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HomeMy WebLinkAbout1978-10-03; City Council; 5597; Revised Regional Air Quality Report' CITY OF CARLSDAD - r . • i AGENDA B� LL NO. 7- Initial Dept. yd. G DjTE: I October 3 1978 C. Atty. C. Mgr" DEPARTMOT: Planning SUE3JECT: REVISED REGIONAL AIR QUALITY REPORT Statement of the Matter There will be a representative from CPO to address the City Council on the attached report and information at the October 3rd meeting. RECOM4ENDATION If, after presentation, any action is required by the City Council. the matter should be referred to staff for the appropriate action. E:::ul lbj -,tz Letter from CPO dated September 13, 1978 Agenda Report No. R-13, dated September 18, 1978 :Regional Air Quality Strategy (booklet) - on file in Library and City Clerk's office. JCH:ms 9/25/78 Council Action: 10-3-78' Councii referred the matter back to staff for additional report. r^• SAN DIEGO REGION'S COUNCIL OF GOVERNMENTS September 13, 1978 Hon. Anthony Skotnicki Counci limn City of Carlsbad 1200 Elm Avenue Carlsbad, CA 92008 Dear Councilman Skotnicki: CITY OF CARL SBAD � +�",,11,1 Darla;"[ii "an COMPREHENSIVE PLANNING ORGANIZATION Suite 524 Security Paat c Pra<a 1200 Third Avenue San Diego Cataowa 9210+ (714)236-5300 Attached is the Re>,:Fed-Regional Air Quali: Strategy • Report and CPO Agenda report R=13 whicIdes— cri~e a evise egional Air QLality Strategy (RAQS) which will be before the CPO Board of Directors for adoption cn October 16, and the Air Pollution Control Board (APCB - County Boara of Supervisors) oil October 18. This is a revision of the RAQS adopted by CPO and the APCB in 1976, and approved by each city council. The Revised RAQS h.as been produo.J by the Air Pollution Control District and CPO staffs to satisfy the require- ments of the Clean Air Act, as amended in 1977, for every region to prepare a strategy to meet the federal standards for healthful air. lice strategy contains the most cost-effective and least disruptive tactics necessary to meet the federal standards. It :could require each level of goverment to coimut to sctions consistent with its area of authority. The federal and state government would be responsible for motor vehicle and industrial technical controls to be implemented nationwide and statewide, respectively. The APCD would l;c responsible for industrial and fixed source controls to be implemented in San Diego Coughty, And local jurisdictions, including cities and transit operators, would,be responsible for implementing the transportation and land use tactics contained in the strategy. The CRC staff will make a presentation on the Revised RAQS before the Carlsbad city council on lbesday, October 5. At that presentation the staff will be prepared to answer questions the council may have on the tactics in the strategy prior to CPO adoption. Following CPO and APCB adoption of the Revised RAQS, the city council will be asked to adopt by resolution the attached "Revised Regional Air Quality Strategy Comritments to Inplement Trmhsportation Control bleasures". This should be done in conjunction ivith ,a public hearing before the council, with a 30-day notice, and scheduled shortly after November 1. The adopted Revised RAQS will be transmitted by CPO and APCB to the California Air Resources Board, which will combine it with strategies from other regions into a State Inplementation Plan for Air Quality and submit it to the Federal Environmental Protection Agency by January 1, 1979. The intent of the Revised Regional Air Quality Strategy is to forrulate and inplement a program to achieve clean air in the region in the Wst cost-effective and least disruptive manner ivIdle maintaining local control over transportation and land use natters. MEMBER AGENCIES Cities of Carlsbad Chula Vista Coronado De) Ma El Cajon Escondido Imper .al Beach La Mesa Lemon Grove Nahonai Gly Ureans-& San D1e90. San Marcos V-SM and Coanty 01 San Diego EX OFFIGo MEMBER Catfornia Department of T.ansportatwn HONORARY MEa+BER Tijuana 5 CFA Hon. Anthony Skotnick> 2. Councilman, City of Carlsbad September 13, 1978 If you have any questions on the Revised RAQS or the attached material, please contact Mike Aulick, CPO staff, at 236-S343. Sincerely, 03� RIMRD J. HUFF Executive Director RJH:MA:ce Enclosures cc: Iion. Ronald Packard, Mayor Hon. lvktry Casler, Councilperson Hon. Girard Anear, Councilman Mr. Paul Bussey, City Itihnager Mr. James C. Hagaman, Planning Director COMPREHENSIVE PLANNING ORGANIZATION OF THE SAN DIEGO REGION Board of Directors Agenda Report No.: R-13 Date 9/18/ 78 REVISM REGIONAL AIR QUALITY STRATEGY (RAQS): STATUS REPORT Introduction The Air Pollution Control District (APCD) and CPO staffs have prepared a recommended Revised Regional Air Quality Strategy (RAQS). On September 1 the Executive Conmdttee approved the document for distribution to CPO member jurisdictions for review and comment prior to CPO and Air Pollution Control Board (APCB) adoption in October. It is the intention of the staff to appear before all city.counci.ls twice with regard to the Revised RAQS. The first round will be to present the recommended strategies for review and approval prior to Board adoption action on October 16. After Board adoption, the city councils and transit agencies will be asked to nake the commitments to implement the tactics for which they are responsible at a noticed public hearing, as required by EPA guidelines. A full copy of the Revised RAQS report will be mailed to all city council members approximately one week prior to the first council presentation. The Revised RAQS was prepared in response to the requirements of the Clean Air Act Amendments of 1977. It contains strategies to allow the San Diego region to meet federal standards for four pollutants: ozone (photochemical smog), carbon monoxide, nitrogen dioxide, and particulate matter. The purpose of the Revised RAQS is to achieve clean, healthy air for the residents of the region anc, to avoid the sanctions prescribed in Jie Clean Air Act for failure to meet the requirements. The strategies are conposed of sets of tactics which when carried out together will achieve sufficient control to meet the stancards. They are designed to conform to the requirements for a State Inplementation Plan (SIP) submittal. Upon adoption of these strategies by the CPO and APCB and adoption of the required elements by appropriate local govex ments, staff will integrate them into a detailed 3IP subnd.ttal for transmittal to the California Air Resources Board. This must occur by October 31, 1978. The