Federal Register / Vol. 61, No. 112 / Monday, June 10, 1996 / Rules and Regulations 29279

U.S. operators is estimated to be

$1,027,000, or $10,270 per airplane.

The FAA estimates that it would take

approximately 4.5 work hours per

airplane to accomplish the required

inspection (that is required for certain

airplanes), and that the average labor

rate is $60 per work hour. Based on

these figures, the cost impact of the

required inspection on U.S. operators is

estimated to be $270 per airplane.

The cost impact figures discussed

above are based on assumptions that no

operator has yet accomplished any of

the requirements of this AD action, and

that no operator would accomplish

those actions in the future if this AD

were not adopted. However, the FAA

has been advised that the required

installation already has been

accomplished on at least 8 affected

airplanes; therefore, the future cost

impact of this AD is reduced by at least

$82,160.

Regulatory Impact

The regulations adopted herein will

not have substantial direct effects on the

States, on the relationship between the

national government and the States, or

on the distribution of power and

responsibilities among the various

levels of government. Therefore, in

accordance with Executive Order 12612,

it is determined that this final rule does

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

For the reasons discussed above, I

certify that this action (1) is not a

‘‘significant regulatory action’’ under

Executive Order 12866; (2) is not a

‘‘significant rule’’ under DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979); and (3)

will not have a significant economic

impact, positive or negative, on a

substantial number of small entities

under the criteria of the Regulatory

Flexibility Act. A final evaluation has

been prepared for this action and it is

contained in the Rules Docket. A copy

of it may be obtained from the Rules

Docket at the location provided under

the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Incorporation by reference,

Safety.

Adoption of the Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration amends part 39 of the

Federal Aviation Regulations (14 CFR

part 39) as follows:

PART 39—AIRWORTHINESS

DIRECTIVES

1. The authority citation for part 39

continues to read as follows:

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

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

96–12–19 Fokker: Amendment 39–9662.

Docket 95–NM–164–AD.

Applicability: Model F28 Mark 0100 series

airplanes; as listed in Fokker Service Bulletin

SBF100–52–050, Revision 1, dated

September 14, 1994; certificated in any

category.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been

modified, altered, or repaired in the area

subject to the requirements of this AD. For

airplanes that have been modified, altered, or

repaired so that the performance of the

requirements of this AD is affected, the

owner/operator must request approval for an

alternative method of compliance in

accordance with paragraph (c) of this AD.

The request should include an assessment of

the effect of the modification, alteration, or

repair on the unsafe condition addressed by

this AD; and, if the unsafe condition has not

been eliminated, the request should include

specific proposed actions to address it.

Compliance: Required as indicated, unless

accomplished previously.

To prevent reduced structural integrity of

the frame of the large cargo door, which may

lead to the cargo door(s) opening while the

airplane is in flight, accomplish the

following:

(a) Prior to the accumulation of 11,000 total

flight cycles, or within 1,200 flight cycles

after the effective date of this AD, whichever

occurs later, install two reinforcement plates

under each hook latch fitting on the frame of

each large cargo door, in accordance with the

Accomplishment Instructions of Fokker

Service Bulletin SBF100–52–050, Revision 1,

dated September 14, 1994.

(b) For airplanes that have accumulated

11,000 or more total flight cycles at the time

of compliance with paragraph (a) of this AD:

Concurrent with the accomplishment of the

requirements of paragraph (a) of this AD,

perform an inspection to detect cracking in

the area around each hook latch fitting on the

frame of each large cargo door, in accordance

with a method approved by the Manager,

Standardization Branch, ANM–113, FAA,

Transport Airplane Directorate.

(1) If no cracking is detected, no further

action is required by this paragraph.

(2) If any cracking is detected, prior to

completing the requirements of paragraph (a)

of this AD, repair in accordance with a

method approved by the Manager,

Standardization Branch, ANM–113.

(c) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager,

Standardization Branch, ANM–113.

Operators shall submit their requests through

an appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, Standardization

Branch, ANM–113.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Standardization Branch,

ANM–113.

(d) Special flight permits may be issued in

accordance with sections 21.197 and 21.199

of the Federal Aviation Regulations (14 CFR

21.197 and 21.199) to operate the airplane to

a location where the requirements of this AD

can be accomplished.

