URCS Data Reporting, 47637-47644 [2022-16598]
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Federal Register / Vol. 87, No. 149 / Thursday, August 4, 2022 / Rules and Regulations
Risks’’ (62 FR 19885, April 23, 1997).
This action does not contain any
information collections subject to OMB
approval under the Paperwork
Reduction Act (PRA) (44 U.S.C. 3501 et
seq.), nor does it require any special
considerations under Executive Order
12898, entitled ‘‘Federal Actions to
Address Environmental Justice in
Minority Populations and Low-Income
Populations’’ (59 FR 7629, February 16,
1994).
Since tolerances and exemptions that
are established on the basis of a petition
under FFDCA section 408(d), such as
the tolerance in this final rule, do not
require the issuance of a proposed rule,
the requirements of the Regulatory
Flexibility Act (RFA) (5 U.S.C. 601 et
seq.), do not apply.
This action directly regulates growers,
food processors, food handlers, and food
retailers, not States or tribes, nor does
this action alter the relationships or
distribution of power and
responsibilities established by Congress
in the preemption provisions of FFDCA
section 408(n)(4). As such, the Agency
has determined that this action will not
have a substantial direct effect on States
or tribal governments, on the
relationship between the national
government and the States or tribal
governments, or on the distribution of
power and responsibilities among the
various levels of government or between
the Federal Government and Indian
tribes. Thus, the Agency has determined
that Executive Order 13132, entitled
‘‘Federalism’’ (64 FR 43255, August 10,
1999) and Executive Order 13175,
entitled ‘‘Consultation and Coordination
with Indian Tribal Governments’’ (65 FR
67249, November 9, 2000) do not apply
to this action. In addition, this action
does not impose any enforceable duty or
contain any unfunded mandate as
described under Title II of the Unfunded
Mandates Reform Act (UMRA) (2 U.S.C.
1501 et seq.).
This action does not involve any
technical standards that would require
Agency consideration of voluntary
consensus standards pursuant to section
12(d) of the National Technology
Transfer and Advancement Act
(NTTAA) (15 U.S.C. 272 note).
Register. This action is not a ‘‘major
rule’’ as defined by 5 U.S.C. 804(2).
List of Subjects in 40 CFR Part 180
Environmental protection,
Administrative practice and procedure,
Agricultural commodities, Pesticides
and pests, Reporting and recordkeeping
requirements.
Dated: July 27, 2022.
Marietta Echeverria,
Acting Director, Registration Division, Office
of Pesticide Programs.
Therefore, for the reasons stated in the
preamble, EPA is amending 40 CFR
chapter I as follows:
PART 180—TOLERANCES AND
EXEMPTIONS FOR PESTICIDE
CHEMICAL RESIDUES IN FOOD
1. The authority citation for part 180
continues to read as follows:
■
Authority: 21 U.S.C. 321(q), 346a and 371.
XI. Congressional Review Act
Pursuant to the Congressional Review
Act (5 U.S.C. 801 et seq.), EPA will
submit a report containing this rule and
other required information to the U.S.
Senate, the U.S. House of
Representatives, and the Comptroller
General of the United States prior to
publication of the rule in the Federal
2. In § 180.960, add in alphabetical
order the polymer ‘‘Oxirane, 2-methyl-,
polymer with oxirane, di-(9Z)-9octadecenoate’’ to table 1 to read as
follows:
■
§ 180.960 Polymers; exemptions from the
requirement of a tolerance.
*
*
*
*
*
TABLE 1 TO 180.960
Polymer
CAS No.
*
*
*
*
*
*
Oxirane, 2-methyl-, polymer with oxirane, di-(9Z)-9-octadecenoate, minimum number average molecular weight (in amu), 2500
*
*
*
BILLING CODE P
SURFACE TRANSPORTATION BOARD
49 CFR Part 1249
URCS Data Reporting
Surface Transportation Board.
Final rule.
AGENCY:
The Surface Transportation
Board adopts a final rule to codify a
longstanding voluntary practice
whereby Class I carriers, through the
Association of American Railroads
(AAR), have annually reported tare
weight and loss and damage data for use
in the Board’s Uniform Railroad Costing
System (URCS). Under the final rule,
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SUMMARY:
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This rule is effective on August
13, 2022.
DATES:
FOR FURTHER INFORMATION CONTACT:
[Docket No. EP 769]
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Class I carriers may choose to provide
tare weight and loss and damage data
through AAR or to file the data with the
Board individually.
[FR Doc. 2022–16645 Filed 8–3–22; 8:45 am]
ACTION:
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Pedro Ramirez at (202) 245–0333.
Assistance for the hearing impaired is
available through the Federal Relay
Service at (800) 877–8339.
The Board
is authorized, under 49 U.S.C. 11161, to
maintain cost accounting rules for rail
carriers. In 1989, the Board’s
predecessor, the Interstate Commerce
Commission, adopted URCS as its
general purpose costing system.
Adoption of the Unif. R.R. Costing Sys.
as a Gen. Purpose Costing Sys. for All
Regul. Costing Purposes, 5 I.C.C.2d 894
(1989). The Board uses URCS for a
SUPPLEMENTARY INFORMATION:
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67167–17–3
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variety of regulatory functions. URCS is
used in rate reasonableness proceedings
as part of the initial market dominance
determination, and at later stages is
used in parts of the Board’s
determination as to whether the
challenged rate is reasonable and, when
warranted, the maximum rate
prescription. URCS is also used, among
other things, to develop variable costs
for making cost determinations in
abandonment proceedings, provide the
railroad industry and shippers with a
standardized costing model, cost the
Board’s Carload Waybill Sample to
develop industry cost information, and
provide interested parties with basic
cost information regarding railroad
industry operations.
As a longstanding practice, AAR has
collected tare weight and loss and
damage data for use in URCS from Class
I carriers and voluntarily provided the
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data annually to the Board. While the
Board appreciates AAR’s longstanding
voluntary practice, to ensure the
continued availability of the data, which
are essential components of URCS,1 the
Board will formalize the reporting
requirement and require Class I carriers
to provide tare weight and loss and
damage data on an annual basis, as
described below. The Board has the
statutory authority to obtain data from
carriers and associations under 49
U.S.C. 11144 and 11145.
