62292 Federal Register / Vol. 65, No. 202 / Wednesday, October 18, 2000 / Rules and Regulations

49 CFR 1.46. Section 165.100 is also issued

under authority of Sec. 311, Pub. L. 105–383.

2. Add temporary § 165.T05–047 to

read as follows:

§ 165.T05–047 Safety Zone; Strategic

Booming Exercise in the Cape May Harbor,

Cape May, NJ.

(a) Definitions. (1) Captain of the Port

means the Commanding Officer of the

Coast Guard Marine Safety Office/Group

Philadelphia or any Coast Guard

commissioned, warrant, or petty officer

who has been authorized by the Captain

of the Port to act on his behalf.

(2) Coast Guard Representative is a

commissioned, warrant, or petty officer

of the Coast Guard who has been

designated by the Commanding Officer,

Coast Guard Marine Safety Office/Group

Philadelphia.

(b) Location. This rule establishes a

safety zone to include all waters 100 feet

in any direction from all booming

equipment and any vessels participating

in the strategic booming exercise. One

end of the boom will start from the

Coast Guard Buoy Yard (approximate

position 38° 56′ 90′′ N, 074° 53′ 30′′ W)

on the south side of the entrance to the

North end of the Cape May Harbor and

will extend out near the green can buoy

number ‘‘3’’. From the green can marker

buoy ‘‘3’’, the boom will extend across

the navigable channel and be attached

to the red flashing (2+1) day marker

‘‘C’’. From the day marker, the boom

will extend to the north side of the

north entrance to the Cape May Harbor

and end near Snow’s Fish Processing

Plant (approximate position 38° 57′ 20′′

N, 74° 53′ 00′′ W). All coordinates

reference Datum NAD 1983.

(c) Regulations. (1) All persons are

required to comply with the general

regulations governing safety zones in

§ 165.23 of this part.

(2) No person or vessel may enter or

navigate within this safety zone unless

authorized to do so by the Coast Guard

Representative. Any person or vessel

authorized to enter the safety zone must

operate in strict conformance with any

directions given by the Coast Guard

Representative and leave the safety zone

immediately if the Coast Guard

Representative so orders.

(3) The Coast Guard vessels enforcing

this section can be contacted on VHF

Marine Band Radio, channels 13 and 16.

The Captain of the Port can be contacted

at telephone number (215) 271–4940.

(4) The Coast Guard Representative

will notify the public of any changes in

the status of this safety zone by Marine

Safety Radio Broadcast on VHF–FM

marine band radio, channel 22 (157.1

MHz).

(d) Effective dates. These regulations

are effective from 7 a.m. to 1 p.m. on

October 19, 2000.

Dated: September 20, 2000.

G.F. Adams,

Captain, U.S. Coast Guard, Captain of the

Port Philadelphia.

[FR Doc. 00–26772 Filed 10–17–00; 8:45 am]

BILLING CODE 4910–15–P

DEPARTMENT OF TRANSPORTATION

Coast Guard

33 CFR Part 165

[CGD11–00–007]

RIN 2115–AE84

Regulated Navigation Area; San Pedro

Bay, California

AGENCY: Coast Guard, DOT.

ACTION: Final rule.

SUMMARY: The Coast Guard is revising

the Regulated Navigation Area for San

Pedro Bay, California. Due to port

expansion projects in the Ports of Los

Angeles and Long Beach, the Coast

Guard conducted a Port Access Route

Study (PARS) which recommended,

among other things, changes to the San

Pedro Bay Regulated Navigation Area

(RNA). The Coast Guard is also making

minor changes to some vessel

operational procedures and

requirements to reflect the necessary

modifications with respect to traffic

management due to the port

construction and expansion projects.

DATES: This rule is effective as of

October 18, 2000.

ADDRESSES: Comments and material

received from the public, as well as

documents indicated in this preamble as

being available in the docket, are part of

docket [CGD11–00–007] and are

available for inspection or copying at

Commander (Pmc-3), USCG PACAREA/

D11, Bldg 50–6, Coast Guard Island,

Alameda, CA 94501–5100, between 8

a.m. and 4 p.m., Monday through

Friday, except Federal holidays.

FOR FURTHER INFORMATION CONTACT:

Lieutenant Patricia Springer, Chief

Vessel Traffic Management Section,

11th Coast Guard District, telephone

(510) 437–2951; e-mail

pspringer@d11.uscg.mil.

