[Federal Register Volume 71, Number 177 (Wednesday, September 13, 2006)]
[Proposed Rules]
[Pages 54118-54134]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 06-7497]



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Part II





Department of Agriculture





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Agricultural Marketing Service



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7 CFR Parts 1005 and 1007



Milk Marketing Orders--Tentative Partial Decision in the Appalachian 
and Southeast Marketing Areas; Proposed Rule

  Federal Register / Vol. 71, No. 177 / Wednesday, September 13, 2006 / 
Proposed Rules  

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DEPARTMENT OF AGRICULTURE

Agricultural Marketing Service

7 CFR Parts 1005 and 1007

[Docket No. AO-388-A17 and AO-366-A46; DA-05-06]


Milk in the Appalachian and Southeast Marketing Areas; Tentative 
Partial Decision and Opportunity to File Written Exceptions on Proposed 
Amendments to Tentative Marketing Agreements and to Orders

AGENCY: Agricultural Marketing Service, USDA.

ACTION: Proposed rule; tentative partial decision.

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SUMMARY: This document is the tentative partial decision proposing to 
adopt on an interim final and emergency basis amendments to the 
transportation credit balancing fund provisions of the Appalachian and 
Southeast milk marketing orders. Specifically, this document would 
establish a variable mileage rate factor using a fuel cost adjustor to 
determine the transportation credit payments of both orders, increase 
the maximum transportation credit assessment rate for both orders and 
establish a zero diversion limit standard on all milk receiving 
transportation credits in both orders. Other proposals concerning 
producer milk provisions and establishing transportation credit 
provisions on intra-market order movements of milk within the 
Appalachian and Southeast marketing areas will be addressed in a 
separate decision to be issued soon. This decision requires determining 
if producers approve the issuance of the amended orders on an interim 
basis.

DATES: Comments must be submitted on or before November 13, 2006.

ADDRESSES: Comments (six copies) should be filed with the Hearing 
Clerk, United States Department of Agriculture, STOP 9200--Room 1031, 
1400 Independence Avenue, SW., Washington, DC 20250-1031. You may send 
your comments by the electronic process available at the Federal 
eRulemaking portal: http://www.regulations.gov or by submitting 
comments to [email protected]. Reference should be made to the 
title of action and docket number.

FOR FURTHER INFORMATION CONTACT: Gino Tosi, Associate Deputy 
Administrator, USDA/AMS/Dairy Programs, Order Formulation and 
Enforcement Branch, STOP 0231--Room 2971, 1400 Independence Avenue, 
SW., Washington, DC 20250-0231, (202) 690-1366, e-mail address: 
[email protected].

SUPPLEMENTARY INFORMATION: This tentative partial decision proposes to 
adopt amendments that would: (1) Establish a variable transportation 
credit mileage rate factor which uses a fuel cost adjustor in both 
orders, (2) increase the Appalachian order's maximum transportation 
credit assessment rate to $0.15 per hundredweight (cwt) and the 
Southeast order's maximum transportation credit assessment rate to 
$0.20 per cwt and (3) establish a zero diversion limit standard on 
eligible Class I milk receiving transportation credits in both orders.
    This administrative action is governed by the provisions of 
Sections 556 and 557 of Title 5 of the United States Code and, 
therefore, is excluded from the requirements of Executive Order 12866.
    The amendments to the rules proposed herein have been reviewed 
under Executive Order 12988, Civil Justice Reform. They are not 
intended to have a retroactive effect. If adopted, the proposed 
amendments would not preempt any state or local laws, regulations, or 
policies, unless they present an irreconcilable conflict with this 
rule.
    The Agricultural Marketing Agreement Act of 1937, as amended (7 
U.S.C. 601-674) (the Act), provides that administrative proceedings 
must be exhausted before parties may file suit in court. Under Section 
608c(15)(A) of the Act, any handler subject to an order may request 
modification or exemption from such order by filing with the Department 
of Agriculture (Department) a petition stating that the order, any 
provision of the order, or any obligation imposed in connection with 
the order is not in accordance with the law. A handler is afforded the 
opportunity for a hearing on the petition. After a hearing, the 
Department would rule on the petition. The Act provides that the 
district court of the United States in any district in which the 
handler is an inhabitant, or has its principal place of business, has 
jurisdiction in equity to review the Department's ruling on the 
petition, provided a bill in equity is filed not later than 20 days 
after the date of the entry of the ruling.

Regulatory Flexibility Act and Paperwork Reduction Act

    In accordance with the Regulatory Flexibility Act (5 U.S.C. 601 et 
seq.), the Agricultural Marketing Service has considered the economic 
impact of this action on small entities and has certified that this 
proposed rule would not have a significant economic impact on a 
substantial number of small entities. For the purpose of the Regulatory 
Flexibility Act, a dairy farm is considered a ``small business'' if it 
has an annual gross revenue of less than $750,000, and a dairy products 
manufacturer is a ``small business'' if it has fewer than 500 
employees.
    For the purposes of determining which dairy farms are ``small 
businesses,'' the $750,000 per year criterion was used to establish a 
marketing guideline of 500,000 pounds per month. Although this 
guideline does not factor in additional monies that may be received by 
dairy producers, it should be an inclusive standard for most ``small'' 
dairy farmers. For purposes of determining a handler's size, if the 
plant is part of a larger company operating multiple plants that 
collectively exceed the 500-employee limit, the plant will be 
considered a large business even if the local plant has fewer than 500 
employees.
    During January 2006, the time of the hearing, there were 3,055 
dairy farmers pooled on the Appalachian order (Order 5). For the 
Southeast order (Order 7), 3,367 dairy farmers were pooled on the 
order. Of these, 2,889 dairy farmers in Order 5 (or 95 percent) and 
3,218 dairy farmers in Order 7 (or 96 percent) were considered small 
businesses.
    During January 2006, there were a total of 37 plants associated 
with the Appalachian order (22 fully regulated plants, 11 partially 
regulated plants, 2 producer-handler and 2 exempt plants). A total of 
51 plants were associated with the Southeast order (31 fully regulated 
plants, 9 partially regulated plants and 12 exempt plants). The number 
of plants meeting the small business criteria under the Appalachian and 
Southeast orders were 9 (or 24 percent) and 18 (or 35 percent), 
respectively.
    The proposed amendments adopted in this tentative final decision 
would amend the transportation credit provisions of the Appalachian and 
Southeast orders. The Appalachian and Southeast orders contain 
provisions for a transportation credit balancing fund. To partially 
offset the costs of transporting supplemental milk into each marketing 
area to meet fluid milk demand at distributing plants during the months 
of July through December, handlers are charged an assessment year-round 
to generate revenue used to make payments to qualified handlers.
    The proposed amendments would establish a variable mileage rate 
factor that would be adjusted monthly by changes in the price of diesel 
fuel (a fuel cost adjustor) as reported by the

[[Page 54119]]

Department of Energy for paying claims from the transportation credit 
balancing funds of the Appalachian and Southeast orders. Currently, the 
mileage rate of both orders is fixed at 0.35 cents per cwt per mile.
    The proposed amendments would increase the maximum rates of the 
assessments for the Appalachian and Southeast orders. Specifically, the 
maximum assessment rate for the Appalachian order would be increased by 
5.5 cents per cwt from the current 9.5 cents per cwt to 15 cents per 
cwt. The maximum assessment rate for the Southeast order would be 
increased by 10 cents per cwt to 20 cents per cwt. The increase in each 
order's maximum transportation credit assessment rate is intended to 
minimize the proration and depletion of each order's transportation 
credit balancing fund during those months when supplemental milk is 
needed to service the fluid needs of both marketing areas. The 
increases in the maximum assessment rates for the Appalachian and 
Southeast orders adopted in this decision are necessary due to, 
primarily, expected higher mileage reimbursement rates arising from 
escalating fuel costs and the transporting of milk over longer 
distances and, secondarily, the expected continuing need to rely on 
supplemental milk supplies arising from declining local milk production 
in the marketing areas.
    The proposed amendments also would amend the producer milk 
provisions of the Appalachian and Southeast orders by eliminating the 
current ability to pool diverted milk associated with supplemental milk 
receiving a transportation credit payment. While this tentative partial 
decision does not specifically adopt the Dean Foods Company proposal 
(published in the hearing notice as Proposal 4), the Department agrees 
with the need to limit diverted milk pooled on the order made possible 
by supplemental milk eligible to receive transportation credits.
    Currently, the Appalachian and Southeast orders provide 
transportation credits on supplemental shipments of milk for Class I 
use provided the milk was from a dairy farmer who was not defined as a 
``producer'' under the orders during more than 2 of the immediately 
preceding months of February through May and not more than 50 percent 
of the milk production of the dairy farmer, in aggregate, was received 
as producer milk under the order during those 2 months and whose milk 
is produced on a farm not located within the specified marketing areas 
of either order. The provisions of each order provide the Market 
Administrator the discretionary authority to adjust the 50 percent milk 
production standard to assure orderly marketing and efficient handling 
of milk in the marketing areas.
    The proposed amendments would be applied to all Appalachian and 
Southeast order handlers and producers--both consist of large and small 
businesses. The proposed amendments will affect all supplemental 
producers and handlers equally regardless of their size. Accordingly 
the proposed amendments should not have a significant economic impact 
on a substantial number of small entities.
    The Agricultural Marketing Service is committed to complying with 
the E-Government Act, to promote the use of the Internet and other 
information technologies to provide increased opportunities for citizen 
access to Government information and services, and for other purposes.
    This notice does not require additional information collection that 
needs clearance by the Office of Management and Budget (OMB) beyond 
currently approved information collection. The primary sources of data 
used to complete the forms are routinely used in most business 
transactions. Forms require only a minimal amount of information that 
can be supplied without data processing equipment or a trained 
statistical staff. Thus, the information collection and reporting 
burden is relatively small. Requiring the same reports for all handlers 
does not significantly disadvantage any handler that is smaller than 
the industry average.
    Interested parties are invited to submit comments on the probable 
regulatory and informational impact of this proposed rule on small 
entities. Also, parties may suggest modifications of this proposal for 
the purpose of tailoring their applicability to small businesses.

Prior Documents in This Proceeding

    Notice of Hearing: Issued December 22, 2005; published December 28, 
2005 (70 FR 76718).

Preliminary Statement

    Notice is hereby given of the filing with the Hearing Clerk of this 
tentative partial decision with respect to proposed amendments to the 
tentative marketing agreements and the orders regulating the handling 
of milk in the Appalachian and Southeast marketing areas. This notice 
is issued pursuant to the provisions of the Agricultural Marketing 
Agreement Act (AMAA) and the applicable rules of practice and procedure 
governing the formulation of marketing agreements and marketing orders 
(7 CFR Part 900).
    Interested parties may file written exceptions to this decision 
with the Hearing Clerk, U.S. Department of Agriculture, STOP 9200--Room 
1031, 1400 Independence Avenue, SW., Washington, DC 20250-9200, by 
November 13, 2006. Six (6) copies of these exceptions should be filed. 
All written submissions made pursuant to this tentative partial 
decision will be made available for public inspection at the Office of 
the Hearing Clerk during regular business hours (7 CFR 1.27(b)).
    The hearing notice specifically invited interested persons to 
present evidence concerning the probable regulatory and informational 
impact of the proposals on small businesses. Some evidence was received 
that specifically addressed these issues, and some of the evidence 
encompassed entities of various sizes.
    A public hearing was held upon proposed amendments to the marketing 
agreement and the orders regulating the handling of milk in the 
Appalachian and Southeast marketing areas. The hearing was held, 
pursuant to the provisions of the Agricultural Marketing Agreement Act 
of 1937 (AMAA), as amended (7 U.S.C. 601-674), and the applicable rules 
of practice and procedure governing the formulation of marketing 
agreements and marketing orders (7 CFR Part 900).
    The proposed amendments set forth below are based on the record of 
a public hearing held in Louisville, Kentucky, on January 10-12, 2006, 
pursuant to a notice of hearing issued December 22, 2005, published 
December 28, 2005 (70 FR 76718).
    The material issues on the record of hearing relate to:

1. Transportation Credits
    A. Establishing a variable mileage rate factor.
    B. Increasing the maximum assessment rates.
    C. Establishing diversion limit standards.
2. Determination of emergency marketing conditions.