Air Resources Board will then submit all California regional plans to EPA by January 1, 1979, to met the Clean Air Act deadline. R-13 2. Discussion 'Ilse N'sic attainnr,:rit date for all federal clean air standards is Decenher 31 1982. Ibr ozone and Carbon ilunoxide, an extension of five years for attainutirrt is possible, if it can be denonstrated that a region cannot meet the 1982 deadline. Ill these cases the region rust show how it will meet the standards as expeditiously as possible, but in any case no later than Decerb er 31, 1987. To qualify for this extension, a region must also meet several other require - rents. It must: o Adopt a schedule for inplementation of a motor vehicle inspection and maintenance program by 1981 or 1982, depending on the type of program. (Legislation has been introduced, SB 1856, to provide local agencies in California with the authority to N'(e this commitment.) o Include a program to conduct a pre -permit review of major new emitting facilities. The APCD currently performs such a review; however, the APCD's rule does not cover all of the specific requirements. o Make a commitment (by the responsible government official or officials) to establish, expand, or i;rprove public transportation ne.asures to ,meet basic transportation needs as expeditiously as practicable, and to irrple- rrent the transportation reasures necessary to attain and maintain federal clean air standards. implementation of these measures will have to begin by December 31, 1982. o Make a comarritnent to the use, where necessary, of ederal grants; state or local funds, or any combination of such grants arad fiords consistent with terms of the legislation providing them, to establish, expand or improve public transportation measures to meet basic transportation needs. For nitrogen dioxide and particulates no extension is available --the federal clean sir standards r-ust be met in 1982. For all pollutants the plan gust demonst79te "maintenance" (that standards will be met continuously) to the year 2000. The Clean Air Act requires tactics in SIP submittals to have legally enforceable ronmritments, Tie level of corma.tment may vary depending on the tactic and the pollutant in question, The Environmental Protection Agency indicates each tactic must contain condtments at one of ttiwo levels: (1) a formally adopted rule, regulation, or ordinance (or similar : mmmi.tment); or (2) an adopted schedule to develop, adopt, and irrpl,,-,,nt the tactic, The commitments recommended by ::,atf to implement the tm,.ziportation control measures are attached t- urls memo. Also attached 1, a summary table of the recommended showing the pollutant wC,sion reduction and annual avt.raor . ost for each tactic. Tie• recommended strategies are conposed of technical, industrial, and motor vehicle controls to be implemented by the federal and state governments and the APCD, and transportation management tactics to be irrplemwnted by local jurisdictions and transit agencies. 'Ilse first strategy is aimed at meeting R-13 3. the Oz011e standard. It would reduce the emissiotls of reactive hydrocarbons, the prime ingredient in photochemical smog. Currencly, the federal health standard for ozone is .08 parts of ozone per Million parts of air (ppm). However, EPA has proposed to relax the standard to .10 ppm. therefore, the recolmhended ozone strategy is divided into those tactics necessary to greet the .10 ppm standard, plus those additional tactics needed to meet the .08 ppm standard. Figure 1 illustrates the difference iu emission reductions needed according to the two standards and the emission reduction achieved by the previously adopted (1976) RAQS tactics. The transportation managem>rnt tactics contained in the .10 ppm ozone strategy are the ones presented to the Board at its July 17 meeting and include: T2 134anded Ridesharing TS Dcpanded Transit T7 Enncourage Bicycle Travel 114 Traffic i-low Improvement T27 Encourage Pedestrian Dbde T28 E)Vanded Interurban Bus and Rail T29 Freeway Ra1rp Metering In order to meet the more stringent .08 ppm standard, a colr,.iment -to additional and significantly mare disruptive tactics could be necessary. this htinuld include a commitment to provide more stringent inplementation of tho transpor- tation control measures in the .10 ppm strategy, plus study, demonstration and/or feasibility analysis of the following tactics, which are considered more disruptive and less cost-effective. T1 Candidate Land Use 'Tactic T4 Gasoline Rati.olling Tll Tax on 2nd/3rd Auto ainershin TM Increase Tolls on Coronado Bridge T31 Parking Surcharge on Offstreet Facilities T32 Smog Charges T33 Congested Area License Fee T34 Reduce On -Street Parking for Commuters T35 High Occupancy Vehicle Lanes T36 Centre City Transit Dull T37 Pedestrian Dlalls T38 lmpact of Nav Frectiays T39 Toll on Selected Freoiays All of the tactics to achieve the carbon monoxide standard are included in the ozone strategy. To achieve the nitrogen dioxide standard will require two tactics in addition to those in the ozone strategy. the particulate strategy is separate and consists of two tactics, one of which would require local jurisdictions to apply a chip -seal road surface (temporary, inexpensive paving) on all designated unpaved roads beginning in 1980. Figure 2 shows the tons of pollutant reduced by each strategy and the strategy cost. Where a tactic is included in more than one strategy, its cost is divided equally among those strategies. • 4. FIGURE 1 REACTIVE HYDROCARBON EMISSION REDUCTIONS TO MEET OXIDANT STANDARD —1987 140 120 118 Tons to meet .08ppm Standard �� —"'� 118 Tons New Tactics 100 92 Tons to meet N , i0ppm Standard c 0 H ! 