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Federal Register/Vol. 78, No. 44/Wednesday, March 6, 2013/Notices

ENVIRONMENTAL PROTECTION

AGENCY

[EPA-R09-OAR-2013-0126; FRL-9788-3]

Official Release of EMFAC2011 Motor

Vehicle Emission Factor Model for Use

in the State of California

AGENCY: Environmental Protection

Agency (EPA).

ACTION: Notice of Availability.

SUMMARY: EPA is approving and

announcing the availability of the latest

version of the California EMFAC model

(short for EMission FACtor) for use in

state implementation plan (SIP)

development and transportation

conformity in California. EMFAC2011 is

the latest update to the EMFAC model

for use by California state and local

governments to meet Clean Air Act

(CAA) requirements. The new model,

which is based on new and improved

data, calculates air pollution emissions

factors for passenger cars, trucks,

motorcycles, motor homes and buses.

Today's notice also sets the date after

which EMFAC2011 is required to be

used statewide in all new regional

emissions analyses and carbon

monoxide (CO), particulate matter of ten

microns or less (PM10) and fine

particulate matter (PM2.

5) hot-spot

analyses for transportation conformity

determinations in California. Since the

EMFAC model is used only in

California, EPA's approval of the model

does not affect MOVES model users in

other states.

DATES: EPA's approval of the

EMFAC2011 emissions model for SIP

and conformity purposes is effective

March 6, 2013. EMFAC2011 must be

used for all new regional emissions

analyses and CO, PMo and PM 2.

5 hotspot analyses that are started on or after

September 6, 2013.

FOR FURTHER INFORMATION CONTACT:

Karina O'Connor,

oconnor.karina@epa.gov, (775) 433-

8176, Air Planning Office (AIR-2), Air

Division, U.S. EPA, Region 9, 75

Hawthorne Street, San Francisco,

California, 94105-3901.

SUPPLEMENTARY INFORMATION: Copies of

the official version of the EMFAC2011

model are available on the California

Air Resources Board (CARB) Web site:

http://www.arb.ca.gov/mseimodeling.htm (model, technical support

documents, etc.).

I. Background

A. What is the EMFAC model?

The EMFAC model is a computer

model that can estimate emission rates

for on-road mobile sources ("motor

vehicles") for calendar years from 1990

to 2035 operating in California.

Pollutant emissions for hydrocarbons

(HC), CO, nitrogen oxides (NOx), PM10 ,

PM 2.

5 , lead, carbon dioxide (CO 2), and

sulfur oxides are output from the model.

Emissions are calculated for forty-two

different vehicle classes composed of

passenger cars, various types of trucks

and buses, motorcycles, and motor

homes.

EMFAC is used to calculate current

and future inventories of motor vehicle

emissions at the state, air district, air

basin, or county level. EMFAC contains

default vehicle activity data, and the

option of modifying that data, so it can

be used to estimate a motor vehicle

emissions inventory in tons/day for a

specific year, month, or season, and as

a function of ambient temperature,

relative humidity, vehicle population,

mileage accrual, miles of travel and

speeds. Thus the model can be used to

make decisions about air pollution

policies and programs at the local or

state level. Inventories based on EMFAC

are also used to meet the federal CAA's

SIP and transportation conformity

requirements. Transportation

conformity is required under CAA

section 176(c) to ensure that federally

supported transportation plans,

transportation improvement programs

(TIPs), and highway and transit projects

are consistent with ("conform to") the

purpose of the SIP. Conformity to a SIP

means that a transportation activity will

not cause or contribute to new air

quality violations, worsen existing

violations, or delay timely attainment of

the national ambient air quality

standards (NAAQS) or interim

milestones. EPA's transportation

conformity regulations (40 CFR Parts

51.390 and 93) describe how federally

funded and approved highway and

transit projects meet these statutory

requirements.

B. What versions of EMFAC are

currently in use in California?

Most SIPs in California were

developed using EMFAC2007 (released

by CARB in October 2007) or

EMFAC2002 (released by CARB in

October 2002). EPA approved

EMFAC2007 on January 18, 2008 (73 FR

3464) and approved EMFAC2002 on

April 1, 2003 (68 FR 15720) for all areas

in California.

EMFAC2007 was considered a major

update to previous versions of EMFAC

and most SIPs in California were

updated with EMFAC2007 in the 2007-

2008 timeframe. EMFAC2007 included

new data and methodologies regarding

calculation of motor vehicle emissions,

and revisions to implementation data

for control measures.