Background
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1. Notice of Proposed Rulemaking
On April 29, 2022, the Board issued
a notice of proposed rulemaking in this
docket. URCS Data Reporting (NPRM),
EP 769 (STB served Apr. 29, 2022). The
proposed rule is consistent with Class I
carriers’ current and longstanding
practice of providing summarized tare
weight and loss and damage data to the
Board through AAR. AAR’s practice has
been to provide the average tare weight
by AAR car type code 2 in tons and
pounds, as well as the number of cars.
Additionally, AAR has historically
provided summarized annual loss and
damage expenses 3 and the number of
tons originated by commodity. Class I
carriers are required to report, quarterly
and annually, the number of tons
originated on their rail lines by
commodity through the freight
commodity statistics (FCS) report. 49
CFR 1248.2. AAR’s practice has been to
provide the Board with its own version
of the FCS report that aggregates data
from the Class I carriers. AAR has also
provided the loss and damage per ton,
which is calculated by dividing loss and
damage expenses by the number of tons
1 Tare weights are used in URCS to calculate gross
ton-mile costs, while loss and damage data are used
to calculate the total variable shipment costs of each
rail movement. The Railroad Cost Program User
Manual is available on the Board’s website at
www.stb.gov/reports-data/uniform-rail-costingsystem/.
2 AAR car type codes include freight car types
and intermodal equipment: A-Equipped box car, BUnequipped box car. C-Covered hopper car, DLocomotive, E-Equipped gondola, F-Flat car, GUnequipped gondola, H-Unequipped hopper, JGondola car, K-Equipped hopper car, L-Special type
car, M-Maintenance of way, scale, passenger,
caboose, and end-of-train information systems, PConventional intermodal car, Q-Lighter weight,
low-profile intermodal car, R-Refrigerator car, SStack car, T-Tank car, U-Container, V-Vehicular flat
car, Z-Trailer.
3 Historically, AAR has not reported loss and
damage expenses for Grand Trunk Corporation
(including U.S. affiliates of Canadian National
Railway Company) (CN) and Soo Line Corporation
(including U.S. affiliates of Canadian Pacific
Railway Company) (CP). The Board proposed to
require reporting from all Class I carriers because
the Board’s collection of loss and damage expenses
from CN and CP for inclusion in URCS would allow
the Board to provide more accurate cost estimates.
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originated by commodity. The Board
proposed that Class I carriers may
continue to provide tare weight and loss
and damage data in this format.
The Board also proposed an
alternative to allow Class I carriers to
individually report tare weight and loss
and damage data directly to the Board.
Under this option, Class I carriers would
provide the tare weight totals by AAR
car type code in tons and pounds and
the number of cars, and the Board
would calculate the average tare weight.
For loss and damage data, Class I
carriers would provide their total
annual loss and damage expenses,
number of tons originated, and loss and
damage per ton by commodity using the
specific commodity groupings identified
in the proposed Annual Report of Loss
and Damage Data, see NPRM, EP 769,
slip op. at 11–13, and the Board would
consolidate the data to calculate the loss
and damage per ton for all Class I
carriers.
To ensure the timely availability of
data for use in URCS, the Board
proposed to require Class I carriers,
either individually or through AAR, to
file the annual tare weight and loss and
damage data with the Board within 60
days after the end of each calendar year.
Additionally, to facilitate the prompt
receipt of 2021 data for use in URCS this
year, the Board proposed to require
Class I carriers, either individually or
through AAR, to file tare weight and
loss and damage data for the year 2021
within 30 days of the effective date of
the final rule.
To provide additional guidance, the
Board proposed sample forms, attached
as Appendices B (for reporting through
AAR) and C (for reporting individually)
to the NPRM, that Class I carriers may
use to file tare weight and loss and
damage data. The Board explained that
its Office of Economics (OE) would
make technical changes to the format of
these forms in the future as necessary.4
The Board invited comments on the
proposed rule. Comments were due by
June 13, 2022; replies were due by June
28, 2022. The Board received comments
from AAR and the Western Coal Traffic
League (WCTL), and a reply from AAR.
2. Comments and Reply
AAR supports the Board’s proposal to
codify the voluntary practice and states
that it ‘‘plans to continue . . . to submit
the information on behalf of the Class I
railroads.’’ (AAR Comments 1, 3.) AAR,
however, proposes one modification to
the submission deadline for loss and
4 If any technical changes were made, OE would
post the revised templates to the Board’s website
and so notify the Class I carriers.
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damage data because the Board’s
proposal to require submission of loss
and damage data within 60 days of the
end of the calendar year may not be
feasible. (Id. at 1–2.) AAR explains that
it uses four inputs to calculate loss and
damage data,5 not all of which are
available until March 31. (Id. at 2.)
Accordingly, AAR proposes that the
Board move the submission deadline to
May 31 to allow AAR 60 days from the
date at which AAR receives the last
input to verify, aggregate, and calculate
the data and prepare the report. (Id. at
2–3.)
AAR also clarifies the parameters of
the data it proposes to submit on behalf
of CN and CP. (Id. at 3.) AAR explains
that, in the past, CN and CP have
provided AAR with loss and damage
data on a consolidated basis for their
operations. (Id.) However, under the
Board’s proposal, CN and CP would
need to separate out loss and damage
data for their U.S. operations. (Id. at 4.)
To ensure that only U.S. data is
provided, AAR explains that it would
provide loss and damage data for those
movements that originated in the U.S.
(with destinations in the U.S. and
Canada) and exclude those movements
that originated in Canada. (Id.) AAR
asserts that such practice is consistent
with the Carmack Amendment and
conforms to the proposed rule’s focus
on tons originated. (Id.)
WCTL generally supports the Board’s
proposal but requests that the Board
require that the data be reported by the
Class I carriers individually. (WCTL
Comments 1.) WCTL argues that
allowing AAR to submit data on behalf
of the Class I carriers may undermine
accuracy. For example, WCTL contends
that if one carrier has lower tare weights
for a particular car type, then ‘‘the use
of aggregate data will suppress that
carrier’s efficiencies,’’ and, if one carrier
experiences major loss and damage, the
‘‘use of aggregate data will cause those
costs to be socialized.’’ (Id. at 2.)
In response to WCTL, AAR argues
that the Board should continue to
permit AAR to report the data in the
aggregate. (AAR Reply 2.) AAR contends
that its longstanding practice of
providing aggregated data is more
efficient for the Board since the
individual reporting option would
require the Board to collect, calculate,
and aggregate the data. (Id.)
