Federal Register / Vol. 66, No. 123 / Tuesday, June 26, 2001 / Rules and Regulations 33833

1The states are: Alabama, Alaska, Arizona,

Arkansas, California, Colorado, Delaware, District of

Columbia, Florida, Georgia, Hawaii, Idaho, Illinois,

Indiana, Iowa, Kansas, Kentucky, Louisiana, Maine,

Maryland, Michigan, Minnesota, Mississippi,

Montana, Nebraska, Nevada, New Mexico, North

Carolina, North Dakota, Oklahoma, Pennsylvania,

Rhode Island, South Carolina, South Dakota,

Tennessee, Texas, Utah, Vermont, Virginia,

Washington, West Virginia, and Wyoming.

2 61 FR 43627, August 23, 1996, FN 4.

3For example, Revised § 8–110(e)(1)

states that had by then adopted Revised

Article 8, the versions enacted were

‘‘substantially identical’’ to the uniform

(official) version for purposes of the

rule. We also indicated in the

commentary that as additional states

adopted Revised Article 8, we would

provide notice in the Federal Register

as to whether the enactments were

substantially identical to the uniform

version so that the federal application of

Revised Article 8 would no longer be in

effect for those states. We adopted this

approach in an attempt to provide

certainty in application of the rule in

response to public comments.

We have subsequently published

notices setting forth our determination

concerning 22 additional states’

enactment of Revised Article 8. See 62

FR 26, January 2, 1997; 62 FR 34010,

June 18, 1997; 62 FR 61912, November

20, 1997; 63 FR 20099, April 23, 1998;

63 FR 35807, July 1, 1998; and 63 FR

50159, September 21, 1998. Thus, a total

of 50 jurisdictions (including the

District of Columbia and Puerto Rico,

which are treated as states), have

enacted statutes substantially identical

to the uniform version of Revised

Article 8.

Revised Article 9

At least 42 states 1 that were

determined by Treasury to have statutes

‘‘substantially identical’’ to Revised

Article 8 for purposes of the TRADES

regulations, have now enacted Revised

Article 9. Revised Article 9 includes

conforming amendments to Article 8,

and also amends provisions in Article 9

that were part of the conforming

amendments to Revised Article 8.

Revised Article 9 will become effective

on July 1, 2001, in the vast majority of

states that have enacted it.

In promulgating the final TRADES

regulations, we responded to a comment

asking about the potential situation

where a state, after having enacted

Revised Article 8 and having it deemed

by Treasury as ‘‘substantially identical’’

to the uniform version, then amends its

law in a manner that results in an

unsatisfactory lack of uniformity. We

stated that once Treasury has

announced its determination with

respect to a state’s enactment of Revised

Article 8, the market is entitled to rely

on that decision. We further stated that

in such an unlikely event as described,

Treasury had the authority to take

action that would result in §§ 357.10(c)

and 357.11(d) being reapplied, and

would publish such action in the

Federal Register. In this context, one

specific comment was also received

concerning the revision of Article 9,

which had begun at that time. The

commenter noted that the revision

process might lead to the result that a

state could adopt provisions different

than those in Revised Article 8. We

stated: ‘‘Treasury does not anticipate

that such an event would result in the

need to reapply §§ 357.10(c) and

357.11(d). If that were necessary,

Treasury would take the same action,

after notice, as described herein’’ [i.e.,

publish a notice in the Federal

Register].’’ 2

By this notice, we affirm Treasury’s

prior determinations that a state statute

is ‘‘substantially identical’’ to the

uniform version of Revised Article 8,

even if that state subsequently enacts

the provisions of the uniform version of

Revised Article 9 (with conforming

amendments) that amend the uniform

version of Article 8 (with conforming

amendments). After review of these

provisions in Revised Article 9, we see

no need to reapply §§ 357.10(c) and

357.11(d) to any such state.

Furthermore, consistent with the

discussion above, we do not anticipate

that a state’s non-conforming

amendments to other parts of Revised

Article 9 would result in the need to

reapply §§ 357.10(c) and 357.11(d). The

market may rely on this determination

unless Treasury publishes a notice to

the contrary in the Federal Register.