Findings and Conclusions

    This tentative partial decision specifically adopts on an interim 
basis, proposals published in the hearing notice as Proposals 3, 1 and 
certain objectives of Proposal 4. Proposal 3 seeks to establish a 
variable mileage rate factor using a fuel cost adjustor. Proposal 1 
seeks to increase the maximum transportation credit assessment rates 
for both orders. The intent of Proposal 4 is to discourage the volume 
of milk pooled by diversions by

[[Page 54120]]

reducing the amount of transportation credits a handler could receive. 
A complete discussion and findings on these three proposals appears 
after the summaries of testimony.
    Proposal 2, seeking to establish an intra-market transportation 
credit provision for both the Appalachian and Southeast orders and 
Proposal 5, seeking to reduce the volume of milk diverted to an out-of-
area plant, will be addressed in a separate decision to be issued soon. 
Therefore, no further references to Proposals 2 and 5 will be made in 
this decision.
    The following findings and conclusions on the material issues are 
based on evidence presented at the hearing and the record thereof:

1. Transportation Credits

A. Establishing a Variable Mileage Rate Factor
    A proposal, published in the hearing notice as Proposal 3, which 
seeks to establish a variable mileage reimbursement rate factor (MRF) 
that uses a fuel cost adjustor in the transportation credit payment 
provisions in both the Appalachian and Southeast orders should be 
adopted immediately. The orders currently provide for a fixed mileage 
rate of 0.35 cents per cwt per mile. The proposal was offered by Dairy 
Farmers of America, Inc., (DFA). DFA is a dairy farmer member-owned 
Capper-Volstead cooperative with 12,800 member farmers whose milk is 
pooled throughout the Federal order system, including the Appalachian 
and Southeast orders.
    A witness appearing on behalf of Southern Marketing Agency, Inc. 
(SMA) and Dairy Cooperative Marketing Association, Inc. (DCMA) 
testified in support of Proposal 3. SMA and DCMA are marketing 
agencies-in-common operating in the southeast region of the country. 
Members of SMA include Arkansas Dairy Cooperative Association; Dairy 
Farmers of America, Inc.; Dairymen's Marketing Cooperative, Inc.; Lone 
Star Milk Producers, Inc.; and Maryland & Virginia Milk Cooperative 
Association, Inc. Members of DCMA include Zia Milk Producers 
Association; Select Milk Producers Association; Cooperative Milk 
Producers Association, Inc.; and Southeast Milk, Inc. Dairylea 
Cooperative, Inc. also requested that the witness testify on their 
behalf and in support of Proposal 3.
    The SMA witness testified that the southeastern region of the 
United States is experiencing declining milk production while the 
population and demand for fluid milk are increasing. As a result, the 
witness stated that the Appalachian and Southeast marketing areas must 
continually seek supplemental supplies of milk from outside their 
normal milksheds. The witness added that the volume of supplemental 
milk needed to meet demands that cannot be met by local production, and 
the distances from where the supplemental milk is obtained continues to 
increase. The witness explained that these marketing conditions result 
in payments to handlers from the transportation credit balancing funds 
being depleted at a rate faster than the rate they are assessed.
    The SMA witness presented monthly fuel cost data for the United 
States and nine U.S. sub-regions from the Energy Information 
Administration of the United States Department of Energy (EIA). Relying 
on EIA data, the witness asserted that the cost of diesel fuel has 
escalated sharply in recent years. According to the witness, the 
national average diesel fuel price in mid-1997 was reported to be 
approximately $1.15 to $1.17 per gallon while the national average 
diesel fuel price in mid-2005 was reported to be $2.20 to $2.50 per 
gallon. The witness emphasized that these current diesel fuel prices 
are much higher than the prices that existed when the transportation 
credit provisions were first implemented in 1996 and amended in 1997.
    The SMA witness noted that the cost of hauling has also increased 
in recent years. Relying on EIA data, the SMA witness estimated the 
cost of hauling to be in the range of $1.75 to $1.80 per loaded mile in 
1997, whereas the cost in 2005 was about $2.35 per loaded mile. As 
diesel fuel costs have increased, the witness explained, so have other 
costs such as equipment, insurance and labor.
    The SMA witness emphasized that there have been no adjustments made 
to the MRF of the transportation credit provisions since they were last 
amended in 1997. The witness recounted that the original mileage rate 
was reduced by five percent, from 0.37 cents per cwt per mile to 0.35 
cents per cwt per mile in 1997.
    The SMA witness explained that in 1997, approximately 94 to 95 
percent of the transportation costs on supplemental milk were covered 
by transportation credit balancing fund payments. The witness 
reiterated that since no adjustments have been made to the orders' 
transportation credit reimbursement rate since 1997, the percentage of 
hauling costs covered by the transportation credits today are 
substantially less than those in 1997.
    According to the SMA witness, the current use of a fixed mileage 
rate is not responsive to changes in hauling costs. The witness 
explained that Proposal 3 would compute a variable transportation 
credit mileage rate per cwt per mile that would adjust with changes in 
the cost of diesel fuel. The witness stressed the importance and need 
to keep information on hauling costs current by using independent fuel 
cost data. The witness stated that hauling cost rates, adjusted for 
changes in fuel costs, are common in industry.
    The SMA witness illustrated components used to calculate the 
proposed variable MRF. According to the witness, a monthly average 
diesel fuel price, a reference diesel fuel price, an average mile-per-
gallon truck fuel use, a reference hauling cost per loaded mile and a 
reference load size are the components needed to calculate the proposed 
variable MRF.
    Using EIA data for the United States and nine U.S. sub-regions, the 
SMA witness explained that using the Lower Atlantic and Gulf Coast EIA 
regions in computing the monthly mileage rates would be reflective of 
the Appalachian and Southeast marketing areas. Relying on EIA data, the 
witness explained that the Lower Atlantic region is comprised of the 
states of Virginia, West Virginia, North Carolina, South Carolina, 
Georgia and Florida. Similarly, the witness added, the Gulf Coast 
region is comprised of Alabama, Mississippi, Arkansas, Louisiana, Texas 
and New Mexico. According to the witness, of the nine sub-regions 
described by the EIA, the Lower Atlantic and Gulf Coast regions best 
reflect the Appalachian and Southeast marketing areas geographically. 
The witness also noted that according to EIA data, the diesel fuel 
costs for these two regions are among the lowest reported nationally.
    In establishing a reference diesel fuel price for the proposed 
transportation credit mileage rate calculation, the SMA witness relied 
on EIA retail diesel fuel prices for the time period of October to 
November 2003. During that period, the witness said, diesel fuel prices 
averaged $1.48 per gallon nationally and ranged from $1.42 per gallon 
in the Lower Atlantic to $1.43 per gallon in the Gulf Coast EIA 
regions. Due to the relatively little fluctuation of diesel fuel prices 
during October to November 2003, the witness was of the opinion that 
this period is a fair and conservative timeframe on which to establish 
a reference diesel fuel price. The witness concluded by suggesting 
$1.42 per cwt per mile should be used as the reference diesel price.

[[Page 54121]]

    The SMA witness submitted a random selection of actual milk hauler 
bills as the basis for computing a reference hauling cost component of 
the proposed MRF. According to the witness, actual origination and 
destination points, miles moved, and rates and fuel surcharges per 
loaded mile were depicted on each hauling bill. For the month of 
October 2005, the witness stated that hauling costs ranged from $1.89 
to $2.70 per loaded mile, with the average being $2.48 per loaded mile. 
In order to be consistent with the timeframe used for the reference 
diesel price, the witness submitted selected milk hauling bills from 
October to November 2003 as the basis for determining the reference 
hauling cost. The witness testified that for this time period the 
simple average hauling rate charged per loaded mile in the Southeast 
was $1.9332 and $1.8913, respectively, and averaged $1.9122. 
Accordingly, the witness offered that the average hauling rate of $1.91 
per loaded mile become the reference hauling cost used in calculating 
the MRF.
    The SMA witness provided data compiled by the United States 
Department of Transportation (USDOT) on combination truck fuel economy. 
According to the witness, the USDOT data show that the average miles 
traveled per gallon for a combination truck in 2002 was 5.2 miles per 
gallon. The witness was of the opinion that the dairy industry fuel 
economy is similar as it ranges between 5.0 to 6.0 miles per gallon. 
Accordingly, the witness advocated using a 5.5 miles per gallon fuel 
consumption rate in computing the proposed MRF. The witness also 
testified that a 5,600 gallon tanker at its fullest can carry 48,160 
pounds of milk. Therefore, the witness explained, 48,000 should be the 
reference load size used in calculating the MRF.
    The SMA witness summarized that Proposal 3 calculates a variable 
monthly MRF by using: (1) EIA data from a base period defined as 
October and November 2003, (2) hauling cost of $1.91 per loaded mile, 
(3) a reference diesel fuel rate of $1.42 per gallon, (4) a fuel 
economy of 5.5 miles per gallon and (5) a load size of 48,000 pounds.
    The SMA witness explained that the proposed mileage rate would be 
calculated by averaging the four most recent weeks of retail on-highway 
diesel prices for both the Lower Atlantic and Gulf Coast, as reported 
by the EIA that are available prior to each order's announcement of the 
Advance Class milk prices. According to the witness, the proposed 
mileage rate would then be computed and included in each orders' 
announcement of Advanced Class milk prices that are announced publicly 
on the Friday on or before the 23rd of the current month.
    The SMA witness stressed that the proposed mileage rate computation 
reflects less than the actual cost of hauling for various reasons. The 
witness asserted that the proposed mileage rate is based on costs of 
hauling from 2003, rather than a more current timeframe, and therefore 
would only reflect changes in the cost of diesel fuel since that time. 
The witness also reiterated that the proposed mileage rates would only 
apply to milk used in Class I shipped directly from farms to plants 
that exceeds 85 miles. The SMA witness was of the opinion that 
transportation costs will continue to increase and that adopting the 
proposed changes to the transportation credit provisions will avoid 
exhausting the transportation credit balancing fund before costs are 
reimbursed.
    The SMA witness asserted that they were incurring substantial 
losses in supplying supplemental milk for Class I use to the 
Appalachian and Southeast marketing areas. The witness indicated that 
hauling costs in supplying supplemental milk reach over $15 million 
annually.
    Six DFA farmer-members testified in support of Proposal 3. 
According to these witnesses, it is the cooperative members of SMA who 
are acting as handlers to supply the supplemental fluid milk needs of 
both marketing areas. According to the witnesses, this results in 
additional costs that are absorbed by the dairy farmer members of the 
cooperatives that comprise SMA. The witnesses argued that hauling costs 
and the distance supplemental milk must be hauled continues to 
increase.
    The six DFA dairy farmer witnesses were of the opinion that 
Proposal 3 is a reasonable solution to deal with the continued 
production decline and population driven demand increase in the 
southeastern region of the United States. The witnesses were of the 
opinion that using a fuel adjustor that moves up and down with changes 
in the cost of diesel fuel would more adequately cover the costs of 
transporting supplemental milk in the marketing areas.
    A post-hearing brief submitted by DFA, and supported by SMA, 
reiterated support for adopting a fuel cost adjustor.
    A post-hearing brief was submitted on behalf of Arkansas Dairy 
Cooperative Association (ADCA) in support of Proposal 3. According to 
ADCA, their members' milk does not usually qualify for transportation 
credit payments because their milk is typically pooled on the Southeast 
and Central orders year-round. However, ADCA noted that their members 
are impacted by the cost of hauling supplemental milk into the 
southeast because of their membership in a marketing agency-in-common.
    A post-hearing brief was submitted on behalf of Dairymen's 
Marketing Cooperative, Inc. (DMCI) in support of Proposal 3. The brief 
emphasized that as fuel costs continue to increase, the Class I 
differential surface becomes more outdated and unable to reflect the 
costs of moving milk.
    A post-hearing brief was submitted on behalf of Lone Star Milk 
Producers (Lone Star) in support of Proposal 3 because it would 
establish updated mileage rates for making payments from the 
transportation credit balancing funds. The brief stated that the 
hauling cost factor used to develop the mileage rate for the 
transportation credit balancing fund has not been updated since the mid 
1990's and is inadequate.
    A post-hearing brief submitted by Maryland & Virginia Milk 
Producers Cooperative Association, Inc. (Maryland & Virginia) 
reiterated support for the adoption of Proposal 3.
    A post-hearing brief was submitted on behalf of South East Dairy 
Farmers Association (SEDFA). The brief expressed support for a variable 
mileage rate based on the changes in the cost of diesel fuel. The brief 
stated that the industry uses a consistent fuel economy estimate of 5.0 
to 6.0 miles per gallon when calculating expected milk transportation 
costs. The brief stressed that the extreme rise in diesel fuel prices 
in recent months has made the adoption of Proposal 3 critical for 
producers who incur the cost of hauling milk to the market.
    A dairy farmer who supplies milk to Dean Foods Company (Dean) 
testified in support of the intent of Proposal 3. The witness stated 
that a dynamic mileage rate that adjusts to the energy markets is 
better than a static factor that is unable to change with changes in 
energy costs.
    A dairy farmer who markets milk to Dean through Dairy Marketing 
Service (DMS) testified in favor of Proposal 3. The witness stated that 
using a variable MRF derived from a source outside of the dairy 
industry such as the USDOT would help decrease the chances of industry 
manipulating what information should be used in calculating a MRF.
    A witness appearing on behalf of Southeast Milk, Inc. (SMI) 
testified in support of Proposal 3. SMI is a dairy marketing 
cooperative with approximately 300 dairy farmer members in Florida, 
Georgia, Alabama and Tennessee. The SMI witness stated

