14552 Federal Register / Vol. 73, No. 53 / Tuesday, March 18, 2008 / Notices 

The supplemental information may be 

reviewed in person at this same 

location. 

SUPPLEMENTARY INFORMATION: The FAA 

invites public comment on the 

additional documentation provided by 

the applicant in response to the FAA’s 

requests for clarification and the 

District, to the FAA in support of the 

District’s application to impose a PFC at 

PFN and, once that airport closes, at the 

New PFN and to use the PFC revenue 

at the New PFN to construct New PFN. 

This document requests public 

comment on the supplementary material 

provided by the applicant, the Panama 

City-Bay County Airport and Industrial 

District (the District), in response to the 

FAA’s requests for clarification of its 

application to impose a PFC at PFN and, 

once that airport closes, at the New PFN 

and to use the PFC revenue at the New 

PFN to construct New PFN. 

The supplemental material includes 

all documentation provided to the FAA 

by the District after July 16, 2007, which 

was the date of the Districts’ submission 

of its PFC application for collection and 

use of PFC revenue to construct certain 

portions of New PFN. The FAA will 

issue a decision on the District’s PFC 

application under the provisions of the 

49 U.S.C. 40117 and 14 CFR Part 158. 

Background: On July 16, 2007, the 

District submitted its application to 

impose a PFC at PFN and, once that 

airport closes, at the New PFN. The 

District will use the PFC revenue to 

construct New PFN. 

On August 16, 2007, the FAA sent a 

letter to the District notifying it that the 

PFC application was substantially 

complete. 

The FAA’s decision making process 

on PFC applications may include 

publishing a notice in the Federal 

Register informing the public of the 

FAA’s intention to rule on the pending 

application and inviting public 

comment on that application. 

Consideration is given to all 

comments submitted pursuant to the 

Federal Register Notice during FAA’s 

deliberations on the application. The 

FAA responds to the substantive 

comments in its Final Agency Decision. 

The FAA published notice and invited 

comment on the District’s application in 

the Federal Register on August 24, 

2007. The deadline for the public to 

comment closed on September 24, 2007. 

The FAA did not receive any comments 

in response to its August 24, 2007 

Federal Register notice. 

In conjunction with rendering its 

decisions on PFC applications, the FAA 

determines the PFC eligibility for each 

project, and whether the eligible 

projects are adequately justified. In 

reviewing the application submitted by 

the District, the FAA discovered that 

further clarification would be helpful to 

make its required determinations. 

Accordingly, the FAA asked the 

District to clarify certain information on 

costs related to Project # 1—the 

Perimeter Road and Fencing Project and 

Project #3 Paving/Lighting/NAVAIDS 

(specifically the NAVAIDS portion); and 

information related to Project # 6—

Facilities (particularly the design of the 

Public Safety Building for Aircraft 

Rescue and Firefighting (ARFF)). The 

FAA also asked the District to provide 

clarification as to the use of AIP and 

PFC funding on the projects. 

In response to the FAA’s requests, the 

District provided supplemental material 

in the form of e-mails, which included 

cost information on perimeter road 

improvements and NAVAIDS; a revised 

Exhibit 2; a funding summary; and floor 

plans of the ARFF building. 

Any person may inspect the PFC 

application and supplementary material 

submitted by the District to the FAA at 

the FAA office listed above under FOR

FURTHER INFORMATION CONTACT (call 

(202) 267–3845 to arrange for access). 

In addition, any person may, upon 

request, inspect the application, notice 

and supplemental information germane 

to the application in person at the 

offices of the District. 

Issued in Washington, DC, on March 7, 

2008. 

Joe Hebert, 

Manager, Financial Analysis and Passenger 

Facility Charge Branch. 

[FR Doc. E8–5163 Filed 3–17–08; 8:45 am] 

BILLING CODE 4910–13–M 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

[Docket No. FAA–2008–0221] 

Operating Limitations at Newark 

Liberty International Airport 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of Proposed Order 

Limiting Scheduled Operations at 

Newark Liberty International Airport; 

Request for Comments. 

SUMMARY: The Federal Aviation 

Administration (FAA) has tentatively 

determined that it is necessary to place 

a temporary limitation on scheduled 

flight operations at Newark Liberty 

International Airport (EWR). The FAA is 

issuing this proposal as a result of 

persistent congestion and delays at EWR 

during the peak operating hours, as well 

as a dramatic projected increase in flight 

delays at the airport during the summer 

of 2008 if proposed schedules were 

implemented as requested by carriers. 

We intend this proposed limitation on 

scheduled operations to relieve the 

substantial inconvenience to the 

traveling public caused by excessive 

congestion-related flight delays at the 

airport, which magnify as they spread 

through the National Airspace System. 

Among other things, this proposal will 

ensure that projected delays do not 

increase significantly and provide for a 

more efficient use of the nation’s 

airspace. The final Order would take 

effect at 6 a.m., Eastern Time, on June 

1, 2008, and would expire at 11:59 p.m., 

Eastern Time, on October 24, 2009. 

This proposed limitation on 

scheduled operations is necessary to 

prevent an increase in scheduled flights 

during peak hours. Flights in certain 

hours in summer 2007 were in excess of 

the airport’s capacity, and scheduling is 

a factor in the high level of delays 

historically experienced at the airport. 

The proposed limits would apply to all 

U.S. and foreign air carriers’ scheduled 

operations, excluding helicopters, from 

6 a.m., Eastern Time, through 10:59 

p.m., Eastern Time. A final Order would 

be enforceable under the FAA’s civil 

penalty authority. In a separate docket, 

the FAA intends to propose limits on 

unscheduled flights at EWR during the 

same hours, as well as a system to 

allocate the reservations for the 

available unscheduled operations. The 

FAA anticipates that the total number of 

operations at EWR will be limited to an 

average of 83 per hour. 

DATES: Send your comments on this 

proposed order on or before April 1, 

2008. 

ADDRESSES: You may submit comments, 

identified by docket number FAA–

2008–0221, using any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

http://regulations.gov and follow the 

online instructions for sending your 

comments electronically. 

• Mail: Send comments by mail to 

Docket Operations, U.S. Department of 

Transportation, M–30, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC 20590–0001. Persons 

wishing to receive confirmation of 

receipt of their written submission 

should include a self-addressed 

stamped postcard. 

• Hand Delivery: Deliver comments to 

Docket Operations in Room W12–140 

on the ground floor of the West Building 

at 1200 New Jersey Avenue, SE., 

Washington DC, between 9 a.m. and 5 

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Federal Register / Vol. 73, No. 53 / Tuesday, March 18, 2008 / Notices 14553 

1 49 U.S.C. 40103(a). 

2 49 U.S.C. 40103(b)(1), as previously codified in 

49 U.S.C. App. § 307(a). Congress recodified Title 

49 of the United States Code in Pub. L. No. 103–

222, 108 Stat. 745 (1994), under which the textual 

revisions were specifically not intended to result in 

substantive changes to the law. A report describing 

the recodification stated that the words in §307(a) 

‘‘under such terms, conditions, and limitations as 

he may deem’’ were omitted as surplus. H. Rpt. 

103–180 (103d Cong., 1st Sess. 1993) at 262. 3 Id. 4 49 U.S.C. 40101(d)(4). 

5 72 FR 54,317 (Sept. 24, 2007). 

6Since receiving the requested information, the 

FAA has issued an order limiting scheduled 

operations at JFK and has designated it an IATA 

Level 3 Coordinated Airport. 73 FR 3,510 (Jan. 18, 

2008)(Order Limiting Scheduled Operations); 72 FR 

60,710 (Oct. 25, 2007)(Notice of Airport Level 

Designation). 

7As with previous aircraft queuing model runs 

produced for the FAA by the MITRE Corporation’s 

Center for Advanced Aviation System Development 

(CAASD), it was assumed that no scheduled 

operation was cancelled. 

p.m., Monday through Friday, except 

Federal holidays. 

• Facsimile: Fax comments to the 

docket operations personnel at 202–

493–2251. 

Privacy: We will post all comments 

that we receive, without change, at 

http://www.regulations.gov, including 

any personal information that you 

provide. Using the search function of 

the docket Web site, anyone can find 

and read the electronic form of all 

comments in any of our dockets, 

including the name of the individual 

sending the comment or signing the 

comment on behalf of an association, 

business, labor union, or other entity or 

organization. You may review the DOT’s 

complete Privacy Act Statement in the 

Federal Register at 65 FR 19477–78 

(April 11, 2000), or you may find it at 

http://docketsinfo.dot.gov. 

Reviewing the docket: To read 

background documents or comments 

received, go to http:// 

www.regulations.gov at any time and 

follow the online instructions for 

accessing the docket; or go to Docket 

Operations in Room W12–140 on the 

ground floor of the West Building at 

1200 New Jersey Avenue, SE., 

Washington, DC, between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

FOR FURTHER INFORMATION CONTACT: 

Gerry Shakley, System Operations 

Services, Air Traffic Organization; 

telephone—(202) 267–9424; e-mail—

gerry.shakley@faa.gov. 

SUPPLEMENTARY INFORMATION: 

I. Background 

The U.S. Government has exclusive 

sovereignty over the airspace of the 

United States.1 Under this broad 

authority, Congress has delegated to the 

Administrator extensive and plenary 

authority to ensure the safety of aircraft 

and the efficient use of the nation’s 

navigable airspace. In particular, the 

Administrator is required to assign the 

use of navigable airspace by regulation 

or order under such terms, conditions, 

and limitations as he may deem 

necessary to ensure its efficient use.2

The Administrator also may modify or 

revoke an assignment when required in 

the public interest.3 The FAA construes 

its statutory directive to act in the 

public interest as implicitly applying to 

any decision by the FAA to assign the 

efficient use of the navigable airspace. 

Furthermore, in carrying out the 

Administrator’s safety responsibilities 

under the statute, the Administrator 

must consider controlling the use of the 

navigable airspace and regulating civil 

operations in that airspace in the 

interest of the safety and efficiency of 

those operations.4

The FAA interprets its broad statutory 

authority to manage ‘‘the efficient use of 

airspace’’ to encompass its management 

of the nationwide system of air 

commerce and air traffic control. On a 

daily basis, that system regularly 

transports millions of passengers, 

thousands of tons of cargo, and millions 

of pieces of mail. The FAA believes that 

ensuring the efficient use of the airspace 

means that it must take all necessary 

and reasonable steps to prevent extreme 

congestion at an airport from disrupting 

or adversely affecting the overall air 

traffic system for which the FAA is 

responsible. Inordinate delays at a 

single airport can ripple throughout 

other parts of the system, causing losses 

in time and money for individuals and 

non-aviation businesses, as well as for 

U.S. and foreign air carriers. 

EWR has historically experienced a 

significant number of delays relative to 

other airports. Ranked according to the 

proportion of delayed operations, EWR 

has frequently been the most delayed 

airport in the system. Daily operations 

have been relatively stable while delays 

have continued to increase. In Fiscal 

Year (FY) 2000, there were 1,253 

average daily operations. In FY 2007, 

there were 1,219 average daily 

operations, a decrease of about 3 

percent. Demand during peak hours, 

however, approaches or exceeds the 

average runway capacity, resulting in 

volume-related delays. These are more 

apparent when weather or other 

operating conditions reduce the 

airport’s capacity below optimal levels. 

The percent of on-time gate arrivals 

within 15 minutes of the scheduled time 

decreased from 70.66% in FY 2000 to 

63.97% in FY 2006 and to 61.71% in FY 

2007. The average daily counts of arrival 

delays greater than one hour were 54 in 

FY 2000; 79 in FY 2006; and 93 in FY 

2007, an increase of almost 18% in the 

last fiscal year alone. 