We have identified several provisions

in Revised Article 9 that may require

technical or conforming changes to the

TRADES regulations. 3 We plan to issue

a rule-making document in ‘‘plain

language’’ format, in the near future. We

will coordinate with the Government

Sponsored Enterprises (GSEs) and other

agencies having rules modeled on the

TRADES rules, in an effort to maintain

consistency among all these rules.

Rhode Island

Rhode Island has recently enacted

Article 8. We note that Rhode Island’s

enactment of Article 8 includes

revisions made by Revised Article 9

(1998), which was also enacted. We

have reviewed these changes, and

consistent with the discussion above,

conclude that the law enacted by Rhode

Island is ‘‘substantially identical’’ to the

uniform version of Revised Article 8 for

purposes of the TRADES rules.

Therefore, if either § 357.10(b) or

§ 357.11(b) directs a person to Rhode

Island, the provisions of §§ 357.10(c)

and 357.11(d) of the TRADES rules are

not applicable.

Dated: June 20, 2001.

Van Zeck,

Commissioner of the Public Debt.

[FR Doc. 01–15985 Filed 6–25–01; 8:45 am]

BILLING CODE 4810–39–P

DEPARTMENT OF TRANSPORTATION

Coast Guard

33 CFR Part 110

[CGD11–01–003]

RIN 2115–AA98

Anchorage Regulation; San Francisco

Bay, CA

AGENCY: Coast Guard, DOT.

ACTION: Final rule.

SUMMARY: The Coast Guard is revising

the anchorage boundaries for

Anchorages 8, 9, and 24, and specifying

procedures for vessels intending to be in

a ‘‘dead ship’’ status in the San

Francisco Bay Anchorage Grounds. The

regulations concerning use of the

anchorage by vessels, and the activities

permitted in the anchorage areas are not

affected by the change in shape and size

of these anchorages.

DATES: This rule is effective July 26,

2001.

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 [CGD11–01–003], and are

available for inspection or copying at

Coast Guard Marine Safety Office San

Francisco Bay, Bldg. 14, Coast Guard

Island, Alameda, CA 94501, between

7:30 a.m. and 4 p.m., Monday through

Friday, except Federal holidays.

FOR FURTHER INFORMATION CONTACT:

Lieutenant Patricia Springer, Vessel

Traffic Management Section, Coast

Guard Eleventh District/Pacific Area,

(510) 437–2943, email:

pspringer@d11.uscg.mil.

SUPPLEMENTARY INFORMATION:

Regulatory Information

On February 28, 2001, we published

a notice of proposed rulemaking

(NPRM) entitled Anchorage Regulation;

San Francisco Bay, California in the

Federal Register (66 FR 12742). We did

not receive any letters commenting on

33834 Federal Register / Vol. 66, No. 123 / Tuesday, June 26, 2001 / Rules and Regulations

the proposed rule. No public hearing

was requested, and none was held.

Background and Purpose

Due to changing uses of the

waterways in the San Francisco Bay

region—including the closure of Naval

Air Station Alameda, the trend of larger

ships arriving in the Bay, and the

anticipated growth of faster Marine

Transportation Systems—mariners have

requested changes to several anchorage

grounds. Recent situations have

demanded increased use and space for

Anchorages 8 and 9. Vessels have had

to take anchor while awaiting the

departure of another at berth. Periodic

labor strikes and disputes have caused

delays in the turnaround time of cargo,

which in turn have filled the anchorages

to capacity. In general, this rule allows

more room for the anchorages while

enhancing safer and more efficient use

of the waterways through San Francisco

Bay and the Carquinez Strait.

The Coast Guard conducted a

Waterways Analysis and Management

study of the San Pablo Bay and

Carquinez Strait in late 1998. One of the

recommendations of the study, which

was based primarily on the comments of

mariners using the waterway, was to

make better use of the navigable waters

of the Carquinez Strait just southsoutheast of Southampton Bay. The

Coast Guard has established a buoy

marking the edge of the useable channel

just west-southwest of Commodore

Jones Point, effectively shrinking the

area that is currently Anchorage 24.

Currently, safety measures for

anchoring in the San Francisco Bay in

a dead-ship status are addressed by

individual COTP orders. The term

‘‘dead ship’’ refers to when a vessel’s

propulsion or control is unavailable for

normal operations. This rule will

enhance the safety of navigation in the

area by designating a dead-ship

anchorage, away from usual areas of

navigation on the bay, and by uniformly

requiring the assistance of a tugboat

when anchoring in a dead ship status.

