
[Federal Register Volume 80, Number 134 (Tuesday, July 14, 2015)]
[Rules and Regulations]
[Pages 40917-40922]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2015-17060]


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ENVIRONMENTAL PROTECTION AGENCY

40 CFR Part 52

[EPA-R03-OAR-2015-0241; FRL-9930-35-Region 3]


Approval and Promulgation of Air Quality Implementation Plans; 
Maryland; Low Emissions Vehicle Program Revisions

AGENCY: Environmental Protection Agency (EPA).

ACTION: Direct final rule.

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SUMMARY: The Environmental Protection Agency (EPA) is taking direct 
final action to approve two revisions to the Maryland State 
Implementation Plan (SIP). The Clean Air Act (CAA) provides authority 
allowing California to adopt its own motor vehicle emissions

[[Page 40918]]

standards for newly manufactured vehicles, in lieu of federal vehicle 
standards. The CAA also allows other states to adopt California's 
vehicle standards, as long as they are identical to California's 
standards. Maryland's recent SIP submittals serve to amend Maryland's 
Clean Car Program to incorporate updates that California has made to 
its Low Emission Vehicle (LEV) program rules. Maryland adopted 
California's emission standards applicable to newly manufactured light 
and medium-duty vehicles in 2007, and EPA approved Maryland's Clean Car 
Program in prior rulemakings. However, since then California revised 
its LEV program regulations on several occasions, and Maryland 
subsequently amended its own rules to be consistent with those of 
California. Since the Clean Car Program is part of the SIP, Maryland 
then submits these amendments as a SIP revision. Maryland submitted 
such SIP revision requests in July 2014 and again in April 2015 to 
update its SIP to be consistent with California's latest LEV program 
rules. EPA's action to approve Maryland's most recent Clean Car Program 
SIP revisions is being taken under the CAA.

DATES: This rule is effective on September 14, 2015 without further 
notice, unless EPA receives adverse written comment by August 13, 2015. 
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: Submit your comments, identified by Docket ID Number EPA-
R03-OAR-2015-0241 by one of the following methods:
    A. www.regulations.gov. Follow the on-line instructions for 
submitting comments.
    B. Email: Fernandez.cristina@epa.gov.
    C. Mail: EPA-R03-OAR-2015-0241, Cristina Fernandez, Associate 
Director, Office of Air Program Planning, Mailcode 3AP30, U.S. 
Environmental Protection Agency, Region III, 1650 Arch Street, 
Philadelphia, Pennsylvania 19103.
    D. Hand Delivery: At the previously-listed EPA Region III address. 
Such deliveries are only accepted during the Docket's normal hours of 
operation, and special arrangements should be made for deliveries of 
boxed information.
    Instructions: Direct your comments to Docket ID No. EPA-R03-OAR-
2015-0241. EPA's policy is that all comments received will be included 
in the public docket without change, and may be made available online 
at www.regulations.gov, including any personal information provided, 
unless the comment includes information claimed to be Confidential 
Business Information (CBI) or other information whose disclosure is 
restricted by statute. Do not submit information that you consider to 
be CBI, or otherwise protected, through www.regulations.gov or email. 
The www.regulations.gov Web site is an ``anonymous access'' system, 
which means EPA will not know your identity or contact information 
unless you provide it in the body of your comment. If you send an email 
comment directly to EPA without going through www.regulations.gov, your 
email address will be automatically captured and included as part of 
the comment that is placed in the public docket and made available on 
the Internet. If you submit an electronic comment, EPA recommends that 
you include your name and other contact information in the body of your 
comment and with any disk or CD-ROM you submit. If EPA cannot read your 
comment due to technical difficulties and cannot contact you for 
clarification, EPA may not be able to consider your comment. Electronic 
files should avoid the use of special characters, any form of 
encryption, and be free of any defects or viruses.
    Docket: All documents in the electronic docket are listed in the 
www.regulations.gov index. Although listed in the index, some 
information is not publicly available, i.e., CBI or other information 
whose disclosure is restricted by statute. Certain other material, such 
as copyrighted material, is not placed on the Internet and will be 
publicly available only in hard copy form. Publicly available docket 
materials are available either electronically in www.regulations.gov or 
in hard copy during normal business hours at the Air Protection 
Division, U.S. Environmental Protection Agency, Region III, 1650 Arch 
Street, Philadelphia, Pennsylvania 19103. Copies of the State submittal 
are available at the Maryland Department of the Environment, 1800 
Washington Boulevard, Suite 705, Baltimore, Maryland 21230.