During the summer of 2007, another 

New York-area airport, John F. Kennedy 

International Airport (JFK), also 

experienced significant congestionrelated delays. Based on both airports’

summer 2007 performance and absent 

any major capacity enhancing projects, 

the FAA designated the airports as Level 

2 Schedules Facilitated Airports for the 

summer 2008 scheduling season, in 

accordance with the International Air 

Transport Association (IATA) 

Worldwide Scheduling Guidelines.5 In 

designating the airports as IATA Level 

2 Schedules Facilitated Airports, the 

FAA required all U.S. and foreign air 

carriers to report to the FAA their 

proposed summer 2008 scheduled 

operations at the airports during 

designated hours.6

The information that the U.S. and 

foreign air carriers reported to the FAA 

regarding their proposed operations at 

EWR reflected a significant increase in 

scheduled operations, especially during 

already peak hours when the airport 

routinely experienced delays. In 

particular, U.S. and foreign air carriers 

requested about 100 new operations, 

adding to the schedules that produced 

pronounced delays during summer 

2007. The proposed schedules in the 

afternoon and evening period were of 

the greatest concern. For example, 

several consecutive hours would have 

had demand for arrivals or departures in 

the mid-90s and others in the upper 80s. 

By contrast, EWR’s adjusted average 

airport capacity reflects that, from 

September 2006 through August 2007, 

the airport handled or was capable of 

handling an average of 83 operations per 

hour. 

The FAA modeled the level of delays 

that passengers transiting EWR could 

expect if the carriers were to operate the 

summer 2008 schedules that they 

proposed. The average arrival delays 

would have increased 38% to 35 

minutes; the average number of arrival 

delays of at least one hour would have 

increased 50%; and the mean arrival 

delay would have reached almost 80 

minutes by 7 p.m. Departures would 

have likewise been impacted.7

Moreover, the congestion and delays 

that the FAA modeled for the proposed 

EWR schedules would also have an 

adverse effect on other airports in the 

region and on the National Airspace 

System. For example, JFK and 

LaGuardia Airport, which are located 

only a few miles from EWR, have 

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14554 Federal Register / Vol. 73, No. 53 / Tuesday, March 18, 2008 / Notices 

8The Record of Decision implementing the New 

York/New Jersey/Philadelphia Metropolitan Area 

Airspace Redesign was issued September 5, 2007 

and may be found at: http://www.faa.gov/ 

airports_airtraffic/air_traffic/nas_redesign/ 

regional_guidance/eastern_reg/nynjphl_redesign/. 

9 72 FR 73,418 (Dec. 27, 2007). 

consistently been among the nation’s 

most delay-prone airports. The recently 

approved airspace redesign plan for the 

New York/New Jersey/Philadelphia 

metropolitan area documents the costs 

and far-reaching impacts of delays that 

emanate from this area.8

In response to the U.S. and foreign air 

carriers’ proposed summer 2008 

schedules, the FAA held discussions 

with many of the carriers to validate 

their schedule requests and to ask them 

to reconsider their proposed timings in 

light of the airport’s capacity 

limitations. Although there were some 

modest revisions to the proposed 

schedules, it was clear that demand 

would continue to exceed capacity 

without further actions. The FAA 

elected to modify EWR’s IATA 

designation to a Level 3 Coordinated 

Airport for summer 2008.9 This 

designation permitted the FAA the 

flexibility to focus proposed new 

operations at the airport on hours 

during which airport capacity is 

available and to deny proposed new 

operations during oversubscribed hours. 

Some carriers, including Continental 

Airlines, the primary hub carrier at 

EWR, moved some historic peak hour 

flights to less congested times in order 

to assist with delay reduction. The 

results of the FAA’s discussions with 

U.S. and foreign air carriers with respect 

to their summer 2008 schedules are 

summarized in the appendix to this 

proposed order. The FAA has also 

provided individual schedule approval 

to carriers as part of the IATA 

Worldwide Scheduling Guidelines 

review process and other discussions. 

The individual schedule approval may 

contain additional information 

regarding effective dates or schedule 

changes for parts of the summer 2008 

season. Although the appendix 

summarizes the peak period operations, 

it is not meant to rescind any prior 

approvals granted by the FAA for 

summer 2008. 

Despite the relative relief that the 

approved schedules should yield over 

the proposed summer 2008 schedules, 

the FAA, working with the airport 

operator, carriers, and other customer 

representatives, has begun to implement 

a number of short-term initiatives to 

improve the efficiency of airport 

operations and the air traffic control 

system, especially during periods of 

adverse weather when the effects of 

overscheduling are more pronounced. 

The FAA’s recently concluded New 

York Aviation Rulemaking Committee 

examined congestion issues in the New 

York area and considered a list of over 

77 initiatives that could improve 

operations in the region, including some 

that apply specifically to EWR. 

Moreover, airspace redesign will open 

additional arrival and departure routes 

in the New York area to reduce delays 

and congestion. These measures alone, 

however, are not expected to provide 

sufficient near-term gains to 

accommodate the peak hour schedules 

at EWR’s unrestricted level of demand. 

II. Summary of the Proposed 

Operational Limitations 

A. Hourly Schedule Limitations 

The FAA proposes to limit total 

operations at EWR during the 

constrained hours to an average of 83 

per hour. Accordingly, the proposed 

limitation on scheduled operations 

identified in the appendix is based on 

the FAA’s assessment that EWR’s 

adjusted average airport capacity from 

September 2006 through August 2007 

was 83 operations per hour, and it takes 

into account the need for some 

accommodation of unscheduled 

operations at the airport. In identifying 

EWR’s average adjusted airport capacity, 

the FAA considered the airport’s 

capacity to be the higher value of either 

the aircraft throughput at the airport in 

a given hour or the number of arrivals 

and departures that air traffic control 

personnel identified as achievable in 

that hour. As a result, the FAA accepted 

the higher number when the airport’s 

performance exceeded expectations, as 

well as when the airport’s potential 

capacity exceeded demand. This 

measurement reflects the airport’s 

demonstrated and potential 

performance over time under actual 

meteorological and operational 

conditions. 

The modeled delays for the schedules 

in the appendix will be a significant 

improvement over the proposed 

summer 2008 schedules that the carriers 

filed with the FAA in October 2007, 

under which the longest arrival delays 

would increase by up to 50 percent over 

the summer 2007 levels. The scheduled 

operations identified in the appendix 

include an average of almost 82 

operations by U.S. and foreign air 

carriers in certain hours. Some hours are 

currently below the limit of 81 and will 

be used for delay mitigation during, at 

a minimum, the summer of 2008. 

The FAA has decided to allocate 

Operating Authorizations in 30-minute 

increments. The FAA will continue to 

work with carriers to smooth their 

schedules and to adjust the timing of 

arriving and departing flights within the 

allocated times. We will also closely 

monitor the efficiency gains and the 

reduction in delay from the 

implementation of airspace redesign 

and other air traffic control or airport 

operational changes in order to ensure 

that our scheduling limits reflect fully 

the available capacity. 

B. Operational Flexibility and Future 

Airport Growth 

Based on the FAA’s experience with 

capacity-constrained airports, we 

anticipate that U.S. and foreign air 

carriers may occasionally need to 

modify their schedule times for 

operational or other reasons while the 

Order that we propose is in effect. 

Accordingly, we acknowledge that the 

Order should provide a mechanism 

through which such carriers can modify 

their schedules. Given the nearsaturation of the EWR’s peak 

operational hours, however, it is also 

essential that any schedule adjustment 

preserves the stabilizing effect of the 

operational limits. Therefore, we 

propose to establish three means 

through which U.S. and foreign air 

carriers can change an initial allocation 

of an Operating Authorization within 

the period from 6 a.m. through 10:59 

p.m. 

First, because it is necessary to 

evaluate the effect of any proposed 

schedule change, a U.S. or foreign air 

carrier must obtain the Administrator’s 

written approval before making a 

schedule change that would be outside 

the 30-minute window of the allocated 

Operating Authorization. If we 

determine that the schedule change will 

not adversely affect congestion at EWR, 

the FAA will approve it. Because the 

FAA wishes to maximize the reduction 

in delays while accommodating carriers’

need for flexibility, the FAA anticipates 

that it would approve schedule changes 

that would reduce the overall number of 

flights in any given hour to or below 81. 

Second, if the FAA is unable to 

approve a proposed schedule change, a 

U.S. or foreign air carrier may still 

achieve the scheduling change by 

trading Operating Authorizations with 

another carrier. Before any such trade 

becomes final, the carriers must obtain 

the Administrator’s written approval. 

Once again, if the FAA determines that 

the trade will not increase congestion at 

EWR, it may be approved. 

Third, in addition to the permitted 

trades of Operating Authorizations 

among U.S. or foreign air carriers, the 

FAA will permit the leasing of the 

Operating Authorizations assigned 

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Federal Register / Vol. 73, No. 53 / Tuesday, March 18, 2008 / Notices 14555 

under the final Order, provided that any 

lease does not survive the Order’s 

expiration. The carriers may offer or 

accept any form of consideration in a 

lease transaction negotiated under the 

Order. However, the Order is not 

intended to create a long-term solution 

to congestion at EWR. Because the 

Operating Authorizations established 

under the Order will not create longterm rights at EWR, the FAA will not 

allow lease transactions that assume 

that the carrier leasing an Operating 

Authorization will acquire any right to 

continue operating flights after the 

Order expires. Accordingly, permanent 

sales, purchases, or transfers of 

Operating Authorizations will not be 

permitted. In addition, in order to 

promote meaningful participation in the 

IATA scheduling process, a carrier may 

not lease an Operating Authorization 

unless it has actually used the 

authorization to conduct flights to or 

from EWR at least 80% of the time over 

a consecutive 90-day period. 

In the event that any new capacity is 

realized at EWR during the constrained 

hours of 6 a.m. through 10:59 p.m. 

while the final Order is in effect, the 

FAA intends to allocate it consistent 

with our responsibility to manage the 

efficiency of the National Airspace 

System. New capacity is defined as any 

hourly capacity above and beyond 81, 

other than those Operating 

Authorizations above that level 

allocated under this Order. As new 

capacity becomes available, as allocated 

Operating Authorizations are returned 

to the FAA, or as currently unallocated 

Operating Authorizations become 

available, the FAA plans to lease that 

capacity. Capacity returned to the FAA 

as a function of this Order’s use-or-lose 

provision or as a result of a carrier 

ceasing operations at EWR would also 

be leased by the FAA, but we would not 

withdraw existing capacity from any 

carrier for leasing purposes. We 

anticipate that each lease will be for a 

period of up to five years. Leases may 

be issued pursuant to an auction, with 

the highest responsive bidder being 

awarded the lease. Auction procedures 

will be consistent with our international 

obligations. Foreign air carriers will be 

eligible to bid on leases. We will 

provide additional information about 

leasing procedures and the relevant 

statutory authorities before conducting 

any auction. 

Because carriers may wish to initiate 

operations after the commencement of a 

scheduling season or to cease operations 

prior to the end of the season, there may 

be some available capacity during some 

periods of both the summer and winter 

scheduling seasons. It is feasible that 

some of this capacity could be 

reintroduced into the system without 

significantly increasing delays. In 

addition, the FAA recognizes that a 

carrier may have a short-term need to 

conduct operations during these time 

periods. As a result, we propose that a 

carrier may request that the FAA allow 

it to temporarily operate a flight at a 

time period when there is, for this 

reason, temporarily idle capacity. The 

FAA would retain full discretion to 

determine whether to allow these shortterm operations, which would not be 

afforded historical status when 

determining Operating Authorizations 

for the next applicable season. By 

contrast, any longer-term capacity that 

is returned by a carrier’s failure to 

adhere to the final order’s usage 

requirement could be reallocated for the 

next applicable season via an auction 

procedure. 