Also, the owner/operator will now be

able to make its own arrangements for

a tug without having to gain the

approval of the COTP before proceeding

to the dead-ship anchorage.

Discussion of Comments and Changes

We did not receive any letters

commenting on the proposed rule. The

final rule has not been changed from the

proposed language, except to make a

technical amendment. In paragraph 2.c.

of the amendatory language of the

NPRM, we incorrectly stated we were

revising subparagraphs (e)(5), (e)(6) and

(e)(17) of paragraph (d). We have

corrected the incorrect reference to

paragraph (d) here.

Regulatory Evaluation

This rule is not a ‘‘significant

regulatory action’’ under section 3(f) of

Executive Order 12866, Regulatory

Planning and Review, and does not

require an assessment of potential costs

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

Order. The Office of Management and

Budget has not reviewed it under that

Order. It is not ‘‘significant’’ under the

regulatory policies and procedures of

the Department of Transportation (DOT)

(44 FR 11040; February 26, 1979).

The changes in the size and shape of

anchorage areas are slight and the

purpose is to conform to the changed

use of the harbor and to make best use

of available water. As for implementing

the dead ship regulation, this

rulemaking simply makes official in the

regulation what has already been in

practice.

Small Entities

Under the Regulatory Flexibility Act

(5 U.S.C. 601–612), we considered

whether this rule would have a

significant economic impact on a

substantial number of small entities.

The term ‘‘small entities’’ comprises

small businesses, not-for-profit

organizations that are independently

owned and operated and are not

dominant in their fields, and

governmental jurisdictions with

populations less than 50,000.

The Coast Guard certifies under 5

U.S.C. 605(b) that this rule will not have

a significant economic impact on a

substantial number of small entities.

Assistance for Small Entities

If your small business or organization

is affected by this rule and you have

questions concerning its provisions or

options for compliance, please contact

Lieutenant Andrew B. Cheney, U.S.

Coast Guard Marine Office San

Francisco Bay at (510) 437–3073.

Small businesses may send comments

on the actions of Federal employees

who enforce, or otherwise determine

compliance with, Federal regulations to

the Small Business and Agriculture

Regulatory Enforcement Ombudsman

and the Regional Small Business

Regulatory Fairness Boards. The

Ombudsman evaluates these actions

annually and rates each agency’s

responsiveness to small business. If you

wish to comment on actions by

employees of the Coast Guard, call 1–

888–REG–FAIR (1–888–734–3247).

Collection of Information

This rule calls for no new collection

of information under the Paperwork

Reduction Act of 1995 (44 U.S.C. 3501–

3520).

Federalism

We have analyzed this rule under

Executive Order 13132 Federalism, and

have determined that this rule does not

have implications for federalism under

that Order.

Unfunded Mandates Reform Act

The Unfunded Mandates Reform Act

of 1995 (2 U.S.C. 1531–1538) governs

the issuance of Federal regulations that

require unfunded mandates. An

unfunded mandate is a regulation that

requires a State, local, or tribal

government or the private sector to

incur direct costs without the Federal

Government’s having first provided the

funds to pay those unfunded mandate

costs. This rule will not impose an

unfunded mandate.

Taking of Private Property

This rule will not effect a taking of

private property or otherwise have

taking implications under Executive

Order 12630, Governmental Actions and

Interference with Constitutionally

Protected Property Rights.

Civil Justice Reform

This rule meets applicable standards

in sections 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 rule is not

an economically significant rule and

does not create an environmental risk to

health or risk to safety that may

disproportionately affect children.

Environment

We have considered the

environmental impact of this rule and

concluded that under figure 2–1,

paragraph 34(f) of Commandant

Instruction M16475.1C, this rule is

categorically excluded from further

environmental documentation. In the

above referenced Coast Guard policy

instruction, the Coast Guard has

determined that no further

environmental documentation is

required when changing the size of

Special Anchorage Areas or anchorage

grounds, or when disestablishing or

reducing the size of the Area or grounds,

as in Anchorage No. 24. Because the

Federal Register / Vol. 66, No. 123 / Tuesday, June 26, 2001 / Rules and Regulations 33835

Coast Guard is increasing the size of

Anchorages No. 8 and 9, the Coast

Guard has completed a Categorical

Exclusion Document (CED), which is

available in the docket for inspection or

copying where indicated under

ADDRESSES.

