEL 

FLIGHTS AT IAS EQUAL TO OR MORE 

THAN 60 KTS,’’ and before further 

flight and thereafter at intervals not to 

exceed 11.5 hours TIS, removing the 

main jet and emergency spraying jet, 

and ultrasonic inspecting the shaft in 

the weld area for a crack; or 

• Before further flight and thereafter 

at intervals not to exceed 8 hours TIS, 

removing the main jet and emergency 

spraying jet, and ultrasonic inspecting 

the shaft for a crack in the area of the 

weld. 

• Each eddy current or ultrasonic 

inspection be done by a Level II or Level 

III operator certified in the eddy current 

or ultrasonic fault detection method in 

the Aeronautics Sector according to the 

EN4179 or NAS410 standard. 

• If there is a crack, before further 

flight, replacing the shaft with an 

airworthy part. 

Differences Between This AD and the 

EASA AD 

The EASA AD allows continued 

operations under certain conditions if 

equipped with a VHM. The VHM 

system is validated by FAA for 

information only, and therefore we have 

not adopted that portion of the EASA 

AD. 

Costs of Compliance 

We estimate that this AD affects 4 

helicopters of U.S. Registry and that 

operators may incur the following costs 

to comply with this AD. At $85 per 

work hour; minimal cost to install a 

placard; and 3 work hours to inspect 

each shaft for a crack, it will cost $255 

per helicopter and $1,020 for the fleet 

per inspection. It will take 44 work 

hours to replace a shaft and $1,243,350 


wreier-aviles on DSK5TPTVN1PROD with RULES
5456 Federal Register / Vol. 80, No. 21 / Monday, February 2, 2015 / Rules and Regulations 

for required parts for a total of 

$1,247,090 per helicopter. 

FAA’s Justification and Determination 

of the Effective Date 

Providing an opportunity for public 

comments before adopting these AD 

requirements would delay 

implementing the safety actions needed 

to correct this known unsafe condition. 

Therefore, we find that the risk to the 

flying public justifies waiving notice 

and comment before adopting this rule 

because the required corrective actions 

must be done within 10 hours TIS and 

at repeated intervals within short time 

periods. 

Since an unsafe condition exists that 

requires the immediate adoption of this 

AD, we determined that notice and 

opportunity for public comment before 

issuing this AD are impracticable and 

that good cause exists for making this 

amendment effective in less than 30 

days. 

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. 

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, I certify 

that this AD: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); 

3. Will not affect intrastate aviation in 

Alaska to the extent that it justifies 

making a regulatory distinction; 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. 

We prepared an economic evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

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 

■ 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 

removing Airworthiness Directive (AD) 

2013–19–19, Amendment 39–17601 (78 

FR 60188, October 1, 2013), and adding 

the following new (AD): 

2015–02–27 Airbus Helicopters 

(Previously Eurocopter France): 

Amendment 39–18096; Docket No. 

FAA–2015–0049; Directorate Identifier 

2014–SW–037–AD. 

(a) Applicability 

This AD applies to Airbus Helicopters 

Model AS332C, AS332L, AS332L1, AS332L2, 

and EC225LP helicopters with a main 

gearbox (MGB) bevel gear vertical shaft 

(shaft), part number (P/N) 332A32–5101–00, 

332A32–5101–05, 332A32–5101–10, or 

332A32–5101–15, certificated in any 

category. 

(b) Unsafe Condition 

This AD defines the unsafe condition as a 

cracked shaft resulting in loss of MGB oil 

pressure. These actions are intended to 

prevent loss of the MGB lubrication system 

and subsequent loss of control of the 

helicopter. 

(c) Affected ADs 

This AD supersedes AD 2013–19–19, 

Amendment 39–17601 (78 FR 60188, October 

1, 2013). 

(d) Effective Date 

This AD becomes effective February 17, 

2015. 

(e) Compliance 

You are responsible for performing each 

action required by this AD within the 

specified compliance time unless it has 

already been accomplished prior to that time. 

(f) Required Actions 

(1) Before further flight, remove shaft, P/N 

332A32–5101–00, 332A32–5101–05, 

332A32–5101–10, or 332A32–5101–15, with 

S/N M330 through M340 (inclusive) and 

S/N M370 through M5000 (inclusive) from 

service, which are no longer considered 

airworthy. 

(2) For Model AS332C, AS332L, AS332L1, 

and AS332L2 helicopters, before further 

flight and thereafter at intervals not to exceed 

10 hours time-in-service (TIS), eddy current 

inspect the shaft for a crack in the area of the 

weld, which must be done by a Level II or 

Level III inspector certified in the eddy 

current fault detection method in the 

Aeronautics Sector according to the EN4179 

or NAS410 standard. 