[[Page 54122]]

that relying on cost indexes of other government agencies determined on 
a national scale makes the data less subject to manipulation by any 
given industry.
    A witness testified on behalf of Dean in support of Proposal 3. 
According to the witness Dean owns and operates 8 plants regulated by 
the Appalachian marketing area and 10 plants regulated by the Southeast 
marketing area. The Dean witness agreed with the benefit of using an 
adjustor in determining the MRF to reflect changes in fuel prices over 
time. However, the witness also was of the opinion that the MRF should 
be reduced by 95 percent in order to be consistent with the Secretary's 
past decisions that transportation credits do not encourage the 
uneconomic movement of milk or inefficiencies.
    The Dean witness testified that there is a need for supplemental 
supplies of milk for the marketing areas and that supplying such milk 
presents challenges. Nevertheless, the witness was of the opinion and 
expressed concern for the continuing and potential abuse of 
transportation credits. The witness asserted that current order 
provisions allow supplemental milk to receive transportation credits 
when such milk is not demanded. Moreover, the witness stressed that 
there is no assurance that transportation credit balancing fund 
payments would flow to the dairy farmer members of the cooperatives 
acting as handlers located in the two marketing areas regardless of 
their status as independent or cooperative members.
    A post-hearing brief submitted on behalf of Dean reiterated support 
for Proposal 3, indicating that disorderly marketing conditions exist 
because the milk supply in the Southeastern United States is deficit 
and the cost of supplying the market is not borne equally.
    A witness appearing on behalf of Land O'Lakes, Inc. (LOL) testified 
in support of Proposal 3. LOL is a dairy cooperative with over 4,000 
dairy farmer member-owners who are pooled on six Federal Orders. The 
witness stated that their member's milk located in the Northeast and 
Midwest have provided supplemental supplies to both the Appalachian and 
Southeast marketing orders for the past 10 years.
    According to the witness, LOL is a continuous supplemental milk 
supplier to the Appalachian and Southeast orders and has higher costs 
hauling milk. The witness asserted that basing the MRF on changes in 
diesel fuel prices would be responsive to costs actually experienced by 
the handlers who move milk into these two deficit markets.
    A post-hearing brief submitted by LOL reiterated support for the 
adoption of Proposal 3. The brief said that in order to fulfill the 
supplemental milk needs of the two marketing areas, milk is sourced 
from 28 states, which demonstrates the distance milk must travel has 
further increased adding to the justification of why Proposal 3 should 
be adopted.
    An independent dairy farmer from New Market, Tennessee, testified 
in opposition to any changes to the Appalachian or Southeast marketing 
orders. The witness testified that additional government intervention 
in moving milk was not necessary and that supply and demand should be 
relied upon to dictate what services are needed. The witness asserted 
that amending the orders as proposed would change the way milk is moved 
and that would hinder efficient milk hauling. The witness also was of 
the opinion that there is no assurance transportation credits received 
for supplying supplemental milk would truly reach the market's 
producers. The witness expressed concerns that the proposed increases 
in the transportation credit rate could affect producer decisions and 
producer blend prices.
    A witness testified on behalf of the Kentucky Dairy Development 
Council (KDDC). KDDC is a member-based organization that represents 
approximately 1,360 dairy farmers in Kentucky. KDDC did not state 
support or opposition for the proposals presented at the hearing. The 
witness was of the opinion that noncompetitive pricing is discouraging 
milk production in the southeastern United States. The witness stated 
the opinion that farm milk prices in Kentucky and in the Southeastern 
states have eroded and that KDDC was opposed to any Federal Order 
changes which would further erode farm prices. The witness did testify 
in support of changes to the orders that would strengthen the position 
of dairy farmers in Kentucky and in other Southeastern states.
    A post-hearing brief was submitted by KDDC in support of Proposal 3 
even though no specific position was taken on proposals considered 
during the hearing. The brief said that Proposal 3 would benefit 
Kentucky dairy farmers by providing assistance in recovering market 
service costs.
B. Increasing the Maximum Assessment Rate
    A proposal, published in the hearing notice as Proposal 1, offered 
by DFA, that seeks to increase the maximum transportation credit 
balancing fund assessment rates for the Appalachian and Southeast 
orders should be adopted immediately. Specifically, this proposal would 
increase the maximum transportation credit balancing fund assessment 
rate in the Appalachian order by $0.055 per cwt on Class I milk so that 
the maximum rate of assessment would be $0.15 per cwt. The Southeast 
order maximum assessment rate would be increased by $0.10 per cwt so 
that the maximum rate of assessment would be $0.20 per cwt.
    A witness appearing on behalf of DCMA and SMA testified in support 
of Proposal 1. As previously described in testimony regarding Proposal 
3, the SMA witness said that the current transportation credit 
provisions provide for collecting a maximum transportation credit 
assessment to handlers on all Class I milk for the Appalachian and 
Southeast marketing areas year-round. While the Market Administrator 
has the discretion to waive the maximum transportation credit 
assessments if deemed necessary, the SMA witness explained that the 
Market Administrator of each order collected the maximum assessments in 
2004 and 2005. However, the witness said that the collected assessments 
in both orders had been insufficient to pay the requested credits 
necessitating the proration of payments from the transportation credit 
balancing fund.
    The SMA witness stated that even with the November 1, 2005, 
implementation of the most recent transportation credit assessment 
increase of 3 cents per cwt for both orders, the assessment rate will 
likely not be able to ensure payments from the transportation credit 
balancing funds on all milk eligible to receive payment.
    The SMA witness estimated that the transportation credit assessment 
rate for the Appalachian order for 2004 would have needed to be $0.0889 
per cwt and $0.0953 per cwt for all of 2005 in order to cover all of 
the transportation credits requested. The witness also estimated that 
the Southeast area transportation credit assessment rate would needed 
to have been $0.1318 per cwt and $0.1246 per cwt in 2004 and 2005, 
respectively, to cover all requested credits. The witness also noted 
that the transportation credits requested for both the Appalachian and 
Southeast marketing orders for the months of July, September and 
October of 2005 exceeded the transportation credits requested in all of 
2004. The witness said that this also demonstrates that increased 
volumes of supplemental milk were transported from locations located 
farther from the marketing areas.
    The witness said that the reason the Market Administrators' 
prorated

[[Page 54123]]

payments from the transportation credit balancing funds was because the 
rate of assessments exceeded collections. The witness was of the 
opinion that this occurred because more supplemental milk was sourced 
from more distant locations.
    Relying on Market Administrator data, the witness concluded that 
only 55 percent of the actual cost of transporting supplemental milk 
was covered by the transportation credit payments in the Appalachian 
Order and only 39 percent of the actual cost was covered for the 
Southeast Order in 2004. The witness estimated that for 2005, only 53 
percent and 43 percent of the actual hauling costs for supplemental 
milk would be covered for the Appalachian and Southeast orders 
respectively.
    In explaining the need for the adoption of Proposal 3, the SMA 
witness reiterated that the combined effect of higher mileage hauling 
rates and supplemental milk being hauled from more distant locations 
resulted in a smaller portion of actual transportation costs being 
funded with transportation credits than in 1997. The witness was of the 
opinion that transportation costs will continue to increase thus making 
it necessary to again increase the assessment rate.
    Further illustrating the need to increase the maximum 
transportation credit assessment rate, the SMA witness related that if 
a transportation credit reimbursement rate of 0.46 cents per cwt per 
mile had been in place rather than the current rate of 0.35 cents per 
cwt per mile, the Appalachian order would have required an assessment 
of $0.133 per cwt in 2004 in order to prevent the proration of 
transportation credit claims, and 2005 would have required an 
assessment of $0.1415 per cwt. Similarly, the witness stated for the 
Southeast order, the assessment rate would have needed to have been 
$0.1927 per cwt for 2004 and $0.1869 per cwt for 2005.
    The SMA witness testified that the differing rates of 
transportation credit balancing fund assessments proposed for the 
Appalachian and Southeast orders reflect the differing costs of 
supplying supplemental milk into each marketing area. The witness 
stated that while the transportation credit assessment was waived for 2 
months during 2002 and 2003, assessments were not waived for the 
Southeast order. The witness asserted that while both orders rely on 
some of the same sources for supplemental milk, the Appalachian 
marketing area receives most of its milk from the more northern Mid-
Atlantic States while the Southeast marketing area receives most of its 
supplemental milk from States located to the west and southwest of the 
marketing area. Further, the witness added that different assessment 
rates are warranted for the two orders because supplemental milk moves 
greater distances to service the Southeast market than it does to 
service the Appalachian market.
    The six DFA dairy farmer witnesses that testified in support of 
Proposal 3 also testified in support for increasing the transportation 
credit assessments for both orders. The witnesses were of the opinion 
that the assessment increases would generate funds needed to maintain a 
sufficient transportation credit fund balance to pay eligible claims. 
In addition, the witnesses were of the opinion that the orders' current 
location adjustments are not able to reflect the rapidly increasing 
costs of transporting milk from where it is located to where it is 
needed. Similarly, the witnesses stated that over-order premiums cannot 
be commanded from the market to offset rapidly increasing 
transportation costs.
    The six DFA dairy farmer witnesses were also of the opinion that 
the intent of increasing the transportation credit assessment rates was 
a reasonable solution to mitigate continued production declines and the 
increasing demand for milk in the southeastern United States by a 
growing population. The witnesses added that higher fuel costs and 
longer hauling distances from which to obtain supplemental milk 
supplies are costing the markets' producers. When producers go out of 
business, the witnesses related, the gap between supply and demand 
widens thereby increasing the cost of supplying the market with 
supplemental milk.
    Post-hearing briefs submitted by DFA reiterated the position and 
testimony by SMA in support of increasing the transportation credit 
assessment rates immediately.
    A post-hearing brief was submitted on behalf of Select Milk 
Producers, Inc. (Select) and Continental Dairy Products, Inc. 
(Continental) in support of Proposal 1. Select's members are located in 
New Mexico, Texas, Kansas and Oklahoma, and Continental's members are 
located in Indiana, Michigan and Ohio. The brief stated that both 
cooperatives supply the Appalachian and Southeast marketing areas with 
supplemental milk. The brief stated support for testimony given at the 
hearing by proponents for increasing the transportation credit 
assessment rates of the two orders. The brief also stated that while 
the proposals under consideration will not fix long-term marketing and 
transportation problems, Proposal 1 should be adopted in conjunction 
with the Department considering alternative approaches in an effort to 
correct the milk deficit problems in the southeast region of the United 
States.
    The Select/Continental brief expressed the opinion that blend 
prices, not Class I prices, provide the economic incentive to supply 
milk to a marketing area. The brief stated that when producers in a 
large marketing area share the same blend price the incentive to move 
milk within the large marketing area is greatly diminished. In 
addition, the brief indicated that the pricing of diverted milk ignores 
the true relative value of milk to the market where pooled which 
results in milk being pooled that is not available to meet the Class I 
needs of the market.
    A post-hearing brief was submitted on behalf of South East Dairy 
Farmers Association (SEDFA). The brief expressed support for Proposal 1 
as published in the hearing notice. SEDFA represents cooperative and 
independent producers who are normal and supplemental milk suppliers 
and are located in and outside of the Appalachian and Southeast 
marketing areas.
    The SEDFA brief asserted that whether milk is produced within or 
outside of the two marketing areas, the cost of moving Class I 
supplemental milk should be borne by the marketplace. The brief stated 
that while the percent reimbursement of actual hauling costs is much 
lower than in 1997, the amount of supplemental milk being brought into 
the marketing areas is increasing. The brief concluded that because 
reimbursement of actual hauling cost is smaller, the higher costs not 
reimbursed has fallen disproportionately to producers. The brief agreed 
with Lone Star and Maryland & Virginia that the 3-cent increase in the 
transportation credit assessments implemented in November 2005 would be 
insufficient to cover expected transportation credit claims during 
2006.
    A witness appearing on behalf of DFA testified in support of 
Proposal 1. The witness testified that the pay prices for cooperative 
producers in the southeast region of the country (Tennessee, Louisiana, 
Missouri, Virginia, North Carolina, South Carolina and Alabama) between 
January through June 2005 for DFA cooperative members ranged from $0.25 
per cwt below the blend price to $0.30 per cwt above the blend price 
with the majority being at about $0.20 per cwt above the blend price. 
The witness indicated that over-order premiums paid to producers ranged 
from $0.10 to $0.90 per cwt above the blend price and were similar to 
the pay