C. Effect on Limited Incumbents and 

New Entrants 

Throughout the IATA scheduling 

process, and during our review of all the 

schedule requests of U.S. and foreign air 

carriers, the FAA has sought a solution 

to EWR’s burgeoning congestion that is 

fair to all the carriers. Throughout the 

process, the FAA was sensitive to the 

proportionally greater importance a 

single operation can have to a carrier 

that operates fewer overall flights at 

EWR. As a result, in addition to granting 

all but the largest U.S. air carrier at EWR 

their historic schedules at every hour if 

they wished to continue them, carriers 

were able to add operations from their 

proposed summer 2008 schedules 

during the hours in which capacity 

remained available. Moreover, despite 

the generally congested peak hours, 

carriers without any current presence at 

the airport were able to add one 

roundtrip within the afternoon and 

evening hours using the limited 

available capacity. The resulting 

schedule carefully balances the 

competing interests of all carriers at 

EWR and is the least intrusive on the 

carriers with the smallest EWR 

presence, which retain all of their 

historic and realistically timed new 

operations at the airport. 

In addition, as proposed in the 

previous subsection of this Order, all 

carriers will have an opportunity to 

acquire and to retime operations at EWR 

while the Order is in effect. Under the 

Order, all carriers would have the 

opportunity to trade with others for 

Operating Authorizations at times that 

are more desirable to them. In addition, 

all U.S. and foreign air carriers have the 

opportunity to lease Operating 

Authorizations from other carriers for 

the duration of the Order. Furthermore, 

in the event that FAA or airport 

initiatives create new capacity at EWR 

while the Order is in effect, all 

carriers—including those without a 

presence at EWR and those with few 

operations—would have the 

opportunity to bid on a leasehold 

interest in the new operations via an 

auction process. 

D. Foreign Air Carriers 

Foreign air carriers are included in 

the limits proposed in this Order and 

would be allocated Operating 

Authorizations based on historic 

summer 2007 operations or on amended 

requests for summer 2008 schedules 

that have been approved by FAA. In 

November, the FAA met with many of 

the carriers at the IATA Schedules 

Conference to review the proposed 

summer 2008 schedules. Historic 

operations of foreign air carriers were 

granted if requested for summer 2008, as 

were some retimings. Foreign air 

carriers, like U.S. air carriers, were 

offered alternative timings when 

capacity was available, and they may 

trade or lease Operating Authorizations 

to change the timing of their operations 

or to obtain additional Operating 

Authorizations. 

Because the final Order would extend 

until October 24, 2009, the FAA 

understands that there may be slight 

variations with winter timings or 

allocations that will need to be 

considered. The FAA does not propose 

to exceed the limits set forth in the 

appendix for the winter 2008/2009 

scheduling season, but we will work 

with carriers to address their historic 

scheduling needs. 

E. Usage Requirement and Withdrawals 

The FAA has considered whether, in 

order to encourage maximum utilization 

of EWR’s limited capacity, the final 

Order should include a usage 

requirement for the Operating 

Authorizations that it allocates. Such 

requirements are common at capacity 

constrained airports. A usage 

requirement previously applied at 

several High Density Rule airports; it 

continues to apply to Ronald Reagan 

Washington National Airport under the 

High Density Rule; and such a 

requirement applies under the rules 

currently in effect at Hare International 

Airport and the orders now governing 

LaGuardia Airport and JFK. In addition, 

the IATA Worldwide Scheduling 

Guidelines include a minimum usage 

requirement. Including a usage 

requirement may provide a greater 

opportunity for carriers to obtain 

Operating Authorizations in the 

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10The slot return deadlines were recently 

changed by IATA from January 31 and August 31. 

11 In a weighted lottery, the risk of having an 

Operating Authorization withdrawn is proportional 

to the number of Operating Authorizations that a 

carrier holds. Thus, those carriers with the greatest 

number of authorizations are most likely to have an 

authorization withdrawn. Those with very few 

operations bear a very small, but still some, risk of 

having an authorization withdrawn. 

secondary market, because carriers may 

seek to lease them rather than lose 

Operating Authorizations for 

underutilization. This could potentially 

benefit carriers seeking to enter the 

market or to increase their presence at 

EWR 

In the recently issued order limiting 

scheduled operations at JFK, as 

amended, the FAA adopted the IATA 

Worldwide Scheduling Guidelines 

requirement for the usage of JFK’s 

Operating Authorizations. We propose a 

very similar usage requirement at EWR, 

once again applying an 80% usage 

threshold. Under the Worldwide 

Scheduling Guidelines, carriers are 

required to inform the coordinator of 

their intended summer and winter 

operations by January 15 and August 15, 

respectively.10 Any operations not 

declared by these dates are surrendered 

and are not given historical status for 

the subsequent applicable scheduling 

season. However, they also do not count 

against each carrier’s calculated usage 

rate for use-or-lose purposes. For 

example, if a carrier were to tell the 

FAA that it would commence 

operations on June 1 and cease those 

operations on August 31, the relevant 

timeframe for measuring the carrier’s 

usage of the Operating Authorization 

would be June 1 through August 31, 

even though the summer scheduling 

season, in 2008, runs from March 30 

until October 25. Assuming the carrier 

conducted enough flights under the 

Operating Authorization in the June 

through August timeframe to receive 

historical recognition, the carrier would 

retain the Operating Authorization 

within the summer 2009 scheduling 

season, from June 1 through August 31. 

The FAA recognizes a distinct merit 

in this approach in the context of a 

congested airport like EWR. A strictly 

seasonal use-or-lose policy would 

require carriers to operate flights on the 

shoulders of a scheduling season merely 

to ensure that they would not lose the 

Operating Authorization during the few 

weeks or months when they actually 

require it. This unnecessary service 

would have the effect of artificially 

inflating demand for EWR’s limited 

runway capacity during the spring and 

fall, leading to an increase in 

congestion-related delay. 

Accordingly, we propose that, for 

purposes of use-or-lose and historical 

allocation for subsequent seasons, 

carriers must tell the FAA when their 

usage of a particular Operating 

Authorization will start and stop. Under 

this approach, because it is now too late 

to meet the submission date specified in 

the Worldwide Scheduling Guidelines 

for summer 2008, carriers must report 

on or before June 6, 2008, their planned 

usage of the EWR Operating 

Authorizations identified in the 

appendix during summer 2008. Carriers 

that have previously provided the 

effective dates of their summer 2008 

schedules, and received approval from 

the FAA for those schedules, do not 

need to resubmit the information. 

Thereafter, the carriers’ notification to 

the FAA of their planned usage for 

winter 2008/2009 and summer 2009 

schedules will follow the Worldwide 

Scheduling Guidelines’ schedule. Thus, 

the FAA will receive initial schedule 

requests for the winter 2008/2009 

scheduling season by the May 15 

deadline and coordinate with carriers at 

the June 2008 IATA Schedules 

Conference. 

With respect to the carriers’ reported 

usage of their Operating Authorizations 

during or after each scheduling season, 

the FAA proposes to adopt requirements 

that are similar to those in the recent 

JFK order, as amended. Accordingly, 

carriers would be required to provide 

the FAA with an interim usage report 

approximately two months before the 

end of the scheduling season and a final 

report at the end of the season. The final 

report would be due no later than 30 

days after the end of the scheduling 

season. 

Recognizing that there may be 

unexpected times when a carrier’s 

operations are greatly disrupted, the 

Administrator proposes to retain the 

authority to waive the 80% usage 

requirement in the event of a highly 

unusual and unpredictable condition 

which is beyond the control of the 

carrier and which exists for a period of 

5 consecutive days or more. 

Additionally, the FAA will treat as used 

any Operating Authorization held by a 

carrier on Thanksgiving Day, the Friday 

following Thanksgiving Day, and the 

period from December 24 through the 

first Saturday in January. 

If the FAA determines that a 

reduction in the number of allocated 

Operating Authorizations is required to 

meet operational needs, such as reduced 

airport capacity, the FAA proposes to 

conduct a weighted lottery to withdraw 

Operating Authorizations to meet a 

reduced hourly or half-hourly limit for 

scheduled operations.11 When capacity 

returns to its previous levels, the 

withdrawn Operating Authorizations 

would be returned to the carriers from 

whom they were withdrawn. The FAA 

will provide at least 45 days of advance 

notice of the need for a withdrawal, if 

possible. 

F. Unscheduled Operations 

Unscheduled operations, including 

general aviation, charter flights, and 

other ad hoc operations, have typically 

been a small percentage of the overall 

traffic at EWR. However, given the level 

of congestion projected for summer 

2008, even the addition of a few 

operations during the oversubscribed 

hours can exacerbate delays. Although 

they may not have traditionally 

appeared in the Official Airline Guide, 

some charter and other operations are 

regularly conducted carrier operations, 

and the FAA considers them to be 

scheduled operations for the purposes 

of this Order. Therefore, the carriers that 

conducted such operations at EWR in 

summer 2007 would be allocated 

Operating Authorizations for summer 

2008. 

The FAA is also considering the 

issuance of a separate notice of 

proposed rulemaking (NPRM) proposing 

to limit the number of unscheduled 

flights and to require a reservation to 

operate during controlled hours. During 

the busiest hours, the number of 

reservations set aside for unscheduled 

operations would be reduced to allow 

for additional scheduled traffic. The 

FAA expects that under certain 

operating conditions, additional 

reservations could be made available for 

unscheduled operations, provided that 

significant delay impacts are not 

expected. Additional information on 

unscheduled operations and the 

proposed reservation system will be 

included in the NPRM, and the FAA 

will consider any comments received 

prior to adopting a final rule. 

G. Enforcement of This Order 

The FAA may enforce the final Order 

through an enforcement action seeking 

a civil penalty under 49 U.S.C. 46301(a). 

Under that provision, a carrier that is 

not a small business as defined in the 

Small Business Act, 15 U.S.C. 632, is 

liable for a civil penalty of up to $25,000 

for every day that it violates the limits 

set forth in the Order. A carrier that is 

a small business as defined in the Small 

Business Act is liable for a civil penalty 

of up to $10,000 for every day that it 

violates the limits set forth in the Order. 

The FAA also may file a civil action in 

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Federal Register / Vol. 73, No. 53 / Tuesday, March 18, 2008 / Notices 14557 

U.S. District Court, under 49 U.S.C. 

46106, 46107, seeking to enjoin any 

carrier from violating the terms of the 

Order. 

H. Intermediate- and Long-Term 

Solutions 

While this Order proposes a 

limitation on the number of scheduled 

operations at EWR, it is not the FAA’s 

preferred alternative to addressing 

capacity shortfalls. In the FAA’s view, 

the intermediate- and long-term priority 

is to expand airport and airway system 

capacity and to increase the efficient use 

of existing resources. This is by far the 

most effective way to serve the traveling 

public and to promote a strong airport 

and airway system. Although there is no 

single action that will solve the problem 

of congestion in and around New York, 

the recently concluded New York 

Aviation Rulemaking Committee, among 

its many other products, published a list 

of 77 airport and airspace initiatives that 

could help to relieve congestion in the 

New York area. The list is available as 

appendix C to the committee’s report, 

which is currently available as a link off 

the FAA’s Web site, http://www.faa.gov. 

It includes procedural, technological, 

and capital improvements that relate to 

all the major New York area airports, the 

efficient operation of which are largely 

interdependent. 

While events or technology may 

overtake the completion of all the 77 

listed initiatives, each has the potential 

to add incrementally to the existing 

capacity. Most immediately, we 

anticipate the completion of a number 

of the items by summer 2008. In 

addition, as the views expressed in the 

docket indicate, the full implementation 

of New York/New Jersey/Philadelphia 

airspace redesign and the progressive 

achievement of the Next Generation Air 

Traffic System’s component 

technologies will also contribute to 

reducing delay. As a result, to permit 

time for system improvements to come 

on line, we propose an expiration date 

for the final Order of October 24, 2009. 