SUPPLEMENTARY INFORMATION:

Regulatory History

In 1999, the Coast Guard conducted a

Port Access Route Study (PARS), which

we announced in a document published

in the Federal Register on March 11,

1999 (63 FR 12140). A PARS was

needed to evaluate the effects of port

improvement projects for the ports of

Los Angeles and Long Beach on

navigational safety and vessel traffic

management efficiency, and to

recommend any necessary changes to

existing routing measures. The Coast

Guard completed the study in July 1999

and announced the results of this study

in a Notice published in the Federal

Register on May 19, 2000 (65 FR 31856).

Among other things, this study

recommended modifications to the

precautionary areas, existing TSS’s, and

aids to navigation.

On July 21, 2000, we published a

notice of proposed rulemaking (NPRM)

entitled Regulated Navigation Area; San

Pedro Bay, California, in the Federal

Register (65 FR 45328). The comment

period ended September 5, 2000. We

did not receive any comments on the

proposed rule. No public hearing was

requested, and none was held.

During the drafting of this Final Rule,

a few minor changes were made to items

discussed in the NPRM. The Coast

Guard expects that these minor changes

from the content of the NPRM will not

impose a burden on the public.

1. In the Discussion of Regulation

section of the NPRM, it correctly states

that the length of the Long Beach Pilot

area will be expanded approximately

1.7 nm to the south. Subsequently, in

the same section, it states incorrectly

that the Long Beach Pilot Area will be

expanded to the south approximately

1.6 nm. This error in the NPRM is

corrected in this final rule to reflect that

the length of the Long Beach Pilot Area

will be expanded approximately 1.7 nm

to the south.

2. The second change corrects an error

in the last paragraph of the Discussion

of Regulation section of the NPRM. The

sentence, ‘‘When a vessel drawing more

than 50 feet * * *’’ is corrected to read,

‘‘When a vessel 50 feet and greater

* * *’’

3. The third change deals with the

nomenclature used to designate the

geographical coordinates of the RNA,

Pilot Areas, Deep Water Routes, and the

Middle Breakwater Area. The format

used in the NPRM described the

latitudes and longitudes in degrees,

minutes and seconds. In contrast, the

format used in the final rule describes

latitudes and longitudes in degrees,

minutes, and tenths of minutes. The

format used in the final rule is easier to

read and the NAD 1983 datum is

accounted for throughout the regulation.

Also, describing the coordinates for the

RNA in this manner is consistent with

the way the coordinates are published

in the Los Angeles/Long Beach Traffic

Federal Register / Vol. 65, No. 202 / Wednesday, October 18, 2000 / Rules and Regulations 62293

Separation Scheme. See 65 FR 53,911

(Sep. 6, 2000) (to be codified at 33 CFR

pt. 167).

4. The fourth and final change deals

with the terms of the Proposed

Regulation at § 165.1109(e)(5). The

NPRM published ‘‘No vessel may enter

the waters between Commercial

Anchorage G and the Middle

Breakwater * * *’’ This Final Rule now

refers to the specific vessels described

in paragraph (d), General Regulations,

which may not enter the waters between

Commercial Anchorage G and the

Middle Breakwater.

Regulatory Information

Under 5 U.S.C. 553(d)(3), the Coast

Guard finds that good cause exists for

making this rule effective less than 30

days after publication in the Federal

Register. On September 6, 2000 the

Coast Guard amended the Los Angeles/

Long Beach Traffic Separation Scheme

(TSS) to route commercial vessels

farther offshore for safety and

environmental protection reasons in the

San Pedro Bay area. See 65 FR 53911.

One of the amendments to the TSS

expanded the Precautionary Area to

match the shifted coordinates of the

western and southern traffic lanes. This

new Precautionary Area also coincides

with the expanded coordinates for the

RNA.

The RNA and the Precautionary Area

establish the manner in which vessels

transit through San Pedro Bay. As

explained in the NPRM, the RNA has

specific vessel operation requirements

which are necessary because of

hazardous conditions in the area. In

order to enforce such requirements

within the RNA, which now must have

the expanded boundaries to match the

TSS amendments, we are making this

rule effective on the date of publication

so that the RNA is in place as close as

possible to the effective date of the TSS.

Also, because of these changes to the

TSS and the RNA, a complete update of

several local charts is required. Chart

publication cannot occur until the RNA

rule becomes final. Since these charts

are essential to safe navigation in San

Pedro Bay and the approaches of the

Ports of Los Angeles—Long Beach, there

is good cause to implement this final

rule upon publication in the Federal

Register.