[[Page 54124]]

price of their competitors in these areas who are not DFA members.
    A witness appearing on behalf of LOL testified in support of 
Proposal 1. The LOL witness agreed with other proponents that the 
transportation credit balancing fund for both orders has been 
insufficient to support transportation credit payments. While the 
witness supported the transportation credit assessment increases 
effective in November 2005, the witness did not think that this would 
be sufficient to reimburse future claims.
    A post-hearing brief submitted by LOL reiterated their support for 
the adoption of Proposal 1. The brief indicated that the southeast 
region of the country is not able to fulfill Class I demands during any 
season of the year and must rely on supplemental supply from about 28 
States outside the Appalachian and Southeast marketing areas. The brief 
noted that transportation credits installed in the southeastern region 
in 1996 were based on recognition that the region's Class I needs could 
only be met by supplemental milk from dairy farms located outside of 
the region.
    A witness testifying on behalf of Dean expressed cautious support 
for increasing the transportation credit assessment rates of the two 
orders because the availability of additional credits needs to be 
balanced with a consideration for abuses and undesired results. The 
witness was of the opinion that handlers who receive such credits also 
are pooling milk on the orders through the diversion process that does 
not actually serve the market's Class I needs.
    A post-hearing brief submitted on behalf of Dean agreed with 
proponents of Proposal 1 that disorderly marketing conditions exist. 
The brief stated that the southeast area's milk supply is deficit and 
the cost of supplying the market is not borne equally.
    A witness testified on behalf of SMI in opposition to Proposal 1. 
The witness characterized transportation credits as a subsidy and was 
of the opinion that subsidizing the transportation of milk produced 
outside of the marketing areas results in economic disincentives for 
local milk production and incentives for milk from outside the two 
marketing areas to replace local supplies. The witness noted that when 
transportation credits were first adopted in 1996, the average Class I 
utilization of the southeast region was in the mid-80 percent range. 
Since the implementation of transportation credits, the witness 
contrasted the Class I utilization noting that it had fallen to the 60 
percent range. It was the opinion of the witness that transportation 
credit provisions are contributing to the declining milk production in 
the two marketing areas.
    The SMI witness testified that transportation credits should be 
eliminated. As an alternative, the witness suggested (1) establishing a 
method by which Class I prices could be adjusted based on more regional 
marketing conditions, (2) adopting a base-excess plan, (3) increasing 
the current Class I differential level and (4) any other provisions 
that would encourage local milk production.
    A Kentucky dairy farmer testified in opposition to Proposal 1. The 
witness argued that providing transportation credits devalues local 
milk, results in lower prices to local producers, and is a cause of the 
declining milk production in the two marketing areas. The witness 
expressed concern that Proposal 1 will provide for more milk located 
outside the marketing areas the opportunity to be pooled on the orders 
even though that milk is not delivered to either marketing area on a 
daily basis as is the locally produced milk. According to the witness, 
local producers are not able to receive the full value for local 
production because transportation credits give producers located far 
from the marketing areas price advantages. The witness concluded by 
stating that pooling milk located outside of both marketing areas does 
not represent Class I use and this milk should not be pooled on the 
Appalachian or Southeast orders.
    A dairy farmer witness who supplies milk to Dean testified in 
opposition to Proposal 1. The witness viewed increasing assessment 
rates on transportation credits as detrimental to dairy farmers located 
in the Appalachian and Southeast marketing areas who regularly supply 
the Class I needs of the market. The witness was of the opinion that 
Proposal 1 lacks safeguards on the amount of additional milk that could 
be pooled on the orders by diversions. The witness said this additional 
pooled milk would unnecessarily lower the blend price received by 
producers and essentially result in out-of-area milk supplies becoming 
less expensive relative to milk produced in-area. As a consequence, the 
witness said local in-area producers will be forced out of business 
because of lower prices thereby further increasing the need for 
additional out-of-area supplemental milk supplies to meet the Class I 
needs of the marketing areas.
    The witness suggested that instead of providing additional 
transportation credits, a review of the level of Class I differentials 
and a review of diversions and touch-base provisions should be 
considered in another hearing.
    An independent dairy farmer from New Market, Tennessee, testified 
against making any changes to the Appalachian and Southeast marketing 
orders including the adoption of Proposal 1. In addition to the 
witness' testimony regarding Proposal 3 already described, the witness 
was of the opinion that additional government intervention to provide 
for the increasing transportation credit assessment rate was not 
necessary and that supply and demand forces should dictate what 
services are needed. The witness asserted that amending the orders as 
proposed would change the way milk is transported and would hinder 
efficient handling of milk. The witness was of the opinion that there 
would be no assurance that the transportation credits would benefit the 
producers who were pooled on the two orders and incurred the additional 
costs of servicing the Class I market.
    A dairy farmer who also markets milk to Dean through DMS testified 
in opposition to Proposal 1. The witness said that local producers of 
the Appalachian and Southeast marketing areas are unable to supply all 
the fluid milk needs of the two marketing areas because local milk 
production in these areas is declining. The witness suggested that if 
Proposal 1 were adopted, the accounting of the total transportation 
costs of all milk movements should be supplied to the Market 
Administrators and be made available for public inspection. The witness 
also suggested making changes to the level of adjustments of milk 
prices by location (location adjustments) as an alternative to 
increasing the transportation credit assessment rate. The witness said 
if location adjustments were changed, the pooling standards for both 
orders would also need to be adjusted. Specifically, the witness 
suggested increasing the number of days' production needed to touch 
base or increasing the performance standards of the orders.
    A post-hearing brief submitted by the Kentucky Dairy Development 
Council (KDDC) supported Proposal 1 even though they did not state 
their position at the hearing. The brief noted that increasing the 
transportation credit assessment rate would benefit Kentucky dairy 
farmers by providing assistance in recovering costs associated with 
serving the market.
C. Establishing Diversion Limit Standards
    A proposal submitted by Dean Foods, published in the hearing notice 
as Proposal 4, seeks to reduce a handler's ability to utilize 
transportation credits to

[[Page 54125]]

help broaden the number of producers who touch base. The intent of the 
proposal is to limit the pooling of additional surplus milk on the 
orders through the diversion process. Currently, large volumes of milk 
are being pooled through diversions on the Appalachian and Southeast 
orders from locations distant from the marketing areas. While Proposal 
4 would provide incentives to limit the pooling of milk through the 
diversion process, it would do so indirectly by limiting the payment of 
transportation credits. This decision chooses to directly limit 
diversions by establishing a zero diversion limit on milk that receives 
transportation credits.
    A witness appearing on behalf of Dean testified in support of 
Proposal 4 while also expressing cautious support for the proposed 
transportation credit assessment increase (Proposal 1). The witness was 
of the opinion that handlers supplying supplemental milk to the two 
marketing areas receive a financial benefit from pooling diverted milk 
on the orders but maintained that such milk does not serve the fluid 
market. The witness explained that while the diverted milk typically 
does not serve the two markets, it is nevertheless pooled on the two 
orders because the blend prices are higher than what this milk could 
receive if pooled on other Federal orders.
    The Dean witness testified that the establishment of large 
marketing orders has created new marketing problems. According to the 
witness, when the Federal order system had a larger number of smaller 
markets, each order's marketwide pools were small. Markets with large 
populations relative to associated milk, the witness explained, had 
higher Class I utilizations and higher blend prices to attract 
supplemental milk supplies. Markets with significant supplies of milk 
and smaller populations, the witness related, had lower Class I 
utilizations and producers pooled in those markets were provided with 
the economic incentive to look for higher returns in markets with 
higher blend prices. The witness further explained that smaller 
marketing areas limited the size of the Class I market and in turn 
limited how much milk could be pooled by diversion. The witness said 
that not only were smaller orders effective in limiting a handler's 
ability to pool milk through diversions, but smaller orders also had 
disincentives to pooling diverted milk. According to the witness, the 
relative value of diverted milk was tied to its distance from the 
market.
    The Dean witness also testified that the Class I price surface 
adopted during Federal milk order reform changed the relative 
relationship of milk value to its distance from the market. According 
to the witness, the location value of diverted milk prior to reform was 
based on adjusting milk value based on the distance to an order's 
pricing point. The witness said this resulted in each plant having a 
different location adjustment value to its milk receipts depending on 
the order on which its receipts were pooled. The witness explained that 
the further milk was located from the order's pricing point, the less 
likely that such milk would be pooled as diversions.
    The Dean witness expressed concern that no longer valuing milk 
relative to the order on which it is pooled had a material effect on 
the value of pooling milk located far from the market by diversion. The 
witness was of the opinion that the flatter Class I price surface, with 
fixed differential levels by county, places a value on milk that is not 
reflective of its value to the marketing order where pooled and has 
made it economically desirable to pool milk located far from the market 
by the diversion process. The witness was also of the opinion that this 
served to provide the incentive for pooling distant milk by diversions.
    The Dean witness testified that even though there are closer milk 
supplies, distant milk is being pooled on both orders and asserted that 
transportation credits amplify the pooling of milk on the orders which 
does not service the Class I needs of the markets. The witness was of 
the opinion that pooling distant milk by diversions are clearly 
disorderly marketing conditions for the two markets. According to the 
witness, when such milk is pooled, local farmers who are consistently 
serving the Class I needs of the markets receive a needlessly lower 
blend price.
    According to the Dean witness, the objective of Proposal 4 is to 
modify the receipt of transportation credits depending on a handler's 
specific service to the Class I need of the markets and to lower the 
payment of transportation credits to those handlers who have higher 
levels of diversions. The witness stated that the current reimbursement 
rate of transportation credits is the same for each handler regardless 
of the level of its relative service to the fluid market. The witness 
explained that when a handler delivers 100 percent of its receipts to a 
pool distributing plant, it receives transportation credits at the same 
rate as a handler delivering only the minimum volume needed to meet the 
pooling qualifications. The witness related that the handlers only 
meeting the minimum pooling standards are then able to divert milk 
which is not available to the market. Additionally, the witness 
indicated that adjusting a handler's receipt of transportation credits 
in this way will maintain and help extend the transportation credit 
balancing funds.
    The Dean witness acknowledged the need for balancing because 
distributing plants do not typically need to receive milk every day of 
the week. However, the witness asserted that not limiting diversions 
undermines the purpose of the Federal order system. The witness 
explained that their proposed 30 percent diversion limit on 
supplemental milk seeking transportation credits was reasonable because 
a distributing plant typically receives milk for five days per week. 
The need to divert milk for two days per week, the witness explained, 
justifies the 30 percent diversion limit. The Dean witness explained 
that based on data provided by the Market Administrator, there are 
handlers in both orders who receive transportation credits and who 
divert significantly more pounds of milk than the orders need to 
balance the Class I demands of pool distributing plants.
    A post-hearing brief submitted on behalf of Dean reiterated support 
for the adoption of Proposal 4 provided that Proposals 1 and 3 are 
adopted. The brief stated that Proposal 4, when adopted with Proposals 
1 and 3, would tend to limit the abuse of transportation credits on 
supplemental milk for Class I use because Proposal 4 sets a cap on the 
receipt of transportation credits by handlers. The brief also stressed 
that the adoption of Proposal 4 would exercise some control over how 
much milk would be pooled on the orders through the diversion process.
    A dairy farmer who supplies milk to Dean testified in support of 
Proposal 4. The witness agreed with Dean and other opponents that 
orders should only pool the milk of producers who truly serve the Class 
I needs of the market; otherwise revenue essentially leaves the two 
marketing areas. According to the witness, this loss of revenue leads 
to the area's dairy farmers exiting the industry and further reduces 
the availability of local milk supplies. The witness said that the 
result is the need for acquiring more milk produced from far outside 
the marketing areas. The witness was of the opinion that it is the 
shipments of supplemental milk into the marketing areas that provide 
the ability to pool milk by diversion when it is not available to the 
market.
    A witness from SMI testified in support of Proposal 4 provided 
Proposals 1 and 3 are adopted.
    A Kentucky dairy producer testified in support of Proposal 4 and 
said that