84 Tons ii cc i 0 a 60 Previously Adgptaa z 11976) WIS Tactics d 40 20 0 e"N R-13 Figure 2 Pollutant Reduction by Strategy and Cost 5trateby Cost Tons of Pollutant Average Annual Strati Reduced in Target Year Low High -- Ozone - .10 ppm (1987) TOG tons Reactive Hydrocarbons $20,332,000 -- Ozone - 08 ppm (1987) 118 tons Reactive Hydrocarbons -- $131,712,000 Carbon DWoxide (1987) 170 tons Carbon hbnoxl!o 1,828,000 1,828;000 Nitrogen Oxides 1 (1982) 38 tons Nitrogen Oxides -- 17,555,000 i Nitrogen Oxides 11 (1982) 42 tons Nitrogen Oxides 31,851,0OO -- Particulates (1982) 50 tons Particulates , 224,000_ _ _ 224,000 Total Average Annual Cost $34,235,000 $151,319,000 RIMARA PHUFF Executive Director Attachments POLICY ADVISORY COMMITTEE COMMUNITY RESOURCE PANEL PROGRAM COORDINATION GROUP August 23, 1978 let's keep it Clean. REVISED RAQ S STRATEGIES THE SAN DIEGO AIR QUALITY MOGRAM SUMMARY TABLE A t'1 the Counly nl San l)uylo. Can's oI the Set 01c10 Renton, Comprehensive Mannino of(pul.tPon. awl An Pollotton Control DiSlutt Q The attached table shows the tactics composing the ozone, carbon ronoxide, nitrogen dioxide, and particulate strategies. The ozone strategy is broken into two parts: (1) those tactics needed to meet and maintain a .10 ppm ozone standard and (2) those additional tactics needed to go from .10 ppm to a .08 ppm standard. All of the carbon monoxide tactics are included in the ozone strategy. The table for nitrogen dioxide shows the two tactics in addition to those in the ozone strategy which are necessary to meet the nitrogen dioxide standard. Last is the particulate strategy which consists of two tactics. The table shows emission reductions from each of the tactics for reactive hydrocarbons and carbon monoxide in the target year 1987, and for nitrogen oxides and particulates hi the target year 1982. Total emission reductions for each Strategy are usually less than the total of individual tactics because of mutual reduction among tactics. Also shown are average annual government and private costs (c.r savings) for each tactic where calculated, plus the cost effectiveness ratio ij.dex representing dollars per ton of pollutant reduced: Index S/Ton Reduced Tactic provides a saving $0 to $1,999 $2,000 to $4,999 $5,000 to $9,999 $10,000 to $49,999 $50,000 and over The following table shows the tons of pollutant reduced by each strategy curd the strategy cost. Where a tactic is included in more than one strategy, its cost is divided equally among those strategies. Strategy Cost Tons of Pollutant ,overage fimnual Strategy Reduced in Target Year -mow H3.9777- Ozone - .10 ppm (1987) 106 tons 11IC Ozone - .08 ppm (1987) 118 tons R11C Carbon Aonoxide (1987) 170 tons CD** Nitrogen Oxides I (1982) 38 tons Wx *** Nitrogen Oxides II (1982) 42 tons Wx Particulates (1982) 50 tons Part.*'"'`* 'Total Averago Annual Cost *13oactive Hydrocarbons '-*Carbon Monoxide $20,332,000 1,828,000 11,851,000 224,000 $131,712,000 1,828,000 17,555,000 224,000 $34,235,000 $Is1,3m,tlQ() ,F**Nitrogen Oxide *4-4-*Particulates 1 to v a u u > o N •rl •rI N O L y U U ro W � 4d W ko ID M O iJ L eI-i n N N O 00 N ro tb N N Ln to t'� M p 211 N C C N e-1 i$4 V� royy q 7 R O ¢ 41 N QQ qq z z z z z $ E-+ to W z 1 +� N O R+ r�1 04 W C a O si u o co .7 v1 N p (IN1 1 1 0 Q ,7. rl N CP C N O CL may, (it C C a -It H co '^-1 1 1 1 I 06 E•t W V� n •7 co 3, t, M N t) 00 N O -.-1 'AN N M C4 O 4 ON e-1 N r. 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" � 0 H D C'. OC O H U) x to v i0 �i O to ccyy co ccyy 0 A F CS z 4 § c \ \ \ \ m w °;2 & § ! ! { zi ) a% a co § § ° { 2 0 & a \3j / | ca � i � \1 { G 00. , ! 2 0§ u u o % \ � _ '� m | e | § M co m 2 _ $4 \ H % § .14 0 § 2 xG $ § \ j�z� § ~ 2 U u «w , < §§ u m | \ j��� , Cl j k\ � q c S n § / R ] o ma , j ( m m o to V ; % 8 ; 3 -rim , i § k 2 § b �w \\ u U ]i © j §f t® \\ Q° 4 § \ u s 8/23/78 REVISED REGIONAL AIR QUALITY STRATEGY C( "DIENTS TO IbtPIOI NT TRANSPORTATION M\rTROL MEASURES TACTIC T-2 EXPANDED RIDESHARIN, A. Commuter Computer - Continue Regional Rideshar:ng Program including vanpooling, as per attached budget. B. Local Jurisdictions 1. Adopt a ridesharing program for jurisdiction employees in jurisdictions with enough employees to make it feasible. a. Designate ridesharing coordinator. b. Actively promote ridesharing among employees. c. Allow flexible working hours where necessary to accomodate ridesharing. d. Provide free parking for ridesharers. e. Eliminate subsidized parking for non-ridesharers. f. Designate preferential parking locations for ridesharers. 2. Promot,, voluntary ridesharing program to private employers within the jurisdiction. a. Distribute ridesharing program information. b. Assist in setting up new programs. c. Provide incentives for employers to'establish ridesharing programs (e.g. reduced 'requirements for developed on -site parking). 3. Consider adoption of an ordinance to require that employers establish a ridesharing program and provide incentives for their employees to rideshare. C. CPO (April -July 1979) 1. Refine the carpool/vanpool ordinance prepared during the RAQS implementation program. (April 1979) 2. Commit adequate funds from rederal Aid Urban to continue 0e Regional Ridesharing Program as shown in attached budget. 'D. CALTRANS, State Transportation CoTmnission - Continue carpool toll reductions on the Coronado bridge if they are shown to reduce emissions and be cost-effective. TACTIC T-5 EXPANDED TRANSIT A. Transit Operators and MTDB I. Pursue funding where required to expand the regional transit system to achieve 170,000 daily ridership in 1985 and 285,000 daily ridership in 199:. Break down ridership targets by transit district. (TIP -Tables 5-8,5-9) 2. Cooperate in developing park -and -ride facilities contained in the TIP and proposed through future revisions to the TSAIE. (TIP -Table 5-3) 3 ESTIMATED COST BY TASK July 1, 1978 to June 30, 1979 Task No. Description Cost 1. Administration S 46,700 2. Employer Services 1771700 3. Comauter File Maintenance 12,300 4. Subscription and Charter Bus Promotion 8,600 5. Vanpool Program 15,650 6. Park and Pool Site Establishment 15,250 7. Roadway and Parking Lots Signs 3,200 3. Media Contact Public Service 7,900 Announcements Regionwide Promotion 9. Special Demonstration Projects 4,000 10. Evaluation Studies and Reports 17,700 Total Estimated Project Cost ia3091000 7-1-78 to 6-30-79 4 I -. B. Local Jurisdictions 1. Work with transit operators to identify areas of on -street parking and traffic congestion which adversely affect transit operations and bicycle use. 2. Eliminate on -street parking in areas where it is agreed to be detrimental to transit and bicycling, and is warranted. 3. Undertake traffic engineering improvements on major streets to relieve identified points of congestion. 4. Cooperate in developing park -and -ride facilities contained in the TIP and proposed through future revisions to the TSNE. S. Provide incentives for jurisdictions employees to use public transit for home -to -work trips (e.g. fare reimbursement, flexible work hours where necessary). TACTIC T-7 ENCOURAGE BICYCLE TRAVEL A. Local Jurisdictions 1. Commit to establishing the bicycling facilities identified in the TIP. (TIP -Table 1-3, 5-11) 2. Adopt a cojmwter bicycle program for jurisdiction employees. a. Designate a bicycle coordinator. b. Actively promote commrter bicycling among employees. c. Provide free, secure bicycle parking. d. Provide showers and locker rooms for bicycle conmiters. 