Furthermore, AAR asserts that the
aggregated data option is consistent
with the purpose of URCS to generate
5 AAR states that these inputs include the number
of tons originated, the loss and damage payments
and operating revenues, average tare weight of cars,
and the number of cars by AAR car type. (AAR
Comments 2.)
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system averages for the industry, rather
than monitor the operating practices of
individual railroads. (Id.)
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Final Rule
The Board will adopt the regulations
as proposed in the NPRM with one
modification and one clarification
proposed by AAR, which are both
reasonable and unopposed. First, the
Board will modify the submission
deadline for loss and damage data, from
60 days after the end of the calendar
year to no later than May 31 of each
year, to allow AAR sufficient time to
collect the inputs, and verify and
calculate the data. The Board will
likewise modify the deadline for
submission of tare weight data, from 60
days after the end of the calendar year
to no later than May 31 of each year, so
that both data sets are due
simultaneously. Second, the Board
clarifies that AAR’s proposed
methodology to ensure that the loss and
damage data provided for CN and CP
comprise only their U.S. operations (by
including movements that originate in
the U.S. and excluding movements that
originate in Canada) is reasonable. With
each annual submission of loss and
damage data, AAR (or CN and CP, if the
data is submitted by the carriers) will be
required to explain the methodology by
which Canadian operations are
excluded so that the Board will be
aware of any changes in that
methodology.6
The final rule will retain the option
for AAR to report the data for the Class
I carriers in the aggregate. WCTL has
provided the Board with no basis to
conclude that the manner of the
submission of the data (aggregated or
individualized) would affect the
accuracy of the collection. Moreover,
the purpose of URCS is to provide
system-average costing information for
each railroad. Accordingly, the Board
would have to undertake the additional
burden of aggregating the data if they
were submitted individually for each
carrier. As discussed above, AAR’s
longstanding practice of collecting tare
weight and loss and damage data from
Class I carriers and providing aggregated
data to the Board has worked
successfully for decades and reduced
administrative burdens for the Board.
WCTL has not presented a compelling
reason to change the Board’s proposal
and longstanding practice.
6 If, in the future, a U.S. railroad’s operations
extend into Mexico, then the Board expects that
AAR (or the individual carrier, if the data is
submitted by the carriers) would exclude those
Mexican operations in the same manner as the
exclusion of CN and CP’s Canadian operations.
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In the NPRM, the Board proposed to
require Class I carriers, either
individually or through AAR, to file tare
weight and loss and damage data for the
year 2021 within 30 days of the effective
date of the final rule. To ensure the
timely availability of data for use in
URCS this year, the Board finds good
cause to waive the 30-day effective
period for the final rule so that the final
rule will be effective 15 days after
issuance. See 5 U.S.C. 553(d) (stating
that an agency may waive the 30-day
effective period for a final rule ‘‘for good
cause found and published with the
rule’’). AAR will have 45 days after
issuance of the final rule to submit tare
weight and loss and damage data to the
Board for the year 2021. Since AAR has
the inputs for the data collection by
March 31 of each year, this deadline
should not be burdensome.
The final rule, reflecting the
modification to the proposed rule
discussed above, is set forth below.
Regulatory Flexibility Act. The
Regulatory Flexibility Act of 1980
(RFA), 5 U.S.C. 601–612, generally
requires a description and analysis of
new rules that would have a significant
economic impact on a substantial
number of small entities. In drafting a
rule, an agency is required to (1) assess
the effect that its regulation will have on
small entities, (2) analyze effective
alternatives that may minimize a
regulation’s impact, and (3) make the
analysis available for public comment.
Section 601–604. In its final rule, the
agency must either include a final
regulatory flexibility analysis, section
604(a), or certify that the proposed rule
would not have a ‘‘significant impact on
a substantial number of small entities,’’
section 605(b). Because the goal of the
RFA is to reduce the cost to small
entities of complying with federal
regulations, the RFA requires an agency
to perform a regulatory flexibility
analysis of small entity impacts only
when a rule directly regulates those
entities. In other words, the impact must
be a direct impact on small entities
‘‘whose conduct is circumscribed or
mandated’’ by the proposed rule. White
Eagle Coop. v. Conner, 553 F.3d 467,
480 (7th Cir. 2009).
The final rule will not have a
significant impact on a substantial
number of small entities within the
meaning of the RFA 7 because it is
7 For purposes of the RFA analysis, the Board
defines a small entity as only including those rail
carriers classified as Class III carriers under 49 CFR
1201.1–1. See Small Entity Size Standards Under
the Regul. Flexibility Act, EP 719 (STB served June
30, 2016) (with Board Member Begeman
dissenting). Class III carriers have annual operating
revenues of $40.4 million or less in 2019 dollars
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47639
limited to Class I carriers. Accordingly,
the Board certifies under 5 U.S.C. 605(b)
that this rule would not have a
significant economic impact on a
substantial number of small entities as
defined by the RFA. A copy of this
decision will be served upon the Chief
Counsel for Advocacy, Office of
Advocacy, U.S. Small Business
Administration, Washington, DC 20416.
Paperwork Reduction Act. In the
NPRM, the Board sought comments
pursuant to the Paperwork Reduction
Act (PRA), 44 U.S.C. 3501–3521, Office
of Management and Budget (OMB)
regulations at 5 CFR 1320.8(d), and
Appendix D, about the impact of the
new collection for URCS Data Reporting
(OMB Control No. 2140–XXXX),
concerning (1) whether the proposed
collection of information, as described
in Appendix D of the NPRM, is
necessary for the proper performance of
the functions of the Board, including
whether the collection has practical
utility; (2) the accuracy of the Board’s
burden estimates; (3) ways to enhance
the quality, utility, and clarity of the
information collected; and (4) ways to
minimize the burden of the collection of
information on the respondents,
including the use of automated
collection techniques or other forms of
information technology, when
appropriate.
The Board estimated in the NPRM
that the proposed new requirements
would include a total annual hourly
burden of 28 hours and a one-time,
start-up hourly burden of 63 hours.
There were no proposed non-hourly
burdens associated with this collection.
No comments were received pertaining
to the collection of this information
under the PRA.
The new collection will be submitted
to OMB for review as required under the
PRA, 44 U.S.C. 3507(d), and 5 CFR
1320.11.