[[Page 54126]]

supplemental milk receiving transportation credits should have some 
limits on the amount of additional milk that can be pooled by 
diversions. The witness was of the opinion that transportation credits 
give producers located outside the marketing areas a price advantage 
because their diverted milk receives the blend price of the orders.
    A witness appearing on behalf of LOL testified in opposition to 
Proposal 4. The witness noted that transportation credits were 
established to attract supplemental milk and to partially offset the 
cost of hauling supplemental milk into the deficit markets. The witness 
explained that the orders' specify conditions that must be met for 
being eligible to receive transportation credit payments. The current 
transportation credit provisions, the witness said, already limit 
payments for supplemental milk from outside the marketing areas to the 
milk of dairy farmers who are not defined as ``producers'' under the 
orders. The witness also said that payments are limited to Class I 
pounds and are not made on the first 85 miles of hauling milk from 
farms to the plant that receives supplemental milk.
    The LOL witness stressed that additional limitations would do 
nothing to encourage the delivery of needed supplemental milk into the 
marketing areas during the short production months. The witness was of 
the opinion that if the intent is to change the diversion limits of the 
orders, those changes should be addressed in a separate hearing.
    A post-hearing brief submitted by LOL reiterated opposition to 
Proposal 4. The brief reiterated the positions given at the hearing. 
The brief also stated that Proposal 4 improperly assumes that all 
handlers supplying supplemental milk have equal access to distributing 
plants and that distributing plants Class I use of milk is the same as 
the Class I utilization of the two markets.
    A witness appearing on behalf of SMA also testified in opposition 
to Proposal 4. The SMA witness stated that there is some rational basis 
for the intent limiting transportation credits to a handler who diverts 
more milk to nonpool plants above reasonable levels. However, the 
witness was of the opinion that it is the touch-base and diversion 
limit standards of the orders that already provide sufficient 
safeguards to pooling milk not needed for Class I use. According to the 
witness, adoption of the proposal would disproportionately place 
burdens on market participants.
    The SMA witness explained that it is difficult to establish 
specific diversion limits on supplemental milk as contained in Proposal 
4 because of individual differences in the balancing needs of each 
distributing plant, noting that these needs continually change. The 
witness emphasized that there are difficulties in balancing pool 
distributing plants of the orders year-round and suppliers sometimes 
have no control over factors that may alter balancing needs. The 
witness noted that some of SMA's purchase agreements for supplemental 
milk included arrangements where transportation credit payments are 
paid directly to the cooperative acting as the supplier. In this 
regard, the witness expressed concern that providing a separate 
diversion limit on milk receiving transportation credit payments would 
unfairly penalize them when a distributing plant overestimates its need 
for supplemental milk. The witness stated that extreme variations in 
daily, weekly and monthly deliveries to pool distributing plants occur. 
Relying on Market Administrator data for January 2004 through October 
2005 that showed the ratio of the highest delivery day to the lowest 
delivery, the witness concluded that a 30 percent reserve factor would 
not have been sufficient to cover distributing plant balancing needs.
    The SMA witness also was of the opinion that Proposal 4 would give 
an advantage to pool distributing plant operators to the detriment of 
cooperatives who in their capacity as handlers are supplying 
supplemental milk. The witness said that while cooperatives handle the 
majority of supplemental milk for the orders, they may receive little 
or no transportation credit payments under Proposal 4. According to the 
witness, a diversion limit could only benefit handlers located nearer 
to the marketing areas.
    A post-hearing brief was submitted on behalf of ADCA in opposition 
to Proposal 4. The brief stressed that the seasonality of production in 
the southeastern region is the highest in the country and means that a 
greater reserve of milk must be assured. The brief concluded that 
Proposal 4 would create inequities between handlers supplying 
supplemental milk and encourage uneconomic movements of milk.
    A post-hearing brief was submitted on behalf of DMCI in opposition 
to Proposal 4. The brief asserted that there are too many unanswered 
questions about how Proposal 4 would be applied. The brief stated that 
a distributing plant's reserve milk needs are an individual business 
decision and should only be limited by the order's pooling provisions.
    A post-hearing brief submitted by DFA and other SMA members 
reiterated their opposition to Proposal 4. The brief noted that there 
are many months when a 30 percent diversion limit is insufficient to 
cover balancing needs. Therefore, if Proposal 4 were implemented, the 
brief said, it could disproportionately affect different supplemental 
supplies and distributing plants in the marketing areas.
    A post-hearing brief was submitted on behalf of Lone Star in 
opposition to Proposal 4. The brief opposed the adoption of Proposal 4 
because it would establish a ``one-size-fits-all'' or single diversion 
limit for all Class I handlers. The brief noted that a distributing 
plant's reserve milk needs are individual decisions of the plant in 
response to its customer base and seasonal changes in demand. The brief 
was of the opinion that the orders already provide diversion limit 
standards and touch-base requirements that are some of the strictest in 
the Federal order system.
Findings/Discussion
    The issue before the Department in this decision is to consider 
changes to the transportation credit provisions of the Appalachian and 
Southeast milk marketing orders. Transportation credit provisions have 
been a feature of the current orders (and their predecessor orders) 
since 1996. The need for transportation credit provisions arose from a 
consistent need to import milk from considerable distances to the 
marketing areas during certain months of the year when milk local 
production in the areas was not sufficient to meet Class I demands. 
Transportation credit provisions provide payments to handlers to cover 
a portion of the costs of hauling supplemental milk supplies into the 
Appalachian and Southeast marketing areas during the months of July 
through December--a time period during which supplemental milk is 
needed to meet the demand for Class I milk at distributing plants.
    The transportation credit provisions are designed to distinguish 
between producers who are supplying the markets on these orders from 
producers who are not supplying the markets on these orders. The milk 
of producers who are located outside of the marketing areas and who are 
not considered ``producers'' of the order are eligible to receive 
transportation credits.
    The record reveals that the Appalachian and especially the 
Southeast marketing areas are chronically unable to meet Class I

[[Page 54127]]

demands. Local milk production relative to demand has declined and is 
expected to continue declining. Consequently, local milk production is 
not always able to fulfill the Class I needs of the markets which 
necessitates the need for supplemental milk from distant locations. As 
local milk production has eroded, the volume of supplemental milk 
needed for fluid use and the distance from the marketing areas that 
supplemental supplies are obtained has been increasing, especially for 
the Southeast marketing area. These combined factors have caused the 
transportation credit balancing fund (TCBF) to be insufficient in 
covering requested transportation credit payments in the past. The TCBF 
will likely not be able to cover future requested payments unless the 
amendments contained in the decision also are adopted.
    While both marketing areas are able to supply the Class I needs of 
their respective markets during the spring ``flush'' months without the 
need for transportation credits, the record clearly indicates that both 
orders are not able to fully supply their fluid needs with local 
production during the last 6 months of the year. The chronic shortage 
of milk for fluid uses during this time period has worsened over time, 
especially in the Southeast marketing area. Evidence shows that the 
trend of declining production relative to demand will increase the need 
for supplemental milk supplies and is likely to continue into the 
foreseeable future.
Variable Mileage Rate Factor--a Fuel Cost Adjustor
    Based on record evidence, this tentative partial decision finds 
that the MRF used to determine the payment of transportation credits 
should include a fuel cost adjustor as proposed in DFA's Proposal 3.
    The original fixed mileage rate for both orders was 0.37 cents per 
cwt per mile when the transportation credit provisions were first 
established in 1996. The computation of the transportation credit 
payments was based on the total miles supplemental milk was shipped 
from its point of origination to its destination--the receiving pool 
distributing plant. In 1997, several amendments were made to the 
transportation credit provisions of the orders that included a 
reduction of the mileage rate from 0.37 cents per cwt per mile to the 
current 0.35 cents per cwt per mile.
    Additional amendments made in 1997 to the transportation credit 
provisions included excluding the first 85 miles supplemental milk was 
hauled from farms in determining the total miles shipped. Additionally, 
the amendments eliminated the use of the producer settlement fund of 
the orders as a source of revenue for the payment of transportation 
credits on supplemental milk when the TCBF was unable to pay net 
transportation credit claims. No other amendments have been made to the 
MRF used in the transportation credit provisions since 1997.
    Proposal 3 adjusts the MRF by changes in the cost of diesel fuel. 
Specifically, a monthly average diesel fuel price, a reference diesel 
fuel price, an average mile-per-gallon truck fuel use, a reference 
hauling cost per loaded mile and a reference load size are all 
component factors needed to determine the variable MRF to be used in 
the calculation of payments from the TCBF.
    The EIA data for the United States and nine U.S. sub-regions are a 
reliable and reasonable data source to establish certain components 
needed for determining a variable MRF. The data are representative of 
diesel fuel prices in the Appalachian and Southeast marketing orders 
and can be relied upon as a basis to make adjustments to the MRF. 
Reliance on EIA data that is independent and unbiased will make 
determination of the MRF objective and uniformly applicable to all 
handlers.
    Proposal 3 suggested the use of the Lower Atlantic and Gulf Coast 
EIA regions in the computation of monthly mileage rates for the 
Appalachian and Southeast orders is reasonable. The record reveals that 
not only do the Lower Atlantic and Gulf Coast regions best reflect the 
Appalachian and Southeast marketing areas geographically, but also that 
the diesel fuel prices for these two regions are among the lowest in 
the country. Hence, it is appropriate to utilize these geographic 
defined data sets in the mileage rate calculations.
    The record reveals that fuel prices and other factors impacting 
hauling prices have increased greatly since the establishment of 
transportation credits. Specifically, the record indicates that current 
diesel fuel prices exceed those prices that prevailed when 
transportation credit provisions were first implemented in 1996 and 
amended in 1997. The national average diesel fuel prices in mid-1997 
were reported to be approximately $1.15 to $1.17 per gallon, while the 
national average diesel fuel price in mid-2005 was reported to be $2.20 
to $2.50 per gallon. Additionally, while diesel fuel prices have 
increased, all other costs impacting hauling costs also have increased. 
According to the record, EIA data indicates that the hauling costs 
ranged from $1.75 to $1.80 per loaded mile in 1997 to about $2.35 per 
loaded mile in January 2006. Establishing a reference diesel fuel price 
for the MRF calculation using the EIA retail diesel fuel prices from 
the time period of October to November 2003 is reasonable. According to 
the EIA data, national average diesel fuel costs during this period 
demonstrated price stability relative to any other time between 1997 
and 2005.
    From October to November 2003, national diesel fuel prices 
fluctuated by only 0.1 cents. Specifically, diesel fuel prices averaged 
$1.48125 per gallon in October 2003 and $1.48225 per gallon in November 
2003. Similarly, the record shows that for both the Lower Atlantic and 
Gulf Coasts, diesel fuel prices ranged from $1.4210 to $1.43075 per 
gallon between October and November 2003. The stability of diesel fuel 
prices during October to November 2003 supports this time period as a 
reasonable point to use in determining a reference diesel fuel price. 
Therefore, the record supports using $1.42 per gallon as the reference 
diesel price in the MRF calculation.
    Evidence submitted by SMA provides a basis for determining a 
reference average hauling cost per loaded mile as a component for 
determining the MRF. The evidence consisted of data randomly selected 
from actual hauler bills paid to cooperatives during October and 
November 2003 and for October and November 2005. The record supports 
utilizing hauling cost data from October and November 2003 as a basis 
for computing the reference hauling cost in the MRF consistent with the 
time frame used for the reference diesel price.
    The randomly selected hauling bills depict actual origination and 
destination points of the milk hauled, miles traveled, and the rates 
and fuel surcharges per loaded mile for each bill. For the month of 
October 2005, the data indicate that hauling costs ranged from $1.89 to 
$2.70 per loaded mile, with an average cost of $2.48 per loaded mile. 
Data also show that the simple average hauling rate charged per loaded 
mile in the Southeast marketing area was $1.9332 and $1.8913 in October 
and November 2003, respectively, with a two-month simple average cost 
of $1.9122 per loaded mile. Therefore, it is reasonable to conclude 
that a reference hauling rate of $1.91 per loaded mile be used as a 
component in the MRF calculations.\1\
---------------------------------------------------------------------------

    \1\ It should be noted that as a result of the Emergency 
Hurricane hearing held for the Appalachian, Florida and Southeast 
marketing orders during the fall of 2004, a reasonable haul rate 
used to determine how handlers would be compensated for the 
transportation costs of extraordinary movements of milk was 
established for a temporary time period. Specifically, a maximum of 
$2.25 per loaded mile hauling rate was established.