I. Environmental Impact 

The agency order stating FAA policies 

and procedures with respect to the 

environmental impact of FAA activities, 

FAA Order 1050.1E, identifies FAA 

actions that are categorically excluded 

from preparation of an environmental 

assessment or environmental impact 

statement under the National 

Environmental Policy Act in the 

absence of extraordinary circumstances. 

The FAA has determined that this Order 

qualifies for the categorical exclusion 

identified in paragraph 312d ‘‘Issuance 

of regulatory documents (e.g., Notices of 

Proposed Rulemaking and issuance of 

Final Rules) covering administrative or 

procedural requirements (Does not 

include Air Traffic procedures; specific 

Air Traffic procedures that are 

categorically excluded are identified 

under paragraph 311 of this Order.)’’

This Order, which proposes a temporary 

limitation on operations pending a 

future rulemaking, is in the nature of a 

rule. No extraordinary circumstances 

exist that may cause a significant impact 

and therefore no further environmental 

review is required. 

Accordingly, with respect to 

scheduled flight operations at EWR, the 

FAA proposes the following ordering 

language: 

1. This Order assigns operating 

authority to conduct an arrival or a 

departure at EWR during the affected 

hours to the U.S. air carrier or foreign 

air carrier identified in the appendix to 

this Order. The FAA will not assign 

operating authority under this Order to 

any person or entity other than a 

certificated U.S. or foreign air carrier 

with appropriate economic authority 

and FAA operating authority under 14 

CFR part 121, 129, or 135. This Order 

applies to the following: 

a. All U.S. air carriers and foreign air 

carriers conducting scheduled 

operations at EWR as of the date of this 

Order, any U.S. air carrier or foreign air 

carrier that operates under the same 

designator code as such a carrier, and 

any air carrier or foreign-flag carrier that 

has or enters into a codeshare agreement 

with such a carrier. 

b. All U.S. air carriers or foreign air 

carriers initiating scheduled or regularly 

conducted commercial service to EWR 

while this Order is in effect. 

c. The Chief Counsel of the FAA, in 

consultation with the Vice President, 

System Operations Services, is the final 

decision-maker for determinations 

under this Order. 

2. This Order governs scheduled 

arrivals and departures at EWR from 6 

a.m. through 10:59 p.m., Eastern Time, 

Sunday through Saturday. 

3. This Order takes effect at 6 a.m., 

Eastern Time, on June 1, 2008, and 

expires at 11:59 p.m., Eastern Time, on 

October 24, 2009. 

4. Under the authority provided to the 

Secretary of Transportation and the 

FAA Administrator by 49 U.S.C. 40101, 

40103 and 40113, we hereby order that: 

a. No U.S. air carrier or foreign air 

carrier initiating or conducting 

scheduled or regularly conducted 

commercial service at EWR may 

conduct such operations without an 

Operating Authorization assigned by the 

FAA. 

b. Except as provided in the appendix 

to this Order, scheduled U.S. air carrier 

and foreign air carrier arrivals and 

departures will not exceed 81 per hour 

from 6 a.m. through 10:59 p.m., Eastern 

Time. 

c. The Administrator may change the 

limits if he determines that capacity 

exists to accommodate additional 

operations without a significant increase 

in delays. 

5. For administrative tracking 

purposes only, the FAA will assign an 

identification number to each Operating 

Authorization. 

6. A carrier holding an Operating 

Authorization may request the 

Administrator’s approval to move any 

arrival or departure scheduled from 6 

a.m. through 10:59 p.m. to another half 

hour within that period. Except as 

provided in paragraph seven, the carrier 

must receive the written approval of the 

Administrator, or his delegate, prior to 

conducting any scheduled arrival or 

departure that is not listed in the 

appendix to this Order. All requests to 

move an allocated Operating 

Authorization must be submitted to the 

FAA Slot Administration Office, 

facsimile (202) 267–7277 or e-mail 7- 

AWA_Slotadmin@faa.gov, and must 

come from a designated representative 

of the carrier. If the FAA cannot approve 

a carrier’s request to move a scheduled 

arrival or departure, the carrier may 

then apply for a trade in accordance 

with paragraph seven. 

7. A carrier may lease or trade an 

Operating Authorization to another 

carrier for any consideration and for a 

period that does not exceed the duration 

of this Order. A carrier may not lease an 

Operating Authorization unless it has 

actually used the authorization to 

conduct flights to or from Newark at 

least 80% of the time over a consecutive 

90-day period. Notice of a trade or lease 

under this paragraph must be submitted 

in writing to the FAA Slot 

Administration Office, facsimile (202) 

267–7277 or e-mail 

7_AWA_Slotadmin@faa.gov, and must 

come from a designated representative 

of each carrier. The FAA must confirm 

and approve these transactions in 

writing prior to the effective date of the 

transaction. The FAA will approve 

transfers between carriers under the 

same marketing control up to five 

business days after the actual operation, 

but only to accommodate operational 

disruptions that occur on the same day 

of the scheduled operation. 

8. A carrier may not buy, sell, trade, 

or transfer an Operating Authorization, 

except as described in paragraph seven. 

9. Historical rights to Operating 

Authorizations and withdrawal of those 

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14558 Federal Register / Vol. 73, No. 53 / Tuesday, March 18, 2008 / Notices 

rights due to insufficient usage will be 

determined on a seasonal basis and in 

accordance with the schedule approved 

by the FAA prior to the commencement 

of the applicable season. 

a. For each day of the week that the 

FAA has approved an operating 

schedule, any Operating Authorization 

not used at least 80% of the time over 

the period authorized by the FAA under 

this paragraph will be withdrawn by the 

FAA for the next applicable season 

except: 

i. The FAA will treat as used any 

Operating Authorization held by a 

carrier on Thanksgiving Day, the Friday 

following Thanksgiving Day, and the 

period from December 24 through the 

first Saturday in January. 

ii. The Administrator of the FAA may 

waive the 80% usage requirement in the 

event of a highly unusual and 

unpredictable condition which is 

beyond the control of the carrier and 

which affects carrier operations for a 

period of five consecutive days or more. 

b. Each carrier holding an Operating 

Authorization must forward in writing 

to the FAA Slot Administration Office a 

list of all Operating Authorizations held 

by the carrier and for each Operating 

Authorization: 

i. The dates within each applicable 

season on which it intends to start and 

to cease scheduled operations. 

A. For the summer 2008 scheduling 

season, the report must be received by 

the FAA no later than June 6, 2008. 

B. For the winter 2008/2009 

scheduling season, the report must be 

received by the FAA no later than 

August 15, 2008. 

C. For the summer 2009 scheduling 

season, the report must be received by 

the FAA no later than January 15, 2009. 

ii. The completed operations for each 

day of the applicable scheduling season: 

A. No later than September 1 for the 

summer scheduling season; 

B. No later than January 15 for the 

winter scheduling season. 

iii. The completed operations for each 

day of the scheduling season within 30 

days after the last day of the applicable 

scheduling season. 

10. In the event that a carrier 

surrenders to the FAA any Operating 

Authorization assigned to it under this 

Order or if there are unallocated 

Operating Authorizations, the FAA will 

determine whether the unallocated 

Operating Authorizations should be 

reallocated. The FAA may temporarily 

allocate an Operating Authorization if it 

determines that such allocation will not 

increase congestion at the airport. Such 

temporary allocations will not be 

entitled to historical status for the next 

applicable scheduling season under 

paragraph 9. Long-term allocations of 

returned or unallocated Operating 

Authorizations will be by auction. 

11. If the FAA determines that a 

reduction in the number of allocated 

Operating Authorizations is required to 

meet operational needs, such as reduced 

airport capacity, the FAA will conduct 

a weighted lottery to withdraw 

Operating Authorizations to meet a 

reduced hourly or half-hourly limit for 

scheduled operations. The FAA will 

provide at least 45 days’ notice unless 

otherwise required by operational 

needs. Any Operating Authorization 

that is withdrawn or temporarily 

suspended will, if reallocated, be 

reallocated to the carrier from which it 

was taken, provided that the carrier 

continues to operate scheduled service 

at EWR. 

12. The FAA will enforce this Order 

through an enforcement action seeking 

a civil penalty under 49 U.S.C. 46301(a). 

A carrier that is not a small business as 

defined in the Small Business Act, 15 

U.S.C. 632, will be liable for a civil 

penalty of up to $25,000 for every day 

that it violates the limits set forth in this 

Order. A carrier that is a small business 

as defined in the Small Business Act 

will be liable for a civil penalty of up 

to $10,000 for every day that it violates 

the limits set forth in this Order. The 

FAA also could file a civil action in U.S. 

District Court, under 49 U.S.C. 46106, 

46107, seeking to enjoin any air carrier 

from violating the terms of this Order. 

13. The FAA may modify or withdraw 

any provision in this Order on its own 

or on application by any carrier for good 

cause shown. 

Issued in Washington, DC, on March 12, 

2008. 

Robert A. Sturgell, 

Acting Administrator, Federal Aviation 

Administration. 

APPENDIX—OPERATING LIMITATIONS AT NEWARK LIBERTY INTERNATIONAL AIRPORT (EWR)—AUGUST 2008 PROPOSED AS

OF 3/12/2008 

[0600–2259 local hours only: 30 minute OA windows] 

Seller carrier Period 

(LT) Arr/Dep Sun Mon Tue Wed Thu Fri Sat 

AAL—American Airlines ....................................................... 0600 Departure 2 2 2 2 2 2 2 

AAL—American Airlines ....................................................... 0730 Departure 2 2 2 2 2 2 2 

AAL—American Airlines ....................................................... 0830 Arrival ..... 1 1 1 1 1 1 1 

AAL—American Airlines ....................................................... 0830 Departure 1 1 1 1 1 1 1 

AAL—American Airlines ....................................................... 0900 Departure 2 2 2 2 2 2 2 

AAL—American Airlines ....................................................... 0930 Arrival ..... 1 1 1 1 1 1 1 

AAL—American Airlines ....................................................... 1000 Departure 1 1 1 1 1 1 1 

AAL—American Airlines ....................................................... 1030 Arrival ..... 2 2 2 2 2 2 2 

AAL—American Airlines ....................................................... 1030 Departure 1 1 1 1 1 1 1 

AAL—American Airlines ....................................................... 1100 Arrival ..... 1 1 1 1 1 1 1 

AAL—American Airlines ....................................................... 1100 Departure 1 1 1 1 1 1 1 

AAL—American Airlines ....................................................... 1130 Departure 1 1 1 1 1 1 1 

AAL—American Airlines ....................................................... 1200 Arrival ..... 1 1 1 1 1 1 1 

AAL—American Airlines ....................................................... 1200 Departure 1 1 1 1 1 1 1 

AAL—American Airlines ....................................................... 1230 Arrival ..... 1 1 1 1 1 1 1 

AAL—American Airlines ....................................................... 1230 Departure 1 1 1 1 1 1 1 

AAL—American Airlines ....................................................... 1300 Departure 2 2 2 2 2 2 2 

AAL—American Airlines ....................................................... 1330 Arrival ..... 3 3 3 3 3 3 3 

AAL—American Airlines ....................................................... 1400 Arrival ..... 1 1 1 1 1 1 1 

AAL—American Airlines ....................................................... 1400 Departure 1 1 1 1 1 1 1 

AAL—American Airlines ....................................................... 1500 Arrival ..... 1 1 1 1 1 1 1 

AAL—American Airlines ....................................................... 1500 Departure 1 1 1 1 1 1 1 