3. Include bicycles in the jurisdictions vehicle fleet for use on short trips. 4. Promote voluntary computer bicycle programs to private employers within the jurisdiction. B. Transit Operators - Provide racks on buses and lockers at bus stops where they would significantly promote bicycle use. TACTIC_T-27 ENCOURAGE PEDESTRIAN MODE A. Local Jurisdictions - Incorporate pedestrian system improvements in all feasible public work projects and encourage them in all feasible private projects. TACTIC T-28 EXPANDED INTERURBAN BUS AND RAIL A. (ALTRANS, State Transportation Conunission - Provide ftinding to initiate one additional train by 1980, and another by 1985 between San Diego and Los Angeles. B. Local Jurisdictions - Provide inteimodal transportation terminals to coordinate rail, bus, and transit service where needed. M TACTIC T-29 FREEWAY ? MPTERING A- CWFRANS, State Transportation Commission - Commit to ramp metering projects on Routes 8 and 94, identified in the TIP, and other projects identified in the T94E process to achieve the designated emission reduction and maintain traffic flow at current levels. (TIP -Table 5-1) TACTIC T-14 TRAFFIC FLOW IAfpROVEMENTS A. Local Jurisdictions - Identify and undertake needed traffic signal engineering improvements to smooth traffic flows and maintain travel speeds at current levels. (TIP -Table 5-3) I. Install computerized traffic control systems. 2. Convert from "time" to "traffic" actuated signals. 3. Replace "stop" signs with "yield" signs where consistent with public safety consideration. 4. Channelization S. One-way streets 6. Turn pockets 7. Parking restrictions 8. Off-street loading PROCESS T-1 (modified) PROCESS FOR COORDINA;'ED LAND USE AND TRANSPORTATION ACTIONS A. Local Jurisdictions I. Continue to participate in the biennial Regional Growth Forecasting process. 2. Refer proposed general and community plans or plan amendments which are inconsistent with the location and timing of development in the current Regional Growth Forecasts to the CPO Board of Directors for review and recommendations regarding consistency with tactic T1 (modified), and the RAQS. 3. Consider adopting project level measures to facilitate the use of transit, ridesharing, bicycles, and walking. B. CPO - Produce biennial growth forecasts after analyzing the air quality impact through changes in vehicle trips and vehicle miles travelled. TACTIC F-4 FUGITIVE DUST, UNPAVED ROADS A. Local Jurisdictions - Require the application of cliip-seal road surfaces on designated wipaved roads beginning in 1980. PUBLIC INMENIATIaN C 1PONENT FOR TP.MSPORTATION CONTROL MEASURES A. CPO - Prepare and implement a public information and promotional program. I. Motor vehicle operation - ways to reduce vehicle emissions and impact, e.g. combining trips. 2. Bicycle commuting 3. Walking ADDITIONAL TRANSPORTATION CONTROL MASURES A. CPO - Conduct study and demonstration and feasibility analysis for designated tactics for control strategy revision prior to December 31, 1982. 4 A September 29, 1978 Honorable Mayor and City Council of Carlsbad, California: It has been brought to our, attention that CPO is scheduled to make a presentation on proposed Regional Air Quality Strategies, to the Carlsbad City Council on October 3, 1978. SDG&E would appreciate time to make a short presentation following remarks made by CPO. The purpose of our presentation will be to share with you some of our concerns which R.A.Q.S•. tactics will have on consumers of electric power. IV4 ART BISHOP San Diego Gas and Electric Company AB,vm r) let9s keep It Clean. THE SAN DIEGO AIR QUALITY PROGRAM A regional cooperative effort of the County of San Diego, Cities of the S.vn Diego Region, Comprebensive Planning Organization and Air Pollution Control District, REVISED REGIONAL AIR QUALITY STRATEdGY ("`' REVISED REGIONAL AIR QLIALIT Y STRATEGY SEPTEMBE8 1978 - DRAFT C4unly at San Gies -. Air Pollution Control District 9150 Ch-)WP tko Drive. San Diego, CA 921231714) 56SZ901 Comprehensive Planning Organization of the San 01W. Ropy, Suite 524, Security Pacific Plaza, 12,10 Third Avenue, San Dugs, CA 92101, (714) 23G5300 FOREWORD This 7' report represents a major ,. Oceanside —100 S. Cleveland revision to the Regional Air Qu,-Iity Strategy (RAQS) developed 0 Escondido - 600 E. Valley Pkwy. by citizens and governmental entities of the San Diego region and adopted in 1976. The purpose of AIR POLLUTION this revision is to comply with MONITORING STATIONS federal requirements for Air San Diego Air Basin Quality Maintenance Plans and Solana Beach —440 Glenmont Dr. with requirements of the 1977 Clean Air Act amendments. e, f 'f le Revised Regional Air Quality Strategy ppese►lts a series of Kearny 61ess 0 decisions to the San Diego region.55550vertandAve. Alpine— 2360W.%-torte It is ;ill integral and major step in all Ori•gOillg I?roCCSS, moving its S El Cajon closer to the goal of ensuring 110 E. Lexington healthy air for our citizens. As Downtown — 1111 Island such, it relics on the continuing commitment of citizens and their governments to take all reasonable measures to improve our quality. Chula Vista — 80 E, J St. ..a non•tcchnicatl document, Illtended for citizens and decision- nlakers in the region, details the " not xtco scope of ourair quality problems, actions which could correct them, { and the implications of those actions.'I'hc report Is hilt intended to replace the originatl Regional Air Quality Strategy o hot it,fneus ou Oho actions necessary to submit an approi,able revision of San Diego's part of the State Implementation Plan to the California Air Resources Board, for transmittal i Its the I?nviroll monaal I'roleviton Agency. The original R.AQS report should be referred to if rcaulors our interested in more background and general information on airpollution. � TABLE OF CONTENTS CHAPTER I INTRODUCTION San Diego's Efforts to Achieve Ilealthy Air ....................... 1 The Need for a Revised Regional Air Quality Strategy .............. 2 CHAPTER II AIR QUALITY PAST & PRESENT �1 Factors Affecting Air Quality ................................. 5 Pollutants of Concern in San Diego - IIydrocarbons, Oxides of Nitrogen, Ozone, Carbon Monoxide & Particulates ......... 7 CHAPTER III AIR POI:LUTION TRENDS EmissionTrends ... ........... ................. , 15 Relating Emission 'Trends to Air Quality. , 17 , Growth as a Factor in Trends Analysis ................... ...... Energy 21 as a Factor in Trends Analysis .......................... 21 ( CHAPTER IV TACTICS TO CONTROI. AIR POLLUTANTS Developing { a Tactic List ................................. 