Indian Tribal Governments

This rule does not have tribal

implications under Executive Order

13175, Consultation and Coordination

with Indian Tribal Governments,

because it does not have a substantial

direct effect on one or more Indian

tribes, on the relationship between the

Federal Government and Indian tribes,

or on the distribution of power and

responsibilities between the Federal

Government and Indian tribes.

List of Subjects in 33 CFR Part 110

Anchorage grounds.

For the reasons discussed in the

preamble, the Coast Guard amends 33

CFR part 110 as follows:

PART 110—[AMENDED]

1. The authority citation for part 110

continues to read as follows:

Authority: 33 U.S.C. 471, 1221 through

1236, 2030, 2035, and 2071; 49 CFR 1.46 and

33 CFR 1.05–1(g).

2. Section 110.224 is amended as

follows:

a. Add a new paragraph (a)(18);

b. In paragraph (d), revise Table

110.224(D)(1) and add a new paragraph

m to Notes at the end of the table; and

c. Revise paragraphs (e)(5), (e)(6), and

(e)(17) to read as follows:

§ 110.224 San Francisco Bay, San Pablo

Bay, Carquinez Strait, Suisun Bay,

Sacramento River, San Joaquin River, and

connecting waters, CA.

(a) * * *

(18) No vessel may anchor in a ‘‘dead

ship’’ status (propulsion or control

unavailable for normal operations) at

any anchorage other than in Anchorage

9 as specified in Table 110.224(D)(1)

without prior approval of the Captain of

the Port.

* * * * *

(d) * * *

TABLE 110.224(D)(1)

Anchorage No. General location Purpose Specific regulations

4 .......................... San Francisco Bay ........................................... General ............................................................. Notes a, b.

5 .......................... ......do ................................................................ ......do ................................................................ Do.

6 .......................... ......do ................................................................ ......do ................................................................ Note a.

7 .......................... ......do ................................................................ ......do ................................................................ Notes a, b, c, d, e.

8 .......................... ......do ................................................................ ......do ................................................................ Notes a, b, c.

9 .......................... ......do ................................................................ ......do ................................................................ Notes a, b, m.

10 ........................ ......do ................................................................ Naval ................................................................ Note a.

12 ........................ ......do ................................................................ Explosives ........................................................ Notes a, f.

13 ........................ ......do ................................................................ ......do ................................................................ Notes a, e, g.

14 ........................ ......do ................................................................ ......do ................................................................ Notes a, f, h.

18 ........................ San Pablo Bay ................................................. General.

19 ........................ ......do ................................................................ ......do ................................................................ Note b.

20 ........................ ......do ................................................................ ......do.

21 ........................ ......do ................................................................ Naval.

22 ........................ Carquinez Strait ................................................ General.

23 ........................ Benicia .............................................................. General ............................................................. Notes c, d, e, l.

24 ........................ Carquinez Strait ................................................ General ............................................................. Note j.

26 ........................ Suisan Bay ....................................................... ......do ................................................................ Note k.

27 ........................ ......do ................................................................ ......do.

28 ........................ San Joaquin River ............................................ ......do.

30 ........................ ......do ................................................................ Explosives.

Notes: a. When sustained winds are in

excess of 25 knots each vessel greater than

300 gross tons using this anchorage shall

maintain a continuous radio watch on VHF

channel 13 (156.65 MHz) and VHF channel

14 (156.70 MHz). This radio watch must be

maintained by a person who fluently speaks

the English language.

b. Each vessel using this anchorage may

not project into adjacent channels or

fairways.

c. This anchorage is primarily for use by

vessels requiring a temporary anchorage

waiting to proceed to pier facilities or other

anchorage grounds. This anchorage may not

be used by vessels for the purpose of loading

any dangerous cargoes or combustible liquids

unless authorized by the Captain of the Port.

d. Each vessel using this anchorage may

not remain for more than 12 hours unless

authorized by the Captain of the Port.

e. Each vessel using this anchorage shall be

prepared to move within 1 hour upon

notification by the Captain of the Port.