FOR FURTHER INFORMATION CONTACT: Brian Rehn, (215) 814-2176, or by 
email at rehn.brian@epa.gov.

SUPPLEMENTARY INFORMATION: Maryland originally adopted a Low Emissions 
Vehicle Program in 2007 under Regulation .02 of COMAR 26.11.34 Low 
Emission Vehicles. Since then, Maryland updated its program rule on 
several occasions (in 2009 and 2011), to incorporate changes made by 
California to its own LEV program rule. Maryland originally submitted 
its Clean Car Program to EPA for inclusion in the SIP in December 2007 
(Revision #07-16), with subsequent revisions in November 2010 (Revision 
#10-08) and again in June 2011 (Revision #11-05), to reflect Maryland 
regulatory updates made in 2009 and 2011. EPA approved Maryland's 
original Clean Car SIP submittal (and the November 2010 and June 2011 
revisions) in a rulemaking action published in the Federal Register on 
June 11, 2013 (78 FR 34911). Maryland again submitted a revised SIP 
submittal in August 2013 (Revision #13-02), to incorporate regulatory 
changes made in 2012 to its Clean Car Program rule. EPA approved that 
SIP revision in a final rulemaking action published in the Federal 
Register on July 9, 2013 (79 FR 38787).
    On July 28, 2014, Maryland submitted a revision for the SIP 
(Revision #14-01) to again amend its Clean Car Program SIP to include 
regulatory updates made in 2014 to ensure consistency with California's 
LEV rules. Maryland later submitted another revision for the SIP 
(Revision #15-02) on April 13, 2015 to adopt additional regulatory 
amendments made in 2015. It is these two most recent SIP revisions that 
are the subject of this rulemaking.

Table of Contents

I. Background
    A. Maryland's Air Quality With Respect to the Federal National 
Ambient Air Quality Standard (NAAQS) for Ozone
    B. Federal Vehicle Emission Standards
    C. California's Low Emission Vehicle Standards
    D. Maryland's Low Emissions Vehicle Program
II. Summary of SIP Revisions
III. Final Action
IV. Incorporation by Reference
V. Statutory and Executive Order Reviews

I. Background

A. Maryland's Air Quality With Respect to the Federal National Ambient 
Air Quality Standard (NAAQS) for Ozone

    The CAA, which was last amended in 1990, requires EPA to set NAAQS 
for pollutants considered harmful to public health and the environment. 
EPA establishes NAAQS for six principal pollutants, or ``criteria'' 
pollutants, which include: ozone, carbon monoxide (CO), lead, nitrogen 
dioxide, fine particulate matter (PM), and sulfur dioxide. The CAA 
establishes two types of NAAQS. Primary standards provide public health 
protection, including protecting the health of ``sensitive'' 
populations such as asthmatics, children, and the elderly. Secondary 
standards protect public welfare, including protection against 
decreased

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visibility and damage to animals, crops, vegetation, and buildings. The 
CAA also requires EPA to periodically review the standards to ensure 
that they provide adequate health and environmental protection, and to 
update those standards as necessary.
    Ozone is formed in the atmosphere by photochemical reactions 
between ozone precursor pollutants, including volatile organic 
compounds (VOCs) and nitrogen oxides (NOX) in the presence 
of sunlight. In order to reduce ozone concentrations in the ambient 
air, the CAA directs areas designated as nonattainment to apply 
controls on VOC and NOX emission sources to reduce the 
formation of ozone.
    Although EPA has revised the ozone NAAQS several times since the 
CAA was reauthorized in 1990, Maryland has historically had three areas 
designated as nonattainment under each successive ozone NAAQS. These 
include portions of the Baltimore metropolitan area, the Maryland 
portion of the Washington, DC metropolitan area, and the Maryland 
portion of the Philadelphia metropolitan area. Most recently, EPA 
revised the 8-hour ozone NAAQS from 0.08 parts per million (ppm) to 
0.075 ppm on March 27, 2008 (73 FR 16436). On May 21, 2012 (77 FR 
30088), EPA finalized designations for this 2008 8-hour ozone NAAQS, 
including as nonattainment the same three Maryland areas.