AAL—American Airlines ....................................................... 1530 Departure 1 1 1 1 1 1 1 

AAL—American Airlines ....................................................... 1600 Arrival ..... 3 3 3 3 3 3 3 

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Federal Register / Vol. 73, No. 53 / Tuesday, March 18, 2008 / Notices 14559 

APPENDIX—OPERATING LIMITATIONS AT NEWARK LIBERTY INTERNATIONAL AIRPORT (EWR)—AUGUST 2008 PROPOSED AS

OF 3/12/2008—Continued 

[0600–2259 local hours only: 30 minute OA windows] 

Seller carrier Period 

(LT) Arr/Dep Sun Mon Tue Wed Thu Fri Sat 

AAL—American Airlines ....................................................... 1630 Arrival ..... 1 1 1 1 1 1 1 

AAL—American Airlines ....................................................... 1630 Departure 2 2 2 2 2 2 2 

AAL—American Airlines ....................................................... 1700 Departure 3 3 3 3 3 3 3 

AAL—American Airlines ....................................................... 1730 Arrival ..... 2 2 2 2 2 2 2 

AAL—American Airlines ....................................................... 1800 Departure 1 1 1 1 1 1 1 

AAL—American Airlines ....................................................... 1830 Arrival ..... 1 1 1 1 1 1 1 

AAL—American Airlines ....................................................... 1830 Departure 1 1 1 1 1 1 1 

AAL—American Airlines ....................................................... 1900 Departure 1 1 1 1 1 1 1 

AAL—American Airlines ....................................................... 1930 Arrival ..... 1 1 1 1 1 1 1 

AAL—American Airlines ....................................................... 1930 Departure 2 2 2 2 2 2 2 

AAL—American Airlines ....................................................... 2100 Arrival ..... 2 2 2 2 2 2 2 

AAL—American Airlines ....................................................... 2100 Departure 1 1 1 1 1 1 1 

AAL—American Airlines ....................................................... 2130 Arrival ..... 1 1 1 1 1 1 1 

AAL—American Airlines ....................................................... 2230 Arrival ..... 2 2 2 2 2 2 2 

ABX—ABX ........................................................................... 0600 Arrival ..... .......... .......... 1 1 1 1 1 

ABX—ABX ........................................................................... 2230 Departure .......... 1 1 1 1 1 ..........

ACA—Air Canada ................................................................ 0600 Departure 1 1 1 1 1 1 1 

ACA—Air Canada ................................................................ 0730 Arrival ..... 1 1 1 1 1 1 1 

ACA—Air Canada ................................................................ 0800 Arrival ..... 1 1 1 1 1 1 1 

ACA—Air Canada ................................................................ 0830 Departure 2 2 2 2 2 2 2 

ACA—Air Canada ................................................................ 1000 Arrival ..... 1 1 1 1 1 1 1 

ACA—Air Canada ................................................................ 1030 Departure 1 1 1 1 1 1 1 

ACA—Air Canada ................................................................ 1130 Arrival ..... 1 1 1 1 1 1 1 

ACA—Air Canada ................................................................ 1230 Arrival ..... 1 1 1 1 1 1 1 

ACA—Air Canada ................................................................ 1230 Departure 1 1 1 1 1 1 1 

ACA—Air Canada ................................................................ 1300 Departure 1 1 1 1 1 1 1 

ACA—Air Canada ................................................................ 1330 Arrival ..... 1 1 1 1 1 1 1 

ACA—Air Canada ................................................................ 1430 Departure 1 1 1 1 1 1 1 

ACA—Air Canada ................................................................ 1530 Arrival ..... 1 1 1 1 1 1 1 

ACA—Air Canada ................................................................ 1600 Departure 1 1 1 1 1 1 1 

ACA—Air Canada ................................................................ 1700 Arrival ..... 1 1 1 1 1 1 1 

ACA—Air Canada ................................................................ 1730 Departure 1 1 1 1 1 1 1 

ACA—Air Canada ................................................................ 1800 Arrival ..... 1 1 1 1 1 1 1 

ACA—Air Canada ................................................................ 1930 Arrival ..... 1 1 1 1 1 1 1 

ACA—Air Canada ................................................................ 1930 Departure 1 1 1 1 1 1 1 

ACA—Air Canada ................................................................ 2000 Arrival ..... 1 1 1 1 1 1 1 

ACA—Air Canada ................................................................ 2000 Departure 1 1 1 1 1 1 1 

ACA—Air Canada ................................................................ 2100 Departure 1 1 1 1 1 1 1 

ACA—Air Canada ................................................................ 2200 Arrival ..... 1 1 1 1 1 1 1 

AFC—Kalitta ........................................................................ 1700 Arrival ..... .......... 1 .......... .......... 1 .......... ..........

AFR—Air France .................................................................. 1530 Arrival ..... 1 1 1 1 1 1 1 

AFR—Air France .................................................................. 1900 Departure 1 1 1 1 1 1 1 

AIC—Air India ...................................................................... 1600 Arrival ..... 1 1 1 1 1 1 1 

AIC—Air India ...................................................................... 2100 Departure 1 1 1 1 1 1 1 

AIO—Elysair ........................................................................ 1600 Arrival ..... 1 1 1 1 1 1 1 

AIO—Elysair ........................................................................ 1900 Departure 1 1 1 1 1 1 1 

AIO—Elysair ........................................................................ 2000 Arrival ..... 1 1 1 1 1 1 ..........

AIO—Elysair ........................................................................ 2200 Departure 1 1 1 1 1 1 ..........

ASA—Alaska ....................................................................... 0730 Departure 1 1 1 1 1 1 1 

ASA—Alaska ....................................................................... 1700 Arrival ..... 1 1 1 1 1 1 1 

ASA—Alaska ....................................................................... 1800 Departure 1 1 1 1 1 1 1 

ASA—Alaska ....................................................................... 2130 Arrival ..... 1 1 1 1 1 1 1 

ATN—Air Transport Intnl ..................................................... 0600 Arrival ..... .......... 1 1 1 1 .......... ..........

ATN—Air Transport Intnl ..................................................... 0630 Departure .......... 1 1 1 1 .......... ..........

AZA—Alitalia ........................................................................ 1530 Arrival ..... 1 1 1 1 1 1 1 

AZA—Alitalia ........................................................................ 1730 Departure 1 1 1 1 1 1 1 

BAW—British Airways .......................................................... 0800 Departure 1 1 1 1 1 1 1 

BAW—British Airways .......................................................... 1130 Arrival ..... 1 1 1 1 1 1 1 

BAW—British Airways .......................................................... 1730 Arrival ..... 1 1 1 1 1 1 1 

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14560 Federal Register / Vol. 73, No. 53 / Tuesday, March 18, 2008 / Notices 

APPENDIX—OPERATING LIMITATIONS AT NEWARK LIBERTY INTERNATIONAL AIRPORT (EWR)—AUGUST 2008 PROPOSED AS

OF 3/12/2008—Continued 

[0600–2259 local hours only: 30 minute OA windows] 

Seller carrier Period 

(LT) Arr/Dep Sun Mon Tue Wed Thu Fri Sat 

BAW—British Airways .......................................................... 1830 Departure 1 1 1 1 1 1 1 

BAW—British Airways .......................................................... 2100 Departure 1 1 1 1 1 1 1 

BAW—British Airways .......................................................... 2130 Arrival ..... 1 1 1 1 1 1 1 

COA—Continental ............................................................... 0600 Arrival ..... 4 4 4 4 4 4 4 

COA—Continental ............................................................... 0600 Departure 9 9 9 9 9 9 9 

COA—Continental ............................................................... 0630 Arrival ..... 1 1 1 1 1 1 1 

COA—Continental ............................................................... 0630 Departure 20 20 20 20 20 20 20 

COA—Continental ............................................................... 0700 Arrival ..... 6 6 6 6 6 6 6 

COA—Continental ............................................................... 0700 Departure 15 15 15 15 15 15 15 

COA—Continental ............................................................... 0730 Arrival ..... 19 19 19 19 19 19 19 

COA—Continental ............................................................... 0730 Departure 17 17 17 17 17 17 17 

COA—Continental ............................................................... 0800 Arrival ..... 14 14 14 14 14 14 14 

COA—Continental ............................................................... 0800 Departure 16 16 16 16 16 16 16 

COA—Continental ............................................................... 0830 Arrival ..... 7 7 7 7 7 7 7 

COA—Continental ............................................................... 0830 Departure 24 24 24 24 24 24 24 

COA—Continental ............................................................... 0900 Arrival ..... 6 6 6 6 6 6 6 

COA—Continental ............................................................... 0900 Departure 21 21 21 21 21 21 21 

COA—Continental ............................................................... 0930 Arrival ..... 9 9 9 9 9 9 9 

COA—Continental ............................................................... 0930 Departure 4 4 4 4 4 4 4 

COA—Continental ............................................................... 1000 Arrival ..... 10 10 10 10 10 10 10 

COA—Continental ............................................................... 1000 Departure 7 7 7 7 7 7 7 

COA—Continental ............................................................... 1030 Arrival ..... 7 7 7 7 7 7 7 

COA—Continental ............................................................... 1030 Departure 12 12 12 12 12 12 12 

COA—Continental ............................................................... 1100 Arrival ..... 18 18 18 18 18 18 18 

COA—Continental ............................................................... 1100 Departure 6 6 6 6 6 6 6 

COA—Continental ............................................................... 1130 Arrival ..... 14 14 14 14 14 14 14 

COA—Continental ............................................................... 1130 Departure 13 13 13 13 13 13 13 

COA—Continental ............................................................... 1200 Arrival ..... 14 14 14 14 14 14 14 

COA—Continental ............................................................... 1200 Departure 18 18 18 18 18 18 18 

COA—Continental ............................................................... 1230 Arrival ..... 19 19 19 19 19 19 19 

COA—Continental ............................................................... 1230 Departure 8 8 8 8 8 8 8 

COA—Continental ............................................................... 1300 Arrival ..... 10 10 10 10 10 10 10 

COA—Continental ............................................................... 1300 Departure 18 18 18 18 18 18 18 

COA—Continental ............................................................... 1330 Arrival ..... 20 20 20 20 20 20 20 

COA—Continental ............................................................... 1330 Departure 9 9 9 9 9 9 9 

COA—Continental ............................................................... 1400 Arrival ..... 17 17 17 17 17 17 17 

COA—Continental ............................................................... 1400 Departure 5 5 5 5 5 5 5 

COA—Continental ............................................................... 1430 Arrival ..... 17 17 17 17 17 17 17 

COA—Continental ............................................................... 1430 Departure 20 20 20 20 20 20 20 

COA—Continental ............................................................... 1500 Arrival ..... 17 17 17 17 17 17 17 

COA—Continental ............................................................... 1500 Departure 21 21 21 21 21 21 21 

COA—Continental ............................................................... 1530 Arrival ..... 19 19 19 19 19 19 19 

COA—Continental ............................................................... 1530 Departure 10 10 10 10 10 10 10 

COA—Continental ............................................................... 1600 Arrival ..... 11 11 11 11 11 11 11 

COA—Continental ............................................................... 1600 Departure 11 11 11 11 11 11 11 

COA—Continental ............................................................... 1630 Arrival ..... 19 19 19 19 19 19 19 

COA—Continental ............................................................... 1630 Departure 13 13 13 13 13 13 13 

COA—Continental ............................................................... 1700 Arrival ..... 13 13 13 13 13 13 13 

COA—Continental ............................................................... 1700 Departure 18 18 18 18 18 18 18 

COA—Continental ............................................................... 1730 Arrival ..... 6 6 6 6 6 6 6 

COA—Continental ............................................................... 1730 Departure 13 13 13 13 13 13 13 