25 . . How Tactics AVcre Evaluated ................................. 25 < Results..........................:...................... 26 CHAPTER V REGIONAL. AIR QUALITY STRATEGIES �? Introduction ................. ........................... General State Implementation Plan Requirements for Strategies...... 33 34 J .. Ozone Strategy ........................................... 35 { Carbon Monoxide Strategy ......... . ........................ 42 Nitrogen Dioxide StrateM.................... . ............... 45 bParticulate Strategy .............. I .......... , .............. 47 r CHAPTER VI IMPLEINIENTATION OF STRATEGIES Rule-IMaking ............................................. Resource Commitment 49 ..................................... 49 APPENDICES Appendix A Tactics Description Summary .. . . ........................... . 53 Appendix B Additional Supporting Reports ............................... 91 I I � III r � LIST OF FIGURES Figure I Number of Days with Maximum dourly Ozone Readings, San Dicgc. Air Basin — 1975 .............. - Figure 2 Ozone Transport South Coast A' � ... B . . . . . . . . . P Air Bruin —San Die.... o Ai B g r Basin .......... 7 9- Figure 3 Geo > �rapin�cal Distribution of Nitrogen Dioxide Levels (1976 Annual Averagc)(pphm) . 9 Figure 4 Geographical Distribution — Days of Violation — Federal Primary Figure 5 Ozone Standard.. Pollution Trapping & Dispersion ................................ 9 ='^ Figure 6 Figure 7 Basin Ozone Trend — Days of Violation 3 Year Averages .............. lI I I w Geographical Distribution — Days of Violation. — Federal Primary — Carbon Monoxide Standard.. d2 Figure 8 Geographical Distribution Particulates - Annual Geometric Mean....... Figure 9 Reactive Hydrocarbon Emissions for the San Diego Air Basin 12 16 Figure 10 ..... , ... , Carbon Monoxide Emissions for the San Diego Air Basin .............. 16 Figure I I Oxides of Nitrogen Emissions for die San Diego Air Basin 17 Figure 12 ............. Particulate Emissions for the San Diego Air Basin ..................... 18 Figure 13 Figure 14 Reactive Hydrocarbon Emissions Compared to Standard .............. Carbon Monoxide Emissions Compared to Standard 19 Figure 15 .................. Oxides of Nitrogren Emissions t'nmpared to Standard 19 20 Figure 16 ............ . .. . Particulate Emissions Compared to Standard ....................... 20 7 i Figure 17 Impact of Population Growth on Reactive Hydrocarbon Figure 18 'Figure Emission' Trends . Graphical Representation of SDG&E's Resource flan (OSI-77), 22 22 19 ozone Stintegy Components ................................... 37 — Figure 20 '211 .. Reactive IIydrocarbon Emission "Trends and .08 ppm Strategy.......... 39 Figure Figure 22 Reactive Hydrocarbon Emission Trends and .10 ppm Strategy.... , ..... 1985 41 Figure 23 Reactive hydrocarbons Reduced by Implementing Agency........ Carbon 41 Figure 24 Monoxide Emission Trends and Strategy , , , , , , , , , , , , , , , , , , , , 43 Figure 25 1985 Carbon Monoxide Emissions Reduced by Implementing Agency . 44 Figure 26 Oxides of Nitrogen Emission Trends and Nitrogen Dioxide Slralegy , , , , , 1985 Oxides Nitrogen Emissions 46 1 Figure 27 of Itcduced by Implenuntinl Agency. , . Particulate Emission'l'rends and Strateg y.............. ing Ag lie 4fi Figure 28 ... 1985 Particulate Emissions Reduced by Implementing Agency.......... 48 48 $ L f t iv t 4 1�1 LIST Or TABLES 'Table 1 Ambient Air Quality Standards Applicabic in California ............... 6 Table 2 1974/75 Emissions Inventory for the San Diego Air Basin- Summary'rabic.................................. ............. 8 Table 3 Emission Reduction Goals for Reactive Hydrocarbon (IMC) ...... ..... 23 Table 4 Emission Reduction Goals for Carbon Monoxide (CO) ................ 23 Table 5 Emission, Reduction Goals for Oxides of Nitrogen (NOx) .............. 23 Table 6 Emission Reduction Goals for Particulates .......................... 23 Table 7 Tactic Evaluation Summary ................ .. .. ......... 27 'fable 8 .Reactive Hydrocarbon Strategy Emission Reductions (Tonsfllay)........ 40 Table 9 Carbon Mo.oxide Strategy Emission Reductions (Ton/Day) ............ 44 Table 10 Nitrogen Oxides Emission Reductions (Tons/Day).................... 45 'Fable 11 Particulate Emission Reductions (Tons/Day) ........................ 47 V 0 be no 1.i M CHAPTER I INTRODUCTION SAN DIEGO'S EFFORTS TO ACHIEVE HEALTHY AIR Efi'orts to control air pollution in San Diego are not new. Since 1955 when the San Diego County Air Pollution Control District was established, marked progress has been made in identifying pollution sources and taking corrective measures. In addition to regulating typical sources such as power plants and factories, the District pioneered efforts to control vapor emissions from gas stations, fuel storage tanks, and dry cleaning facilities. The underlying reason for efforts to con- trol air pollutants is their negative effect on health and well-being. As Chapter II details, the clean air standards which the strategics in this report are designed to achieve are all based on reducing the amount of pollutants in the air we breathe to a level adequate to protect health. Many varied sources contribute to San Diego's air pollution problems. The regu- latory authority for source control is dis- tributed among several agencies. Furthermore, control programs are in many cases complex and require long lead times for implementation. Asa result, imple-menting a fair and effective strategy to ctcan the air requires the concerted effort and cooperation of the public and local, state and federal governments. - San Diegans were aware of this in 1974 when work began on the Regional Air Quality Strategy (RAQS). Public entities, .,� private groups and interested citizens worked together to devise a strategy for con- trolling photochemical smog, our main air pollution problem, and a timetable by which to implement it. Published in April, 1976, it presented three alternative strate- gies to nicathe federal clean air standard for photochemical smog by 1985 and main- tain it through the year 2000. In May and June of 1976 all 13 incorporated cities within the region had an opportunity to review these strategics and approved at least one of them. Also in June, the Com- prehensive Planning Organization's Board of Directors unanimously adopted the RAQS. In August, the Air Pollution Con- trol Board - ( San Diego County Board of Supervisors) completed the adoption process. Subsequently, the Air Pollution Control