(e) The installation shall be done in

accordance with Fokker Service Bulletin

SBF100–52–050, Revision 1, dated

September 14, 1994. This incorporation by

reference was approved by the Director of the

Federal Register in accordance with 5 U.S.C.

552(a) and 1 CFR part 51. Copies may be

obtained from Fokker Aircraft USA, Inc.,

1199 North Fairfax Street, Alexandria,

Virginia 22314. Copies may be inspected at

the FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington; or at the Office of the Federal

Register, 800 North Capitol Street, NW., suite

700, Washington, DC.

(f) This amendment becomes effective on

July 15, 1996.

Issued in Renton, Washington, on June 3,

1996.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 96–14382 Filed 6–7–96; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 95–NM–10–AD; Amendment

39–9663; AD 96–12–20]

RIN 2120–AA64

Airworthiness Directives; Lockheed

Model 382, 382B, 382E, 382F, and 382G

Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD),

applicable to certain Lockheed Model

382, 382B, 382E, 382F, and 382G series

airplanes, that currently requires visual

inspections to detect loose, missing, or

deformed fasteners in the upper truss

mounts of certain engines, inspections

to detect cracking in the associated

tangs, and replacement of damaged

parts. This amendment adds a

requirement for repetitive ultrasonic

inspections to detect cracking of the

upper tangs and replacement of cracked

parts. This amendment also provides for

an optional terminating action for the
29280 Federal Register / Vol. 61, No. 112 / Monday, June 10, 1996 / Rules and Regulations

repetitive inspections, and revises the

applicability of the rule to specify

groupings of airplanes. This amendment

is prompted by reports indicating that

fatigue cracking of the tangs of the

upper truss mount has been detected.

The actions specified by this AD are

intended to prevent multiple failures of

the upper truss mounts due to problems

associated with fatigue cracking, which

could adversely affect the integrity of

the engine mount structure.

DATES: Effective July 15, 1996.

The incorporation by reference of

Hercules Service Bulletin 382–71–20,

dated March 18, 1994, as listed in the

regulations, is approved by the Director

of the Federal Register as of July 15,

1996.

The incorporation by reference of

Lockheed Alert Service Bulletin A382–

71–19/A82–687, dated December 23,

1993, as listed in the regulations, was

approved previously by the Director of

the Federal Register as of February 18,

1994 (59 FR 5078, February 3, 1994).

ADDRESSES: The service information

referenced in this AD may be obtained

from Lockheed Aeronautical Systems

Support Company, Field Support

Department, Dept. 693, Zone 0755, 2251

Lake Park Drive, Smyrna, Georgia

30080. This information may be

examined at the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, Rules Docket,

1601 Lind Avenue, SW., Renton,

Washington; or at the FAA, Small

Airplane Directorate, Atlanta Aircraft

Certification Office, Campus Building,

Suite 2–160, 1701 Columbia Avenue,

College Park, Georgia; or at the Office of

the Federal Register, 800 North Capitol

Street, NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Thomas Peters, Aerospace Engineer,

ACE–116A, Flight Test Branch, FAA,

Small Airplane Directorate; Atlanta

Aircraft Certification Office, Campus

Building, Suite 2–160, 1701 Columbia

Avenue, College Park, Georgia 30337–

2748; telephone (404) 305–7367; fax

(404) 305–7348.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39)

by superseding AD 94–03–03,

amendment 39–8809 (59 FR 5078,

February 3, 1994), which is applicable

to certain Lockheed Model 382, 382B,

382E, 382F, and 382G series airplanes,

was published in the Federal Register

on May 16, 1995 (60 FR 26005). That

action proposed to supersede AD 94–

03–03 to continue to require visual

inspections to detect loose, missing, or

deformed fasteners in the upper truss

mounts of certain engines, inspections

to detect cracking in the associated

tangs, and replacement of damaged

parts with new parts. The action also

proposed to add a requirement for

repetitive ultrasonic inspections to

detect cracking of the upper tangs and

replacement of cracked parts with

certain new or serviceable parts. That

action also proposed to provide for an

optional terminating action for the

repetitive inspections. Additionally,

that action proposed to revise the

applicability of the existing rule to

specify appropriate groupings of

airplanes subject to the rule.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comments received from the sole

commenter.

