Federal Register / Vol. 82, No. 195 / Wednesday, October 11, 2017 / Notices 47289 

a foreseeable need for additional 

capacity at PHL, the airport sponsor, the 

City of Philadelphia, has elected to 

postpone several of the major 

components of CEP, including 

construction of the new southern 

runway and the extension of Runway 8/ 

26. In support of this decision, the FAA 

is suspending the ROD for the PHL CEP. 

Projects currently underway will 

continue to completion. As 

circumstances change and new projects 

are proposed, environmental analyses 

for those projects will be conducted in 

accordance with the National 

Environmental Policy Act (NEPA). 

DATES: Applicable upon publication in 

the Federal Register. 

FOR FURTHER INFORMATION CONTACT: 

Susan L. McDonald, Environmental 

Protection Specialist, Federal Aviation 

Administration, Harrisburg Airports 

District Office, 3905 Hartzdale Drive, 

Suite 508, Harrisburg, PA 17011. 

SUPPLEMENTARY INFORMATION: In 2003, 

the City of Philadelphia, the airport 

sponsor, who owns and operates PHL, 

asked FAA to consider ways to 

accommodate existing and forecasted 

aviation demands. PHL was one of the 

airports contributing to delays 

throughout the national airspace system, 

with delays approaching 20 minutes per 

average annual operation. Operations 

(aircraft takeoffs and landings) at PHL 

were increasing and forecasted to reach 

555,112 in 2016 and 699,799 in 2025. 

Delays at PHL were attributed to airfield 

configuration deficiencies and 

operational constraints; particularly in 

poor weather conditions. The purpose 

of the CEP was to enhance airport 

capacity in order to accommodate 

current and future aviation demand in 

the Philadelphia Metropolitan Area 

during all weather conditions. The FAA 

signed the ROD for the CEP on 

December 30, 2010. 

The CEP was designed to provide PHL 

with five runways connected by a 

redesigned and more efficient taxiway 

system. Under CEP, Runway 17/35 

would remain as a 6,500-foot-long 

crosswind runway. Runway 8/26 would 

be extended 2,000 feet to the east, for a 

total length of 7,000 feet with an 

Engineered Materials Arresting System 

(EMAS) constructed at the east end of 

the runway. Runway 9L/27R would 

remain at its current length (9,500 feet) 

and location. Runway 9R/27L would be 

extended to the east by 1,500 feet, to a 

total length of 12,000 feet, and would be 

renamed Runway 9C/27C. A new 9,103- 

foot-long runway, Runway 9R/27L, 

would be constructed 1,600 feet south of 

Runway 9C/27C (existing 9R/27L). All 

existing navigational aids would be 

relocated as necessary, or new 

navigational aids installed as required to 

meet the approach criteria for the 

particular runway end. The CEP 

included upgrades and reconfigurations 

to the existing terminal complex, and 

the addition of a new commuter 

terminal east of Runway 17/35. An 

automated people mover (APM) was to 

be constructed to transport passengers 

between terminals and parking 

facilities. The CEP would also have 

required the relocation or expansion of 

many of the other airport facilities, 

including cargo, general aviation 

(corporate), maintenance, fuel, training 

facilities, and deicing facilities. The 

FAA’s Air Traffic Control Tower (ATCT) 

was also to be relocated. In order to 

accommodate the CEP, several offairport facilities and properties needed 

to be acquired or, in some cases, 

relocated. 

The City of Philadelphia has actively 

worked to implement the various 

components of the CEP since 2010. To 

date, the City has acquired several 

parcels of land, constructed taxiway 

improvements, and begun work on 

extending Runway 9R/27L. During this 

period, changes in both the aviation 

industry and aviation activity have 

resulted in reductions in the number of 

operations at PHL. Although 

enplanements at PHL have remained 

steady, the number of aircraft takeoffs 

and landings has decreased. In 2016, 

annual operations at PHL were 394,022; 

nearly 30 percent lower than forecasted. 

This decrease in operations is attributed 

to airlines using larger planes that can 

seat more passengers, general aviation 

activity shifting to other regional 

airports, and consolidations within the 

airline industry, such as the merger of 

US Airways and American Airlines. 

This unforeseen drop in operations has 

resulted in the airport sponsor 

realigning its capital improvement 

program to address more immediate 

needs at the airport, and indefinitely 

deferring the construction of the 

southern runway and the Runway 8/26 

extension. For these reasons, 

implementation of the ROD for the PHL 

CEP is being suspended. Projects 

currently underway at PHL will 

continue to completion. As 

circumstances change and new projects 

are proposed, environmental analyses 

for the projects will be conducted in 

accordance with NEPA. 