C. Why is EPA announcing its approval

of the EMFAC model?

CAA section 172(c)(3) and 40 CFR

51.112(a)(1) require that SIP inventories

be based on the most current, accurate,

and applicable models that are available

at the time the SIP is developed. CAA

section 176(c)(1) requires that the latest

emissions estimates be used in

conformity analyses. EPA approves

models that fulfill these requirements.

Under 40 CFR 93.111(a), EPA must

approve new versions of EMFAC for SIP

purposes before they can be used in

transportation conformity analyses. In

an April 6, 2012 letter, CARB requested

that EPA approve EMFAC2011 for use

in developing SIPs and in determining

conformity in California.' EMFAC2011

is a significant change from previous

EMFAC models with a new model user

interface and is capable of calculating

motor vehicle emissions for all

California areas. EMFAC2011 is being

approved as the latest emissions model

for statewide use in SIP development

and emissions analyses for conformity

purposes. Since the EMFAC model is

only used in California, EPA's statewide

approval of the model does not affect

MOVES emissions factor model users in

other states.

II. EPA Action

A. What version of EMFAC is EPA

approving?

In this notice, EPA is approving and

announcing that EMFAC2011 is

available to use in statewide California

SIP development and for regional

emissions analyses and CO, PMo and

PM 2.5 hot-spot analyses for

transportation conformity. EMFAC2011

was developed by CARB and

transmitted for approval to EPA on

April 6, 2012.

The EMFAC2011 model is composed

of a new modular structure that will

facilitate future model updates and

allow CARB to incorporate updated

information about truck and bus activity

and emissions data into the model. The

three major modules of EMFAC include

EMFAC-LDV, EMFAC-HD and

EMFAC-SG. EMFAC-LDV can be used

to estimate emissions for gasoline

powered on-road vehicles and smaller

on-road diesel vehicles and urban

transit buses. EMFAC-HD provides

'The EMFAC2011 model and supporting

information is available for downloading at http://

www.arb.ca.gov/msei/modeling.htm. Technical

documentation explaining the changes to the model

and the technical foundations for the model is

available at http://www.arb.ca.govlmseilemfac2olldocumentation-final.pdff.

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Federal Register/Vol. 78, No. 44/Wednesday, March 6, 2013/Notices

emissions factors for heavy-duty diesel

trucks and buses. EMFAC-SG allows

users to run one tool for SIP inventories

and regional emissions analyses to

combine the emissions factors from both

EMFAC-LDV and EMFAC-HD with

user defined vehicle miles of travel and

speeds, combine emissions from

multiple model-defined subareas and

incorporate reductions associated with

CARB's Pavley and Low Carbon Fuel

standard regulations.

CARB developed the EMFAC-SG

module to provide users, including

transportation planners, with a

simplified method to generate emissions

with different future growth scenarios

for specific geographic areas needed for

transportation conformity and SIP

development. CARB also developed the

EMFAC-PL tool for use for doing

multiple model runs to extract

emissions factors for project-level

analyses needed for hot-spot analyses.2

Due to the modular structure of the

EMFAC2011 model, to obtain emissions

factors for project-level analyses, an

EMFAC2011 user would have to run

multiple modules to generate emission

factors. Therefore ARB has developed

the EMFAC-PL tool to produce

emissions factors for projects that are

consistent with the default assumptions

in EMFAC2011. For projects that have

site-specific ambient temperature and

relative humidity profiles, projectspecific vehicle age distributions and/or

project-specific rest and soak time data,

the user will have to use a more detailed

approach other than EMFAC-PL that

requires getting emissions factors from

EMFAC-LDV and EMFAC-HD. As

discussed later in this notice, EPA is

consulting with CARB to provide

updated EMFAC guidance for how to

apply the EMFAC2011 emissions model

through either the EMFAC-PL tool or

the more detailed approach that would

not use EMFAC-PL.

B. What analyses can EMFAC2011 be

used for?

EPA is approving the model to

estimate regional emissions of HC, CO,

NON, PM10 , PM 2.

5 , lead, and sulfur

oxides)3 However, EMFAC2011 will

only be used in transportation

conformity for pollutants and precursors

that affect transportation-related

2 The EMFAC-PL tool is available at: http://

www.arb.ca.gov/msei/modeling.htm. In an email to

EPA dated 2/08/2013, CARB clarified that the

EMFAC-PL tool is available for use in project-level

assessments. 3

EPA notes that EMFAC2011 can be used for CO 2

emissions analyses as well, but there are no SIP or

transportation conformity requirements for

greenhouse gases (GHGs).

emissions, e.g., HC, NON, CO, PM10 and

PM 2.