($42,370,575 when adjusted for inflation using 2021
data). Class II carriers have annual operating
revenues of less than $900 million in 2019 dollars
($943,898,958 when adjusted for inflation using
2021 data). The Board calculates the revenue
deflator factor annually and publishes the railroad
revenue thresholds on its website. 49 CFR 1201.1–
1; Indexing the Ann. Operating Revenues of R.Rs.,
EP 748 (STB served June 29, 2022).
In the NPRM, footnote 5 on page 4 incorrectly
indicated that the revenue thresholds for Class II
and Class III carriers had been adjusted for inflation
to the base year of 1991. On April 5, 2021, the
Board issued a Final Rule in Montana Rail Link,
Inc.—Petition for Rulemaking—Classification of
Carriers, Docket No. EP 763, in which the revenue
classification level for Class I railroads was raised
from $250 million (1991 dollars) to $900 million
(2019 dollars) effective for the reporting year
beginning January 1, 2020. The Class II threshold
was converted and rounded from $20 million (1991
dollars) to $40.4 million (2019 dollars). The
corresponding footnote in this decision has been
corrected to reflect the new base year of 2019.
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Congressional Review Act. Pursuant
to the Congressional Review Act, 5
U.S.C. 801–808, the Office of
Information and Regulatory Affairs has
designated this rule as a non-major rule,
as defined by 5 U.S.C. 804(2).
Because the data required by the final
rule is necessary to timely process the
Board’s URCS calculations, the Board
finds good cause to make this rule
effective on less than the 30 days’ notice
required under 5 U.S.C. 553(d).
By the Board, Board Members Fuchs,
Hedlund, Oberman, Primus, and Schultz.
Aretha Laws-Byrum,
Clearance Clerk.
List of Subjects in 49 CFR Part 1249
Railroads, Reporting and
recordkeeping requirements.
It is ordered:
1. The Board adopts the final rule as
set forth in this decision and the
Appendices.
2. Notice of the final rule will be
published in the Federal Register.
3. The final rule is effective on August
13, 2022.
4. Class I carriers, either individually
or through AAR, shall file tare weight
and loss and damage data for the year
2021 by September 12, 2022.
5. A copy of this decision will be
served upon the Chief Counsel for
Advocacy, Office of Advocacy, U.S.
Small Business Administration.
6. This decision is effective on its
service date.
PART 1249—REPORTS OF TARE
WEIGHT AND LOSS AND DAMAGE
DATA
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Decided: July 28, 2022.
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For the reasons set forth in the
preamble, the Surface Transportation
Board amends title 49, chapter X,
subchapter C, of the Code of Federal
Regulations by adding part 1249,
consisting of §§ 1249.1 and 1249.2, to
read as follows:
Authority: 49 U.S.C. 1321, 11144, 11145.
§ 1249.1
Data.
Annual Report of Tare Weight
Class I carriers, either individually or
through AAR, shall annually file tare
weight data, as detailed in the Annual
Report of Tare Weight Data, with the
Surface Transportation Board’s Office of
Economics no later than May 31 of each
year. Forms and instructions are
available at www.stb.gov and may also
be obtained by contacting the Office of
Economics.
§ 1249.2 Annual Report of Loss and
Damage Data.
Class I carriers, either individually or
through AAR, shall annually file loss
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and damage data, as detailed in the
Annual Report of Loss and Damage
Data, with the Surface Transportation
Board’s Office of Economics no later
than May 31 of each year. Forms and
instructions are available at www.stb.gov
and may also be obtained by contacting
the Office of Economics.
Note: The following appendices will not
appear in the Code of Federal Regulations.
Appendix A—Sample Forms for AAR
Reporting
Annual Report of Loss and Damage Data
Instructions
This report is applicable to all Class I
railroads.
1. Update current reporting year.
2. For each standard transportation
commodity code (STCC) identified, report
total annual loss and damage expenses, the
number of tons originated, and the loss and
damage per ton.
3. Report the number of tons originated for
each commodity for all railroads.
4. The loss and damage per ton is
calculated by dividing loss and damage
expenses by the number of tons originated by
commodity. Round to the thousandths place.
5. For Commodity 49 Hazmat, only report
data in the loss and damage column.
6. Explain the methodology by which nonU.S. operations, if any, are excluded.
BILLING CODE 4915–01–P
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Federal Register / Vol. 87, No. 149 / Thursday, August 4, 2022 / Rules and Regulations
Annual Report of Tare Weight Data
Instructions
1. For each four-digit AAR Car Type Code,
report the average tare weight for all Class I
railroads by tons and pounds, and the
number of cars.
2. Report detailed data for freight car types
and intermodal equipment codes: A, B, C, D,
E, F, G, H, J, K, L, M, P, Q, R, S, T, U, V,
and Z.
Appendix B—Sample Forms for
Individual Reporting
2. For each standard transportation
commodity code (STCC) identified, report
total annual loss and damage expenses, the
number of tons originated, and the loss and
damage per ton.
3. Report the number of tons originated for
each commodity for all railroads.
4. The loss and damage per ton is
calculated by dividing loss and damage
expenses by the number of tons originated by
commodity. Round to the thousandths place.
5. For Commodity 49 Hazmat, only report
data in the loss and damage column.
6. Explain the methodology by which nonU.S. operations, if any, are excluded.
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Annual Report of Loss and Damage Data
Instructions
This report is applicable to all Class I
railroads.
1. Update current reporting year.
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Federal Register / Vol. 87, No. 149 / Thursday, August 4, 2022 / Rules and Regulations
Federal Register / Vol. 87, No. 149 / Thursday, August 4, 2022 / Rules and Regulations
Annual Report of Tare Weight Data
Instructions
1. For each four-digit AAR Car Type Code,
report the total tare weight in tons and
pounds, and the number of cars.
2. Report detailed data for freight car types
and intermodal equipment codes: A, B, C, D,
E, F, G, H, J, K, L, M, P, Q, R, S, T, U, V,
and Z.
[FR Doc. 2022–16598 Filed 8–3–22; 8:45 am]
DATES:
BILLING CODE 4915–01–C
DEPARTMENT OF COMMERCE
National Oceanic and Atmospheric
Administration
50 CFR Part 648
[Docket No. 220502–0109]
[TID 0648–XC191]
Fisheries of the Northeastern United
States; Atlantic Mackerel, Squid, and
Butterfish Fishery; 2022 Longfin Squid
Trimester II Quota Harvested
National Marine Fisheries
Service (NMFS), National Oceanic and
Atmospheric Administration (NOAA),
Commerce.
ACTION: Temporary rule; reduction of
possession limit.
