Federal Register / Vol. 78, No. 44 / Wednesday, March 6, 2013 / Notices 14533 

1The 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.gov/msei/emfac2011- 

documentation-final.pdf. 

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, PM10 and PM2.5 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/msei/ 

modeling.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, 

PM2.5, lead, carbon dioxide (CO2), 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.1 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, PM10 and 

PM2.5 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 


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2The 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. 

3EPA notes that EMFAC2011 can be used for CO2

emissions analyses as well, but there are no SIP or 

transportation conformity requirements for 

greenhouse gases (GHGs). 

4For 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.’’ 

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 PM2.5 and PM10

Nonattainment and Maintenance Areas’’ [EPA–420– 

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

transconf/projectlevel-hotspot.htm. 

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, 

NOX, PM10, PM2.5, lead, and sulfur 

oxides.3 However, EMFAC2011 will 

only be used in transportation 

conformity for pollutants and precursors 

that affect transportation-related 

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

PM2.5. 

EPA is also approving EMFAC2011 to 

estimate CO, PM10 and PM2.5 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 PM10

and PM2.5 SIPs and transportation 

conformity analyses. EMFAC2011’s 

PM10 and PM2.5 estimates do not include 

such emissions. When applicable, PM10

and PM2.5 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 PM10 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 PM10 and 

PM2.5 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 PM2.5 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 PM2.5 hot-spot 

analyses, therefore EPA is approving 

EMFAC2011 for use in quantitative PM 

hot-spot analyses for transportation 

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 EMFAC– 

PL 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 


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

7To subscribe to CARB’s listserv for Mobile 

Source Emission Inventory development, see ‘‘Join 

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

msei.htm. 

8EMFAC–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. 

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/msei/ 

emfac2011-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/msei/ 

categories.htm#onroad_motor_vehicles 

Specific changes incorporated into the 

EMFAC2011 model are also discussed 

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

emfac2011-documentation-final.pdf. All 

presentations from the public 

workshops are available on the CARB 

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

msprog/onrdiesel/workshops.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, PM2.5 and 

CO regional emissions analyses (e.g., 

supporting transportation plan and TIP 

conformity determinations); and 

• All new CO, PM10 and PM2.5 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, PM10 and PM2.5 hotspot transportation conformity analyses 

across California. In general, this means 

that all new HC, NOX, PM10, PM2.5, and 

CO regional conformity analyses and 

CO, PM10 and PM2.5 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, PM10 and PM2.5 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 


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14536 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, PM2.5, 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, 

PM10 and PM2.5 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 Doc. 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/fedrgstr_activites/

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 


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