5.

EPA is also approving EMFAC2011 to

estimate CO, PM10 and PM 2.5 emissions

for conformity hot-spot analyses

involving individual transportation

projects. A hot-spot analysis is defined

in 40 CFR 93.101 as an estimation of

likely future localized pollutant

concentrations and a comparison of

those concentrations to the relevant

NAAQS. This analysis is conducted on

a smaller scale than a nonattainment or

maintenance area, e.g., for a congested

roadway intersection.

EPA also notes that today's approval

action does not impact what

methodology is required for calculating

re-entrained road dust for regional PM 1o

and PM 2.

5 SIPs and transportation

conformity analyses. EMFAC2011's

PM10 and PM 2.5 estimates do not include

such emissions. When applicable, PM10

and PM 2.

5 nonattainment and

maintenance areas are required to use

EPA's AP-42 road dust method for

calculating road dust emissions, unless

a local method is approved in advance

by EPA.4 In addition, EMFAC2011 does

not estimate ammonia emissions; air

quality and transportation agencies

should contact the EPA Regional Office

if ammonia emissions estimates are

needed for SIPs or regional conformity

emissions analyses.

C. Why is EMFAC2011 being approved

for PMo and PM2.5 hot-spot analyses at

this time?

On December 20, 2010, EPA

published a notice which announced

the availability of EPA guidance

documents for completing quantitative

hot-spot analyses and approved the use

of the MOVES and the EMFAC2007

models for use in quantitative PMo and

PM 2.

5 hot-spot analyses (75 FR 79370).

That notice started a two-year grace

period requiring project sponsors to use

EMFAC2007 for new quantitative PM10

and PM 2.

5 hot-spot analyses in

California, for conformity

determinations involving projects of

local air quality concern.

As with EMFAC2007, EMFAC2011 is

capable of assessing project-level

emissions for PM10 and PM 2.

5 hot-spot

analyses, therefore EPA is approving

EMFAC2011 for use in quantitative PM

hot-spot analyses for transportation

4 For further information, see EPA's February 4,

2011 Notice of Availability for the January 2011

AP-42 Method for Estimating Re-entrained Road

Dust from Paved Roads (76 FR 6328). Also, for

using AP-42 for unpaved roads, see EPA's August

2, 2007 memorandum, "Policy Guidance on the Use

of the November 1, 2006, Update to AP-42 for Reentrained Road Dust for SIP Development and

Transportation Conformity."

conformity purposes within California.

As mentioned earlier, CARB has

developed the EMFAC-PL tool, as a

simplified method to extract the

appropriate emissions factors for

alternative vehicle data and speeds from

EMFAC2011 for appropriate projects. In

today's notice, EPA recognizes the

importance of this tool for ensuring that

project-level conformity analyses are

done in a consistent and accurate

matter. To that end, we are also

approving the EMFAC-PL tool for

project-level conformity analyses, and

allowing other tools to be approved by

EPA, if such alternate project-level tools

provide for similar performance in

applying EMFAC2011 emissions factors

for appropriate projects. 5 EPA is

updating Section 5 and related

appendices of our PM hot-spot

quantitative guidance to describe how to

use the EMFAC2011 model for PM hotspot analyses.6 EPA's revised guidance

will include details on what PM hotspot analyses can rely on the EMFACPL tool and which projects will require

a different approach to obtain the

appropriate project-level EMFAC2011

emission factors. EPA intends to

complete its PM hot-spot guidance

revision in the near future. When

completed, the updated guidance will

be made available on EPA's Web site:

www.epa.gov/otaq/stateresources/

transconf/projectlevel-hotspot.htm.

D. Why does EPA consider EMFAC2011

as a major update to EMFAC?

EMFAC2011 includes significant

changes to its model interface, new data

and methodologies regarding

calculation of motor vehicle emissions

and revisions to implementation data

for control measures. EMFAC2011

includes updated data on truck activity,

and emissions reductions associated

with the 2010 Truck and Bus rule,

supporting new estimates of emissions

from heavy-heavy duty diesel trucks

and buses. Motor vehicle fleet age,

vehicle types and vehicle population

have also been updated based on 2009

California Department of Motor Vehicle

(DMV) data. EMFAC2011 incorporates

new temperature and humidity profiles.