COA—Continental ............................................................... 1800 Arrival ..... 16 16 16 16 16 16 16 

COA—Continental ............................................................... 1800 Departure 15 15 15 15 15 15 15 

COA—Continental ............................................................... 1830 Arrival ..... 13 13 13 13 13 13 13 

COA—Continental ............................................................... 1830 Departure 8 8 8 8 8 8 8 

COA—Continental ............................................................... 1900 Arrival ..... 20 20 20 20 20 20 20 

COA—Continental ............................................................... 1900 Departure 17 17 17 17 17 17 17 

COA—Continental ............................................................... 1930 Arrival ..... 8 8 8 8 8 8 8 

COA—Continental ............................................................... 1930 Departure 14 14 14 14 14 14 14 

COA—Continental ............................................................... 2000 Arrival ..... 18 18 18 18 18 18 18 

COA—Continental ............................................................... 2000 Departure 26 26 26 26 26 26 26 

COA—Continental ............................................................... 2030 Arrival ..... 9 9 9 9 9 9 9 

COA—Continental ............................................................... 2030 Departure 13 13 13 13 13 13 13 

COA—Continental ............................................................... 2100 Arrival ..... 8 8 8 8 8 8 8 

COA—Continental ............................................................... 2100 Departure 17 17 17 17 17 17 17 

COA—Continental ............................................................... 2130 Arrival ..... 16 16 16 16 16 16 16 

COA—Continental ............................................................... 2130 Departure 11 11 11 11 11 11 11 

COA—Continental ............................................................... 2200 Arrival ..... 11 11 11 11 11 11 11 

mstockstill on PROD1PC66 with NOTICES

Federal Register / Vol. 73, No. 53 / Tuesday, March 18, 2008 / Notices 14561 

APPENDIX—OPERATING LIMITATIONS AT NEWARK LIBERTY INTERNATIONAL AIRPORT (EWR)—AUGUST 2008 PROPOSED AS

OF 3/12/2008—Continued 

[0600–2259 local hours only: 30 minute OA windows] 

Seller carrier Period 

(LT) Arr/Dep Sun Mon Tue Wed Thu Fri Sat 

COA—Continental ............................................................... 2200 Departure 6 6 6 6 6 6 6 

COA—Continental ............................................................... 2230 Arrival ..... 9 9 9 9 9 9 9 

COA—Continental ............................................................... 2230 Departure 1 1 1 1 1 1 1 

CSQ—CargoJet ................................................................... 0800 Arrival ..... .......... 1 1 1 1 1 ..........

CSQ—CargoJet ................................................................... 2000 Departure .......... 1 1 1 1 1 ..........

DAL—Delta Air Lines ........................................................... 0600 Departure 2 2 2 2 2 2 2 

DAL—Delta Air Lines ........................................................... 0700 Departure 2 2 2 2 2 2 2 

DAL—Delta Air Lines ........................................................... 0730 Departure 1 1 1 1 1 1 1 

DAL—Delta Air Lines ........................................................... 0800 Departure 1 1 1 1 1 1 1 

DAL—Delta Air Lines ........................................................... 0900 Arrival ..... 1 1 1 1 1 1 1 

DAL—Delta Air Lines ........................................................... 0930 Arrival ..... 1 1 1 1 1 1 1 

DAL—Delta Air Lines ........................................................... 1000 Departure 2 2 2 2 2 2 2 

DAL—Delta Air Lines ........................................................... 1030 Arrival ..... 1 1 1 1 1 1 1 

DAL—Delta Air Lines ........................................................... 1100 Departure 1 1 1 1 1 1 1 

DAL—Delta Air Lines ........................................................... 1200 Arrival ..... 1 1 1 1 1 1 1 

DAL—Delta Air Lines ........................................................... 1230 Arrival ..... 1 1 1 1 1 1 1 

DAL—Delta Air Lines ........................................................... 1300 Departure 1 1 1 1 1 1 1 

DAL—Delta Air Lines ........................................................... 1330 Departure 1 1 1 1 1 1 1 

DAL—Delta Air Lines ........................................................... 1430 Arrival ..... 1 1 1 1 1 1 1 

DAL—Delta Air Lines ........................................................... 1500 Departure 1 1 1 1 1 1 1 

DAL—Delta Air Lines ........................................................... 1600 Arrival ..... 1 1 1 1 1 1 1 

DAL—Delta Air Lines ........................................................... 1630 Arrival ..... 1 1 1 1 1 1 1 

DAL—Delta Air Lines ........................................................... 1630 Departure 1 1 1 1 1 1 1 

DAL—Delta Air Lines ........................................................... 1700 Arrival ..... 1 1 1 1 1 1 1 

DAL—Delta Air Lines ........................................................... 1700 Departure 1 1 1 1 1 1 1 

DAL—Delta Air Lines ........................................................... 1730 Arrival ..... 1 1 1 1 1 1 1 

DAL—Delta Air Lines ........................................................... 1730 Departure 1 1 1 1 1 1 1 

DAL—Delta Air Lines ........................................................... 1800 Departure 1 1 1 1 1 1 1 

DAL—Delta Air Lines ........................................................... 1830 Arrival ..... 1 1 1 1 1 1 1 

DAL—Delta Air Lines ........................................................... 1900 Departure 1 1 1 1 1 1 1 

DAL—Delta Air Lines ........................................................... 1930 Arrival ..... 1 1 1 1 1 1 1 

DAL—Delta Air Lines ........................................................... 2100 Arrival ..... 1 1 1 1 1 1 1 

DAL—Delta Air Lines ........................................................... 2130 Arrival ..... 1 1 1 1 1 1 1 

DAL—Delta Air Lines ........................................................... 2230 Arrival ..... 1 1 1 1 1 1 1 

DLH—Lufthansa .................................................................. 1100 Arrival ..... 1 1 1 1 1 1 1 

DLH—Lufthansa .................................................................. 1200 Arrival ..... 1 1 1 1 1 1 1 

DLH—Lufthansa .................................................................. 1530 Arrival ..... 1 1 1 1 1 1 1 

DLH—Lufthansa .................................................................. 1530 Departure 1 1 1 1 1 1 1 

DLH—Lufthansa .................................................................. 1630 Departure 1 1 1 1 1 1 1 

DLH—Lufthansa .................................................................. 1730 Departure 1 1 1 1 1 1 1 

DLH—Lufthansa .................................................................. 1830 Arrival ..... 1 1 1 1 1 1 1 

DLH—Lufthansa .................................................................. 2000 Departure 1 1 1 1 1 1 1 

ELY—El Al ........................................................................... 1430 Departure 1 1 1 1 1 .......... ..........

ESS—Eos Airlines ............................................................... 1200 Arrival ..... .......... 1 .......... .......... .......... .......... 1 

ESS—Eos Airlines ............................................................... 1700 Arrival ..... 1 0 1 1 1 1 0 

ESS—Eos Airlines ............................................................... 1930 Departure 1 1 1 1 1 1 1 

EVA—Eva Airways .............................................................. 2130 Arrival ..... .......... 1 .......... 1 .......... .......... 1 

FDX—FedEx ........................................................................ 0600 Arrival ..... .......... .......... 2 2 2 2 ..........

FDX—FedEx ........................................................................ 0630 Arrival ..... .......... .......... 1 1 1 1 2 

FDX—FedEx ........................................................................ 0700 Arrival ..... .......... .......... .......... .......... .......... .......... 1 

FDX—FedEx ........................................................................ 0700 Departure .......... .......... 1 1 1 1 ..........

FDX—FedEx ........................................................................ 0730 Arrival ..... .......... .......... .......... .......... .......... 1 ..........

FDX—FedEx ........................................................................ 0730 Departure .......... .......... 1 1 1 .......... 1 

FDX—FedEx ........................................................................ 0800 Departure 1 .......... .......... .......... .......... .......... 1 

FDX—FedEx ........................................................................ 0830 Departure 1 .......... 2 2 2 2 2 

FDX—FedEx ........................................................................ 0900 Arrival ..... .......... .......... 1 1 1 1 ..........

FDX—FedEx ........................................................................ 0900 Departure .......... .......... .......... .......... .......... 1 ..........

FDX—FedEx ........................................................................ 1000 Arrival ..... .......... .......... 1 1 1 1 ..........

FDX—FedEx ........................................................................ 1200 Arrival ..... .......... .......... 1 1 1 .......... ..........

FDX—FedEx ........................................................................ 1400 Arrival ..... .......... .......... 1 1 1 1 1 

FDX—FedEx ........................................................................ 1400 Departure .......... .......... 1 1 1 .......... ..........

FDX—FedEx ........................................................................ 1530 Departure .......... .......... 1 1 1 1 1 

mstockstill on PROD1PC66 with NOTICES

14562 Federal Register / Vol. 73, No. 53 / Tuesday, March 18, 2008 / Notices 

APPENDIX—OPERATING LIMITATIONS AT NEWARK LIBERTY INTERNATIONAL AIRPORT (EWR)—AUGUST 2008 PROPOSED AS

OF 3/12/2008—Continued 

[0600–2259 local hours only: 30 minute OA windows] 

Seller carrier Period 

(LT) Arr/Dep Sun Mon Tue Wed Thu Fri Sat 

FDX—FedEx ........................................................................ 1600 Arrival ..... .......... .......... 1 1 1 1 1 

FDX—FedEx ........................................................................ 1600 Departure .......... .......... 1 1 1 1 ..........

FDX—FedEx ........................................................................ 1730 Arrival ..... .......... .......... 1 1 1 .......... ..........

FDX—FedEx ........................................................................ 1830 Arrival ..... 1 .......... 1 1 1 1 1 

FDX—FedEx ........................................................................ 1900 Arrival ..... 1 .......... 1 1 1 1 1 

FDX—FedEx ........................................................................ 1930 Arrival ..... .......... .......... .......... .......... .......... .......... 1 

FDX—FedEx ........................................................................ 2000 Arrival ..... 1 .......... .......... .......... .......... .......... ..........

FDX—FedEx ........................................................................ 2030 Arrival ..... 1 .......... .......... .......... .......... .......... ..........

FDX—FedEx ........................................................................ 2130 Departure .......... 1 1 1 1 1 ..........

FDX—FedEx ........................................................................ 2230 Arrival ..... .......... .......... .......... .......... .......... 1 1 

FDX—FedEx ........................................................................ 2230 Departure .......... 3 3 3 4 .......... ..........