---------------------------------------------------------------------------

[[Page 54128]]

    Another component needed in the calculation of the MRF is the 
average number of miles traveled per gallon of fuel used in 
transporting milk. Data regularly maintained by the United States 
Department of Transportation on combination truck fuel economy 
indicates the average miles per gallon for a combination truck in 2002 
was 5.2 miles per gallon and in 2003 was 5.1 miles per gallon. The 
record also reveals testimony that the dairy industry typically 
estimates fuel economy at between 5.0-6.0 miles per gallon. Therefore, 
because 5.5 miles per gallon is the median point and to promote 
efficiencies, the record finds that a 5.5-mile per gallon fuel 
consumption rate is reasonable and should be used to compute the MRF.
    The record also supports using 48,000 pounds as a reasonable 
reference load size for determining the MRF. Data reveal that a 5,600 
gallon tanker truck at its fullest capacity can carry 48,160 pounds of 
milk. Therefore, using 48,000 pounds as the reference load size 
component is appropriate for calculating the MRF.
    Proposal 3 would calculate the MRF by averaging the four most 
recent weeks of weekly retail on-highway diesel prices for both the 
Lower Atlantic and Gulf Coast, as reported by the EIA. Record evidence 
supports announcing the monthly MRF at the same time as Advanced Class 
Prices on or before the 23rd of the current month. This way, handlers 
will know in advance the rate at which transportation credits will be 
paid.
    Table 1 shows an example of the calculation of the MRF to be used 
in the transportation credit provisions:

  Table 1.--Example of the Calculation of the Transportation Credit Mileage Rate Factor (MRF) for July 2006 \1\
----------------------------------------------------------------------------------------------------------------
            EIA weekly retail on-highway diesel fuel prices \2\              Lower  Atlantic       Gulf Coast
----------------------------------------------------------------------------------------------------------------
5/29/2006.................................................................              2.815              2.798
6/5/2006..................................................................              2.825              2.805
6/12/2006.................................................................              2.866              2.848
6/19/2006.................................................................              2.867              2.859
----------------------------------------------------------------------------------------------------------------


 
Monthly average diesel fuel price \3\..........     $2.835  per gallon
Reference diesel fuel price....................   - $1.420  per gallon
                                                ----------------------------------------------------------------
Fuel price difference \4\......................     $1.415  per gallon
Reference truck fuel use.......................      / 5.5  miles per gallon
                                                ----------------------------------------------------------------
Fuel cost adjustment factor \5\................     $0.257  per loaded mile
Reference haul cost............................   + $1.910  per loaded mile
                                                ----------------------------------------------------------------
Fuel-adjustment haul cost \6\..................     $2.167  per loaded mile
Reference load size............................   / 48,000  pounds
                                                ----------------------------------------------------------------
July 2006 Mileage Rate Factor \7\..............   $0.00451  dollars per cwt per mile
\1\ To have been announced on June 23, 2006, with the Announcement of Advanced Class Prices.
\2\ Dollars per gallon. Reported every Monday by the Energy Information Administration of the U.S. Department of
  Energy.
\3\ Calculated by rounding down to three decimal places the average of the four most recent weeks of retail on-
  highway diesel fuel prices for the Lower Atlantic and Gulf Coast EIA regions combined prior to the Advanced
  Class Price announcement.
\4\ Calculated by subtracting the reference diesel fuel price of $1.42 per gallon from the calculated average
  diesel fuel price for the month.
\5\ Calculated by dividing the fuel price difference by 5.5 miles per gallon fuel use and rounding down to three
  decimal places.
\6\ Calculated by adding fuel cost adjustment factor for the month to the reference haul cost of $1.91 per
  loaded mile.
\7\ Calculated by dividing the fuel-adjusted haul cost by the number of hundredweights (cwt's) on the reference
  load size (48,000 pounds = 480 cwt's) and rounding down to five decimal places.

    Concern exists that relying on a variable MRF may result in 
reimbursing the total, rather than a portion, of the hauling costs on 
supplemental milk. In this regard, a variable MRF that is consistent 
and reflective of the original intent of the transportation credit 
provisions of the Appalachian and Southeast orders is necessary. As 
already discussed, approximately 94 to 95 percent of the total 
transportation costs on supplemental milk were covered by the TCBF 
payments for both orders in 1997. However, the record reveals that for 
2005, 53 percent and 42 percent of the total transportation costs for 
the Appalachian and Southeast orders, respectively, were covered by 
TCBF payments.
    It is not possible to predetermine the percent of the total 
transportation costs that will be reimbursed by TCBF payments due to a 
number of unknown variables. However, the transportation credit 
provisions already contain precautionary measures for how the MRF is 
calculated. The record indicates that reference diesel fuel prices and 
reference hauling costs per loaded mile are components of the mileage 
rate calculation and are based on 2003 data that are much more current 
than the data considered and adopted in 1997 establishing a fixed 
mileage rate. It should also be noted that the current and proposed 
mileage rate are used to reimburse only the pounds of Class I milk 
shipped, and not total producer milk shipped. This provides an 
important safeguard against paying excessive transportation credit 
payments. Finally, current transportation credit provisions do not 
include the first 85 miles that supplemental milk is shipped from farms 
in determining the total miles shipped. This feature also plays a part 
against safeguard to excessive transportation credit payments.
    As discussed earlier in this decision, transportation credit 
provisions of the

[[Page 54129]]

Appalachian and Southeast orders were originally established to 
partially offset the cost of transporting supplemental milk supplies 
into each marketing area to meet fluid milk demands. The transportation 
credit assessment rates have been increased twice in an effort to 
ensure that the TCBF would be sufficient to meet the expected claims. 
When first established for the Appalachian, Southeast and predecessor 
orders (Orders 5, 7, 11 and 46), the maximum transportation credit 
assessment charged to Class I handlers was $0.06 per cwt for each 
order. The first increase was adopted in 1997 by raising the maximum 
assessment by $0.005 per cwt for the Appalachian order and by $0.01 per 
cwt for the Southeast order. The second increase in the maximum 
assessment rates for both orders became effective in November 2005. The 
maximum assessment rates for both orders were increased by 3 cents per 
cwt from $0.065 to the current rate of $0.095 per cwt for the 
Appalachian order and from $0.070 to $0.10 per cwt for the Southeast 
order.
    The hearing record reveals that the Appalachian order was able to 
pay all transportation credit claims for every month since 
implementation through September 2004. For the remainder of 2004, the 
Appalachian Market Administrator began prorating the transportation 
credit payments. As discussed earlier in this decision, the Southeast 
order has prorated the transportation credit payments since 2001.
    Specifically, the record shows that for the Appalachian order 41, 
39 and 43 percent of the transportation credit claims were paid in 
October, November and December of 2004, respectively. Likewise for the 
Southeast order, only 86, 21, 26, 28 and 47 percent of the claims were 
paid for the months of August through December of 2004, respectively. 
90 percent and 31 percent of the claims were paid from the Appalachian 
order in September and October of 2005, respectively. Similarly, the 
record reveals that for the Southeast order, only 41 percent and 23 
percent of the claims were paid for the same time periods in 2005. 
Despite the assessment rate increase that became effective November 
2005, evidence indicates that only 58 percent of the transportation 
credit claims for the Appalachian order were paid and only 40 percent 
of the claims for the Southeast order were paid during November of 
2005. Table 2 below illustrates the percent paid from the TCBF for the 
Appalachian and Southeast orders:

            Table 2.--Percent of Transportation Credits Paid
------------------------------------------------------------------------
                                             Percent of transportation
                                                   credits paid
                                         -------------------------------
                                            Appalachian      Southeast
                                          marketing area  marketing area
                                               FO 5            FO 7
------------------------------------------------------------------------
Jul 04..................................           100.0           100.0
Aug 04..................................           100.0            85.5
Sep 04..................................           100.0            21.4
Oct 04..................................            40.6            26.3
Nov 04..................................            39.0            28.4
Dec 04..................................            42.8            47.0
Jul 05..................................           100.0           100.0
Aug 05..................................           100.0           100.0
Sep 05..................................            89.6            41.3
Oct 05..................................            30.6            23.1
Nov 05 *................................            58.0            40.3
------------------------------------------------------------------------
*Effective November 1, 2005, the transportation credit assessment rates
  were increased by 3 cents for the Appalachian and Southeast orders.
Source: Appalachian and Southeast Market Administrator data.

Maximum Assessment Rates
    The record demonstrates that at the current transportation credit 
mileage rate of 0.35 cents per cwt per mile, the TCBF assessments for 
Appalachian and Southeast marketing areas have been insufficient to pay 
all transportation credit claims, especially during the time when 
payment of credits are most needed. Preventing the proration of the 
transportation credit reimbursement payments would have required that 
the assessment rates be higher than they are currently. Evidence 
submitted by the SMA witness showed that the maximum transportation 
credit assessment rate for the Appalachian order would have needed to 
be $0.0889 and $0.0953 per cwt for 2004 and 2005, respectively. 
Similarly, evidence by the SMA witness suggested that the assessment 
rate for the Southeast order would have needed to be $0.1318 and 
$0.1246 per cwt for 2004 and 2005, respectively. Such evidence further 
supports the need to increase the transportation credit assessment 
rates.
    The adoption of the variable MRF that would be calculated and 
adjusted with changes in diesel fuel prices (as presented in Proposal 
3) will most likely increase the current mileage rate of 0.35 cents per 
cwt per mile. Relying on EIA data, the record reveals that applying the 
calculated mileage rates to the months of July through December 2005 
would have resulted in transportation credit mileage rates ranging from 
0.432 to 0.461 cents per cwt per mile for both orders. If a 
transportation credit mileage reimbursement rate of 0.46 cents per cwt 
per mile had been in place rather than the current rate of 0.35 cents 
per cwt, the maximum transportation credit assessments needed for the 
Appalachian order to assure that the TCBF covered all claims would had 
to have been $0.133 and $0.1415 per cwt for 2004 and 2005, 
respectively. The Southeast order would have needed a maximum 
transportation credit assessment rate of $0.1927 and $0.1869 per cwt 
for 2004 and 2005, respectively. This analysis supports concluding that 
increasing the current Appalachian order maximum transportation credit 
assessment rate by 5.5 cents per cwt and the Southeast order maximum 
assessment rate by 10 cents per cwt is warranted.
    The proposed increase in the maximum transportation credit 
assessment rate for the Southeast order is greater than the amount for 
the Appalachian marketing area. The record reveals that the Appalachian 
and Southeast marketing areas experience differing costs in supplying 
supplemental milk to meet Class I needs. As previously noted,

[[Page 54130]]

transportation credit assessments have, in the past, been waived in the 
Appalachian order. This has not been the case for the Southeast order. 
The transportation credit reimbursement on claims for the Southeast 
order have been prorated at greater rates than those of the Appalachian 
order in 2004 and is reflective of higher costs in supplying 
supplemental milk to the Southeast marketing area. The Appalachian 
marketing area receives the majority of its supplemental milk supplies 
from the northern, Mid-Atlantic States. The Southeast marketing area 
receives the majority of its supply from the Midwest and southwestern 
states. The location of supplemental milk supplies for the Southeast 
marketing area tends to be at a farther distance from the marketing 
area than for the Appalachian marketing area. Accordingly, the record 
supports increasing the maximum transportation credit assessments for 
both marketing areas by different amounts.
    Precautionary measures are currently provided in the transportation 
credit provisions such that the rate of assessments beyond actual 
handler claims is unlikely. The transportation credit provisions 
provide the Market Administrators the authority to reduce or waive 
assessments as necessary to maintain sufficient fund balances to pay 
the transportation credits requested. Therefore, increasing the maximum 
transportation credit assessment rates will not result in an 
accumulation of funds beyond what is needed to pay transportation 
credit claims and no additional precautionary measures are necessary 
beyond those currently provided.
    The record supports concluding that local milk production is 
expected to continue declining within both marketing areas and will 
result in an even greater reliance on supplemental milk to meet the 
fluid milk needs of the markets. Record evidence shows a constant 
increase in both the volume and distance that supplemental milk 
supplies are obtained, especially for the Southeast marketing area. As 
such, it is reasonable that future transportation credit claims will 
increase. In this regard, it is important to prevent exhausting the 
TCBF before the payment of claims on supplemental milk. Doing so is 
consistent with the fundamental purposes of the transportation credit 
provisions. Therefore, the adoption of Proposal 1, as proposed by DFA, 
will tend to better assure that the rate of assessments will keep pace 
with the payments from the TCBF.
Diversion Limit Standard for Supplemental Milk
    The intent of a proposal offered by Dean, published in the hearing 
notice as Proposal 4, seeks to provide a method to limit the amount of 
additional milk being pooled by diversion on the Appalachian and 
Southeast orders. As proposed, Dean's proposal would change the amount 
of transportation credits paid on eligible supplemental milk depending 
on the amount of milk delivered to plants other than pool distributing 
plants--this includes diversions to plants located outside of the 
marketing areas and deliveries to pool supply plants. Simply put, the 
greater the volume of diversions, the lower the amount of 
transportation credits paid. In this regard, Dean's proposal attempts 
to provide an incentive to limit diversions indirectly by reducing 
transportation credits paid on supplemental milk. This decision agrees 
with the need to limit pooling diverted milk on the orders that is 
linked to supplemental milk deliveries to distributing plants. Rather 
than attempt to create disincentives to pooling diverted milk 
indirectly, this decision addresses the issue directly by adopting a 
zero diversion limit standard on supplemental milk deliveries to 
distributing plants that receives transportation credits.
    The record reveals that the volume of supplemental milk needed to 
serve the Class I needs of the marketing areas has grown over time and 
is expected to continue growing. Supplemental milk is representing a 
greater percentage of the Southeast market's total Class I utilization. 
The record reveals that for the months of July through December, 
supplemental milk accounted for 16 percent of total Class I utilization 
in 2004. For 2005, such supplemental milk as a percent of total Class I 
utilization increased to 19 percent.
    In addition, the record indicates that, for the Southeast marketing 
area, the monthly weighted average distance supplemental milk eligible 
to receive transportation credits traveled ranged from 578 to 627 miles 
during July through December 2000. During July through November 2005, 
the weighted average distance increased and ranged from 682 to 755 
miles. The amount of supplemental milk receiving transportation credits 
during 2005 was nearly 686 million pounds, 541 million pounds during 
2004, and 363 million pounds during 2000. This represents an 89 percent 
increase in the amount of supplemental milk receiving transportation 
credits in 2005 since 2000, and a 27 percent increase since 2004.
    For the Southeast order, the record reveals that total diversions 
at locations outside of the Appalachian and Southeast marketing areas 
totaled 883.4 million pounds in 2004. Total diversions outside of the 
marketing areas for 2005, not including the months of November and 
December, was 965.6 million pounds, an increase of 9.3 percent from 
2004. Such data for November and December 2005 was not contained in the 
record. For the months of January through June, when transportation 
credits are not available, total diversions outside the marketing areas 
increased almost 18 percent from 2004 to 2005. During the time period 
of July through October, when transportation credits are available, 
such diversions increased over 27 percent from 2004 to 2005. It is 
reasonable, given the trend of the data, that the percentage increase 
from 2004 would have been greater than 27 percent if data had been 
available for the months of November and December 2005.
    It is reasonable to conclude that diversions outside the 
Appalachian and Southeast marketing areas are most likely be attributed 
to supplemental milk eligible to receive transportation credits. The 
record reveals that for the Southeast marketing area, the 27 percent 
increase in the amount of milk receiving transportation credits from 
2004 through 2005 corresponds with the 27 percent increase of 
diversions outside the marketing areas between 2004 and 2005. It is 
also reasonable to conclude from the record that it is in the interests 
of the handler supplying supplemental milk, and in this case, 
cooperatives in their capacity as handlers, to maximize the value of 
diversions. Doing so would require pooling the maximum amount of 
diverted milk to the closest location from where supplemental milk was 
sourced. Therefore, relying on data provided by the Market 
Administrator for the Southeast marketing area, for the months when 
transportation credits are available, the calculated total maximum 
diverted pounds associated with supplemental milk would have totaled 
over 178 million pounds in 2004 and over 226 million pounds in 2005. On 
the basis of these calculations, an estimate of diversions attributed 
to supplemental milk is 64 percent of total diversions for both 2004 
and 2005, ranging from 56 percent to 77 percent of the total known 
diversions outside the marketing areas.
    The contribution from diversions associated with supplemental milk 
to total outside diversions is nearly three