(3) For Model EC225LP helicopters, either 

do paragraphs (3)(i) and (3)(ii) or do 

paragraph (3)(iii). 

(i) Before further flight, install a placard in 

full view of the pilot with the following 

statement in red, 6 millimeter letters on a 

white background: ‘‘MAXIMUM 

CONTINUOUS TORQUE LIMITED TO 70% 

DURING LEVEL FLIGHTS AT IAS EQUAL 

TO OR MORE THAN 60 KTS,’’ and 

(ii) Before further flight and thereafter at 

intervals not to exceed 11.5 hours TIS, 

remove the main jet and emergency spraying 

jet, and ultrasonic inspect the shaft in the 

weld area for a crack, which must be done 

by a Level II or Level III inspector certified 

in the ultrasonic fault detection method in 

the Aeronautics Sector according to the 

EN4179 or NAS410 standard, or 

(iii) Before further flight, and thereafter at 

intervals not to exceed 8 hours TIS, remove 

the main jet and emergency spraying jet, and 

ultrasonic inspect the shaft for a crack in the 

area of the weld, which must be done by a 

Level II or Level III operator certified in the 

ultrasonic fault detection method in the 

Aeronautics Sector according to the EN4179 

or NAS410 standard. 

(4) If there is a crack, before further flight, 

replace the shaft with an airworthy part. 

(g) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Safety Management 

Group, FAA, may approve AMOCs for this 

AD. Send your proposal to James Blyn, 

Aviation Safety Engineer, Regulations and 

Policy Group, Rotorcraft Directorate, FAA, 

2601 Meacham Blvd., Fort Worth, Texas 

76137; telephone (817) 222–5110; email 

james.blyn@faa.gov. 

(2) For operations conducted under a 14 

CFR part 119 operating certificate or under 

14 CFR part 91, subpart K, we suggest that 

you notify your principal inspector, or 

lacking a principal inspector, the manager of 

the local flight standards district office or 

certificate holding district office, before 

operating any aircraft complying with this 

AD through an AMOC. 

(h) Additional Information 

(1) Eurocopter Alert Service Bulletin No. 

AS332–01.00.82 and Alert Service Bulletin 

No. EC225–04A009, both Revision 3 and both 

dated July 8, 2013, which are not 


wreier-aviles on DSK5TPTVN1PROD with RULES
Federal Register / Vol. 80, No. 21 / Monday, February 2, 2015 / Rules and Regulations 5457 

incorporated by reference, contain additional 

information about the subject of this AD. For 

service information identified in this AD, 

contact Airbus Helicopters, Inc., 2701 N. 

Forum Drive, Grand Prairie, TX 75052; 

telephone (972) 641–0000 or (800) 232–0323; 

fax (972) 641–3775; or at http://

www.airbushelicopters.com/techpub. You 

may review a copy of the service information 

at the FAA, Office of the Regional Counsel, 

Southwest Region, 2601 Meacham Blvd., 

Room 663, Fort Worth, Texas 76137. 

(2) The subject of this AD is addressed in 

European Aviation Safety Agency (EASA) AD 

No. 2013–0138R1, dated July 15, 2013. You 

may view the EASA AD at http://

www.regulations.gov in the Docket No. FAA– 

2015–0049. 

(i) Subject 

Joint Aircraft Service Component (JASC) 

Code: 6320 Main rotor gearbox. 

Issued in Fort Worth, Texas, on January 16, 

2015. 

Lance T. Gant, 

Acting Directorate Manager, Rotorcraft 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–01800 Filed 1–30–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF HOMELAND 

SECURITY 

Coast Guard 

33 CFR Part 117 

[Docket No. USCG–2015–0003] 

Drawbridge Operation Regulation; 

Bonfouca Bayou, Slidell, LA 

AGENCY: Coast Guard, DHS. 

ACTION: Notice of temporary deviation 

from regulations. 

SUMMARY: The Coast Guard has issued a 

temporary deviation from the regulation 

governing the operation of the State 

Route 433 (SR433) Bridge across 

Bonfouca Bayou, mile 7.0, at Slidell, St. 

Tammany Parish, Louisiana. This 

deviation provides for the bridge to 

remain closed to navigation for five and 

a half consecutive hours in the morning 

and four and a half hours in the 

afternoon with an opening in the middle 

to pass vessels. There will be a two-hour 

notice to pass vessels in the evenings 

and a four-hour notice to pass vessels on 

weekends. This deviation will last for 

33 consecutive days. The purpose of the 

closure is to conduct scheduled 

maintenance and repairs to the 

drawbridge. 

DATES: This deviation is effective from 

6:30 a.m. on February 2, 2015 through 

5:30 p.m. on March 6, 2015. 