B. Federal Vehicle Emission Standards

    Vehicles sold in the United States are required by the CAA to be 
certified to meet either Federal motor vehicle emission standards or 
California emission standards. States other than California are 
forbidden from adopting their own standards, but may elect to adopt 
California emission standards for which EPA has granted a waiver of 
preemption. Specifically, section 209 of the CAA prohibits states from 
adopting or enforcing standards relating to the control of emissions 
from new motor vehicles (or new vehicle engines), however, EPA may 
waive that prohibition for any state that adopted its own standards 
prior to March 30, 1966. As California was the only state to do so, 
California has authority to adopt its own vehicle emissions standards. 
California must demonstrate to EPA that its newly adopted standards 
will be ``. . . in the aggregate, at least as protective of public 
health and welfare as applicable Federal standards,'' after which time 
EPA may then grant a waiver of preemption from Federal standards for 
California's standards.
    Section 177 of the CAA authorizes other states to adopt 
California's standards in lieu of Federal vehicle standards, provided 
the state does so with at least two model years lead time prior to the 
effective date of its program and EPA has issued a waiver of preemption 
to California for such standards.
    EPA has adopted several iterations, or ``tiers,'' of federal 
emissions standards since the CAA was reauthorized in 1990. When 
Maryland first adopted its Clean Car Program in 2007, the federal 
standards in effect were Tier 2 standards that were adopted by EPA on 
February 10, 2000 (65 FR 6698) and were implemented beginning with 2004 
model year federally certified vehicles. These Federal Tier 2 standards 
set tailpipe emissions standards for passenger vehicles and light duty 
trucks and also limited gasoline sulfur levels. EPA later finalized 
Tier 3 Federal vehicle and fuel standards on April 28, 2014 (79 FR 
23414). The Federal Tier 3 program set more stringent Federal vehicle 
emissions standards and further limited allowable sulfur content of 
gasoline for new cars, beginning in 2017. EPA attempted to closely 
harmonize the Tier 3 standards with California's most current Low 
Emissions Vehicle Program.
    On May 7, 2010 (75 FR 25324), EPA and the U.S. Department of 
Transportation's National Highway Traffic Safety Administration (NHTSA) 
jointly established a national program consisting of new standards for 
light-duty motor vehicles to reduce greenhouse gases (GHG) emissions 
and to improve fuel economy. This program affected new passenger cars, 
light trucks, and medium-duty passenger vehicles sold in model years 
2012 through 2016. On October 15, 2012 (77 FR 62624), EPA and NHTSA 
issued another joint rule to further tighten GHG emissions standards 
for model years 2017 through 2025. The Federal GHG standards were 
harmonized with similar GHG standards set by California, to ensure that 
automobile manufacturers would face a single set of national emissions 
standards to meet both Federal and California emissions requirements.

C. California's Low Emission Vehicle Standards

    In 1990, California's Air Resources Board (CARB) adopted its first 
generation of LEV standards applicable to light and medium duty 
vehicles. California's LEV program standards were phased-in beginning 
in model year 1994 through model year 2003. In 1999, California adopted 
a second generation of LEV standards, known as LEV II, which were 
phased-in beginning model year 2004 through model year 2010. EPA 
granted a Federal preemption waiver for CA LEV II program on April 22, 
2003 (68 FR 19811).
    California's LEV II program reduces emissions in a similar manner 
to the Federal Tier 2 program by use of declining fleet average non-
methane organic gas (NMOG) emission standards, applicable to each 
vehicle manufacturer each year. Separate fleet average standards are 
not established for NOX, CO, PM, or formaldehyde as these 
emissions are controlled as a co-benefit of the NMOG fleet average 
(fleet average values for these pollutants are set by the certification 
standards for each set of California prescribed certification 
standards.) These allowable sets of standards range from LEV standards 
(the least stringent standard set) to Zero Emission Vehicle (ZEV) 
standards (the most stringent standard set). California's LEV II 
program establishes various other standards: The Ultra-Low Emission 
Vehicles (ULEV), Super-Ultra Low Emission Vehicles (SULEV), Partial 
Zero Emission Vehicles (PZEV), and Advanced Technology-Partial Zero 
Emission Vehicles (AT-PZEV). Each manufacturer may comply by selling a 
mix of vehicles meeting any of these standards, as long as their sales-
weighted, overall average of the various standard sets meets the 
overall fleet average and ZEV requirements.
    In January 2012, California approved a new emissions-control 
program for model years 2017 through 2025, called the Advanced Clean 
Cars Program, or the LEV III program. The program combines the control 
of smog, soot, and GHG and requirements for greater numbers of ZEV 
vehicles into a single package of standards. The regulations apply to 
light duty vehicles, light duty trucks, and medium duty passenger 
vehicles. Under California's Advanced Clean Cars Program, manufacturers 
can certify vehicles to the standards before model year 2015. Beginning 
with model year 2020, all vehicles must be certified to LEV III 
standards. The ZEV amendments add flexibility to California's existing 
ZEV program for 2017 and earlier model years, and establish new sales 
and technology requirements starting with the 2018 model year. The LEV 
III amendments establish more stringent criteria and GHG emission 
standards starting with the 2015 and 2017 model years, respectively. 
The California GHG standards are almost identical in stringency and 
structure to the Federal GHG standards for model years from 2017 to 
2025. Additionally, on December 2012, California adopted a ``deemed to 
comply'' regulation that enables manufacturers to show