Background and Purpose

The Commander, Eleventh Coast

Guard District is modifying the San

Pedro Bay RNA. As previously

discussed, this change makes the RNA

geographically the same as the

precautionary area. A Precautionary

Area is an internationally recognized

routing measure comprising an area

within defined limits where ships must

navigate with particular caution. By

itself, a precautionary area does not

impose specific maneuvering

requirements on vessels. A Regulated

Navigation Area (RNA) is a regulatory

measure that defines an area, in which

the Coast Guard has imposed specific

vessel operating requirements because

of the existence of hazardous

conditions. Due to the quantity of vessel

traffic and diversity of types of vessels

transiting the approach to Los Angeles

and Long Beach harbors, the Coast

Guard thinks that the general guidance

of a Precautionary Area is insufficient to

ensure safe transit of the area. Therefore,

in addition to establishing the

Precautionary Area, the Coast Guard is

also establishing an RNA, which covers

the same area of waters and includes

specific vessel operating procedures.

The following is a summary of the

specific changes to the RNA:

• The southern boundary of the RNA

is moved to the south approximately 2.2

nm to align with the new western traffic

separation scheme. The southeastern

corner of the RNA is shifted to the west

approximately 1.8 nm on a bearing on

220 degrees T from the easterly most

point of the existing Precautionary Area,

to align with the new southern traffic

separation scheme.

• The Los Angeles Pilot Area is

expanded approximately 0.4 nm to the

south-southeast.

• The Long Beach Pilot Area is

expanded approximately 1.7 nm to the

south.

• A Deep Water Traffic Lane

approximately 3.27 nm long is

established in the Los Angeles approach

channel.

• A Deep Water Traffic Lane

approximately 1.9. nm long is

established in the Long Beach approach

channel.

• A Deep Water Pilot Area is

established just south of the Los Angeles

Deep Water Traffic Lane. It is centered

on position 33°39.00N, 118°13.19W,

approximately 0.5 nm south of the

southern terminus of the Los Angeles

Channel and will be 1.0 nm in diameter.

In addition, this rule codifies the

amended RNA into Title 33 Part 165 of

the Code of Federal Regulations.

Regulatory Evaluation

This rule is not a significant

regulatory action under section 3(f) of

Executive Order 12866 and did not

require an assessment of potential costs

and benefits under section 6(a)(3) of that

order. It has been exempted from review

by the Office of Management and

Budget under that order. It is not

significant under the regulatory policies

and procedures of the Department of

Transportation (44 FR 11040; February

26, 1979). The economic impact of this

rule is so minimal that a full Regulatory

Evaluation under paragraph 10(e) of the

regulatory policies and procedures of

Department of Transportation was

unnecessary.

Small Entities

Under the Regulatory Flexibility Act

(5 U.S.C. 601 et seq.), the Coast Guard

considered whether this rule will have

a significant economic impact on a

substantial number of small entities.

‘‘Small entities’’ may include small

businesses and not-for-profit

organizations that are not dominant in

their respective fields, and

governmental jurisdictions with

populations less than 50,000. For the

same reasons set forth in the above

Regulatory Evaluation, the Coast Guard

certifies under 5 U.S.C. 605(b) that this

rule will not have a significant

economic impact on any substantial

number of entities, regardless of their

size.

Assistance for Small Entities

In accordance with § 213(a) of the

Small Business Regulatory Enforcement

Fairness Act of 1996 (Pub. L. 104–121),

the Coast Guard offered to assist small

entities in understanding this rule so

that they can better evaluate its effects

on them and participate in the rule

making process. No concerns or

questions from small businesses were

brought to our attention on this rule.

Collection of Information

This regulation contains no collection

of information requirements under the

Paperwork Reduction Act of 1995 (44

U.S.C. 3501 et seq.).

Federalism

The Coast Guard has analyzed this

regulation under the principles and

criteria contained in Executive Order

13132 and has determined that this

regulation does not have federalism

implications under that Order.

Unfunded Mandates

Under the Unfunded Mandates

Reform Act of 1995 (Pub. L. 104–4), the

Coast Guard considered whether this

rule will result in an annual

expenditure by state, local, and tribal

governments, in the aggregate of $100

million (adjusted annually for inflation).