ADDRESSES: The docket for this 

deviation, [USCG–2015–0003] is 

available at http://www.regulations.gov. 

Type the docket number in the 

‘‘SEARCH’’ box and click ‘‘SEARCH.’’ 

Click on Open Docket Folder on the line 

associated with this rulemaking. You 

may also visit the Docket Management 

Facility in Room W12–140 on the 

ground floor of the Department of 

Transportation West Building, 1200 

New Jersey Avenue SE., Washington, 

DC 20590, between 9 a.m. and 5 p.m., 

Monday through Friday, except Federal 

holidays. 

FOR FURTHER INFORMATION CONTACT: If 

you have questions on this temporary 

deviation, call or email Jim 

Wetherington, Bridge Administration 

Branch, Coast Guard, telephone 

(504)671–2128, email 

james.r.wetherington@uscg.mil. If you 

have questions on viewing the docket, 

call Cheryl F. Collins, Program Manager, 

Docket Operations, telephone 202–366– 

9826. 

SUPPLEMENTARY INFORMATION: The 

Louisiana Department of Transportation 

and Development (LDOTD) requested a 

temporary deviation from the normal 

operation of the drawbridge at 33 CFR 

117.433 in order to perform scheduled 

maintenance and rehabilitation. This is 

necessary for the continued operation of 

the bridge. This deviation allows the 

draw of the SR433 Bridge across 

Bonfouca Bayou, mile 7.0, to remain 

closed to navigation for five and a half 

consecutive hours in the morning and 

four and a half hours in the afternoon 

with an opening in the middle to pass 

vessels. This deviation is effective from 

6:30 a.m. to noon and then again from 

1 p.m. through 5:30 p.m. daily from 

February 2 through March 6, 2015. 

There will be two-hour notice required 

in the evenings and a four-hour notice 

all day on the weekends. 

Broadcast Notice to Mariners will be 

used to update mariners of any changes 

in this deviation. 

The bridge has a vertical clearance of 

8 feet above high water in the closed-tonavigation position and unlimited 

clearance above high water in the opento-navigation position. There is 125 feet 

fender to fender horizontal clearance. 

Navigation on the waterway consists of 

tugs with tows, commercial fishing 

vessels and mainly recreational craft. 

There is no alternate route. 

CEC (the contractor for the 

maintenance and rehab) and the Coast 

Guard have coordinated the closure 

with waterway users, industry, and 

other Coast Guard units. This date and 

this schedule were chosen to minimize 

the significant effects on vessel traffic. 

In accordance with 33 CFR 117.35(e), 

the drawbridge must return to its regular 

operating schedule immediately at the 

end of the effective period of this 

temporary deviation. This deviation 

from the operating regulations is 

authorized under 33 CFR 117.35. 

Dated: January 27, 2015. 

David M. Frank, 

Bridge Administrator, Eighth District. 

[FR Doc. 2015–01826 Filed 1–30–15; 8:45 am] 

BILLING CODE 9110–04–P 

ENVIRONMENTAL PROTECTION 

AGENCY 

40 CFR Parts 9 and 721 

[EPA–HQ–OPPT–2014–0714; FRL–9919–68] 

RIN 2070–AB27 

Significant New Use Rules on Certain 

Chemical Substances 

AGENCY: Environmental Protection 

Agency (EPA). 

ACTION: Direct final rule. 

SUMMARY: EPA is promulgating 

significant new use rules (SNURs) under 

the Toxic Substances Control Act 

(TSCA) for 27 chemical substances 

which were the subject of 

premanufacture notices (PMNs). Two of 

these chemical substances are subject to 

TSCA section 5(e) consent orders issued 

by EPA. This action requires persons 

who intend to manufacture (including 

import) or process any of these 27 

chemical substances for an activity that 

is designated as a significant new use by 

this rule to notify EPA at least 90 days 

before commencing that activity. The 

required notification will provide EPA 

with the opportunity to evaluate the 

intended use and, if necessary, to 

prohibit or limit that activity before it 

occurs. 

DATES: This rule is effective on April 3, 

2015. For purposes of judicial review, 

this rule shall be promulgated at 1 p.m. 

(e.s.t.) on February 17, 2015. 

Written adverse or critical comments, 

or notice of intent to submit adverse or 

critical comments, on one or more of 

these SNURs must be received on or 

before March 4, 2015 (see Unit VI. of the 

SUPPLEMENTARY INFORMATION). If EPA 

receives written adverse or critical 

comments, or notice of intent to submit 

adverse or critical comments, on one or 

more of these SNURs before March 4, 

2015, EPA will withdraw the relevant 

sections of this direct final rule before 

its effective date. 

For additional information on related 

reporting requirement dates, see Units 

I.A., VI., and VII. of the SUPPLEMENTARY

INFORMATION. 


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