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Citation: 78 Fed. Reg. 14533 2013

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-- The search text of this PDF is generated from uncorrected OCR text.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 inthe State of California

AGENCY: Environmental Protection Agency (EPA). ACTION: Notice ofAvailability.

SUMMARY: EPA is approving and announcing the availability ofthe latest version ofthe 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 AirAct (CAA) requirements. The new model, which isbased 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 isrequired to be used statewide in all new regional emissions analyses and carbon monoxide (CO), particulate matter often 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 usersin other states. DATES: EPA's approval ofthe 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 PM2. 5hotspot 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 ofthe 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 istheEMFACmodel?

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 oftrucks and buses, motorcycles, and motor homes.

EMFAC is used to calculate current and future inventories ofmotor vehicle emissions at the state, air district, air basin, or county level. EMFAC contains default vehicle activity data, and the option ofmodifying that data, so it can be used to estimate a motorvehicle emissions inventory in tons/day for a specific year, month, or season, and as

a function ofambient temperature, relative humidity, vehicle population, mileage accrual, miles oftravel and speeds. Thus the model canbe usedto 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 transitprojects

are consistent with ("conform to") the
purpose ofthe 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. WhatversionsofEMFACare currentlyin usein California?

Most SIPs in California were developed using EMFAC2007 (released by CARB in October 2007) or EMFAC2002 (releasedby 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 ofEMFAC and most SIPs in California were updated with EMFAC2007 in the 2007- 2008 timeframe. EMFAC2007 included

new data and methodologies regarding calculation ofmotor vehicle emissions, and revisions to implementation data for control measures.
C. Why isEPA announcingitsapproval oftheEMFACmodel?

CAA section 172(c)(3) and 40 CFR 51.112(a)(1) require that SIP inventories be based onthe 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 usedin conformity analyses. EPA approves models that fulfill these requirements.

Under 40 CFR 93.111(a), EPA must approve new versions ofEMFAC for SIP purposes before they canbe 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 onlyused in California, EPA's statewide approval ofthe model does not affect MOVES emissions factor model users in other states.

II. EPA Action

A. WhatversionofEMFACisEPA 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 PM2.5hot-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 ofa 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 ofEMFAC 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 athttp:// 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. 14533Federal 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 oftravel 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 ofthe 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 forprojects 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. WhatanalysescanEMFAC2011be used for?

EPA is approving the model to estimate regional emissions ofHC, CO, NON, PM10,PM2. 5,lead, and sulfur oxides)3 However, EMFAC2011 will onlybe 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 inproject-level
assessments.

3EPA notes that EMFAC2011 can beused 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 PM2. 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 impactwhat methodology isrequired for calculating re-entrained road dust forregional PM 1o 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 isEMFAC2011 beingapproved forPMoandPM2. 5 hot-spotanalysesat thistime?

OnDecember 20, 2010, EPA published a notice which announced the availability ofEPA guidance documents for completing quantitative hot-spot analyses and approved the use ofthe MOVES and the EMFAC2007 models for use in quantitative PMo and PM2. 5hot-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. 5hot-spot analyses in California, for conformity determinations involving projects of local air quality concern.

As with EMFAC2007, EMFAC2011 is capable ofassessing project-level emissions for PM10 and PM2. 5hot-spot analyses, therefore EPA is approving EMFAC2011 for use in quantitative PM hot-spot analyses for transportation

4 Forfurther information, see EPA's February 4, 2011 Notice ofAvailability 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 ofthe 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 ofthis 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 tobe approved by EPA, ifsuch alternate project-level tools provide for similar performance in applying EMFAC2011 emissions factors for appropriate projects. 5EPA is updating Section 5 and related appendices ofour PM hot-spot quantitative guidance to describe howto

use the EMFAC2011 model forPM hotspot analyses.6 EPA's revised guidance will include details on what PM hotspot analyses can rely on the EMFACPL tool and which projects willrequire

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 doesEPA consider EMFAC2011

asamajorupdatetoEMFAC?

EMFAC2011 includes significant changes to its model interface, new data and methodologies regarding calculation ofmotor 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 ofemissions 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 ofMotor Vehicle (DMV)data. EMFAC2011 incorporates

new temperature and humidity profiles. Each ofthese 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 ofitsreview ofmodel documentation showing consistency with the EMFAC-PL approach.

6 "Transportation Conformity Guidance for Quantitative Hot-Spot Analyses inPM2. 5and PM10 Nonattainment and Maintenance Areas" [EPA-420- B-10-040]. See www.epa.gov/otaq/stateresources/ transconf/projectlevel-hotspot.htm. 

### 14534Federal 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 byvehicle class for different future scenarios. CARB's web site describes these and other model changes at: http://www.arb.ca.gov/mseiemfac2011-documentation-final.pdf.

E.How werestakeholdersandthe publicinvolvedin theEMFAC developmentprocess?

