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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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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, allserial 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 conditionidentified 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


### 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


### 5457 Federal Register / Vol. 80, No. 21 / Monday, February 2, 2015 / Rules and Regulations

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 of8 feet above high water in the closed-tonavigation position and unlimitedclearance 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**

**.**