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compliance with California GHG standards by demonstrating compliance 
with Federal GHG standards. On June 9, 2013 (78 FR 2112), EPA granted a 
Federal preemption waiver for California's Advanced Clean Cars Program. 
California's LEV III program rules are codified in Title 13 of the 
California Code of Regulations (CCR), under Division 3.

D. Maryland's Low Emissions Vehicle Program

    Maryland's legislature adopted and the Governor signed into law the 
Maryland Clean Cars Act of 2007, establishing legal authority 
compelling Maryland to adopt California's LEV standards. Maryland 
adopted its ``Low Emission Vehicle Program,'' codified at COMAR 
26.11.34 in 2007. Since then, Maryland has revised its program rules a 
number of times to ensure consistency with California's LEV program. As 
discussed in the Supplemental Information section, Maryland submitted 
revisions in 2009 and 2011, which EPA approved (along with the original 
2007 Clean Car revision) on June 11, 2013 (78 FR 34911). Since then, 
Maryland amended its program in 2013 and submitted another SIP revision 
to EPA in August 2013, which EPA approved on July 9, 2014 (79 FR 
38787).
    The Maryland Clean Car Program has two objectives. The first is to 
reduce emissions of NOX and VOCs, as precursors of ground 
level ozone, from new motor vehicles sold in Maryland. The second 
objective of the program is to reduce GHG emissions from motor 
vehicles. The program requires 2011 and newer model year passenger 
cars, light trucks, and medium-duty vehicles having a gross vehicle 
weight rating (GVWR) of 14,000 pounds or less that are sold as new cars 
or transferred in Maryland to meet the applicable California emissions 
standards. For purposes of the Clean Car Program, transfer means to 
sell, import, deliver, purchase, lease, rent, acquire, or receive a 
motor vehicle for titling or registration in Maryland.

II. Summary of SIP Revisions

    On July 28, 2014, Maryland submitted a formal SIP Revision #14-01 
containing Maryland's updated Clean Car regulations to reflect changes 
made to adopt California's LEV III Program. This SIP submittal consists 
of updates to make Maryland's Clean Car Program consistent with 
California's program. Specifically, California amended its LEV III 
program rule to allow as a compliance option the recent Federal GHG 
standards for model years 2017 to 2025. Since California's LEV III 
program addresses GHG pollutants, in addition to criteria pollutants 
that are precursors to ozone pollution, Maryland incorporated by 
reference this compliance alternative for California's LEV III program 
to its own Clean Car Program rule.
    On April 30, 2015, Maryland submitted another revision to its SIP 
to update the Clean Car Program rules. This latest change relates to 
the ZEV requirements of California's rules, including adjustments to 
optional compliance path (OCP) for manufacturers related to the 
elimination of certain credits in qualifying for the OCP and pooling of 
credits across model years. Another ZEV-related provision establishes a 
minimum amount of ZEV credits to be used each year, specifically a 
limit to use of non-ZEV credits to satisfy ZEV requirements. Further, 
California amended the definition for fast refueling for purposes of 
determining the ZEV type to limit credits to only technologies that 
have actually been demonstrated in practice. Maryland incorporated by 
reference in its Clean Car Program these latest changes to California's 
LEV III program.
    These two most recent Maryland SIP submittals are the subject of 
this rulemaking action. Maryland adopted California's updates to 
portions of CCR Title 13, Division 3 by amending COMAR 26.11.34.02, 
relating to incorporation by reference of California's LEV standards. 
The July 28, 2014 and April 13, 2015 SIP submittals include Maryland's 
adopted regulatory amendments to the Clean Car Program rule (with the 
exception of CCR, Title 13, Division 3, Article 5, Section 2030 
``Liquefied Petroleum Gas or Natural Gas Retrofit Systems,'' which 
Maryland requested EPA to exclude from the SIP). The April 13, 2015 SIP 
submittal will replace in its entirety the existing regulation COMAR 
26.11.34.02 as approved in the SIP on July 9, 2014 with the revised 
version of COMAR 26.11.34.02 effective February 16, 2015. See 79 FR 
38787. A list of California's regulations being incorporated by 
reference is included as part of Maryland's notice of proposed action 
dated December 1, 2014, which is included in the State submittal and 
available online at www.regulations.gov, Docket ID No. EPA-R03-OAR-
2015-0241. These revisions to Maryland's Clean Car Program, as approved 
in the Maryland SIP, are important to ensure consistency with 
California's LEV program. This will ensure that Maryland's Clean 
Vehicle Program complies with the requirements for adoption of another 
state's vehicle standards in lieu of Federal vehicle standards, per 
section 177 of the CAA.