Board and the Comprehensive Planning Organization Board of Directors approved the institutional arrangements for imple- menting RAQS, called the Air Manage- ment Process. The management process included the following responsibilities. The Air Pollution Control Board and the Comprehensive Planning Organization are co -lead agencies with functional responsibilities in keeping with existing legal authority (no new agencies were created); The RAQS and its revisions are jointly submitted to the Air Resources Board and The Environmental Protection Agency by the Air Pollution Control Board and the Comprehensive Planning Organization; The Air Pollution Control District is responsible for air pollution monitoring, emissions inventorying, meteorological analysis, operation of air quality models, and investigation, implementation and enforcement of technological controls, The citics in San Diego County, the County, the Coin prehcnsive Planning Organization, the Unified Port District and other appropriate agencies are to irmludc air quality considerations in all land use and transportation actions sub- ject to the California Environmental Quality Act of 1970, by addressing con- .istcncy with the RAQS as part of required 1;mironmental Impact Reports, The Contprchensnc Planning Organiza- tion is ►csponsible fo► pio%iding liaison among the cities involved in carrying out and/or updating the RAQS, the Compre- hensive Planning Organization is also responsible for providing coordination between the region's water quality plan- ning program under Section 208 of the Clean Water Act, and the RAQS; • 10 provide oversight, input and coordina- tion, three standing committees were established: 1) A Policy Advisory Committee, con- sisting of the Chairman of the Com- prehensivc Planning Organization Board of Directors, the Mayor of the City of San Diego, and two members of the County Board of Supervisors. (An additional member from the San Diego City Council was subsequently added.) This group monitors the over- all RAQS program and submits to the cities, the County and the Compre- hensive Planning Organization Board recommendations for changes as necessary. 2) A Community Resource Panel, a broad cross-section of representatives of public interests and affected public agencies, monitors implementation of the RAQS and submits recommenda- tions to the Policy Advisory Committee. 3) A Program Coordination Group, com- posed of staff representatives from the Air Pollution Control District, the Comprehensive Planning Organiza- tion, the County, the City of San Diego, and the City -County Manage- ment Association, monitors the total program, evaluates effectiveness of tactics being implemented, identifies needs for revision and assists in resolu- tion of administrative problems. It reports at least quarterly to the other two committees on program implementation. During the initial RAQS development, air quality maintenance plan requirements were promulgated b) the federal govern- ment. Section 174 of the Clean Air Act called for air quality mauitenance plans and Section 175 Alimed for grant% to facil- itate thci► development. Regior.s were to submit plans showing how standards foi problem pollutants would be achieved and maintained. In California, the State Air Resources Board (the agency responsible for statewide implementation of air pollu- tion control) was to submit all regional plans collectively as part of a State Imple- mentation Plan, showing how clean air standards would be achieved and main- taiped throughout California. In San Diego, the Air Pollution Control Board and the Comprehensive Planting Organization Board of Directors requested the Governor to designate them as co -lead agencies responsible for preparing the air quality maintenance plan for the San Diego Air Basin. The existing air rranage- ment process was to be utilized. In Febru- ary 1977 this designation was made, with the Air Resources Board as the agency with statewide responsibility for submitting all implementation plans to the federal government. The Air Resources Board divided the process into two phases for California regions. Phase I was to be the process of community and elected official involvement, assessing local air quality problems and developing a work program to establish a plan. Phase II was to includc the main study and development necessary to complete the plan and implement it. Since the San Diego region had already developed a complete strategy to control photochemical smog, it was ahead of other. regions around the state whose efforts had ,just begun. The Air Resources Board accepted the original RAQS as evidence of San Diego's completion of Phase I. For the past two years, the San Diego region has been accomplishing Phase II, implement- ing and further refining the RAQS. THE NEED FOR A REVISED RAQS In the fall of 1977 Congress amended the Clean Air Act significantly. Some of the changes relevant to San Diego include the following: 1) Deadlines for achieving federal clean air standards were extended to 1982 for five major pollutants (ozone, carbon monox- I.. t­ 4- r�r .�r� lr M ide, particulate matter, nitrogen dioxide and sulfur dioxide) with an extension to 1987 permitted for ozone and carbon monoxide in regions demonstrating good faith efforts to achieve the standards. 2) Where standards are not presently met — in San Diego this is the case for all the above pollutants except sulfur dioxide — a comprehensive plan showing how they will.be attained and maintained must be developed. The original RAQS does not meet this requirement since it addressed only the region's photo- chemical smog problem. The Revised RAQS (this report and its supporting documents) does meet this requirement, by addressing all pollutants for which San Diego exceeds the clean air stand- ards. The Revised RAQS must be sub- mitted to the Air Resources Board by October 31, 1978. The Air Resources Board will then submit San Diego's plan, along with -those from other regions around the state, to the Environ- mental Protection Agency by January 1, 1979. This submittal will constitute a major revision to California's State implementation Plan, indicating to the federal government how air quality standards will be attained and main- tained in San Diego and throughout the state. 