[[Page 54131]]

times greater than the contribution of the supplemental milk to Class I 
utilization. As previously discussed, for 2004 and 2005, supplemental 
milk represented about 15.9 and 19 percent, respectively, of total 
Class I utilization. However, estimated diversions attributable to 
supplemental milk represent approximately 64 percent of total 
diversions. Clearly, not only do transportation credits offset the 
costs of hauling supplemental milk to the markets, they also contribute 
to pooling much more milk on the orders through the diversion process.
    For the Appalachian order, data contained in the record is much 
more limited on determining the diversions arising from supplemental 
milk that is eligible to receive transportation credits. What can be 
reasonably concluded is that the pooling of diverted milk that is 
linked to supplemental milk is not nearly the magnitude of such pooled 
diversions as on the Southeast order. For the Appalachian order, 
evidence indicates that total diversions at locations outside of the 
Appalachian and Southeast marketing areas, for the time period of 
January through June, increased by 64.4 percent from 2004 to 2005. 
Total diversions from the time period of July through November, when 
transportation credits are available, decreased over 20 percent from 
2004 to 2005.
    For the Appalachian order, only two month data--October and 
November 2005--is available to estimate the maximum diversions that 
could be associated with to supplemental milk. Relying on Appalachian 
Market Administrator data, it is estimated that the maximum diversions 
from milk eligible to receive transportation credits during October and 
November 2005 to be approximately 34 percent and 28 percent, 
respectively, of the total diversions at locations outside the 
Appalachian and Southeast marketing areas. Supplemental milk on the 
Appalachian order for October and November 2005 is estimated to be 
approximately 19 percent and 16 percent, respectively, of the total 
Class I milk pooled.
    Pooling diversions of this milk differs from pooling diverted milk 
that is part of regular supply of milk of the marketing area. Pooling 
diverted milk, made possible by supplemental milk eligible to receive 
transportation credits, allows more milk to be pooled on the order than 
normal. Pooling of this milk is different than pooling milk that is 
part of the regular supply for the marketing area. The difference is 
that producers of milk eligible to receive transportation credits are 
not a part of the regular and consistent supply of milk that serves the 
Class I needs of the markets. These producers are, therefore, 
supplemental suppliers of milk to the Appalachian and Southeast 
marketing areas. Transportation credit qualifying criteria excludes the 
milk of producers who are regularly pooled on the orders.
    Pooling diverted milk arising from supplemental milk receiving 
transportation credits not only offsets the intended benefit of 
increasing the supply of milk for fluid uses, it also lowers blend 
prices. Higher blend prices provide important economic signals: The 
incentive (1) to continue supplying the markets, (2) to increase local 
production and (3) to attract the milk of producers to become regular 
and consistent suppliers.
    The lower blend prices received by producers who regularly supply 
the markets relative to producers who supply supplemental milk send 
contradictory pricing signals. Lower blend prices do not send the 
proper price signals to local producers to increase local production or 
to continue supplying the Class I needs of the markets, and the signal 
to attract a regular and consistent milk supply from other producers is 
negated.
    The availability of transportation credits on supplemental milk 
provides a platform to pool additional diverted milk at locations 
distant to the marketing areas. Milk diverted from supplemental 
producers is more likely to be diverted at locations far from the 
marketing areas. The record reveals that suppliers of the supplemental 
milk to the Appalachian and Southeast marketing areas pool diverted 
milk at locations as far away as California and Utah. Supplemental milk 
suppliers benefit in three ways: (1) Receiving reimbursement for costs 
of transporting milk to the deficit markets, (2) receiving cost savings 
from the diverted milk not transported to the marketing areas and (3) 
receiving higher blend prices on the diverted milk that would have 
otherwise been pooled on a different order with a typically lower blend 
price.
    The pooling of milk that is not part of the regular and consistent 
supply of milk which serves the Class I needs of the market is 
contradictory to the intent of an order's pooling standards and 
provisions. The pooling standards of the orders serve to identify the 
milk of producers who regularly and consistently serve the Class I 
needs of the marketing areas. Pooling milk that is available but not 
immediately needed for Class I use is provided through diversion limit 
standards. Diversion limit standards provide the criteria in 
determining how much additional milk can be pooled on the orders. 
Diverted milk in this context reflects the legitimate reserve supply of 
milk available to serve the Class I needs of the marketing areas and, 
therefore, receives the blend of the orders.
    Since implementation of Federal milk order reform, there have been 
many formal rulemakings that amended orders to more properly identify 
the milk of producers which should and should not be pooled on the 
orders. The milk of producers who are the consistent and reliable 
suppliers in serving the Class I needs of the market should have their 
milk pooled. This foundation principle of orderly marketing in milk 
marketing orders is essentially disregarded for 6 months every year 
because the orders allow the pooling of diverted milk from producers 
who are specifically identified as not being ``producers'' under either 
of the orders.
    The lowering of blend prices by pooling such diverted milk is an 
unintended outcome not foreseen when the transportation credit 
provisions of the Appalachian and Southeast orders were implemented and 
amended. As the blend prices are reduced so is the incentive for local 
milk production. The markets become less capable of supplying their own 
Class I needs and supplemental milk supplies needed to meet Class I 
needs are not likely to be supplied without reliance on additional 
transportation credits.
    The pooling of diverted milk associated to supplemental milk would 
seem to offer substantial benefits to cooperative suppliers. The record 
reveals that when transportation credits were first implemented, well 
over 90 percent of hauling costs were offset while today about 45 
percent is reimbursed. This clearly represents a burden that is borne 
by the cooperatives who are supplying supplemental milk.
    Pooling diverted milk at locations far from the marketing areas 
based on supplemental milk eligible to receive transportation credits 
would provide additional revenue to help offset hauling costs not 
covered by the current assessment rate. This diverted milk receives the 
blend price of the order on which it is pooled. The benefit is that the 
blend price received on such diverted milk on either the Appalachian or 
Southeast order, as the case may be, is historically higher than the 
price the milk would otherwise receive.
    As presented above, this decision adopts a variable mileage rate 
factor, which will reimburse hauling costs at a level more reflective 
of actual costs, in addition to a significantly higher transportation 
credit assessment. To the extent that it is necessary to offset the

[[Page 54132]]

higher costs of transporting supplemental milk, the adoption of a 
variable MRF and the increase in the assessment rates should 
significantly reduce or eliminate the need to seek generating revenue 
to offset hauling costs at the expense of producers of the two 
marketing areas who are regularly and consistently supplying milk for 
the Class I needs.
    Accordingly, this decision finds that the pooling of diverted milk 
arising from supplemental milk supplies receiving transportation 
credits needlessly results in the unwarranted lowering of the blend 
price to producers whose milk regularly and consistently supplies the 
Class I needs of the Appalachian and Southeast marketing area. Such 
milk is not part of the reliable and consistent supply of milk serving 
the Class I needs of the two markets and is not available for such 
service. Pooling this milk on the orders is indicative of disorderly 
marketing. Consequently, such milk should not be pooled on the orders. 
Accomplishing this intent necessitates adoption of a zero diversion 
limit standard on supplemental milk supplies receiving transportation 
credits.

2. Determination of Emergency Marketing Conditions

    Evidence presented at the hearing and in post-hearing briefs 
establishes that current transportation credits of the Appalachian and 
Southeast orders are inadequate to meet current and expected future 
needs into the foreseeable future. Adopting a variable MRF by which to 
reimburse the suppliers of supplemental milk is needed due to the 
escalating fuel costs, coupled with the declining milk production in 
the southeastern United States that makes supplemental milk needs 
necessary to meet the fluid needs of the markets. The increases in the 
maximum rates of assessment for the Appalachian and Southeast orders 
adopted in this decision are necessary to sufficiently cover the 
transportation credit balancing fund payments. Conversely, the blend 
price received by producers who are regularly and consistently serving 
the Class I needs of the Appalachian and Southeast marketing areas is 
being unnecessarily eroded by pooling diverted milk that is associated 
with supplemental milk supplies eligible to receive transportation 
credits.
    Additionally, the need for immediate action per dairy producer 
approval is warranted because the current transportation credit 
provisions will be inadequate to meet the fluid needs of the marketing 
areas and the need of supplies to recover a higher percentage of costs 
associated with providing supplemental milk during the months of July 
through December of 2006. Consequently, it is determined that emergency 
marketing conditions exist to omit the issuance of a recommended 
decision. The record clearly establishes a basis as noted above for 
amending the orders on an interim basis. The opportunity to file 
written exceptions to the proposed amended orders remains.
    In view of these findings, an interim final rule amending the order 
will be issued as soon as the procedures are completed to determine the 
approval of producers.

Rulings on Proposed Findings and Conclusions

    Briefs, proposed findings and conclusions were filed on behalf of 
certain interested parties. These briefs, proposed findings and 
conclusions, and the evidence in the record were considered in making 
the findings and conclusions set forth above. To the extent that the 
suggested findings and conclusions filed by interested parties are 
inconsistent with the findings and conclusions set forth herein, the 
claims to make such findings or reach such conclusions are denied for 
the reasons previously stated in this decision.

General Findings

    The findings and determinations hereinafter set forth supplement 
those that were made when the Appalachian and Southeast orders was 
first issued and when they were amended. The previous findings and 
determinations are hereby ratified and confirmed, except where they may 
conflict with those set forth herein.
    The following findings are hereby made with respect to the 
aforesaid marketing agreement and order:
    (a) The interim marketing agreement and the order, as hereby 
proposed to be amended, and all of the terms and conditions thereof, 
will tend to effectuate the declared policy of the Act;
    (b) The parity prices of milk as determined pursuant to section 2 
of the Act are not reasonable with respect to the price of feeds, 
available supplies of feeds, and other economic conditions that affect 
market supply and demand for milk in the marketing area, and the 
minimum prices specified in the interim marketing agreement and the 
order, as hereby proposed to be amended, are such prices as will 
reflect the aforesaid factors, ensure a sufficient quantity of pure and 
wholesome milk, and be in the public interest; and
    (c) The interim marketing agreement and the order, as hereby 
proposed to be amended, will regulate the handling of milk in the same 
manner as, and will be applicable only to persons in the respective 
classes of industrial and commercial activity specified in, the 
marketing agreement upon which a hearing has been held.

Interim Marketing Agreement and Interim Order Amending the Order

    Annexed hereto and made a part hereof are two documents--an Interim 
Marketing Agreement regulating the handling of milk and an Interim 
Order amending the order regulating the handling of milk in the 
Appalachian and Southeast marketing areas, which have been decided upon 
as the detailed and appropriate means of effectuating the foregoing 
conclusions.
    It is hereby ordered, that this entire tentative partial decision 
and the interim orders and the interim marketing agreements annexed 
hereto be published in the Federal Register.

Determination of Producer Approval and Representative Period

    The month of June 2006 is hereby determined to be the 
representative period for the purpose of ascertaining whether the 
issuance of the order, as amended and as hereby proposed to be amended, 
regulating the handling of milk in the Appalachian and Southeast 
marketing areas is approved or favored by producers, as defined under 
the terms of the order as hereby proposed to be amended, who during 
such representative period were engaged in the production of milk for 
sale within the aforesaid marketing area.