If so, the Act requires that a reasonable

number of regulatory alternatives be

considered, and that from those

alternatives, the least costly, most costeffective, or least burdensome

62294 Federal Register / Vol. 65, No. 202 / Wednesday, October 18, 2000 / Rules and Regulations

alternative that achieves the objective of

the rule be selected. No state, local, or

tribal government entities are affected

by this rule, so it will not result in

annual or aggregate costs of $100

million or more. Therefore, the Coast

Guard is exempt from any further

regulatory requirements under the

Unfunded Mandates Act.

Taking of Private Property

This rule will not effect a taking of

private property or otherwise have

taking implications under this Executive

Order 12630, Governmental Actions and

Interference with Constitutionally

Protected Property Rights.

Civil Justice Reform

This rule meets applicable standards

in section 3(a) and 3(b)(2) of Executive

Order 12988, Civil Justice Reform, to

minimize litigation, eliminate

ambiguity, and reduce burden.

Protection of Children

We have analyzed this rule under

Executive Order 13045, Protection of

Children from Environmental Health

Risks and Safety Risks. This proposed

rule does not concern an environmental

risk to safety disproportionately

affecting children.

Environmental Assessment

The Coast Guard has considered the

environmental impact of this regulation

and concluded that under Chapter 2.B.2.

of Commandant Instruction M16475.1C,

Figure 2–1, paragraph (34)(g), it has no

significant environmental impact and it

is categorically excluded from further

environmental documentation.

List of Subjects in 33 CFR Part 165

Harbors, Marine safety, Navigation

(water), Reporting and recordkeeping

requirements, Waterways.

For the reasons discussed in the

preamble, the Coast Guard amends 33

CFR Part 165 as follows:

PART 165—REGULATED NAVIGATION

AREAS AND LIMITED ACCESS AREAS

1. The authority citation for 33 CFR

Part 165 continues to read as follows:

Authority: 33 U.S.C. 1231; 50 U.S.C. 191,

33 CFR 1.05–1(g), 6.04–1, 6.04–6, 160.5; 49

CFR 1.46.

2. Revise § 165.1109 to read as

follows:

§ 165.1109 San Pedro Bay, California—

Regulated Navigation Area.

(a) Applicability. This section applies

to all vessels unless otherwise specified.

(Note: All geographic coordinates are

defined using North American Datum

1983 (NAD 83)).

(b) Deviations. The Captain of the Port

of Los Angeles-Long Beach or his or her

designated representative may authorize

a deviation from the requirements of

this regulation when it is deemed

necessary in the interests of safety.

(c) Location. (1) The San Pedro Bay

Regulated Navigation Area (RNA)

consists of the water area enclosed by

the Los Angeles-Long Beach breakwater

and a line connecting Point Fermin

Light at 33°42.30′N, 118°17.60′W, with

the following geographical positions:

Latitude Longitude

33°35.50′ N ........................... 118°17.60′ W

33°35.50′ N ........................... 118°09.00′ W

33°37.70′ N ........................... 118°06.50′ W

33°43.40′ N ........................... 118°10.80′ W

(2) The San Pedro Bay RNA consists

of the following named sub-areas,

defined by lines connecting their

respective geographic coordinates:

(i) The Los Angeles Pilot Area:

Latitude Longitude

33°42.50′ N ............... 118°15.10′ W

(Los Angeles Light)

33°42.62′ N ............... 118°14.70′ W

33°41.30′ N ............... 118°13.50′ W

33°40.85′ N ............... 118°14.90′ W

33°42.50′ N ............... 118°15.10′ W

(ii) The Long Beach Pilot Area:

Latitude Longitude

33°43.40′ N ............... 118°11.20′ W

(Long Beach Light)

33°43.40′ N ............... 118°10.80′ W

33°41.50′ N ............... 118°10.22′ W

33°40.52′ N ............... 118°10.22′ W

33°40.52′ N ............... 118°11.82′ W

33°41.50′ N ............... 118°11.82′ W

33°43.40′ N ............... 118°11.20′ W

(iii) The Los Angeles Deep Water

Traffic Lane:

Latitude Longitude

33°42.47′ N ........................... 118°14.95′ W

33°42.56′ N ........................... 118°14.75′ W

33°39.48′ N ........................... 118°13.32′ W

33°39.42′ N ........................... 118°13.55′ W

33°42.47′ N ........................... 118°14.95′ W

(iv) The Long Beach Deep Water

Traffic Lane:

Latitude Longitude

33°43.43′ N ........................... 118°11.15′ W

33°43.39′ N ........................... 118°10.90′ W

33°41.51′ N ........................... 118°10.71′ W

33°41.50′ N ........................... 118°10.95′ W

33°43.43′ N ........................... 118°11.15′ W

(v) Los Angeles Deep Water Pilot

Area: A 0.5nm radius around 33°39.00′

N, 118°13.19′ W.