3) Regional plans, including San Diego's, must show achievement of the air qual- ity standards by the dates specified in 1) above. As to carbon monoxide and ozone the plan must meet the following requirements: a) It must contain "reasonably avail- able control measures," which are. i) for stationary sources, "reasonably available control technology" ii) "reasonable" transportation con- trols. The Act contains a list of tactics which must be considered and adopted or rejected before 1982—more buses, more car pools, exclusive bus and car pool lams, parking controls, bicycle lanes, etc. The Air Pollution Control Dis- trict has most of the stationary source regulations already; some of the transportation elements are part of the RAQS and are being developed by the Comprehensive Planning Organization.) b) Emissions reductions cannot be deferred to the end; there must be yearly "reasonably further progress." c) Growth for new major sources must be planned for and allocated it. advance. d) Major new sources must install con- trols which obtain the "lowest achiev- able emission rate" and all'existing sources in the state owned by the company must be in compliance. Alternatively, a source can obtain offsetting reductions in other opera- tions._(Tlic Air Pollution Control Dis- trict new source review rules will have tc,be modified to meet this re- quirement.) There must also be a process for considering alternative sites for major new soufctx. e) A schedule for the implementation of vehicle inspection and maintenance must be submitted. (New state legis- lation is needed.) 4) There are serious sanctions for failing to file a plan which meets all of the above criteria: a) The region will not receive any federal highway finds, except for mass transit and safety improvements. b) No nets n:alor sources can be constructed. c) The Rir Pollution Control District will lose its federal grant d) The Environmental Protection Agency may curtail funding of swage treatment plants. 5) A revised plan must be submitted by 1983 for ozone and carbon monoxide which must have enforceable measures for the transportation tactics (see item 3 a. ii), and all other measures necessary to achieve the standards. "Thus an ongoing implementation process is required. CHAPTERII AIR QUALITY PAST AND PRESENT FACTORS AFFECTING AIR QUALITY Air pollution (or "smog" as it is com- monly referred to) is not a single entity, but a complex mixture of substances con- taminating our air. Its sources are both nat Ural and manmade and its impact affects the total environment. In general, air pollu- tion problems result from the interaction of emissions with weather and topography. In San Diego the mountains to the cast pro- vide a barrier to the normal movement of air to the cast and thus, the transport of emissions. At the same time, the very com- mon marine inversion puts a "lid" on the pollution, restricting it from rising verti- cally and dispersing. The wide variety of pollutants in the air makes controlling the problem very diffi. cult. Some pollutants can be identified as the direct emission of a specific source type. Other are produced in the atmosphere through a complex series of chemical reac- tions. The major pollutants are enumerated and briefly characterized below. There are federal standards (National Ambient Air Quality Standards) for ozone, carbon monoxide, nitrogen dioxide, sulfur dioxide, suspended particulate matter and hydro. carbons. (Refer to the table below.) Califor- nia has expanded the list of standards to cover not only the six above, but also sul- fates, lead, hydrogen sulfide, ethylene and visibility -reducing particles. Federal standards arc divided into two levels, primary and secondary. Primary standards are those which medical evidence indicates are adeq„ate to protect human health. (At this time however, the hydro- carbon standard is not a health standard, see hydrocarbon discussion below.) Second- ary standards, usually more stringent, arc designed to protect vegetation, materials and esthetics. They must he achieved within a reasonable time after achieving the primary standards, though specific attainment dates have not been specified. In those instances ,v►rere state and federal standards differ, the more restrictive one applies. The quality of air is characterized by the number of times and extent the standards are exceeded in a given year. Pollutant con- centrations in the ambient (outdoor) air are expressed as volume measurements, in other words, how atuch of a pollutant is in a specific amount of air. Thousands of indi- vidual source,, both mobile and stationary, pour out contaminants every day. These are specific emissio,rs, usually expressed in tons per day per pollutant. The simple concept behind air pollution control is to adopt and enforce regulations restricting the output of these emissions into the air, thereby improving the air quality. This logical and direct approach is complicated in San Diego by the influence of sources outside the jurisdiction and geo- graphical boundaries of the county. This phenomenon is commonly referred to aF advection or interbasin transport of pollu- tion. As an example, a major point of con- tention between this county and the state and federal government has been the source origin for high (greater than .22 parts per million) ozone levels monitored in this area. It has now been demonstrated that these high levels are the result of polluta,t trans, port from the densely populated area to the north, which includes Los Angeles, Orange, Riverside and San Bernardino Counties. The weather conditions responsible for this north -to -south transport occur infrequently and are generally associated with the onset or weakening of a "Santa Ana" condition. Under this condition, high �E Table 1 AMBIENT AIR QUALITY STANDARDS ; t APPLICABLE IN CALIFORNIA California Pollutant Averaging Time Standards Federal Standards Concentration Primary Secondary Photochemical Oxidants (Measured as Ozone) 1 Hour �^ 0.10 ppm (200 ug/0) 160 ug/m3 (0.08 ppm) Same as Primary Standard Carbon Monoxide 12 Hours y i 10 ppm 01 mg/0) Some as Primary 8 Hours 10 mg/m3 (9 ppm) Standard 1 Hour 40 ppm (46 mg/m3) 40 my/m3 (35 ppm) Nitrogen Dioxide Annual Average ,,, 100ug/m3 (0.05 ppm) Sameas Primary Standard 1 Hour 0.25 ppm (470 ugl n3) Sulfur Dioxide Annual Average 80 ug/m3 (0.03 ppm) 24 Hours .05 ppm in comb, wl •10 ppm Ox or 365 ug/m3 (0.14 ppm) 100 ug/1n3 TSP 3 Hours 1300 ug/m3 (0.5 ppm) 1 Hour 0.5 ppm (1310 ug/m3) Suspended Particulate Annual Geo• 60 ug/m3 75 ag/m3 60 ug/m3 Matter metric Mean 24 Hours 100 ug/m3 260 ug/m3 150 ug/m3 Lead (Particulate) 30•Day 1.5uc,,m3 •, Average Hydrogen Sulfide 1 Hour 0.03 ppm (42 u91m3) ' Hydrocarbons (Corrected for Methane) 3 Hours 160 ug/m3 Same as Primary (6.9 a.m.) (0.24 ppm) Standard Ethylene 8 Hour 0.1 ppm • • 1 Hour 0.5 ppm Visibility -Reducing Particles 1 observation In sufficient amount to reduce the prevailing visibility to 10 • - miles when the relative humidity is loss than 70°Yo ppm - Parts per million pptm - Parts per ten million pphm • Parts per hundred million ug/m3• Micrograms per cubic meter 6 el? �.c Figure 1 NUMBER OF DAYS WITH MAXIMUM HOURLY OZONE READINGS SAN DIEGO AIR BASIN — 1975 .301— ,20 ..2813 Days (1 .25'— o 0 20 15. 