f. The maximum total quantity of

explosives that may be on board a vessel

using this anchorage shall be limited to 3,000

tons unless otherwise authorized with the

written permission of the Captain of the Port.

g. The maximum total quantity of

explosives that may be on board a vessel

using this anchorage shall be limited to 50

tons except that, with the written permission

of the Captain of the Port, each vessel in

transit, loaded with explosives in excess of

50 tons, may anchor temporarily in this

anchorage provided that the hatches to the

holds containing explosives are not opened.

h. Each vessel using this anchorage will be

assigned a berth by the Captain of the Port

on the basis of the maximum quantity of

explosives that will be on board the vessel.

i. [Reserved]

j. Each vessel using this anchorage shall

promptly notify the Captain of the Port, upon

anchoring and upon departure.

k. See § 162.270 of this title establishing

restricted areas in the vicinity of the

Maritime Administration Reserve Fleet.

l. Vessels using this anchorage must exceed

15 feet draft, have engines on standby, and

have a pilot on board.

m. Any vessel anchoring in a ‘‘dead-ship’’

status shall have one assist tug of adequate

bollard pull on standby and immediately

available (maximum of 15 minute response

time) to provide emergency maneuvering.

When the sustained winds are 20 knots or

greater, or when the wind gusts are 25 knots

or greater, the tug must be alongside.

(e) * * *

(5) Anchorage No. 8. In San Francisco

Bay bounded by the west shore of

Alameda Island and the following lines:

Beginning at 37°47′52′′ N, 122°19′58′′ W;

thence west-northwesterly to

37°48′02.5′′ N 122°21′01.5′′ W; thence

west-southwesterly to 37°47′51.5′′ N,

122°21′40′′ W; thence southsouthwesterly to 37°47′35.5′′ N,

122°21′50′′ W; thence southsoutheasterly to 37°46′40′′ N, 122°21′23′′

33836 Federal Register / Vol. 66, No. 123 / Tuesday, June 26, 2001 / Rules and Regulations

W; thence easterly to 37°46′36.5′′ N,

122°19′52′′ W; thence northerly to shore

at 37°46′53′′ N, 122°19′53.5′′ W (NAD

83).

(6) Anchorage No. 9. In San Francisco

Bay bounded on the east by the eastern

shore of San Francisco Bay and on the

north by the southern shore of Alameda

Island and a line beginning at

37°46′21.5′′ N, 122°19′07′′ W; thence

westerly to 37°46′30′′ N, 122°21′56′′ W;

thence south-southeasterly to 37°41′45′′

N, 122°20′22′′ W (San Bruno Channel

Light 1); thence south-southeasterly to

37°38′38.5′′ N, 122°18′48.5′′ W (San

Bruno Channel Light 5); thence

southeasterly to 37°36′05′′ N, 122°14′18′′

W; thence northeasterly to shore at

37°37′38.5′′ N, 122°09′06.5′′ W (NAD

83).

* * * * *

(17) Anchorage No. 24. Bounded by

the north shore of Carquinez Strait and

the following points: Beginning on the

shore at Dillon Point at 38°03′44′′ N,

122°11′34′′ W; thence southeasterly to

38°03′21′′ N, 122°10′43′′ W; thence

southeasterly to 38°02′36′′ N, 122°10′03′′

W (Carquinez Strait Light 23); thence to

the shore at the Benicia City Wharf at

38°02′40′′ N, 122°09′55′′ W (NAD 83).

* * * * *

Dated: June 11, 2001.

E.R. Riutta,

Vice Admiral, U.S. Coast Guard, Commander,

Eleventh Coast Guard District.

[FR Doc. 01–15996 Filed 6–25–01; 8:45 am]

BILLING CODE 4910–15–P

DEPARTMENT OF TRANSPORTATION

Coast Guard

33 CFR Part 165

[CGD09–01–038]

RIN 2115–AA97

Safety Zone; Wings Over Lake Air

Show, Michigan City, IN

AGENCY: Coast Guard, DOT.

ACTION: Temporary final rule.

SUMMARY: The Coast Guard is

establishing a temporary safety zone for

the Wings Over The Lake Air Show in

Michigan City, Michigan. This safety

zone is necessary to protect vessels and

spectators from potential aircraft

hazards during a planned air show over

Lake Michigan. The safety zone is

intended to restrict vessels from a

portion of Lake Michigan off Michigan

City, Indiana.