FOR FURTHER INFORMATION CONTACT: 

Susan McDonald, Environmental 

Protection Specialist, Federal Aviation 

Administration, Harrisburg Airports 

District Office, 3905 Hartzdale Drive, 

Suite 508, Camp Hill, PA 17011, 

Telephone (717) 730–2841. 

Issued in Camp Hill, Pennsylvania, 

October 3, 2017. 

Lori Pagnanelli, 

Manager, Harrisburg Airports District Office. 

[FR Doc. 2017–21880 Filed 10–10–17; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

[Docket No.: FAA–2017–0975] 

RIN 2120–0768 

Request for Emergency Processing of 

Collection of Information by the Office 

of Management and Budget; 

Emergency Clearance To Revise 

Information Collection 2120–0768, Part 

107 Authorizations and Waivers 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Notice of Agency request for 

OMB emergency information collection 

processing and request for comments. 

SUMMARY: FAA hereby gives notice it is 

submitting the following Information 

Collection request (ICR) to the Office of 

Management and Budget (OMB) for 

Emergency processing under the 

Paperwork Reduction Act of 1995 (PRA) 

and its implementing regulations. FAA 

requests that OMB authorize the 

proposed collection of information 

identified below on, or before October 

16, 2017, for a period of 180 days. 

ADDRESSES: A copy of this individual 

information collection request (ICR), 

with applicable supporting 

documentation, may be obtained by 

calling FAA’s unmanned aircraft 

systems (UAS) Low Altitude 

Authorization and Notification 

Capability (LAANC) Program Manager: 

Casey Nair (tel. (202) 267–0369) or via 

email at Casey.Nair@faa.gov. Comments 

regarding these information collection 

requirements should include the title 

and OMB control number listed below 

and should be sent directly to the Office 

of Information and Regulatory Affairs, 

Office of Management and Budget, 725 

Seventeenth Street NW., Washington, 

DC 20503, Attention: FAA Desk Officer. 

Comments may also be sent via email to 

OMB at oira_submissions@omb.eop.gov. 

FOR FURTHER INFORMATION CONTACT: 

Casey Nair, FAA’s unmanned aircraft 

systems (UAS) Low Altitude 

Authorization and Notification 

Capability (LAANC) Program Manager, 

tel. (202) 267–0369 or via email at 

Casey.Nair@faa.gov. 


asabaliauskas on DSKBBXCHB2PROD with NOTICES
47290 Federal Register / Vol. 82, No. 195 / Wednesday, October 11, 2017 / Notices 

SUPPLEMENTARY INFORMATION: 

Title: The FAA Seeks Emergency 

Clearance to Revise its Existing 

Information Collection 2120–0768, Part 

107 Authorizations and Waivers under 

14 CFR part 107. 

OMB Control Number: 2120–0768. 

Form Number(s): N/A. 

Affected Public: Businesses and Small 

UAS operators under 14 CFR part 107. 

Frequency of Submission: One 

submission per operation. 

Respondent Universe: small UAS 

operators under 14 CFR part 107. 

Reporting Burden: 

Total Estimated Responses: 124,000 

authorization requests 2017 with a 35% 

increase per year every year after. 

Total Estimated Annual Burden: The 

FAA estimates that using the LAANC 

based method for authorizations will 

require five minutes per transaction. 

Therefore, the FAA estimates the total 

time burden using LAANC to be 

approximately 10,400 hours for 

authorizations. That number increases 

to 14,400 in 2018 and 18,954 in 2018 

and 2019 respectively. 

Status: Emergency Review. 

Description: Under 14 CFR 107.41, 

‘‘no person may operate a small 

unmanned aircraft in Class B, Class C, 

or Class D airspace or within the lateral 

boundaries of the surface area of Class 

E airspace designated for an airport 

unless that person has prior 

authorization from Air Traffic Control 

(ATC).’’ [14 CFR 107.41.] Since the 

promulgation of part 107, the FAA has 

received an extremely high volume of 

airspace authorization requests for UAS 

operations. From September 2016 to 

July 2017 the Agency received 20,566 

authorization requests. Of these, the 

Agency has processed 14,334 and 

continues to have over 6,000 

authorizations in the processing queue. 

Requests have steadily increased over 

time, and the FAA expects the queue 

will exceed 25,000 pending 

authorizations within the next 6 

months. The volume of these 

authorization requests has dramatically 

increased the time between submission 

and approval of those authorization 

requests. Currently, airspace 

authorization requests may be in queue 

sixty to ninety days before receiving a 

response. The time necessary to process 

these requests has resulted in an 

increase in safety reports due to noncompliant operations. Today there are 

an average of 250 safety reports a 

month, or approximately 1,500 over a 

six-month period, associated with a 

potential risk of an incident between 

manned aircraft and a UAS. In addition, 

because of the lengthy queue for 

processing through the authorization 

Web site, Air Traffic Controllers 

routinely receive calls from UAS 

operators seeking approval to operate. 