AGENCY:
Beginning August 5, 2022,
and ending August 31, 2022, Federal
longfin squid vessel permit holders are
prohibited from fishing for, catching,
possessing, transferring, or landing more
than 250 lb (113.3 kg) of longfin squid
per trip and landing such squid more
than once per calendar day. This
prohibition is required by regulation
because NMFS projects that 90 percent
of the 2022 annual Trimester II seasonal
catch limit will have been caught by the
effective date. In addition, based on this
determination, other restrictions
regarding catch of longfin squid by
federally permitted Illex squid vessels
and buying longfin squid by federally
permit dealers go into place. This action
is intended to prevent overharvest of
longfin squid during Trimester II.
jspears on DSK121TN23PROD with RULES
SUMMARY:
VerDate Sep<11>2014
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Jkt 256001
Effective 0001 hr local time,
August 5, 2022, through August 31,
2022.
FOR FURTHER INFORMATION CONTACT: Aly
Pitts, Fishery Management Specialist,
(978) 281–9352.
SUPPLEMENTARY INFORMATION: The
regulations at 50 CFR part 648 require
specifications for maximum sustainable
yield, initial optimum yield, allowable
biological catch (ABC), domestic annual
harvest (DAH), domestic annual
processing, joint venture processing,
and total allowable levels of foreign
fishing for the species managed under
the Mackerel, Squid, and Butterfish
Fishery Management Plan (FMP). The
procedures for setting the annual initial
specifications are described in § 648.22.
The 2022 longfin squid Trimester II
quota was increased by 50 percent to
account for the underage in the 2022
Trimester I catch. Trimester III quota for
longfin squid will be available for
harvest on September 1, 2022.
The regulations at § 648.24(a)(1)
require that when the NMFS
Administrator of the Greater Atlantic
Region (Regional Administrator)
projects longfin squid catch will reach
90 percent of the Trimester II quota
designated in the Mackerel, Squid, and
Butterfish FMP prior to August 15,
NMFS must prohibit Federal longfin
squid vessel permit holders from fishing
for, catching, possessing, transferring, or
landing more than 250 lb (113.3 kg) of
longfin squid per trip and landing such
squid more than once per calendar day
for the remainder of the prohibition
period. This type of prohibition
effectively closes the directed squid
fishery. The Regional Administrator
monitors the longfin squid fishery catch
in each trimester based on dealer
reports, state data, and other available
information. Upon the projection that 90
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percent of a Trimester seasonal quota
has been reached, NMFS must provide
at least 72 hours of advance notice to
the public that this determination has
been made. NMFS also publishes in the
Federal Register the date that the catch
is projected to reach 90 percent of the
quota, and the prohibitions on catch and
landings for the remainder of Trimester
II. In addition, upon this determination,
vessels possessing a Tier 1 or 2 Federal
Longfin Squid Moratorium permit that
possesses 10,000 lb (4,536 kg) or more
of Illex squid, fishing in the Illex Squid
Exemption Area, as defined in Table 1
below and at § 648.23(a)(5), may possess
up to 15,000 lb (6,803 kg) of longfin
squid for a Tier 1 Longfin Squid
Moratorium Permit and 5,000 lb (2,268
kg) for a Tier 2 Longfin Squid
Moratorium Permit. If these vessels do
not possess 10,000 lb (4.54 mt) of Illex
squid, they are restricted to 250 lb
(113.3 kg) of longfin squid. Once
landward of the coordinates defining
the Illex Squid Exemption Area, such
vessels must stow all fishing gear, and
render it not available for immediate use
as defined in § 648.2, in order to possess
more than 250 lb (113.3 kg) of longfin
squid. Also, federally permitted dealers
may not receive longfin squid from
federally permitted longfin squid
vessels that harvest more than 250 lb
(113.3 kg) of longfin squid through 2400
hr local time, August 31, 2022, unless it
is from a trip landed by a vessel that
entered port before 0001 hr on the date
of the closure, except that they may
purchase up to 15,000 lb (6.80 mt) of
longfin squid from permitted vessels on
declared Illex squid trips fishing in the
Illex Squid Exemption Area.
The Regional Administrator has
determined, based on dealer reports and
other available information, that the
longfin squid fleet will catch 90 percent
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]]>Agencies
[Federal Register Volume 87, Number 149 (Thursday, August 4, 2022)]
[Rules and Regulations]
[Pages 47637-47644]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2022-16598]
=======================================================================
-----------------------------------------------------------------------
SURFACE TRANSPORTATION BOARD
49 CFR Part 1249
[Docket No. EP 769]
URCS Data Reporting
AGENCY: Surface Transportation Board.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: The Surface Transportation Board adopts a final rule to codify
a longstanding voluntary practice whereby Class I carriers, through the
Association of American Railroads (AAR), have annually reported tare
weight and loss and damage data for use in the Board's Uniform Railroad
Costing System (URCS). Under the final rule, Class I carriers may
choose to provide tare weight and loss and damage data through AAR or
to file the data with the Board individually.
DATES: This rule is effective on August 13, 2022.
FOR FURTHER INFORMATION CONTACT: Pedro Ramirez at (202) 245-0333.
Assistance for the hearing impaired is available through the Federal
Relay Service at (800) 877-8339.
SUPPLEMENTARY INFORMATION: The Board is authorized, under 49 U.S.C.
11161, to maintain cost accounting rules for rail carriers. In 1989,
the Board's predecessor, the Interstate Commerce Commission, adopted
URCS as its general purpose costing system. Adoption of the Unif. R.R.
Costing Sys. as a Gen. Purpose Costing Sys. for All Regul. Costing
Purposes, 5 I.C.C.2d 894 (1989). The Board uses URCS for a variety of
regulatory functions. URCS is used in rate reasonableness proceedings
as part of the initial market dominance determination, and at later
stages is used in parts of the Board's determination as to whether the
challenged rate is reasonable and, when warranted, the maximum rate
prescription. URCS is also used, among other things, to develop
variable costs for making cost determinations in abandonment
proceedings, provide the railroad industry and shippers with a
standardized costing model, cost the Board's Carload Waybill Sample to
develop industry cost information, and provide interested parties with
basic cost information regarding railroad industry operations.