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

onthe regulations and the resulting changes in the emissions inventory. Since the major changes to the EMFAC model are associated with incorporation ofthe 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 ofthe 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 ofthe 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 periodbe setby thisapproval?
Yes. The transportation conformity rule (40 CFR 93.111) requires that conformity analyses be based on the latest motorvehicle emissions model approved byEPA for SIP purposes for

a state or area. Section 176(c)(1) ofthe CAA states that

" * * * [t]he determination ofconformity

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 ofusing the new model prior to the end ofthe grace period.The conformity rule provides for agrace period for new emissions models of between 3to 24 months. In consultation with the Federal Highway Administration (FHWA) and the Federal Transit Administration (FTA), EPA considers many factors in establishing the length ofthe grace period, including the degree of change in emissions models and the effects ofthe new model

on transportation planning in order to

assure conformity (40 CFR 93.111).

Upon consideration ofall ofthese 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, PMo and PM2. 5hotspot analyses supporting project-level conformity determinations.

The grace period begins on March6, 2013 and ends on September6,2013.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 ofEMFAC2011 atthe project level, CARB's EMFAC-PL tool for appropriate projects hasjustrecently 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. Inthe interim, new quantitative PM hot-spot analyses that are started priorto the end ofthe EMFAC2011 grace period canbe based onEMFAC2007 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 PM2.5hotspottransportation conformity analyses

across California. In general, this means that all new HC, NOx, PM10, PM2.5,and CO regional conformity analyses and 

### CO, PMo and PM2.5hot-spot analyses started after the end ofthe 6-month
grace period mustbe based on EMFAC2011, even ifthe SIP is based on

an earlier version ofthe EMFAC model.

G. Canareasuseanyothermodels duringthegraceperiod?

Yes, the conformity ruleprovides

some flexibility for regional emissions analyses that are started before the end ofthe grace period. Analyses thatbegin before or during the grace period may continue to rely on EMFAC2007. The interagency consultation process should be used ifitis unclear ifan EMFAC2007-based analysis was begun before the end ofthe 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 PM2.5hot-spot analyses for project-level conformity determinations can be based on EMFAC2007 ifthe analysis was begun before the end ofthe grace period, and ifthe final environmental document for the project is issued no more thanthree
years after the issuance ofthe draft environmental document (see 40 CFR 93.111(c)). Therefore new quantitative and qualitative analysis already underway that were started before the

8EMFAC-PL or an alternative method or tool

must beused fornew EMFAC2011 analyses of appropriate projects after the 6-month grace period. If EPA approves alternative tools to theEMFAC-PL tool, EPA does not intend to establish a new 6- month grace period. 14535Federal Register/Vol. 78, No. 44/Wednesday, March 6, 2013/Notices

end ofthe grace period using EMFAC2007 canbe 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. FutureUpdatestoEMFAC

On January 31, 2006, CARB submitted

aletter to EPA and to the California Division ofthe 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 itis 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 nextupdate to the planning assumptions in EMFAC is expected in 2014 or 2015 which would
most likely also include updates to the emissions factors ofthe 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 ofEMFAC2011, specifically EMFAC-SG, EMFAC-LDV and EMFAC-HD. EPA is also approving EMFAC2011 and the EMFAC-PL tool to estimate project-level emissions forCO, PMo 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 September6,2013 for the transportation conformity uses described in (2) above. Dated: February 22, 2013. Jared Blumenfeld,
RegionalAdministrator, RegionIX. [FRDoe. 2013-05245 Filed 3-5-13; 8:45 am]

BILLING CODE 6560-50-P

ENVIRONMENTAL PROTECTION

AGENCY [FRL-9787-2]

Notificationof a PublicTeleconference 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 ofthe chartered SAB to conduct a quality review ofan 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 ofthe 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 athttp:// www.epa.gov/sab.

SUPPLEMENTARY INFORMATION: Pursuant
to the Federal Advisory Committee Act (FACA), 5U.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 draftreport. 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 ofFACA and all appropriate SAB StaffOffice procedural policies.
Background Quality review is a key function ofthe chartered SAB. Draft reports prepared by SAB committees, panels, or work groups mustbe reviewed and approved by the chartered SAB before transmittal
to the EPA Administrator. The chartered SAB makes a determination in apublic meeting consistent with FACA about the quality ofall draft reports and determines whether the report isready
to be transmitted to the EPA Administrator.

The Safe Drinking Water Actrequires 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

canbe found on the SAB Web site at http://yosemite.epa.gov/sab/sab product.nsf/fedrgstractivites! Perchlorate%20MCLG% 20Approaches ?OpenDocument.

Availabilityof MeetingMaterials: 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 ofthe teleconference.

Procedures forProviding PublicInput: 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 afederal advisory committee is different fromthe 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 ifit consists ofcomments that provide specific scientific or technical information or analysis for the SAB to consider orifitrelates to the clarity or accuracy ofthe technical information. Members ofthe public wishing to provide comment should contact the DFO for the relevant advisory committee directly. OralStatements:In general, individuals or groups requesting time to make an oral presentation at a public SAB teleconference willbe limited to three minutes. Those interested inbeing 

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