These calls create distractions for Air 

Traffic Control management and in 

some cases can impact the controllers 

managing manned traffic creating a 

potential safety hazard. To mitigate 

these potential hazards, the FAA is 

seeking to implement the Low Altitude 

Authorization and Notification 

Capability (LAANC) system. Using the 

LAANC system, the FAA will be able to 

grant near-real time authorizations for 

the vast majority of operations. 

Implementation of the LAANC system is 

vital to the safety of the National 

Airspace System because it would (1) 

encourage compliance with 14 CFR 

107.41 by speeding up the time to 

process authorization requests (2) 

reduce distraction of controllers 

working in the Tower, and (3) increase 

public access and capacity of the system 

to grant authorizations. LAANC is 

expected to dramatically reduce the 

incidence of noncompliant operations. 

The FAA estimates a minimum of 30% 

reduction in noncompliant operations 

would result in 450 fewer safety reports 

over the next six months. 

As provided under 5 CFR 1320.13, 

Emergency Processing, DOT is 

requesting emergency processing for 

this new collection of information as 

specified in the PRA and its 

implementing regulations. DOT cannot 

reasonably comply with normal 

clearance procedures because the use of 

normal clearance procedures is 

reasonably likely to result in further 

distraction to Air Traffic Controllers and 

further non-compliant operations. Due 

to the pressing safety consideration of 

reducing safety reports due to noncompliant UAS operations, the FAA 

cannot wait the normal 90 days of 

public comment. Therefore, FAA is 

requesting OMB approval of this 

collection of information 7 days after 

publication of this Notice in the Federal 

Register. Upon OMB approval of its 

Emergency clearance request, FAA will 

follow the normal clearance procedures 

for the information collection associated 

with LAANC. 

Also included in the request for 

processing for the purposes of 

transparency are non-substantive 

changes to the Web site portal for 

requesting airspace authorizations. 

These changes include new branding of 

the Web site portal DroneZone and 

improvements to the external customer 

experience. It’s expected that operations 

that are relatively simple will go 

through LAANC’s automated approval 

process while more complex operations 

that require a more thorough review by 

FAA subject matter experts (SME) will 

go through the FAA’s DroneZone 

electronic portal. Again, these changes 

will create greater access to airspace 

authorizations and decrease the number 

of non-compliant operations. 

Under 44 U.S.C. 3507(a) and 5 CFR 

1320.5(b), 1320.8(b)(3)(vi), FAA informs 

all interested parties that it may not 

conduct or sponsor, and a respondent is 

not required to respond to, a collection 

of information unless it displays a 

currently valid OMB control number. 

Authority: 44 U.S.C. 3501–3520. 

Issued in Washington, DC, on October 4, 

2017. 

Casey Nair, 

LAANC Program Manager. 

[FR Doc. 2017–21878 Filed 10–10–17; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Highway Administration 

Notice of Rescission of the Record of 

Decision (ROD) for the I–94 East-West 

Corridor Project in the City of 

Milwaukee, Milwaukee County, 

Wisconsin 

AGENCY: Federal Highway 

Administration (FHWA), Department of 

Transportation. 

ACTION: Notice of rescission of the 

Record of Decision. 

SUMMARY: The FHWA is issuing this 

notice to advise the public that the ROD 

for the proposed I–94 East-West 

Corridor (70th Street to 16th Street) 

Project in the City of Milwaukee, 

Milwaukee County, Wisconsin is 

rescinded effective with this notice. 

FOR FURTHER INFORMATION CONTACT: 

Bethaney Bacher-Gresock, Major Project 

Environmental Manager, Federal 

Highway Administration, 525 Junction 

Road, Suite 8000, Madison, Wisconsin, 

53717–2157, Telephone: (608) 662– 

2119. 

SUPPLEMENTARY INFORMATION: The 

FHWA, as the lead Federal agency, in 

cooperation with the Wisconsin 

Department of Transportation (WisDOT) 

signed a ROD on September 9, 2016 for 

the I–94 East-West Corridor (70th Street 

to 16th Street) Project; it is hereby 

rescinded. The purpose of the project 

was to address the deteriorated 

infrastructure condition of I–94, 

including obsolete roadway and bridge 

design, and thereby maintain a state of 

good repair and improve safety along 

approximately 3.5 miles of I–94. The 

proposed project included modernizing 


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