III. Final Action

    EPA is approving Maryland's July 28, 2014 and April 13, 2015 SIP 
submittals. These revisions amend the prior approved Maryland Clean 
Vehicle Program, specifically with respect to Maryland's updated 
incorporation by reference (at COMAR 26.11.34.02) of California's LEV 
program rules (at Title 13, CCR, Division 3, with the exception of CCR, 
Title 13, Division 3, Article 5, Section 2030). Maryland's SIP 
revisions serve to ensure consistency of Maryland's Clean Vehicle 
Program with California's LEV III program, satisfying Federal 
requirements for state adoption of vehicle emission standards under 
section 177 of the CAA. EPA is publishing this rule without prior 
proposal because EPA views this as a noncontroversial amendment and 
anticipates no adverse comment. However, in the ``Proposed Rules'' 
section of this Federal Register, EPA is publishing a separate document 
that will serve as the proposal to approve the SIP revision if adverse 
comments are filed. This rule will be effective on September 14, 2015 
without further notice unless EPA receives adverse comment by August 
13, 2015. If EPA receives adverse comment, EPA will publish a timely 
withdrawal in the Federal Register informing the public that the rule 
will not take effect. EPA will address all public comments in a 
subsequent final rule based on the proposed rule. EPA will not 
institute a second comment period on this action. Any parties 
interested in commenting must do so at this time.

IV. Incorporation by Reference

    In this rulemaking action, EPA is finalizing regulatory text that 
includes incorporation by reference. In accordance with requirements of 
1 CFR 51.5, the EPA is finalizing the incorporation by reference of 
Maryland's Clean Vehicle Program rules at COMAR 26.11.34.02, as adopted 
on January 20, 2015 and effective on February 16, 2015. EPA has made, 
and will continue to make, these documents generally available 
electronically through www.regulations.gov and in hard copy at the 
appropriate EPA office (see the ADDRESSES section of this preamble for 
more information).

V. Statutory and Executive Order Reviews

A. General Requirements

    Under the CAA, the Administrator is required to approve SIP 
submissions

[[Page 40921]]

that comply with the provisions of the CAA and applicable Federal 
regulations. 42 U.S.C. 7410(k); 40 CFR 52.02(a). Thus, in reviewing SIP 
submissions, EPA's role is to approve state choices, provided that they 
meet the criteria of the CAA. Accordingly, this action merely approves 
state law as meeting Federal requirements and does not impose 
additional requirements beyond those imposed by state law. For that 
reason, this action:
     is not a ``significant regulatory action'' subject to 
review by the Office of Management and Budget under Executive Order 
12866 (58 FR 51735, October 4, 1993);
     does not impose an information collection burden under the 
provisions of the Paperwork Reduction Act (44 U.S.C. 3501 et seq.);
     is certified as not having a significant economic impact 
on a substantial number of small entities under the Regulatory 
Flexibility Act (5 U.S.C. 601 et seq.);
     does not contain any unfunded mandate or significantly or 
uniquely affect small governments, as described in the Unfunded 
Mandates Reform Act of 1995 (Pub. L. 104-4);
     does not have Federalism implications as specified in 
Executive Order 13132 (64 FR 43255, August 10, 1999);
     is not an economically significant regulatory action based 
on health or safety risks subject to Executive Order 13045 (62 FR 
19885, April 23, 1997);
     is not a significant regulatory action subject to 
Executive Order 13211 (66 FR 28355, May 22, 2001);
     is not subject to requirements of Section 12(d) of the 
National Technology Transfer and Advancement Act of 1995 (15 U.S.C. 272 
note) because application of those requirements would be inconsistent 
with the CAA; and
     does not provide EPA with the discretionary authority to 
address, as appropriate, disproportionate human health or environmental 
effects, using practicable and legally permissible methods, under 
Executive Order 12898 (59 FR 7629, February 16, 1994).
    In addition, this rule does not have tribal implications as 
specified by Executive Order 13175 (65 FR 67249, November 9, 2000), 
because the SIP is not approved to apply in Indian country located in 
the state, and EPA notes that it will not impose substantial direct 
costs on tribal governments or preempt tribal law.