Each of these changes impact emission

factors for each area in California. In

addition to changes to truck activity,

EMFAC incorporates updated vehicle

5EPA would approve any alternate project-level

tool through a letter, after completion of its review

of model documentation showing consistency with

the EMFAC-PL approach.

6 "Transportation Conformity Guidance for

Quantitative Hot-Spot Analyses in PM2 .5and PM1 0

Nonattainment and Maintenance Areas" [EPA-420-

B-10-040]. See www.epa.gov/otaq/stateresources/

transconf/projectlevel-hotspot.htm.

14534
Federal Register/Vol. 78, No. 44/Wednesday, March 6, 2013/Notices

miles traveled (VMT) for all vehicle

classes. The new model interface

EMFAC-SG module will allow users to

update the default VMT data and speed

profiles by vehicle class for different

future scenarios. CARB's web site

describes these and other model

changes at: http://www.arb.ca.gov/mseiemfac201 1-documentation-final.pdf.

E. How were stakeholders and the

public involved in the EMFAC

development process?

Since 2010, CARB has held a series of

public workshops to discuss emissions

inventory updates related to California's

In-Use Heavy-Duty Diesel Fueled Truck

and Bus regulation ("Truck and Bus

Regulation"), and to receive comments

on the regulations and the resulting

changes in the emissions inventory.

Since the major changes to the EMFAC

model are associated with incorporation

of the Truck and Bus Regulation into the

model, the technical foundations of

these changes were presented to the

public in these workshops. CARB also

conducted extensive beta testing of

interim versions of the model with air

districts and Metropolitan Planning

Organizations (MPOs). These

stakeholders had the opportunity to

request briefings with CARB staff and

provide them with comments and

suggestions to improve the model. EPA

was included in those discussions and

our suggestions were incorporated into

the material available on the CARB

EMFAC2011 public web site. CARB also

developed and posted training modules

for EMFAC2011 and supports a mobile

source emissions inventory email

listserv to announce updates and

changes to the EMFAC supporting

material. 7

CARB also released a series of

technical memos that describe each

update to the model and public

presentations that summarize the

changes from earlier versions of the

model. The technical memos are

available on CARB's Web site at: http://

www.arb.ca.gov/msei/supportdocs.htm

and at http://www.arb.ca.gov/mseil

categories.htm#onroad motor vehicles

Specific changes incorporated into the

EMFAC2011 model are also discussed

in http://www.arb.ca.gov/mseil

emfac2011-documentation-final.pdf. All

presentations from the public

workshops are available on the CARB

Web site at: http://www.arb.ca.govl

msprog/onrdiesel/workshops.htm.

7 To subscribe to CARB's listserv for Mobile

Source Emission Inventory development, see "Join

our MSEI listserv" at www.arb.ca.gov/msei/

msei.htm.

F. Will a transportation conformity

grace period be set by this approval?

Yes. The transportation conformity

rule (40 CFR 93.111) requires that

conformity analyses be based on the

latest motor vehicle emissions model

approved by EPA for SIP purposes for

a state or area. Section 176(c)(1) of the

CAA states that

" * * * [t]he determination of conformity

shall be based on the most recent estimates

of emissions, and such estimates shall be

determined from the most recent population,

employment, travel, and congestion

estimates. * * "

When EPA approves a new emissions

model such as EMFAC2011, EPA will

consult with the U.S. Department of

Transportation (DOT) to establish a

grace period before the model is

required for conformity analyses (40

CFR 93.111(b)). However, areas have the

option of using the new model prior to

the end of the grace period. The

conformity rule provides for a grace

period for new emissions models of

between 3 to 24 months. In consultation

with the Federal Highway

Administration (FHWA) and the Federal

Transit Administration (FTA), EPA

considers many factors in establishing

the length of the grace period, including

the degree of change in emissions

models and the effects of the new model

on transportation planning in order to

assure conformity (40 CFR 93.111).

Upon consideration of all of these

factors, EPA is establishing a 6-month

grace period before EMFAC2011 is

required for the following conformity

analyses:

* All new HC, NOx, PM10 , PM 2.5 and

CO regional emissions analyses (e.g.,

supporting transportation plan and TIP

conformity determinations); and

* All new CO, PMo and PM 2.

5 hotspot analyses supporting project-level

conformity determinations.

The grace period begins on March 6,

2013 and ends on September 6, 2013. As

discussed earlier in the notice,

EMFAC2011 incorporates significant

changes to the model interface and

procedures used to estimate both

emissions for regional emissions

analysis and emissions factors for hotspot analyses for CO and PM. While

these changes are significant, the model

has been available for review by air

quality and transportation agencies,

consultants and the public since

September 2011.