Request to Revise Replacement

Requirements for Cracked Upper Tang

The commenter, the manufacturer,

requests that paragraph (a)(2) of the

proposed rule be revised to change the

replacement requirements for the upper

tang to specify that, if cracking is found,

the operator must replace the truss

mount, not the upper tang. The

commenter notes that the upper tang is

an integral part of the truss mount and

it cannot be replaced unless the truss

mount itself is replaced.

The FAA concurs. The manufacturer

has confirmed that it is impossible to

replace the upper tang without

replacing the truss mount. From this,

the FAA assumes that operators

complying with AD 94–03–03 (which

contained the requirement to replace the

upper tang) would have replaced the

truss mount, and not just the upper

tang, if replacement was necessary in

accordance with paragraph (a)(2) of that

AD. In consideration of these factors,

the FAA has revised paragraph (a)(2) of

this final rule to clarify that the truss

mount must be replaced if cracking is

found in the upper tang.

Request to Prohibit Installation of

Previously Used Truss Mounts

The commenter further requests that

references to replacement with a

‘‘serviceable’’ truss mount assembly be

deleted from the proposal. The

commenter states that previously-used

truss mounts would have existing

fastener holes and, therefore, could not

be used as a replacement part, since

they would not be able to be installed

physically on the airplane.

The FAA concurs. Since a previouslyused truss mount cannot be installed on

an airplane because of the existing

fastener holes, the FAA has deleted this

language from paragraphs (a) and (d) of

the final rule.

Request to Revise Reference to

Structural Repair Manual

The commenter also requests that

paragraphs (d)(1) and (d)(2) of the

proposed rule, which require

replacement of the truss mount

assembly, be revised to refer to the

Structural Repair Manual, ‘‘Document

SMP * * *,’’ rather than ‘‘Document

SRM * * *’’ The commenter states that

instructions for replacing the truss

mounts are described in Document

SMP.

The FAA acknowledges that the

commenter is correct, and has revised

this reference in this final rule.

Additionally, the FAA has corrected the

number of that particular document to

read ‘‘SMP 583’’

Request to Delete Prohibition of Future

Installation of Certain Truss Mounts

The commenter requests that

paragraph (e) of the proposed rule be

deleted. That paragraph would prohibit

the installation of certain part-numbered

outboard and inboard engine truss

mounts on any airplane unless the truss

mount had been inspected in

accordance with the SRM. That

paragraph is meant to preclude the

possibility of those truss mounts being

entered into service without having the

necessary inspection performed.

However, the commenter points out

three considerations to support its

request to delete the proposed

requirement:

1. First, the intent of the inspection

required by the AD is to detect fatigue

damage that is associated with the

fastener holes in the truss mounts.

2. Second, a truss mount does not

have fastener holes in it until it is

installed on the airplane; therefore, a

new truss mount would not need to be

inspected for fatigue damage, since it

would not have accumulated enough

time for such damage to occur.

3. Third, if the final rule does not

permit the installation of used

(‘‘serviceable’’) truss mounts, then only

new truss mounts—on which fatigue

would not be a problem—would be

permitted to be installed.

For the reasons specified by the

commenter, and in light of the

previously discussed changes made to

this final rule, the FAA concurs that

proposed paragraph (e) is unnecessary.

The FAA has deleted it from the final

rule.

Conclusion

After careful review of the available

data, including the comments noted
Federal Register / Vol. 61, No. 112 / Monday, June 10, 1996 / Rules and Regulations 29281

above, the FAA has determined that air

safety and the public interest require the

adoption of the rule with the changes

previously described. The FAA has

determined that these changes will

neither increase the economic burden

on any operator nor increase the scope

of the AD.

Cost Impact

There are approximately 112

Lockheed Model 382, 382B, 382E, 382F,

and 382G series airplanes of the affected

design in the worldwide fleet. The FAA

estimates that 18 airplanes of U.S.

registry will be affected by this AD.

Accomplishment of the visual

inspections that were required by AD

94–03–03 and retained in this AD, take

approximately 10 work hours per

airplane, at an average labor rate of $60

per work hour. Based on these figures,

the total cost impact of those

inspections on U.S. operators is

estimated to be $10,800, or $600 per

airplane, per inspection cycle.

Accomplishment of the ultrasonic

inspections that are added by this new

AD will take approximately 6 work

hours per airplane, at an average labor

rate of $60 per work hour. Based on

these figures, the total cost impact of the

inspections on U.S. operators is

estimated to be $6,480, or $360 per

airplane, per inspection cycle.