DATES: This rule is effective from 4 p.m.

(local) to 6 p.m. (local), July 8, 2001.

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 [CGD09–01–038] and are

available for inspection or copying at

Marine Safety Office Chicago, 215 W.

83rd Street, Suite D, Burr Ridge, Illinois

60521, between 7:30 a.m. and 4 p.m.,

Monday through Friday, except Federal

holidays.

FOR FURTHER INFORMATION CONTACT:

MST2 Mike Hogan, U.S. Coast Guard

Marine Safety Office, 215 W. 83rd

Street, Suite D, Burr Ridge, IL 60521.

The telephone number is (630) 986–

2175.

SUPPLEMENTARY INFORMATION:

Regulatory Information

We did not publish a notice of

proposed rulemaking (NPRM) for this

regulation. Under 5 U.S.C. 553(b)(B), the

Coast Guard finds that good cause exists

for not publishing an NPRM, and under

5 U.S.C. 553(d)(3), good cause exists for

making this rule effective less than 30

days after publication in the Federal

Register. The permit application was

not received in time to publish an

NPRM followed by a final rule before

the necessary effective date. Delaying

this rule would be contrary to the public

interest of ensuring the safety of

spectators and vessels during this event

and immediate action is necessary to

prevent possible loss of life or property.

The Coast Guard has not received any

complaints or negative comments with

regard to this event.

Background and Purpose

This temporary safety zone is

necessary to ensure the safety of vessels

and spectators from hazards associated

with an air show. Entry into, transit

through or anchoring within this safety

zone is prohibited unless authorized by

the Captain of the Port, Chicago or the

designated Patrol Commander. The

designated Patrol Commander on scene

may be contacted on VHF Channel 16.

Regulatory Evaluation

This rule is not a ‘‘significant

regulatory action’’ under section 3(f) of

Executive Order 12866, Regulatory

Planning and Review, and does not

require an assessment of potential costs

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

Order. The Office of Management and

Budget has not reviewed it under that

Order. It is not ‘‘significant’’ under the

regulatory policies and procedures of

the Department of Transportation (DOT)

(44 FR 11040, February 26, 1979). The

Coast Guard expects the economic

impact of this proposal to be so minimal

that a full Regulatory Evaluation under

paragraph 10e of the regulatory policies

and procedures of DOT is unnecessary.

Small Entities

Under the Regulatory Flexibility Act

(5 U.S.C. 601–612), we have considered

whether this rule would have a

significant economic impact on a

substantial number of small entities.

The term ‘‘small entities’’ comprises

small businesses, not-for-profit

organizations that are independently

owned and operated and are not

dominant in their fields, and

governmental jurisdictions with

populations of less than 50,000.

The Coast Guard certifies under 5

U.S.C. 605(b) that this rule would not

have a significant economic impact on

a substantial number of small entities.

This rule will affect the following

entities: the owners or operators of

vessels intending to transit or anchor in

a portion of Lake Michigan from 4 p.m.

to 6 p.m., July 8, 2001. This regulation

would not have a significant economic

impact for the following reasons. The

regulation is only in effect for only two

hours on one day. The designated area

is being established to allow for

maximum use of the waterway for

commercial vessels to enjoy the air

show in a safe manner. In addition,

commercial vessels transiting the area

can transit around the area. The Coast

Guard will give notice to the public via

a Broadcast to Mariners that the

regulation is in effect.

Assistance for Small Entities

Under section 213(a) of the Small

Business Regulatory Enforcement

Fairness Act of 1996 (Public Law 104–

121), we offer to assist small entities in

understanding the rule so that they can

better evaluate its effects on them and

participate in the rulemaking process.

Small businesses may send comments

on the actions of Federal employees

who enforce, or otherwise determine

compliance with, Federal regulations to

the Small Business and Agriculture

Regulatory Enforcement Ombudsman

and the Regional Small Business

Regulatory Fairness Boards. The

Ombudsman evaluates these actions

annually and rates each agency’s

responsiveness to small business. If you

wish to comment on actions by

employees of the Coast Guard, call 1–

888–REG–FAIR (1–888–734–3247).

Collection of Information

This rule calls for no new collection

of information under the Paperwork

Reduction Act of 1995 (44 U.S.C. 3501–

3520).