For application of EMFAC2011 at the

project level, CARB's EMFAC-PL tool

for appropriate projects has just recently

been released, therefore project sponsors

developing project-level analysis may

need some time to familiarize

themselves with this tool. EPA is also

updating our PM hot-spot quantitative

guidance to include the new

EMFAC2011 procedures.

Therefore, it is appropriate to set a 6-

month grace period to allow all areas in

California to incorporate these new

procedures in conformity hot-spot

analysis 8 and apply the changes to the

model structure and updated planning

assumptions incorporated in

EMFAC2011 in a timely manner. In the

interim, new quantitative PM hot-spot

analyses that are started prior to the end

of the EMFAC2011 grace period can be

based on EMFAC2007 and EPA's

existing PM hot-spot guidance and

subsequently completed.

When the grace period ends on

September 6, 2013, EMFAC2011 will

become the only approved motor

vehicle emissions model for all new

regional and CO, PMo and PM 2.5 hotspot transportation conformity analyses

across California. In general, this means

that all new HC, NOx, PM10 , PM 2.5, and

CO regional conformity analyses and

CO, PMo and PM 2.5 hot-spot analyses

started after the end of the 6-month

grace period must be based on

EMFAC2011, even if the SIP is based on

an earlier version of the EMFAC model.

G. Can areas use any other models

during the grace period?

Yes, the conformity rule provides

some flexibility for regional emissions

analyses that are started before the end

of the grace period. Analyses that begin

before or during the grace period may

continue to rely on EMFAC2007. The

interagency consultation process should

be used if it is unclear if an

EMFAC2007-based analysis was begun

before the end of the grace period. When

the grace period ends on September 6,

2013, EMFAC2011 will become the only

approved motor vehicle emissions

model for regional emissions analyses

for transportation conformity in

California.

CO, PMo and PM 2.5 hot-spot analyses

for project-level conformity

determinations can be based on

EMFAC2007 if the analysis was begun

before the end of the grace period, and

if the final environmental document for

the project is issued no more than three

years after the issuance of the draft

environmental document (see 40 CFR

93.111(c)). Therefore new quantitative

and qualitative analysis already

underway that were started before the

8

EMFAC-PL or an alternative method or tool

must be used for new EMFAC2011 analyses of

appropriate projects after the 6-month grace period.

If EPA approves alternative tools to the EMFAC-PL

tool, EPA does not intend to establish a new 6-

month grace period.

14535
Federal Register/Vol. 78, No. 44/Wednesday, March 6, 2013/Notices

end of the grace period using

EMFAC2007 can be completed as long

as 93.111(c) is satisfied. The interagency

consultation process should be used if

it is unclear whether an EMFAC2007-

based analysis is covered by the

circumstances described above.

H. Future Updates to EMFAC

On January 31, 2006, CARB submitted

a letter to EPA and to the California

Division of the FHWA indicating the

State's intention to make future

revisions to update EMFAC. These

EMFAC updates would reflect, among

other new information, updated vehicle

fleet data every three years. In

California, MPOs and Air Districts have

not been able to update vehicle fleet

data embedded into EMFAC. The EPA/

USDOT December 2008 guidance on

latest planning assumptions and EPA's

July 2004 final rule indicate that new

vehicle registration data must be used

when it is available prior to the start of

new conformity analyses and that states

and MPOs are strongly encouraged to

update the data at least every five years.

CARB reaffirmed their commitment to

keeping the latest planning assumptions

included in EMFAC updated on a threeyear cycle in the April 18, 2007 EMFAC

submittal letter. The next update to the

planning assumptions in EMFAC is

expected in 2014 or 2015 which would

most likely also include updates to the

emissions factors of the model as well.

III. Summary of EPA Actions

As described in this notice, EPA is

approving EMFAC2011 as submitted by

CARB on April 6, 2012 with the

following limitations and conditions:

(1) The approval is limited to

California.

(2) The approval is Statewide and

applies to estimation of emissions of

HC, CO, NOx, PM10, PM 2.5, lead, and

sulfur oxides. However, EMFAC2011

will be used in transportation

conformity regional emissions analyses

for pollutants and precursors that are

applicable in a given nonattainment or

maintenance area. EPA is approving all

components of EMFAC2011,

specifically EMFAC-SG, EMFAC-LDV

and EMFAC-HD. EPA is also approving

EMFAC2011 and the EMFAC-PL tool to

estimate project-level emissions for CO,

PMo and PM 2.5 conformity hot-spot

analyses.