The cost impact figures discussed

above are based on assumptions that no

operator has yet accomplished any of

the requirements of this AD action, and

that no operator would accomplish

those actions in the future if this AD

were not adopted. However, it is

reasonable to assume that operators

currently subject to the requirements of

AD 94–03–03 have already

implemented the repetitive visual

inspections required by that AD.

Should an operator elect to

accomplish the optional terminating

action that is provided by this AD

action, it would take approximately 60

work hours per airplane to accomplish

it, at an average labor rate of $60 per

work hour. The cost of required parts

would be approximately $17,000 per

airplane. Based on these figures, the cost

impact of the optional terminating

action would be $20,600 per airplane.

Regulatory Impact

The regulations adopted herein will

not have substantial direct effects on the

States, on the relationship between the

national government and the States, or

on the distribution of power and

responsibilities among the various

levels of government. Therefore, in

accordance with Executive Order 12612,

it is determined that this final rule does

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

For the reasons discussed above, I

certify that this action (1) is not a

‘‘significant regulatory action’’ under

Executive Order 12866; (2) is not a

‘‘significant rule’’ under DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979); and (3)

will not have a significant economic

impact, positive or negative, on a

substantial number of small entities

under the criteria of the Regulatory

Flexibility Act. A final evaluation has

been prepared for this action and it is

contained in the Rules Docket. A copy

of it may be obtained from the Rules

Docket at the location provided under

the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Incorporation by reference,

Safety.

Adoption of the Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration amends part 39 of the

Federal Aviation Regulations (14 CFR

part 39) as follows:

PART 39—AIRWORTHINESS

DIRECTIVES

1. The authority citation for part 39

continues to read as follows:

Authority: 49 USC 106(g), 40113, 44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

removing amendment 39–8809 (59 FR

5078, February 3, 1994), and by adding

a new airworthiness directive (AD),

amendment 39–9663, to read as follows:

96–12–20 Lockheed Aeronautical Systems

Company: Amendment 39–9663. Docket

95–NM–10–AD. Supersedes AD 94–03–

03, amendment 39–8809.

Applicability: Model 382, 382B, 382E,

382F, and 382G series airplanes having serial

numbers 3946 through 4512 inclusive, on

which the outer wings have been replaced in

accordance with Manufacturing End Product

(MEP) 12R/13R or MEP 9T/10T; and Model

382E and Model 382G serial airplanes having

serial numbers 4561 through 5225 inclusive;

certificated in any category.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been

otherwise modified, altered, or repaired in

the area subject to the requirements of this

AD. For airplanes that have been modified,

altered, or repaired so that the performance

of the requirements of this AD is affected, the

owner/operator must request approval for an

alternative method of compliance in

accordance with paragraph (e) of this AD.

The request should include an assessment of

the effect of the modification, alteration, or

repair on the unsafe condition addressed by

this AD; and, if the unsafe condition has not

been eliminated, the request should include

specific proposed actions to address it.

Compliance: Required as indicated, unless

accomplished previously.

To prevent multiple failures of the upper

truss mounts, which could adversely affect

the integrity of the engine mount structure,

accomplish the following:

(a) Prior to the accumulation of 15,000 total

hours time-in-service since wing replacement

(for Model 382, 382B, 382E, and 382F series

airplanes on which the outer wings have

been replaced in accordance with MEP 12R/

13R or MEP 9T/10T); or prior to the

accumulation of 15,000 total hours time-inservice (for Model 382G series airplanes); or

within 30 days after February 18, 1994 (the

effective date of AD 94–03–03, amendment

39–8809), whichever occurs later:

Accomplish the requirements of paragraphs

(a)(1) and (a)(2) of this AD. Repeat the

specified inspections thereafter at intervals

not to exceed 300 hours time-in-service or

100 landings, whichever occurs later, until

the requirements of paragraph (b) of this AD

are accomplished.

(1) Perform a general visual inspection to

detect loose, missing, or deformed fasteners

on the inboard and outboard upper truss

mounts of the No. 1 and No. 4 (left and right

outboard) engines, in accordance with

Lockheed Alert Service Bulletin A382–71–

19/A82–687, dated December 23, 1993. If any

loose, missing, or deformed fastener is found,

prior to further flight, replace it in

accordance with Hercules Structural Repair

Manual (SRM), Document Number SMP 583.