(d) General Regulations. The

following regulations contained in

paragraphs (d)(1) through (d)(3) of this

section apply to power driven vessels of

1600 or more gross tons, a towing vessel

of 8 meters (approximately 26 feet) or

over in length engaged in towing, or

vessels of 100 gross tons and upward

carrying one or more passengers for

hire.

(1) A vessel shall not exceed a speed

of 12 knots through the water within the

RNA.

(2) A vessel navigating within the

RNA, shall have its engine(s) ready for

immediate maneuver and shall operate

its engine(s) in a control mode and on

fuel that will allow for an immediate

response to any engine order, ahead or

astern, including stopping its engine(s)

for an extended period of time.

(3) A vessel navigating within the

RNA shall maintain a minimum

separation from other vessels of at least

0.25 nm.

(e) Specific Regulations—(1) Los

Angeles Pilot Area. (i) No vessel may

enter the Los Angeles Pilot Area unless

it is entering or departing Los Angeles

Harbor entrance (Angels Gate).

(ii) Vessels entering the Los Angeles

Pilot Area shall pass directly through

without stopping or loitering except as

necessary to embark or disembark a

pilot.

(2) Long Beach Pilot Area. (i) No

vessel may enter the Long Beach Pilot

Area unless it is entering or departing

Long Beach Harbor entrance (Queens

Gate).

(ii) Vessels entering the Long Beach

Pilot Area shall pass directly through

without stopping or loitering except as

necessary to embark or disembark a

pilot.

(iii) Every vessel shall leave Long

Beach Approach Lighted Whistle Buoy

‘‘LB’’ to port when entering and

departing Long Beach Channel and

departing vessels shall pass across the

southern boundary of the Long Beach

Pilot Area.

(3) Los Angeles and Long Beach Deep

Water Traffic Lanes. When a vessel of 50

foot draft or greater is using the Los

Angeles or Long Beach Deep Water

Traffic Lane no other vessel shall enter

the Deep Water Traffic Lane if it will

result in a meeting, crossing or

overtaking situation.

(4) Los Angeles Deep Water Pilot

Area. When a vessel of 50 foot draft or

greater is embarking or disembarking a

pilot in the Los Angeles Deep Water

Pilot Area no other vessel shall enter the

Deep Water Pilot Area.

Federal Register / Vol. 65, No. 202 / Wednesday, October 18, 2000 / Rules and Regulations 62295

(5) Vessels described in paragraph (d)

of this section may not enter the waters

between Commercial Anchorage G and

the Middle Breakwater as defined by an

area enclosed by the line beginning at

Los Angeles Main Channel Entrance

Light 2 (33°42.70′ N, 118°14.70′ W),

thence east along the Middle Breakwater

to Long Beach Light (33°43.40′ N,

118°11.20′ W), thence south to

(33°43.08′ N, 118°11.26′ W), thence

westerly to (33°43.08′ N, 118°12.26′ W),

thence southwesterly parallel to the

breakwater to (33°42.43′ N, 118°14.30′

W), thence to the point of origin, unless

such vessel is:

(i) In an emergency;

(ii) Proceeding to anchor in or

departing Commercial Anchorage G;

(iii) Standing by with confirmed pilot

boarding arrangements; or,

(iv) Engaged in towing vessels to or

from Commercial Anchorage G, or to or

from the waters between Commercial

Anchorage G and the Middle

Breakwater.

Dated: October 2, 2000.

C.D. Wurster,

Captain, U.S. Coast Guard, Commander,

Eleventh U.S. Coast Guard District, Acting.

[FR Doc. 00–26773 Filed 10–17–00; 8:45 am]

BILLING CODE 4910–15–P

ENVIRONMENTAL PROTECTION

AGENCY

40 CFR Parts 52 and 81

[MO 114–1114a; FRL–6885–6]

Approval and Promulgation of

Implementation Plans; State of

Missouri; Designation of Areas for Air

Quality Planning Purposes, Dent

Township

AGENCY: Environmental Protection

Agency (EPA).

ACTION: Direct final rule.