(3) A 6-month statewide

transportation conformity grace period

will be established beginning March 6,

2013 and ending September 6, 2013 for

the transportation conformity uses

described in (2) above.

Dated: February 22, 2013.

Jared Blumenfeld,

Regional Administrator, Region IX.

[FR Doe. 2013-05245 Filed 3-5-13; 8:45 am]

BILLING CODE 6560-50-P

ENVIRONMENTAL PROTECTION

AGENCY

[FRL-9787-2]

Notification of a Public Teleconference

of the Chartered Science Advisory

Board

AGENCY: Environmental Protection

Agency (EPA).

ACTION: Notice.

SUMMARY: The EPA Science Advisory

Board (SAB) Staff Office announces a

public teleconference of the chartered

SAB to conduct a quality review of an

SAB draft report on approaches to

derive a maximum contaminant level

goal for perchlorate.

DATES: The public teleconference will

be held on March 29, 2013, from 1:00

p.m. to 4:00 p.m.

ADDRESSES: The public teleconference

will be conducted by telephone only.

FOR FURTHER INFORMATION CONTACT: Any

member of the public wishing to obtain

general information regarding the

quality review teleconference should

contact Dr. Angela Nugent, Designated

Federal Officer (DFO), EPA Science

Advisory Board (1400R), 1200

Pennsylvania Avenue NW., Washington,

DC 20460; via telephone/voice mail

(202) 564-2218; fax (202) 565-2098 or

via email at nugent.angela@epa.gov.

General information concerning the EPA

Science Advisory Board can be found

on the SAB Web site at http://

www.epa.gov/sab.

SUPPLEMENTARY INFORMATION: Pursuant

to the Federal Advisory Committee Act

(FACA), 5 U.S.C., App. 2, notice is

hereby given that the EPA Science

Advisory Board will hold a public

teleconference to conduct a quality

review of an SAB draft report. The SAB

was established pursuant to 42 U.S.C.

4365 to provide independent scientific

and technical advice to the

Administrator on the technical basis for

Agency positions and regulations. The

SAB is a Federal Advisory Committee

under FACA. The SAB will comply

with the provisions of FACA and all

appropriate SAB Staff Office procedural

policies.

Background

Quality review is a key function of the

chartered SAB. Draft reports prepared

by SAB committees, panels, or work

groups must be reviewed and approved

by the chartered SAB before transmittal

to the EPA Administrator. The chartered

SAB makes a determination in a public

meeting consistent with FACA about the

quality of all draft reports and

determines whether the report is ready

to be transmitted to the EPA

Administrator.

The Safe Drinking Water Act requires

the EPA to request comments from the

SAB prior to proposal of a maximum

contaminant level goal (MCLG) and

national primary drinking water

regulation. The chartered SAB will

conduct a quality review of a draft SAB

report reviewing the scientific and

technical bases for the approaches EPA

is considering for the MCLG for

perchlorate, as described in a draft

white paper entitled "Life Stage

Considerations and Interpretation of

Recent Epidemiological Evidence to

Develop a Maximum Contaminant Level

Goal for Perchlorate." Background

information about this advisory activity

can be found on the SAB Web site at

http://yosemite.epa.gov/sab/sab

product.nsf/fedrgstractivites!

Perchlorate%20MCLG% 20Approaches

?OpenDocument.

Availability of Meeting Materials: The

agenda and other materials in support of

the teleconference will be placed on the

SAB Web site at http://www.epa.gov/sab

in advance of the teleconference.

Procedures for Providing Public Input:

Public comment for consideration by

EPA's federal advisory committees and

panels has a different purpose from

public comment provided to EPA

program offices. Therefore, the process

for submitting comments to a federal

advisory committee is different from the

process used to submit comments to an

EPA program office. Federal advisory

committees and panels, including

scientific advisory committees, provide

independent advice to EPA. Members of

the public can submit relevant

comments pertaining to the group

providing advice, EPA's charge

questions and EPA review or

background documents. Input from the

public to the SAB will have the most

impact if it consists of comments that

provide specific scientific or technical

information or analysis for the SAB to

consider or if it relates to the clarity or

accuracy of the technical information.

Members of the public wishing to

provide comment should contact the

DFO for the relevant advisory

committee directly. Oral Statements: In

general, individuals or groups

requesting time to make an oral

presentation at a public SAB

teleconference will be limited to three

minutes. Those interested in being

14536