As a longstanding practice, AAR has collected tare weight and loss
and damage data for use in URCS from Class I carriers and voluntarily
provided the
[[Page 47638]]
data annually to the Board. While the Board appreciates AAR's
longstanding voluntary practice, to ensure the continued availability
of the data, which are essential components of URCS,\1\ the Board will
formalize the reporting requirement and require Class I carriers to
provide tare weight and loss and damage data on an annual basis, as
described below. The Board has the statutory authority to obtain data
from carriers and associations under 49 U.S.C. 11144 and 11145.
---------------------------------------------------------------------------
\1\ Tare weights are used in URCS to calculate gross ton-mile
costs, while loss and damage data are used to calculate the total
variable shipment costs of each rail movement. The Railroad Cost
Program User Manual is available on the Board's website at
www.stb.gov/reports-data/uniform-rail-costing-system/.
---------------------------------------------------------------------------
Background
1. Notice of Proposed Rulemaking
On April 29, 2022, the Board issued a notice of proposed rulemaking
in this docket. URCS Data Reporting (NPRM), EP 769 (STB served Apr. 29,
2022). The proposed rule is consistent with Class I carriers' current
and longstanding practice of providing summarized tare weight and loss
and damage data to the Board through AAR. AAR's practice has been to
provide the average tare weight by AAR car type code \2\ in tons and
pounds, as well as the number of cars. Additionally, AAR has
historically provided summarized annual loss and damage expenses \3\
and the number of tons originated by commodity. Class I carriers are
required to report, quarterly and annually, the number of tons
originated on their rail lines by commodity through the freight
commodity statistics (FCS) report. 49 CFR 1248.2. AAR's practice has
been to provide the Board with its own version of the FCS report that
aggregates data from the Class I carriers. AAR has also provided the
loss and damage per ton, which is calculated by dividing loss and
damage expenses by the number of tons originated by commodity. The
Board proposed that Class I carriers may continue to provide tare
weight and loss and damage data in this format.
---------------------------------------------------------------------------
\2\ AAR car type codes include freight car types and intermodal
equipment: A-Equipped box car, B-Unequipped box car. C-Covered
hopper car, D-Locomotive, E-Equipped gondola, F-Flat car, G-
Unequipped gondola, H-Unequipped hopper, J-Gondola car, K-Equipped
hopper car, L-Special type car, M-Maintenance of way, scale,
passenger, caboose, and end-of-train information systems, P-
Conventional intermodal car, Q-Lighter weight, low-profile
intermodal car, R-Refrigerator car, S-Stack car, T-Tank car, U-
Container, V-Vehicular flat car, Z-Trailer.
\3\ Historically, AAR has not reported loss and damage expenses
for Grand Trunk Corporation (including U.S. affiliates of Canadian
National Railway Company) (CN) and Soo Line Corporation (including
U.S. affiliates of Canadian Pacific Railway Company) (CP). The Board
proposed to require reporting from all Class I carriers because the
Board's collection of loss and damage expenses from CN and CP for
inclusion in URCS would allow the Board to provide more accurate
cost estimates.
---------------------------------------------------------------------------
The Board also proposed an alternative to allow Class I carriers to
individually report tare weight and loss and damage data directly to
the Board. Under this option, Class I carriers would provide the tare
weight totals by AAR car type code in tons and pounds and the number of
cars, and the Board would calculate the average tare weight. For loss
and damage data, Class I carriers would provide their total annual loss
and damage expenses, number of tons originated, and loss and damage per
ton by commodity using the specific commodity groupings identified in
the proposed Annual Report of Loss and Damage Data, see NPRM, EP 769,
slip op. at 11-13, and the Board would consolidate the data to
calculate the loss and damage per ton for all Class I carriers.
To ensure the timely availability of data for use in URCS, the
Board proposed to require Class I carriers, either individually or
through AAR, to file the annual tare weight and loss and damage data
with the Board within 60 days after the end of each calendar year.
Additionally, to facilitate the prompt receipt of 2021 data for use in
URCS this year, the Board proposed to require Class I carriers, either
individually or through AAR, to file tare weight and loss and damage
data for the year 2021 within 30 days of the effective date of the
final rule.
To provide additional guidance, the Board proposed sample forms,
attached as Appendices B (for reporting through AAR) and C (for
reporting individually) to the NPRM, that Class I carriers may use to
file tare weight and loss and damage data. The Board explained that its
Office of Economics (OE) would make technical changes to the format of
these forms in the future as necessary.\4\
---------------------------------------------------------------------------
\4\ If any technical changes were made, OE would post the
revised templates to the Board's website and so notify the Class I
carriers.
---------------------------------------------------------------------------
The Board invited comments on the proposed rule. Comments were due
by June 13, 2022; replies were due by June 28, 2022. The Board received
comments from AAR and the Western Coal Traffic League (WCTL), and a
reply from AAR.
2. Comments and Reply
AAR supports the Board's proposal to codify the voluntary practice
and states that it ``plans to continue . . . to submit the information
on behalf of the Class I railroads.'' (AAR Comments 1, 3.) AAR,
however, proposes one modification to the submission deadline for loss
and damage data because the Board's proposal to require submission of
loss and damage data within 60 days of the end of the calendar year may
not be feasible. (Id. at 1-2.) AAR explains that it uses four inputs to
calculate loss and damage data,\5\ not all of which are available until
March 31. (Id. at 2.) Accordingly, AAR proposes that the Board move the
submission deadline to May 31 to allow AAR 60 days from the date at
which AAR receives the last input to verify, aggregate, and calculate
the data and prepare the report. (Id. at 2-3.)
---------------------------------------------------------------------------
\5\ AAR states that these inputs include the number of tons
originated, the loss and damage payments and operating revenues,
average tare weight of cars, and the number of cars by AAR car type.
(AAR Comments 2.)
---------------------------------------------------------------------------
AAR also clarifies the parameters of the data it proposes to submit
on behalf of CN and CP. (Id. at 3.) AAR explains that, in the past, CN
and CP have provided AAR with loss and damage data on a consolidated
basis for their operations. (Id.) However, under the Board's proposal,
CN and CP would need to separate out loss and damage data for their
U.S. operations. (Id. at 4.) To ensure that only U.S. data is provided,
AAR explains that it would provide loss and damage data for those
movements that originated in the U.S. (with destinations in the U.S.
and Canada) and exclude those movements that originated in Canada.
(Id.) AAR asserts that such practice is consistent with the Carmack
Amendment and conforms to the proposed rule's focus on tons originated.
(Id.)