SUMMARY: EPA is announcing the

redesignation of the lead nonattainment

area in western Iron County, Missouri,

to attainment of the National Ambient

Air Quality Standards (NAAQS). We are

approving the maintenance plan for this

area including a consent order which

was submitted with the redesignation

request, and we are also approving the

revision to Missouri’s Restriction of

Emissions of Lead From Specific Lead

Smelter-Refinery Installations rule

which ensures the permanent and

enforceable emission reductions by

clarifying the emissions limits for the

Doe Run Resource Recycling Facility,

and removes the text which could have

allowed this facility to resume operation

as a primary smelter.

DATES: This rule is effective on

December 18, 2000 without further

notice, unless EPA receives adverse

written comment by November 17,

2000. If EPA receives such comments, it

will publish a timely withdrawal of the

direct final rule in the Federal Register

and inform the public that the rule will

not take effect.

ADDRESSES: Written comments must be

submitted to Kim Johnson, Air Planning

and Development Branch, 901 North 5th

Street, Kansas City, Kansas 66101.

Copies of documents relative to this

action are available for public

inspection during normal business

hours at the above listed Region 7

location. The interested persons

wanting to examine these documents

should make an appointment with the

office at least 24 hours in advance.

FOR FURTHER INFORMATION CONTACT: Kim

Johnson at (913) 551–7975.

SUPPLEMENTARY INFORMATION:

Throughout this document whenever

‘‘we, us, or our’’ is used, we mean EPA.

This section provides additional

information by addressing the following

questions:

What Is a State Implementation Plan (SIP)?

What is the Federal approval process for a

SIP?

What does Federal approval of a state

regulation mean to me?

What requirements must be followed for

redesignations to attainment?

What is being addressed in this document?

Have the requirements for approval of a

SIP revision and redesignation to attainment

been met?

What action is EPA taking?

What Is a State Implementation Plan

(SIP)?

Section 110 of the Clean Air Act

(CAA) requires states to develop air

pollution regulations and control

strategies to ensure that state air quality

meets the national ambient air quality

standards established by EPA. These

ambient standards are established under

section 109 of the CAA, and they

currently address six criteria pollutants.

These pollutants are: carbon monoxide,

nitrogen dioxide, ozone, lead,

particulate matter, and sulfur dioxide.

Each state must submit these

regulations and control strategies to EPA

for approval and incorporation into the

Federally enforceable SIP.

Each Federally approved SIP protects

air quality primarily by addressing air

pollution at its point of origin. These

SIPs can be extensive, containing state

regulations or other enforceable

documents and supporting information

such as emission inventories,

monitoring networks, and modeling

demonstrations.

What Is the Federal Approval Process

for a SIP?

In order for state regulations to be

incorporated into the Federally

enforceable SIP, states must formally

adopt the regulations and control

strategies consistent with state and

Federal requirements. This process

generally includes a public notice,

public hearing, public comment period,

and a formal adoption by a stateauthorized rulemaking body.

Once a state rule, regulation, or

control strategy is adopted, the state

submits it to us for inclusion into the

SIP. We must provide public notice and

seek additional public comment

regarding the proposed Federal action

on the state submission. If adverse

comments are received, they must be

addressed prior to any final Federal

action by us.

All state regulations and supporting

information approved by EPA under

section 110 of the CAA are incorporated

into the Federally approved SIP.

Records of such SIP actions are

maintained in the Code of Federal

Regulations (CFR) at Title 40, part 52,

entitled ‘‘Approval and Promulgation of

Implementation Plans.’’ The actual state

regulations which are approved are not

reproduced in their entirety in the CFR

outright but are ‘‘incorporated by

reference,’’ which means that we have

approved a given state regulation with

a specific effective date.

What does Federal approval of a state

regulation mean to me?

Enforcement of the state regulation

before and after it is incorporated into

the Federally approved SIP is primarily

a state responsibility. However, after the

regulation is Federally approved, we are

authorized to take enforcement action

against violators. Citizens are also

offered legal recourse to address

violations as described in section 304 of

the CAA.

What requirements must be followed

for redesignation to attainment?

Under section 307(d) of the CAA, we

are required to promulgate designations

of areas identifying their status with

respect to attainment of the ambient

standards described previously. We are

required to determine whether each area

is attaining the standard, not attaining

the standard, or cannot be designated

based on available information. Once an

area is designated as nonattainment for

a standard, it cannot be redesignated to

attainment until the requirements of

section 107(d)(3)(E) of the CAA are met.

These requirements are discussed

below, and include a revision to the SIP