List of Subjects in 7 CFR Parts 1005 and 1007

    Milk marketing order.

    Dated: September 1, 2006.
Lloyd C. Day,
Administrator, Agricultural Marketing Service.

Interim Order Amending the Order Regulating the Handling of Milk in the 
Appalachian and Southeast Marketing Areas

    This interim order shall not become effective until the 
requirements of Sec.  900.14 of the rules of practice and procedure 
governing proceedings to formulate marketing agreements and marketing 
orders have been met.

Findings and Determinations

    The findings and determinations hereinafter set forth supplement 
those that were made when the order was first issued and when it was 
amended. The previous findings and determinations are hereby ratified 
and confirmed,

[[Page 54133]]

except where they may conflict with those set forth herein.
    (a) Findings. A public hearing was held upon certain proposed 
amendments to the tentative marketing agreement and to the order 
regulating the handling of milk in the Appalachian and Southeast 
marketing areas. The hearing was held pursuant to the provisions of the 
Agricultural Marketing Agreement Act of 1937, as amended (7 U.S.C. 601-
674), and the applicable rules of practice and procedure (7 CFR Part 
900).
    Upon the basis of the evidence introduced at such hearing and the 
record thereof, it is found that:
    (1) The said order as hereby amended, and all of the terms and 
conditions thereof, will tend to effectuate the declared policy of the 
Act;
    (2) The parity prices of milk, as determined pursuant to section 2 
of the Act, are not reasonable in view of the price of feeds, available 
supplies of feeds, and other economic conditions which affect market 
supply and demand for milk in the aforesaid marketing area. The minimum 
prices specified in the order as hereby amended are such prices as will 
reflect the aforesaid factors, insure a sufficient quantity of pure and 
wholesome milk, and be in the public interest; and
    (3) The said order as hereby amended regulates the handling of milk 
in the same manner as, and is applicable only to persons in the 
respective classes of industrial or commercial activity specified in, a 
marketing agreement upon which a hearing has been held.

Order Relative to Handling

    It is therefore ordered, that on and after the effective date 
hereof, the handling of milk in the Appalachian and Southeast marketing 
areas shall be in conformity to and in compliance with the terms and 
conditions of the order, as amended, and as hereby amended, as follows:
    The authority citation for 7 CFR parts 1005 and 1007 continues to 
read as follows:

    Authority: 7 U.S.C. 601-674, and 7253.

PART 1005--MILK IN THE APPALACHIAN MARKETING AREA

    1. Section 1005.13 is amended by revising paragraphs (d)(3) and 
(d)(4) to read as follows:


Sec.  1005.13  Producer milk.

* * * * *
    (d) * * *
    (3) The total quantity of milk diverted during the month by a 
cooperative association shall not exceed 25 percent during the months 
of July through November, January, and February, and 40 percent during 
the months of December and March through June, of the producer milk 
that the cooperative association caused to be delivered to, and 
physically received at, pool plants during the month, excluding the 
total pounds of bulk milk received directly from producers meeting the 
conditions as described in Sec.  1005.82(c)(2)(ii) and (iii), and for 
which a transportation credit is requested;
    (4) The operator of a pool plant that is not a cooperative 
association may divert any milk that is not under the control of a 
cooperative association that diverts milk during the month pursuant to 
paragraph (d) of this section. The total quantity of milk so diverted 
during the month shall not exceed 25 percent during the months of July 
through November, January, and February, and 40 percent during the 
months of December and March through June, of the producer milk 
physically received at such plant(or such unit of plants in the case of 
plants that pool as a unit pursuant to Sec.  1005.7(d)) during the 
month, excluding the quantity of producer milk received from a handler 
described in Sec.  1000.9(c) and excluding the total pounds of bulk 
milk received directly from producers meeting the conditions as 
described in Sec.  1005.82(c)(2)(ii) and (iii), and for which a 
transportation credit is requested;
* * * * *
    2. Section 1005.81 is revised to read as follows:


Sec.  1005.81  Payments to the transportation credit balancing fund.

    (a) On or before the 12th day after the end of the month (except as 
provided in Sec.  1000.90), each handler operating a pool plant and 
each handler specified in Sec.  1000.9(c) shall pay to the market 
administrator a transportation credit balancing fund assessment 
determined by multiplying the pounds of Class I producer milk assigned 
pursuant to Sec.  1005.44 by $0.15 per hundredweight or such lesser 
amount as the market administrator deems necessary to maintain a 
balance in the fund equal to the total transportation credits disbursed 
during the prior June January period, after adjusting the 
transportation credits disbursed during the prior Juney-January period 
to reflect any changes in the current mileage rate versus the mileage 
rate(s) in effect during the prior June January period. In the event 
that during any month of the June-January period the fund balance is 
insufficient to cover the amount of credits that are due, the 
assessment should be based upon the amount of credits that would had 
been disbursed had the fund balance been sufficient.
    (b) The market administrator shall announce publicly on or before 
the 23rd day of the month (except as provided in Sec.  1000.90) the 
assessment pursuant to paragraph (a) of this section for the following 
month.
    3. Section 1005.82 is amended by revising paragraphs (d)(2)(ii) and 
(d)(3)(iv) to read as follows:


Sec.  1005.82  Payments from the transportation credit balancing fund.

* * * * *
    (d) * * *
    (2) * * *
    (ii) Multiply the number of miles so determined by the mileage rate 
for the month computed pursuant to Sec.  1005.83(a)(6);
* * * * *
    (3) * * *
    (iv) Multiply the remaining miles so computed by the mileage rate 
for the month computed pursuant to Sec.  1005.83(a)(6);
* * * * *
    4. Add a new Sec.  1005.83 to read as follows:


Sec.  1005.83  Mileage rate for the transportation credit balancing 
fund.

    (a) The market administrator shall compute a mileage rate each 
month as follows:
    (1) Compute the simple average rounded down to three decimal places 
for the most recent 4 four weeks of the Diesel Price per Gallon as 
reported by the Energy Information Administration of the United States 
Department of Energy for the Lower Atlantic and Gulf Coast Districts 
combined.
    (2) From the result in paragraph (a)(1) in this section subtract 
$1.42 per gallon;
    (3) Divide the result in paragraph (a)(2) of this section by 5.5, 
and round down to three decimal places to compute the fuel cost 
adjustment factor;
    (4) Add the result in paragraph (a)(3) of this section to $1.91;
    (5) Divide the result in paragraph (a)(4) of this section by 480;
    (6) Round the result in paragraph (a)(5) of this section down to 
five decimal places to compute the mileage rate.
    (b) The market administrator shall announce publicly on or before 
the 23rd day of the month (except as provided in Sec.  1000.90) the 
mileage rate pursuant to paragraph (a) of this section for the 
following month.

[[Page 54134]]

PART 1007--MILK IN THE SOUTHEAST MARKETING AREA

    5. Section 1007.13 is amended by revising paragraphs (d)(3) and 
(d)(4) to read as follows:


Sec.  1007.13  Producer milk.

* * * * *
    (d) * * *
    (3) The total quantity of milk diverted during the month by a 
cooperative association shall not exceed 33 percent during the months 
of July through December, and 50 percent during the months of January 
through June, of the producer milk that the cooperative association 
caused to be delivered to, and physically received at, pool plants 
during the month; excluding the total pounds of bulk milk received 
directly from producers meeting the conditions as described in Sec.  
1007.82(c)(2)(ii) and (iii), and for which a transportation credit is 
requested;
    (4) The operator of a pool plant that is not a cooperative 
association may divert any milk that is not under the control of a 
cooperative association that diverts milk during the month pursuant to 
paragraph (d) of this section. The total quantity of milk so diverted 
during the month shall not exceed 33 percent during the months of July 
through December, or 50 percent during the months of January through 
June, of the producer milk physically received at such plant (or such 
unit of plants in the case of plants that pool as a unit pursuant to 
Sec.  1007.7(e)) during the month, excluding the quantity of producer 
milk received from a handler described in Sec.  1000.9(c) and excluding 
the total pounds of bulk milk received directly from producers meeting 
the conditions as described in Sec.  1007.82(c)(2)(ii) and (iii), and 
for which a transportation credit is requested;
* * * * *
    6. Section 1007.81 is revised to read as follows:


Sec.  1007.81  Payments to the transportation credit balancing fund.

    (a) On or before the 12th day after the end of the month (except as 
provided in Sec.  1000.90), each handler operating a pool plant and 
each handler specified in Sec.  1000.9(c) shall pay to the market 
administrator a transportation credit balancing fund assessment 
determined by multiplying the pounds of Class I producer milk assigned 
pursuant to Sec.  1007.44 by $0.20 per hundredweight or such lesser 
amount as the market administrator deems necessary to maintain a 
balance in the fund equal to the total transportation credits disbursed 
during the prior June-January period, after adjusting the 
transportation credits disbursed during the prior June-January period 
to reflect any changes in the current mileage rate versus the mileage 
rate(s) in effect during the prior June-January period. In the event 
that during any month of the June-January period the fund balance is 
insufficient to cover the amount of credits that are due, the 
assessment should be based upon the amount of credits that would had 
been disbursed had the fund balance been sufficient.
    (b) The market administrator shall announce publicly on or before 
the 23rd day of the month (except as provided in Sec.  1000.90) the 
assessment pursuant to paragraph (a) of this section for the following 
month.
    7. Section 1007.82 is amended by revising paragraphs (d)(2)(ii) and 
(d)(3)(iv) to read as follows:


Sec.  1007.82  Payments from the transportation credit balancing fund.

* * * * *
    (d) * * *
    (2) * * *
    (ii) Multiply the number of miles so determined by the mileage rate 
for the month computed pursuant to Sec.  1007.83(a)(6);
* * * * *
    (3) * * *
    (iv) Multiply the remaining miles so computed by the mileage rate 
for the month computed pursuant to Sec.  1007.83(a)(6);
* * * * *
    8. Add a new Sec.  1007.83 to read as follows:


Sec.  1007.83  Mileage rate for the transportation credit balancing 
fund.

    (a) The market administrator shall compute mileage rate each month 
as follows:
    (1) Compute the simple average rounded down to three decimal places 
for the most recent 4 weeks of the Diesel Price per Gallon as reported 
by the Energy Information Administration of the United States 
Department of Energy for the Lower Atlantic and Gulf Coast Districts 
combined.
    (2) From the result in paragraph (a)(1) in this section subtract 
$1.42 per gallon;
    (3) Divide the result in paragraph (a)(2) of this section by 5.5, 
and round down to three decimal places to compute the fuel cost 
adjustment factor;
    (4) Add the result in paragraph (a)(3) of this section to $1.91;
    (5) Divide the result in paragraph (a)(4) of this section by 480;
    (6) Round the result in paragraph (a)(5) of this section down to 
five decimal places to compute the MRF.
    (b) The market administrator shall announce publicly on or before 
the 23rd day of the month (except as provided in Sec.  1000.90) the 
mileage rate pursuant to paragraph (a) of this section for the 
following month.

Marketing Agreement Regulating the Handling of Milk in the Appalachian 
and Southeast Marketing Areas

    The parties hereto, in order to effectuate the declared policy 
of the Act, and in accordance with the rules of practice and 
procedure effective thereunder (7 CFR part 900), desire to enter 
into this marketing agreement and do hereby agree that the 
provisions referred to in paragraph I hereof, as augmented by the 
provisions specified in paragraph II hereof, shall be and are the 
provisions of this marketing agreement as if set out in full herein.
    I. The findings and determinations, order relative to handling, 
and the provisions of Sec. Sec.  1005.1 to 1005.86 and 1007.1 to 
1007.86 all inclusive, of the order regulating the handling of milk 
in the Upper Midwest marketing area (7 CFR Part 1030) which is 
annexed hereto; and
    II. The following provisions: Record of milk handled and 
authorization to correct typographical errors.
    (a) Record of milk handled. The undersigned certifies that he/
she handled during the month of -------- 2006, -------- 
hundredweight of milk covered by this marketing agreement.
    (b) Authorization to correct typographical errors. The 
undersigned hereby authorizes the Deputy Administrator, or Acting 
Deputy Administrator, Dairy Programs, Agricultural Marketing 
Service, to correct any typographical errors which may have been 
made in this marketing agreement.
    Effective date. This marketing agreement shall become effective 
upon the execution of a counterpart hereof by the Department in 
accordance with Sec.  900.14(a) of the aforesaid rules of practice 
and procedure.
    In Witness Whereof, The contracting handlers, acting under the 
provisions of the Act, for the purposes and subject to the 
limitations herein contained and not otherwise, have hereunto set 
their respective hands and seals.
    Signature

By (Name)--------------------------------------------------------------

(Title)----------------------------------------------------------------

(Address)--------------------------------------------------------------

(Seal)

Attest-----------------------------------------------------------------
[FR Doc. 06-7497 Filed 9-6-06; 8:45 am]
BILLING CODE 3410-02-P