(2) Perform a general visual inspection to

detect cracking of the truss mount upper

tangs of the No. 1 and No. 4 engine truss

mounts in accordance with Lockheed Alert

Service Bulletin A382–71–19/A82–687,

dated December 23, 1993. If cracking is

detected in any truss mount upper tang, prior

to further flight, replace it with a new engine

truss mount in accordance with Hercules

SRM, Document Number SMP 583, or in

accordance with a method approved by the

Manager, Atlanta Aircraft Certification Office

(ACO), FAA, Small Airplane Directorate.

(b) Perform an ultrasonic inspection to

detect cracking of the upper tangs of the No.

1 outboard and the No. 4 inboard engine

truss mounts, in accordance with Hercules

Service Bulletin 382–71–20, dated March 18,

1994, at the time specified in paragraph (b)(1)

or (b)(2) of this AD, as applicable.

Accomplishment of this inspection

terminates the inspections required by

paragraph (a) of this AD.

(1) For Model 382, 382B, 382E, 382F, and

382G series airplanes on which the outer

wings have been replaced in accordance with

MEP 12R/13R or MEP 9T/10T: Accomplish

the inspection at the earlier of the times

specified in paragraphs (b)(1)(i) and (b)(1)(ii)

of this AD.

(i) Prior to the accumulation of 15,000 total

hours time-in-service since replacement of

the outer wings, or within 90 days after the

effective date of this AD, whichever occurs

later. Or
29282 Federal Register / Vol. 61, No. 112 / Monday, June 10, 1996 / Rules and Regulations

(ii) Within 300 hours time-in-service or 100

landings, whichever occurs later, following

the immediately preceding visual inspection

accomplished in accordance with paragraph

(a) of this AD.

(2) For Model 382E and 382G series

airplanes having serial number 4561 through

5225 inclusive, other than those identified in

paragraph (b)(1) of this AD: Accomplish the

inspection at the earlier of the times specified

in paragraphs (b)(2)(i) and (b)(2)(ii) of this

AD.

(i) Prior to the accumulation of 15,000 total

hours time-in-service, or within 90 days after

the effective date of this AD, whichever

occurs later. Or

(ii) Within 300 hours time-in-service or 100

landings, whichever occurs later, following

the immediately preceding visual inspection

accomplished in accordance with paragraph

(a) of this AD.

(c) If no cracking is detected during the

inspection required by paragraph (b) of this

AD, repeat the inspection thereafter at

intervals not to exceed 5,200 hours time-inservice.

(d) If any cracking is detected during the

inspection required by paragraph (b) of this

AD: Prior to further flight, accomplish the

requirements of either paragraph (d)(1) or

(d)(2) of this AD.

(1) Replace the truss mount assembly with

a new assembly having part number 360013–

15, –19, or –23 (for the outboard truss mounts

of the No. 1 engine), or part number 360017–

15, –19, or –23 (for the inboard truss mounts

of the No. 4 engine), as applicable, in

accordance with Hercules Structural Repair

Manual (SRM), Document Number SMP 583.

Prior to the accumulation of 15,000 hours

time-in-service after installation of the engine

truss mount assembly, perform an ultrasonic

inspection as specified in paragraph (b) of

this AD. Repeat that inspection thereafter at

intervals not to exceed 5,200 hours time-inservice. Or

(2) Replace the truss mount assembly with

part number 360013–31 or subsequent (for

the truss mounts in the No. 1 outboard

engine), or part number 360017–31 or

subsequent (for the truss mounts of the No.

4 inboard engine), as applicable, in

accordance with SMP 583. Such replacement

constitutes terminating action for the

requirements of this AD.

(e) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager, Atlanta

ACO. Operators shall submit their requests

through an appropriate FAA Principal

Maintenance Inspector, who may add

comments and then send it to the Manager,

Atlanta ACO.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Manager, Atlanta ACO.

(f) Special flight permits may be issued in

accordance with sections 21.197 and 21.199

of the Federal Aviation Regulations (14 CFR

21.197 and 21.199) to operate the airplane to

a location where the requirements of this AD

can be accomplished.