WCTL generally supports the Board's proposal but requests that the
Board require that the data be reported by the Class I carriers
individually. (WCTL Comments 1.) WCTL argues that allowing AAR to
submit data on behalf of the Class I carriers may undermine accuracy.
For example, WCTL contends that if one carrier has lower tare weights
for a particular car type, then ``the use of aggregate data will
suppress that carrier's efficiencies,'' and, if one carrier experiences
major loss and damage, the ``use of aggregate data will cause those
costs to be socialized.'' (Id. at 2.)
In response to WCTL, AAR argues that the Board should continue to
permit AAR to report the data in the aggregate. (AAR Reply 2.) AAR
contends that its longstanding practice of providing aggregated data is
more efficient for the Board since the individual reporting option
would require the Board to collect, calculate, and aggregate the data.
(Id.) Furthermore, AAR asserts that the aggregated data option is
consistent with the purpose of URCS to generate
[[Page 47639]]
system averages for the industry, rather than monitor the operating
practices of individual railroads. (Id.)
Final Rule
The Board will adopt the regulations as proposed in the NPRM with
one modification and one clarification proposed by AAR, which are both
reasonable and unopposed. First, the Board will modify the submission
deadline for loss and damage data, from 60 days after the end of the
calendar year to no later than May 31 of each year, to allow AAR
sufficient time to collect the inputs, and verify and calculate the
data. The Board will likewise modify the deadline for submission of
tare weight data, from 60 days after the end of the calendar year to no
later than May 31 of each year, so that both data sets are due
simultaneously. Second, the Board clarifies that AAR's proposed
methodology to ensure that the loss and damage data provided for CN and
CP comprise only their U.S. operations (by including movements that
originate in the U.S. and excluding movements that originate in Canada)
is reasonable. With each annual submission of loss and damage data, AAR
(or CN and CP, if the data is submitted by the carriers) will be
required to explain the methodology by which Canadian operations are
excluded so that the Board will be aware of any changes in that
methodology.\6\
---------------------------------------------------------------------------
\6\ If, in the future, a U.S. railroad's operations extend into
Mexico, then the Board expects that AAR (or the individual carrier,
if the data is submitted by the carriers) would exclude those
Mexican operations in the same manner as the exclusion of CN and
CP's Canadian operations.
---------------------------------------------------------------------------
The final rule will retain the option for AAR to report the data
for the Class I carriers in the aggregate. WCTL has provided the Board
with no basis to conclude that the manner of the submission of the data
(aggregated or individualized) would affect the accuracy of the
collection. Moreover, the purpose of URCS is to provide system-average
costing information for each railroad. Accordingly, the Board would
have to undertake the additional burden of aggregating the data if they
were submitted individually for each carrier. As discussed above, AAR's
longstanding practice of collecting tare weight and loss and damage
data from Class I carriers and providing aggregated data to the Board
has worked successfully for decades and reduced administrative burdens
for the Board. WCTL has not presented a compelling reason to change the
Board's proposal and longstanding practice.
In the NPRM, the Board proposed to require Class I carriers, either
individually or through AAR, to file tare weight and loss and damage
data for the year 2021 within 30 days of the effective date of the
final rule. To ensure the timely availability of data for use in URCS
this year, the Board finds good cause to waive the 30-day effective
period for the final rule so that the final rule will be effective 15
days after issuance. See 5 U.S.C. 553(d) (stating that an agency may
waive the 30-day effective period for a final rule ``for good cause
found and published with the rule''). AAR will have 45 days after
issuance of the final rule to submit tare weight and loss and damage
data to the Board for the year 2021. Since AAR has the inputs for the
data collection by March 31 of each year, this deadline should not be
burdensome.
The final rule, reflecting the modification to the proposed rule
discussed above, is set forth below.
Regulatory Flexibility Act. The Regulatory Flexibility Act of 1980
(RFA), 5 U.S.C. 601-612, generally requires a description and analysis
of new rules that would have a significant economic impact on a
substantial number of small entities. In drafting a rule, an agency is
required to (1) assess the effect that its regulation will have on
small entities, (2) analyze effective alternatives that may minimize a
regulation's impact, and (3) make the analysis available for public
comment. Section 601-604. In its final rule, the agency must either
include a final regulatory flexibility analysis, section 604(a), or
certify that the proposed rule would not have a ``significant impact on
a substantial number of small entities,'' section 605(b). Because the
goal of the RFA is to reduce the cost to small entities of complying
with federal regulations, the RFA requires an agency to perform a
regulatory flexibility analysis of small entity impacts only when a
rule directly regulates those entities. In other words, the impact must
be a direct impact on small entities ``whose conduct is circumscribed
or mandated'' by the proposed rule. White Eagle Coop. v. Conner, 553
F.3d 467, 480 (7th Cir. 2009).
The final rule will not have a significant impact on a substantial
number of small entities within the meaning of the RFA \7\ because it
is limited to Class I carriers. Accordingly, the Board certifies under
5 U.S.C. 605(b) that this rule would not have a significant economic
impact on a substantial number of small entities as defined by the RFA.
A copy of this decision will be served upon the Chief Counsel for
Advocacy, Office of Advocacy, U.S. Small Business Administration,
Washington, DC 20416.
---------------------------------------------------------------------------
\7\ For purposes of the RFA analysis, the Board defines a small
entity as only including those rail carriers classified as Class III
carriers under 49 CFR 1201.1-1. See Small Entity Size Standards
Under the Regul. Flexibility Act, EP 719 (STB served June 30, 2016)
(with Board Member Begeman dissenting). Class III carriers have
annual operating revenues of $40.4 million or less in 2019 dollars
($42,370,575 when adjusted for inflation using 2021 data). Class II
carriers have annual operating revenues of less than $900 million in
2019 dollars ($943,898,958 when adjusted for inflation using 2021
data). The Board calculates the revenue deflator factor annually and
publishes the railroad revenue thresholds on its website. 49 CFR
1201.1-1; Indexing the Ann. Operating Revenues of R.Rs., EP 748 (STB
served June 29, 2022).
In the NPRM, footnote 5 on page 4 incorrectly indicated that the
revenue thresholds for Class II and Class III carriers had been
adjusted for inflation to the base year of 1991. On April 5, 2021,
the Board issued a Final Rule in Montana Rail Link, Inc.--Petition
for Rulemaking--Classification of Carriers, Docket No. EP 763, in
which the revenue classification level for Class I railroads was
raised from $250 million (1991 dollars) to $900 million (2019
dollars) effective for the reporting year beginning January 1, 2020.