FJT—Silverjet ...................................................................... 1300 Arrival ..... 1 1 1 1 1 1 1 

FJT—Silverjet ...................................................................... 1930 Departure 1 1 1 1 1 1 1 

FJT—Silverjet ...................................................................... 2100 Arrival ..... 1 1 1 1 1 1 1 

FJT—Silverjet ...................................................................... 2230 Departure 1 1 1 1 1 1 1 

JAI—Jet Airways .................................................................. 1130 Arrival ..... 1 1 1 1 1 1 1 

JAI—Jet Airways .................................................................. 2000 Departure 1 1 1 1 1 1 1 

JBU—JetBlue ....................................................................... 0730 Departure 1 1 1 1 1 1 1 

JBU—JetBlue ....................................................................... 0800 Arrival ..... 1 1 1 1 1 1 1 

JBU—JetBlue ....................................................................... 0800 Departure 1 1 1 1 1 1 1 

JBU—JetBlue ....................................................................... 0900 Departure 2 2 2 2 2 2 2 

JBU—JetBlue ....................................................................... 1030 Arrival ..... 1 1 1 1 1 1 1 

JBU—JetBlue ....................................................................... 1100 Departure 1 1 1 1 1 1 1 

JBU—JetBlue ....................................................................... 1200 Arrival ..... 1 1 1 1 1 1 1 

JBU—JetBlue ....................................................................... 1230 Arrival ..... 1 1 1 1 1 1 1 

JBU—JetBlue ....................................................................... 1230 Departure 1 1 1 1 1 1 1 

JBU—JetBlue ....................................................................... 1330 Arrival ..... 1 1 1 1 1 1 1 

JBU—JetBlue ....................................................................... 1330 Departure 1 1 1 1 1 1 1 

JBU—JetBlue ....................................................................... 1400 Departure 1 1 1 1 1 1 1 

JBU—JetBlue ....................................................................... 1430 Arrival ..... 1 1 1 1 1 1 1 

JBU—JetBlue ....................................................................... 1500 Departure 1 1 1 1 1 1 1 

JBU—JetBlue ....................................................................... 1600 Arrival ..... 1 1 1 1 1 1 1 

JBU—JetBlue ....................................................................... 1630 Arrival ..... 1 1 1 1 1 1 1 

JBU—JetBlue ....................................................................... 1630 Departure 1 1 1 1 1 1 1 

JBU—JetBlue ....................................................................... 1730 Arrival ..... 1 1 1 1 1 1 1 

JBU—JetBlue ....................................................................... 1730 Departure 1 1 1 1 1 1 1 

JBU—JetBlue ....................................................................... 1830 Departure 1 1 1 1 1 1 1 

JBU—JetBlue ....................................................................... 2030 Arrival ..... 2 2 2 2 2 2 2 

JBU—JetBlue ....................................................................... 2100 Departure 2 2 2 2 2 2 2 

JBU—JetBlue ....................................................................... 2130 Arrival ..... 1 1 1 1 1 1 1 

JBU—JetBlue ....................................................................... 2200 Arrival ..... 1 1 1 1 1 1 1 

LOT—LOT Polish Airlines .................................................... 1630 Arrival ..... 1 1 1 1 1 1 1 

LOT—LOT Polish Airlines .................................................... 1830 Departure 1 1 1 1 1 1 1 

LOT—LOT Polish Airlines .................................................... 2100 Arrival ..... 1 1 1 1 1 .......... 1 

MAS—Malaysia ................................................................... 1900 Arrival ..... .......... 1 .......... .......... 1 .......... 1 

MAS—Malaysia ................................................................... 2200 Departure .......... 1 .......... .......... 1 .......... 1 

MEP—Midwest Airlines ........................................................ 0600 Departure 1 1 1 1 1 1 1 

MEP—Midwest Airlines ........................................................ 1030 Arrival ..... 1 1 1 1 1 1 1 

MEP—Midwest Airlines ........................................................ 1100 Departure 1 1 1 1 1 1 1 

MEP—Midwest Airlines ........................................................ 1430 Arrival ..... 1 1 1 1 1 1 1 

MEP—Midwest Airlines ........................................................ 1500 Departure 1 1 1 1 1 1 1 

MEP—Midwest Airlines ........................................................ 1630 Arrival ..... 1 1 1 1 1 1 1 

MEP—Midwest Airlines ........................................................ 1700 Departure 1 1 1 1 1 1 1 

MEP—Midwest Airlines ........................................................ 2000 Arrival ..... 1 1 1 1 1 1 1 

MEP—Midwest Airlines ........................................................ 2030 Departure 1 1 1 1 1 1 1 

MEP—Midwest Airlines ........................................................ 2230 Arrival ..... 1 1 1 1 1 1 1 

NWA—Northwest ................................................................. 0600 Departure 2 2 2 2 2 2 2 

NWA—Northwest ................................................................. 0630 Departure 1 1 1 1 1 1 1 

NWA—Northwest ................................................................. 0700 Departure 1 1 1 1 1 1 1 

NWA—Northwest ................................................................. 0800 Arrival ..... 1 1 1 1 1 1 1 

NWA—Northwest ................................................................. 0800 Departure 1 1 1 1 1 1 1 

NWA—Northwest ................................................................. 0900 Departure 1 1 1 1 1 1 1 

mstockstill on PROD1PC66 with NOTICES

Federal Register / Vol. 73, No. 53 / Tuesday, March 18, 2008 / Notices 14563 

APPENDIX—OPERATING LIMITATIONS AT NEWARK LIBERTY INTERNATIONAL AIRPORT (EWR)—AUGUST 2008 PROPOSED AS

OF 3/12/2008—Continued 

[0600–2259 local hours only: 30 minute OA windows] 

Seller carrier Period 

(LT) Arr/Dep Sun Mon Tue Wed Thu Fri Sat 

NWA—Northwest ................................................................. 1030 Arrival ..... 1 1 1 1 1 1 1 

NWA—Northwest ................................................................. 1100 Departure 1 1 1 1 1 1 1 

NWA—Northwest ................................................................. 1130 Arrival ..... 1 1 1 1 1 1 1 

NWA—Northwest ................................................................. 1200 Arrival ..... 1 1 1 1 1 1 1 

NWA—Northwest ................................................................. 1230 Departure 1 1 1 1 1 1 1 

NWA—Northwest ................................................................. 1300 Arrival ..... 1 1 1 1 1 1 1 

NWA—Northwest ................................................................. 1300 Departure 1 1 1 1 1 1 1 

NWA—Northwest ................................................................. 1400 Arrival ..... 2 2 2 2 2 2 2 

NWA—Northwest ................................................................. 1530 Departure 1 1 1 1 1 1 1 

NWA—Northwest ................................................................. 1600 Departure 1 1 1 1 1 1 1 

NWA—Northwest ................................................................. 1630 Arrival ..... 1 1 1 1 1 1 1 

NWA—Northwest ................................................................. 1630 Departure 1 1 1 1 1 1 1 

NWA—Northwest ................................................................. 1700 Departure 1 1 1 1 1 1 1 

NWA—Northwest ................................................................. 1800 Arrival ..... 1 1 1 1 1 1 1 

NWA—Northwest ................................................................. 1800 Departure 1 1 1 1 1 1 1 

NWA—Northwest ................................................................. 1900 Arrival ..... 1 1 1 1 1 1 1 

NWA—Northwest ................................................................. 1930 Departure 1 1 1 1 1 1 1 

NWA—Northwest ................................................................. 2030 Departure 1 1 1 1 1 1 1 

NWA—Northwest ................................................................. 2100 Arrival ..... 2 2 2 2 2 2 2 

NWA—Northwest ................................................................. 2130 Arrival ..... 1 1 1 1 1 1 1 

NWA—Northwest ................................................................. 2230 Arrival ..... 3 3 3 3 3 3 3 

POE—Porter ........................................................................ 0630 Departure 1 1 1 1 1 1 1 

POE—Porter ........................................................................ 0800 Arrival ..... .......... 1 1 1 1 1 ..........

POE—Porter ........................................................................ 0900 Departure .......... 1 1 1 1 1 ..........

POE—Porter ........................................................................ 1030 Arrival ..... .......... 1 1 1 1 1 ..........

POE—Porter ........................................................................ 1130 Departure .......... 1 1 1 1 1 ..........

POE—Porter ........................................................................ 1230 Arrival ..... .......... 1 1 1 1 1 ..........

POE—Porter ........................................................................ 1330 Departure .......... 1 1 1 1 1 1 

POE—Porter ........................................................................ 1500 Arrival ..... 1 1 1 1 1 1 1 

POE—Porter ........................................................................ 1600 Departure 1 1 1 1 1 1 1 

POE—Porter ........................................................................ 2100 Arrival ..... 1 1 1 1 1 1 1 

POE—Porter ........................................................................ 2130 Departure 1 1 1 1 1 1 1 

QTR—Qatar ......................................................................... 1830 Arrival ..... 1 1 1 1 1 1 1 

QTR—Qatar ......................................................................... 2030 Departure 1 1 1 1 1 1 1 

SAS—SAS ........................................................................... 1300 Arrival ..... 1 1 1 1 1 1 1 

SAS—SAS ........................................................................... 1430 Arrival ..... 1 1 1 1 1 1 1 

SAS—SAS ........................................................................... 1700 Departure 1 1 1 1 1 1 1 

SAS—SAS ........................................................................... 1730 Departure 1 1 1 1 1 1 1 

SAS—SAS ........................................................................... 2100 Arrival ..... .......... 1 .......... .......... 1 1 1 

SIA—Singapore ................................................................... 1730 Arrival ..... 1 1 1 1 1 1 1 

SWR—Swiss ........................................................................ 2000 Arrival ..... 1 1 1 1 1 1 ..........

SWR—Swiss ........................................................................ 2130 Departure 1 1 1 1 1 1 ..........

TAP—Air Portugal ............................................................... 1400 Arrival ..... 1 .......... 1 1 .......... 1 ..........

TAP—Air Portugal ............................................................... 1430 Arrival ..... 1 1 1 1 1 1 1 

TAP—Air Portugal ............................................................... 1800 Departure 1 1 1 1 1 1 1 

TAP—Air Portugal ............................................................... 2030 Departure 1 .......... 1 1 .......... 1 ..........

TRS—Air Tran Airlines ........................................................ 0600 Departure 1 1 1 1 1 1 1 

TRS—Air Tran Airlines ........................................................ 1030 Arrival ..... 1 1 1 1 1 1 1 

TRS—Air Tran Airlines ........................................................ 1100 Departure 1 1 1 1 1 1 1 

TRS—Air Tran Airlines ........................................................ 1130 Arrival ..... 1 1 1 1 1 1 1 

TRS—Air Tran Airlines ........................................................ 1200 Departure 1 1 1 1 1 1 1 

TRS—Air Tran Airlines ........................................................ 1230 Arrival ..... 1 1 1 1 1 1 1 

TRS—Air Tran Airlines ........................................................ 1330 Arrival ..... 1 1 1 1 1 1 1 

TRS—Air Tran Airlines ........................................................ 1400 Departure 1 1 1 1 1 1 1 

TRS—Air Tran Airlines ........................................................ 1430 Departure 1 1 1 1 1 1 1 

TRS—Air Tran Airlines ........................................................ 1530 Arrival ..... 1 1 1 1 1 1 1 

TRS—Air Tran Airlines ........................................................ 1630 Departure 1 1 1 1 1 1 1 

TRS—Air Tran Airlines ........................................................ 1900 Arrival ..... 1 1 1 1 1 1 1 

TRS—Air Tran Airlines ........................................................ 1930 Departure 1 1 1 1 1 1 1 

UAL—United Airlines ........................................................... 0600 Departure 2 2 2 2 2 2 2 

UAL—United Airlines ........................................................... 0630 Arrival ..... 2 2 2 2 2 2 2 

mstockstill on PROD1PC66 with NOTICES

14564 Federal Register / Vol. 73, No. 53 / Tuesday, March 18, 2008 / Notices 

APPENDIX—OPERATING LIMITATIONS AT NEWARK LIBERTY INTERNATIONAL AIRPORT (EWR)—AUGUST 2008 PROPOSED AS

OF 3/12/2008—Continued 

[0600–2259 local hours only: 30 minute OA windows] 

Seller carrier Period 

(LT) Arr/Dep Sun Mon Tue Wed Thu Fri Sat 

UAL—United Airlines ........................................................... 0700 Departure 1 1 1 1 1 1 1 

UAL—United Airlines ........................................................... 0730 Departure 3 3 3 3 3 3 3 

UAL—United Airlines ........................................................... 0900 Arrival ..... 1 1 1 1 1 1 1 

UAL—United Airlines ........................................................... 0900 Departure 1 1 1 1 1 1 1 

UAL—United Airlines ........................................................... 0930 Arrival ..... 1 1 1 1 1 1 1 

UAL—United Airlines ........................................................... 1000 Departure 2 2 2 2 2 2 2 