B. Submission to Congress and the Comptroller General

    The Congressional Review Act, 5 U.S.C. 801 et seq., as added by the 
Small Business Regulatory Enforcement Fairness Act of 1996, generally 
provides that before a rule may take effect, the agency promulgating 
the rule must submit a rule report, which includes a copy of the rule, 
to each House of the Congress and to the Comptroller General of the 
United States. EPA will submit a report containing this action and 
other required information to the U.S. Senate, the U.S. House of 
Representatives, and the Comptroller General of the United States prior 
to publication of the rule in the Federal Register. A major rule cannot 
take effect until 60 days after it is published in the Federal 
Register. This action is not a ``major rule'' as defined by 5 U.S.C. 
804(2).

C. Petitions for Judicial Review

    Under section 307(b)(1) of the CAA, petitions for judicial review 
of this action must be filed in the United States Court of Appeals for 
the appropriate circuit by September 14, 2015. Filing a petition for 
reconsideration by the Administrator of this final rule does not affect 
the finality of this action for the purposes of judicial review nor 
does it extend the time within which a petition for judicial review may 
be filed, and shall not postpone the effectiveness of such rule or 
action. Parties with objections to this direct final rule are 
encouraged to file a comment in response to the parallel notice of 
proposed rulemaking for this action published in the proposed rules 
section of this Federal Register, rather than file an immediate 
petition for judicial review of this direct final rule, so that EPA can 
withdraw this direct final rule and address the comment in the proposed 
rulemaking action. This action approving revisions to the Maryland 
Clean Car Program may not be challenged later in proceedings to enforce 
its requirements. (See section 307(b)(2).)

List of Subjects in 40 CFR Part 52

    Environmental protection, Air pollution control, Carbon monoxide, 
Incorporation by reference, Intergovernmental relations, Nitrogen 
dioxide, Ozone, Reporting and recordkeeping requirements, Volatile 
organic compounds.

    Dated: June 26, 2015.
William C. Early,
Acting Regional Administrator, Region III.

    40 CFR part 52 is amended as follows:

PART 52--APPROVAL AND PROMULGATION OF IMPLEMENTATION PLANS

0
1. The authority citation for part 52 continues to read as follows:

    Authority:  42 U.S.C. 7401 et seq.

Subpart V--Maryland

0
2. In Sec.  52.1070, the table in paragraph (c) is amended by revising 
the entry for COMAR 26.11.34.02 to read as follows:


Sec.  52.1070  Identification of plan.

* * * * *
    (c) * * *

                EPA--Approved Regulations, Technical Memoranda, and Statutes in the Maryland SIP
----------------------------------------------------------------------------------------------------------------
       Code of  Maryland                                                                 Additional explanation/
  Administrative  Regulations       Title/subject         State       EPA approval date     citation at 40 CFR
       (COMAR)  citation                             effective date                              52.1100
----------------------------------------------------------------------------------------------------------------
 
                                                  * * * * * * *
26.11.34.......................                           Low Emissions Vehicle Program
 
                                                  * * * * * * *
26.11.34.02 (except .02B(20))..  Incorporation by          02/16/15  07/14/15 [Insert    Update to incorporate
                                  Reference.                          Federal Register    by reference
                                                                      citation].          California's Advanced
                                                                                          Clean Car Program
                                                                                          rules, with the
                                                                                          exception of Title 13,
                                                                                          California Code of
                                                                                          Regulations, Division
                                                                                          3, Chapter 2, Article
                                                                                          5, Section 2030.
 
                                                  * * * * * * *
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[FR Doc. 2015-17060 Filed 7-13-15; 8:45 am]
 BILLING CODE 6560-50-P