The Class II threshold was converted and rounded from $20 million
(1991 dollars) to $40.4 million (2019 dollars). The corresponding
footnote in this decision has been corrected to reflect the new base
year of 2019.
---------------------------------------------------------------------------
Paperwork Reduction Act. In the NPRM, the Board sought comments
pursuant to the Paperwork Reduction Act (PRA), 44 U.S.C. 3501-3521,
Office of Management and Budget (OMB) regulations at 5 CFR 1320.8(d),
and Appendix D, about the impact of the new collection for URCS Data
Reporting (OMB Control No. 2140-XXXX), concerning (1) whether the
proposed collection of information, as described in Appendix D of the
NPRM, is necessary for the proper performance of the functions of the
Board, including whether the collection has practical utility; (2) the
accuracy of the Board's burden estimates; (3) ways to enhance the
quality, utility, and clarity of the information collected; and (4)
ways to minimize the burden of the collection of information on the
respondents, including the use of automated collection techniques or
other forms of information technology, when appropriate.
The Board estimated in the NPRM that the proposed new requirements
would include a total annual hourly burden of 28 hours and a one-time,
start-up hourly burden of 63 hours. There were no proposed non-hourly
burdens associated with this collection. No comments were received
pertaining to the collection of this information under the PRA.
The new collection will be submitted to OMB for review as required
under the PRA, 44 U.S.C. 3507(d), and 5 CFR 1320.11.
[[Page 47640]]
Congressional Review Act. Pursuant to the Congressional Review Act,
5 U.S.C. 801-808, the Office of Information and Regulatory Affairs has
designated this rule as a non-major rule, as defined by 5 U.S.C.
804(2).
Because the data required by the final rule is necessary to timely
process the Board's URCS calculations, the Board finds good cause to
make this rule effective on less than the 30 days' notice required
under 5 U.S.C. 553(d).
List of Subjects in 49 CFR Part 1249
Railroads, Reporting and recordkeeping requirements.
It is ordered:
1. The Board adopts the final rule as set forth in this decision
and the Appendices.
2. Notice of the final rule will be published in the Federal
Register.
3. The final rule is effective on August 13, 2022.
4. Class I carriers, either individually or through AAR, shall file
tare weight and loss and damage data for the year 2021 by September 12,
2022.
5. A copy of this decision will be served upon the Chief Counsel
for Advocacy, Office of Advocacy, U.S. Small Business Administration.
6. This decision is effective on its service date.
Decided: July 28, 2022.
By the Board, Board Members Fuchs, Hedlund, Oberman, Primus, and
Schultz.
Aretha Laws-Byrum,
Clearance Clerk.
For the reasons set forth in the preamble, the Surface
Transportation Board amends title 49, chapter X, subchapter C, of the
Code of Federal Regulations by adding part 1249, consisting of
Sec. Sec. 1249.1 and 1249.2, to read as follows:
PART 1249--REPORTS OF TARE WEIGHT AND LOSS AND DAMAGE DATA
Authority: 49 U.S.C. 1321, 11144, 11145.
Sec. 1249.1 Annual Report of Tare Weight Data.
Class I carriers, either individually or through AAR, shall
annually file tare weight data, as detailed in the Annual Report of
Tare Weight Data, with the Surface Transportation Board's Office of
Economics no later than May 31 of each year. Forms and instructions are
available at www.stb.gov and may also be obtained by contacting the
Office of Economics.
Sec. 1249.2 Annual Report of Loss and Damage Data.
Class I carriers, either individually or through AAR, shall
annually file loss and damage data, as detailed in the Annual Report of
Loss and Damage Data, with the Surface Transportation Board's Office of
Economics no later than May 31 of each year. Forms and instructions are
available at www.stb.gov and may also be obtained by contacting the
Office of Economics.
Note: The following appendices will not appear in the Code of
Federal Regulations.
Appendix A--Sample Forms for AAR Reporting
Annual Report of Loss and Damage Data Instructions
This report is applicable to all Class I railroads.
1. Update current reporting year.
2. For each standard transportation commodity code (STCC)
identified, report total annual loss and damage expenses, the number
of tons originated, and the loss and damage per ton.
3. Report the number of tons originated for each commodity for
all railroads.
4. The loss and damage per ton is calculated by dividing loss
and damage expenses by the number of tons originated by commodity.
Round to the thousandths place.
5. For Commodity 49 Hazmat, only report data in the loss and
damage column.
6. Explain the methodology by which non-U.S. operations, if any,
are excluded.
BILLING CODE 4915-01-P
[[Page 47641]]
[GRAPHIC] [TIFF OMITTED] TR04AU22.016
[[Page 47642]]
Annual Report of Tare Weight Data Instructions
1. For each four-digit AAR Car Type Code, report the average
tare weight for all Class I railroads by tons and pounds, and the
number of cars.
2. Report detailed data for freight car types and intermodal
equipment codes: A, B, C, D, E, F, G, H, J, K, L, M, P, Q, R, S, T,
U, V, and Z.
[GRAPHIC] [TIFF OMITTED] TR04AU22.017
Appendix B--Sample Forms for Individual Reporting
Annual Report of Loss and Damage Data Instructions
This report is applicable to all Class I railroads.
1. Update current reporting year.
2. For each standard transportation commodity code (STCC)
identified, report total annual loss and damage expenses, the number
of tons originated, and the loss and damage per ton.
3. Report the number of tons originated for each commodity for
all railroads.
4. The loss and damage per ton is calculated by dividing loss
and damage expenses by the number of tons originated by commodity.
Round to the thousandths place.
5. For Commodity 49 Hazmat, only report data in the loss and
damage column.
6. Explain the methodology by which non-U.S. operations, if any,
are excluded.
[[Page 47643]]
[GRAPHIC] [TIFF OMITTED] TR04AU22.018
[[Page 47644]]
Annual Report of Tare Weight Data Instructions
1. For each four-digit AAR Car Type Code, report the total tare
weight in tons and pounds, and the number of cars.
2. Report detailed data for freight car types and intermodal
equipment codes: A, B, C, D, E, F, G, H, J, K, L, M, P, Q, R, S, T,
U, V, and Z.
[GRAPHIC] [TIFF OMITTED] TR04AU22.019
[FR Doc. 2022-16598 Filed 8-3-22; 8:45 am]
BILLING CODE 4915-01-C