(g) The ultrasonic inspection shall be done

in accordance with Hercules Service Bulletin

382–71–20, dated March 18, 1994. This

incorporation by reference was approved by

the Director of the Federal Register in

accordance with 5 U.S.C. 552(a) and 1 CFR

part 51. The general visual inspections shall

be done in accordance with Lockheed Alert

Service Bulletin A382–71–19/A82–687,

dated December 23, 1993. The incorporation

by reference of this document was approved

previously by the Director of the Federal

Register, in accordance with 5 U.S.C. 552(a)

and 1 CFR part 51, as of February 18, 1994

(59 FR 5078, February 3, 1994). Copies may

be obtained from Lockheed Aeronautical

Systems Support Company, Field Support

Department, Dept. 693, Zone 0755, 2251 Lake

Park Drive, Smyrna, Georgia 30080. Copies

may be inspected at the FAA, Transport

Airplane Directorate, 1601 Lind Avenue,

SW., Renton, Washington; or at the FAA,

Small Airplane Directorate, Atlanta Aircraft

Certification Office, Campus Building, Suite

2–160, 1701 Columbia Avenue, College Park,

Georgia; or at the Office of the Federal

Register, 800 North Capitol Street, NW., suite

700, Washington, DC.

(h) This amendment becomes effective on

July 15, 1996.

Issued in Renton, Washington, on June 3,

1996.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 96–14383 Filed 6–7–96; 8:45 am]

BILLING CODE 4910–13–U

Office of the Secretary

14 CFR Part 302

[Docket No. OST–96–1436]

RIN 2105–AC26

Revised Filing Procedures for the OST

Docket

AGENCY: Office of the Secretary (OST),

DOT.

ACTION: Final rule.

SUMMARY: The Office of the Secretary

(OST) is revising its document filing

requirements to reduce the number of

copies filed and to conform to, and

facilitate the scanning of documents

into, its new electronic docket system.

DOT is consolidating its nine separate

docket facilities and converting from a

paper-based system to an optical

‘‘imaging’’ system for more efficient

storage, management, and retrieval of

docketed information. These filing

requirement changes will assist the new

Docket Management Facility in

completing its transition to the

electronic docket system.

EFFECTIVE DATE: This rule is effective

July 10, 1996.

ADDRESSES: The new Docket

Management Facility is located on the

Plaza Level of the Nassif Building at the

U.S. Department of Transportation,

Room PL–401, 400 Seventh Street, SW.,

Washington, DC 20590–0001.

FOR FURTHER INFORMATION CONTACT:

Paulette Twine, Chief, Documentary

Services Division, U.S. Department of

Transportation, 400 Seventh Street,

SW., Washington, DC 20590–0001,

Telephone: (202) 366–9329.

SUPPLEMENTARY INFORMATION: The

Secretary of Transportation has directed

that the Office of the Secretary (OST)

and eight of the DOT operating

administrations consolidate their

separate paper-based docket facilities

into a single, central facility and convert

to an electronic image-based system.

These changes will enable the

Department to provide better service

and access to the public and to

government users.

The Department plans to consolidate

the docket facilities of the other DOT

agencies sequentially into the new,

centralized Docket Management Facility

and to expand the capacity of the

system as necessary to accommodate

each DOT agency. The OST and Federal

Transit Administration (FTA) docket

facilities have already relocated to the

new Docket Management Facility. The

consolidation will eliminate

duplication, improve records

management, enhance docket security,

and provide easier public access by

creating a single point of entry.

The Department’s phased transition

from a paper-based docket system to

storage of docket records in an

electronic format will eliminate paper

storage problems, provide users with

quicker access to docketed information

and more sophisticated search

capabilities, and, eventually, provide

more efficient electronic transmission of

information to and from the Docket

Management Facility. To meet the legal

requirements that DOT maintain a

record of all materials submitted to the

dockets and produce certified true

copies of docketed information, the

docket staff is scanning documents (for

OST and FTA at this time) and storing

them as images on optical disks.

Read-only optical disks are permanent

and unalterable, assuring 100 percent

accuracy of the records. Each document

page is a separate record in the system

and will have its own unique

identifying number. The system

software relates the separate 20 records

of a 20-page document to each other in

sequence and gives the document an

address reachable through the indexing

system. The optical disk system allows

more efficient storage and management

of docketed information, because a

single disk can store hundreds of