UAL—United Airlines ........................................................... 1200 Arrival ..... 1 1 1 1 1 1 1 

UAL—United Airlines ........................................................... 1230 Departure 1 1 1 1 1 1 1 

UAL—United Airlines ........................................................... 1330 Arrival ..... 2 2 2 2 2 2 2 

UAL—United Airlines ........................................................... 1430 Departure 2 2 2 2 2 2 2 

UAL—United Airlines ........................................................... 1600 Arrival ..... 1 1 1 1 1 1 1 

UAL—United Airlines ........................................................... 1630 Arrival ..... 1 1 1 1 1 1 1 

UAL—United Airlines ........................................................... 1700 Departure 1 1 1 1 1 1 1 

UAL—United Airlines ........................................................... 1730 Arrival ..... 1 1 1 1 1 1 1 

UAL—United Airlines ........................................................... 1730 Departure 1 1 1 1 1 1 1 

UAL—United Airlines ........................................................... 1800 Arrival ..... 1 1 1 1 1 1 1 

UAL—United Airlines ........................................................... 1800 Departure 1 1 1 1 1 1 1 

UAL—United Airlines ........................................................... 1830 Arrival ..... 1 1 1 1 1 1 1 

UAL—United Airlines ........................................................... 1830 Departure 1 1 1 1 1 1 1 

UAL—United Airlines ........................................................... 1900 Arrival ..... 1 1 1 1 1 1 1 

UAL—United Airlines ........................................................... 1900 Departure 1 1 1 1 1 1 1 

UAL—United Airlines ........................................................... 2000 Departure 1 1 1 1 1 1 1 

UAL—United Airlines ........................................................... 2130 Arrival ..... 2 2 2 2 2 2 2 

UPS—UPS ........................................................................... 0600 Arrival ..... 0 0 0 0 0 1 1 

UPS—UPS ........................................................................... 0730 Arrival ..... 0 0 1 1 1 1 0 

UPS—UPS ........................................................................... 0730 Departure 0 1 0 0 0 0 0 

UPS—UPS ........................................................................... 0800 Departure 0 0 3 3 3 2 0 

UPS—UPS ........................................................................... 0830 Departure 0 0 1 1 1 1 1 

UPS—UPS ........................................................................... 0930 Arrival ..... 0 1 0 0 0 0 0 

UPS—UPS ........................................................................... 1000 Departure 0 0 0 0 0 0 1 

UPS—UPS ........................................................................... 1130 Departure 0 1 0 0 0 0 0 

UPS—UPS ........................................................................... 1700 Arrival ..... 0 0 0 0 0 0 1 

UPS—UPS ........................................................................... 1730 Arrival ..... 0 0 1 1 1 0 0 

UPS—UPS ........................................................................... 1800 Arrival ..... 1 0 0 0 0 0 0 

UPS—UPS ........................................................................... 1830 Arrival ..... 0 1 1 1 1 0 0 

UPS—UPS ........................................................................... 1930 Arrival ..... 0 0 1 1 1 0 0 

UPS—UPS ........................................................................... 2100 Arrival ..... 0 0 0 0 0 1 0 

UPS—UPS ........................................................................... 2200 Departure 0 1 1 1 1 1 0 

UPS—UPS ........................................................................... 2230 Departure 0 1 1 1 1 0 0 

USA—US Airways ............................................................... 0600 Departure 1 1 1 1 1 1 1 

USA—US Airways ............................................................... 0630 Departure 2 2 2 2 2 2 2 

USA—US Airways ............................................................... 0730 Arrival ..... 1 1 1 1 1 1 1 

USA—US Airways ............................................................... 0800 Departure 1 1 1 1 1 1 1 

USA—US Airways ............................................................... 0930 Arrival ..... 1 1 1 1 1 1 1 

USA—US Airways ............................................................... 1000 Arrival ..... 1 1 1 1 1 1 1 

USA—US Airways ............................................................... 1000 Departure 2 2 2 2 2 2 2 

USA—US Airways ............................................................... 1030 Departure 1 1 1 1 1 1 1 

USA—US Airways ............................................................... 1130 Arrival ..... 1 1 1 1 1 1 1 

USA—US Airways ............................................................... 1230 Departure 1 1 1 1 1 1 1 

USA—US Airways ............................................................... 1300 Arrival ..... 1 1 1 1 1 1 1 

USA—US Airways ............................................................... 1330 Arrival ..... 2 2 2 2 2 2 2 

USA—US Airways ............................................................... 1400 Arrival ..... 1 1 1 1 1 1 1 

USA—US Airways ............................................................... 1430 Departure 2 2 2 2 2 2 2 

USA—US Airways ............................................................... 1500 Departure 1 1 1 1 1 1 1 

USA—US Airways ............................................................... 1630 Departure 1 1 1 1 1 1 1 

USA—US Airways ............................................................... 1700 Arrival ..... 2 2 2 2 2 2 2 

USA—US Airways ............................................................... 1800 Arrival ..... 1 1 1 1 1 1 1 

USA—US Airways ............................................................... 1800 Departure 2 2 2 2 2 2 2 

USA—US Airways ............................................................... 1830 Departure 1 1 1 1 1 1 1 

USA—US Airways ............................................................... 1900 Arrival ..... 1 1 1 1 1 1 1 

USA—US Airways ............................................................... 2000 Arrival ..... 2 2 2 2 2 2 2 

USA—US Airways ............................................................... 2100 Departure 1 1 1 1 1 1 1 

USA—US Airways ............................................................... 2130 Arrival ..... 1 1 1 1 1 1 1 

VIR—Virgin Atlantic ............................................................. 0800 Departure 1 1 1 1 1 1 1 

VIR—Virgin Atlantic ............................................................. 1830 Arrival ..... 1 1 1 1 1 1 1 

mstockstill on PROD1PC66 with NOTICES

Federal Register / Vol. 73, No. 53 / Tuesday, March 18, 2008 / Notices 14565 

APPENDIX—OPERATING LIMITATIONS AT NEWARK LIBERTY INTERNATIONAL AIRPORT (EWR)—AUGUST 2008 PROPOSED AS

OF 3/12/2008—Continued 

[0600–2259 local hours only: 30 minute OA windows] 

Seller carrier Period 

(LT) Arr/Dep Sun Mon Tue Wed Thu Fri Sat 

VIR—Virgin Atlantic ............................................................. 2100 Arrival ..... 1 1 1 1 1 1 1 

VRD—Virgin America * ........................................................ 0630 Arrival ..... 1 1 1 1 1 1 1 

VRD—Virgin America * ........................................................ 0930 Departure 1 1 1 1 1 1 1 

VRD—Virgin America * ........................................................ 1000 Arrival ..... 1 1 1 1 1 1 1 

VRD—Virgin America * ........................................................ 1030 Departure 1 1 1 1 1 1 1 

VRD—Virgin America * ........................................................ 1100 Arrival ..... 1 1 1 1 1 1 1 

VRD—Virgin America * ........................................................ 1130 Departure 1 1 1 1 1 1 1 

WJA—WestJet ..................................................................... 1630 Arrival ..... 1 1 1 1 1 1 1 

WJA—WestJet ..................................................................... 1800 Departure 1 1 1 1 1 1 1 

* Pending. 

[FR Doc. 08–1037 Filed 3–12–08; 4:55 pm] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Motor Carrier Safety 

Administration 

Sunshine Act Meetings; Unified Carrier 

Registration Plan Board of Directors 

AGENCY: Federal Motor Carrier Safety 

Administration (FMCSA), DOT. 

TIME AND DATE: April 10, 2008, 11 a.m. 

to 2 p.m., Eastern Daylight Time. 

PLACE: This meeting will take place 

telephonically. Any interested person 

may call Mr. Avelino Gutierrez at (505) 

827–4565 to receive the toll free 

numbers and pass codes needed to 

participate in these meetings by 

telephone. 

STATUS: Open to the public. 

MATTERS TO BE CONSIDERED: The Unified 

Carrier Registration Plan Board of 

Directors (the Board) will continue its 

work in developing and implementing 

the Unified Carrier Registration Plan 

and Agreement and to that end, may 

consider matters properly before the 

Board. 

FOR FURTHER INFORMATION CONTACT: Mr. 

Avelino Gutierrez, Chair, Unified 

Carrier Registration Board of Directors at 

(505) 827–4565. 

Dated: March 12, 2008. 

William A. Quade, 

Associate Administrator for Enforcement and 

Program Delivery. 

[FR Doc. 08–1054 Filed 3–14–08; 2:25 pm] 

BILLING CODE 4910–EX–P 

DEPARTMENT OF TRANSPORTATION 

Federal Railroad Administration 

Notice of Application for Approval of 

Discontinuance or Modification of a 

Railroad Signal System or Relief from 

the Requirements of Title 49 Code of 

Federal Regulations Part 236 

Pursuant to Title 49 Code of Federal 

Regulations (CFR) Part 235 and 49 

U.S.C. 20502(a), the following railroad 

has petitioned the Federal Railroad 

Administration (FRA) seeking approval 

for the discontinuance or modification 

of the signal system or relief from the 

requirements of 49 CFR Part 236, as 

detailed below. 

[Docket Number FRA–2008–0010] 

Applicant: Northwestern Pacific 

Railroad Company, Mr. John H. 

Williams, President, 385 Sherman 

Avenue, Suite 1, Palo Alto, California 

94306–1840. 

The Northwestern Pacific Railroad 

Company (NWP) seeks approval of the 

proposed discontinuance and removal 

of the interlocking signal systems on 

three drawbridges that are located 

between a point near Lombard, 

California, at Milepost (MP) 63.4 and a 

point near Petaluma, California, at MP 

38.5 on the NWP’s Russian River 

Division at the following three 

locations: Brazos Drawbridge, MP 64.7; 

Black Point Drawbridge, MP 28.7; and 

Haystack Landing Drawbridge, MP 37.2. 

The reason given for the proposed 

changes is that the three interlocking 

signal systems have not been in service 

for the last seven years and have fallen 

into disrepair. The signal systems do not 

presently comply with FRA 

requirements for these types of systems. 

Any interested party desiring to 

protest the granting of an application 

shall set forth specifically the grounds 

upon which the protest is made, and 

include a concise statement of the 

interest of the party in the proceeding. 

Additionally, one copy of the protest 

shall be furnished to the applicant at the 

address listed above. 

FRA expects to be able to determine 

these matters without an oral hearing. 

However, if a specific request for an oral 

hearing is accompanied by a showing 

that the party is unable to adequately 

present his or her position by written 

statements, an application may be set 

for public hearing. 

All communications concerning this 

proceeding should be identified by 

Docket Number FRA–2008–0010 and 

may be submitted by one of the 

following methods: 

Web site: http://www.regulations.gov. 

Follow the instructions for submitting 

comments on the DOT electronic site; 

Fax: 202–493–2251; 

Mail: Docket Management Facility, 

U.S. Department of Transportation, 1200 

New Jersey Avenue SE., West Building 

Ground Floor, Room W12–140, 

Washington, DC 20590; or 

Hand Delivery: Room W12–140 of the 

U.S. Department of Transportation West 

Building Ground Floor, 1200 New Jersey 

Avenue, SE., Washington, DC, between 

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

Friday, except Federal holidays. 

Communications received within 45 

days of the date of this notice will be 

considered by FRA before final action is 

taken. Comments received after that 

date will be considered as far as 

practicable. All written communications 

concerning these proceedings are 

available for examination during regular 

business hours (9 a.m.—5 p.m.) at the 

above facility. All documents in the 

public docket are also available for 

inspection and copying on the Internet 

at the docket facility’s Web site at http:// 

www.regulations.gov. 

FRA wishes to inform all potential 

commenters that anyone is able to 

mstockstill on PROD1PC66 with NOTICES