19/16 Days c .9 •.14/107 Days (29%)---,, i E L 7 t' a ;10 , 01 _ . 08/239 Days (66%) 1 0 pressure located over the Nevada•Utah area reverses the normal onshore sea breeze, ca►- rying early morning emirs -vas out of the South Coast Air Basin v . ,sward over the nk...nu. A tow-picssuic system over Baja Cal- ifornia draws this air mass soutimard. As the high pressure weakens, the sea brcazc is re-established, moving the cloud of con- tamination onshore. The potential for transport of this type occurs on itit average of 45 days per year, but San Diego is adversely impacted on about 5 of them. 'I'he significance of the transport is that fed- eral iaw requires the second highest one - hour ozone reading in a region in a year be used to determine the level of emission con- trol imposed on local sources. In San Diego County, the level of hydrocarbon control which would have to be imposed would be 7 to 10 percent more stringent if based on a ?8 ppm ozone "high" caused by transport than if based on ozone levels of.20..22 ppm (considered to be the maximum produced by local sources). Except for -the very high levels dis4ussed above, local emission sources in com- Days 365 bination with the weather determine our air quality. The San Diego Air Pollution Control District has inventoried the local sources and their emissions and published the results in a report, "1974 Regional Emissions Inventory, San Diego Air Basin," June 1977. The inventory summary, revised and updated slightly, is presented in Table 2. The emissions inventory is regularly revised to reflect reductions in emissions through improved control technology, more stringent rules, and as better data becomes available. More frequent updates will he required in the future in order to more closely monitor control strategy implementation. POLLUTANTS OF CONCERN IN SAN DIEGO liydrocarbons I I)drocarbons area contaminant prima- rily associated with the production or use of petroleum products, Emission sou ices range from refineries to the simple cleaning of a r7 Table 2 t 1974/75 EMISSIONS INVENTORY FOR THE SAN DIEGO AIR BASIN- ; SUMMARY TABLE J RHC=Reactive Hydrocarbons, HC=Total Hydrocarbons, CO=Carbon Monoxi e NOx=Oxides of Nitrogen, PART=Particulates RHC HC CO NOx Part E Tons/Day Tons/Day Tons/Day Tons/Day Tons/Day PROCESS LOSSES ORGANIC SOLVENTS f Ind Surface Coat 40.4 42.6 NE NE FE t Arch Surface Coat b 24.8 25.7 NE NE NE Surface Cleaning 19.0 38.0 NE CIF NE Dry Cleaning 2.7 7.3 NE NE NE Manufac & Misc Losses 17.3 20.2 NE NE NE c Pesticides ___�_,� -19E _ NE NE SUBTOTAL. 1 136.1] IIE f INDUSTRIAL PROCESSES NEB NF NF 0.003 2.6 i MINERAL PRODUCTS 0.004 0.004 0.02 0.2 101.4 s_ s WOOD PRODUCTS NF NE NE NE 0.01 LEUM PRODUCTS �0.02 TO OT 2A15 0.2 1NJL- 04.0 f COMBUSTION OF FUELS I ELECTRICAL GENERATION 0.6 1.4 3.3 26.6 7.5 BOILERS (Indus/Inst./ Commercial) 0.05 0.1 0.2 2.6 0.5 ENGINE TESTING 0.05 0.06 0.3 0,4 0.2 NATURAL GAS (Primarily Space Heat j NF 0.5 1.2 6.3 0.6 LIQUEFIED PETROLEUM NF 0.01 0.04 0.1 0.04 MISCELLANEOUS NF 0.4 0.01 0.1 0.03 - TOTAL 0.7 2.5 5.05 36.1 8.9 WASTE BURNING 0.2 0.2 1.1 6.02 0.2 AIRCRAFT COMMERCIAL 0.5 0.6 1.5 1.3 0.06 GENERAL AVIATION 4.4 4.4 4.8 0.1 0.03 MILITARY -3..1 _3..4 --17-9 - 5.9 - 4-1-- TOTAL 8.0 8.4 19.2 _ 7:_2 4.2 RAILROADS 0.4 0.4 0.7 2.0 0.1 -- SHIPS/BOATS 2.1 2.8 9.5 4.7 0.9 _ MOTOR VEHICLES i LIGHT -DUTY PASSENGER 98.5 106.6 775.2 74.8 10.4 LIGHT -DUTY TRUCK 20,5 22.1 158.3 14.6 2.0 HEAVY-DUTY GASOLINE 8.5 9.5 105.2 7.4 0.8 HEAVY-DUTY DIESEL 1.9 2.1 10.9 14.4 1.6 STREET MOTORCYCLE 1.8 2.0 7.1 1.1 0,04 OFF -ROAD MOTORCYCLE 2.8 3.5 6.4 NE 0.04 OFF -ROAD HEAVY-DUTY 4.4 4.9 63.4 22.8 1.3 OFF -ROAD RECREATION 0.4 0.5 2.5 0.02 NF 0.1 FARM EQUIPMENT 0.5 0.6 9.1 1.1 >,r TOTAL 411.g W-3, a 1148.3 jj2_,% . ,7-.3- MISCELLANEOUS SOURCES WILDFIRES 1.3 1.4 8.3 0.2 1.0 " } STRUCTURAL FIRES NF 2.5 4.2 3.0 13.8 26.1 0.2 0.3 3.2 0.07 UTILITY EQUIPMENT FUGITIVE DUST NE NE NE NE 221.9 TOTAL _ �7 GRAND TOTAL 278•9 330.2 1221.9 187.1 360.8 a NE -no emissions or negligible emissions b Architectural coating includes marine coming c NF-no emission rector available W 8 10" i U 7 s.1 M .Figure 2 OZONE TRANSPORT SOUTH COAST AIR BASIN — SAN DIEGO AIR BASIN _n __..._.�. .._. - . - - .� _ --- . - ��Los Angeles County T �) Los Angeles r Orange Riverside County County Santa Catalina �1 Island Oceanside > San Diego ,i County San Clemente Island San Diego Figure 3 GEOGRAPHICAL DISTRIBU i ION NITROGEN DIOXIDE —ANNUAL AVERAGE (PPHM)1976 --cannsida O O Escondido 3 Kearny Mesa }\*Downtown 6 t 3 � a1 *Chula Vista Impforial eeac O O Alpine Figure 4 GEOGRAPHICAL DISTRIBUTION DAYS OF VIOLATION —FEDERAL PRIMARY OZONE STANDARD-1975 O Oceanside 11 Kearny Mesa 0 EI Ca on O Downtowa \\\ O Chula Vas Imperial euacii* j 9 k, paint brush in someone's garage. Ilydro- carbons are of concern primarily for the role they play in the atmospheric produc- tion of photochemical smog, although some emphasis is now being di►ected at the pos- sible health eflcets of individual hydro- carbons in ambient air. At present however, the hydrocarbon standard is not directly based on the health effects of hydrocarbons themselves, but on their contribution to photochemical smog formation. Oxides of Nitrogen Oxides of nitrogen is a family of com- pounds combining nitrogen and oxygen, 'two of thesechcnaical compounds are important uontantinants in the ambient air, Nitric oxide is produced by high tem- perature combustion as in an automobile engine or pu ver plant boiler, When nitric oxide is released to the atmosphere, it reacts to produce nitrogen dioxide, which may (],image plants or irritate the human res- piratory tract; thus, the federal health standard is set for nitrogen dioxide specific- ally. Nitrogen dioxide is also an ingredient in the atmospheric reactions which produce photochemical smog. The major source of nitrogen dioxide in the region is the automobile. I sigh ambient levels arc commonly associated with the weekday morning and afternoon traffic peaks. Stationary sources such as boiler operation for electrical production and nat- ural gas -fired space heaters also contribute to regional emissions. Subregional trends for the annual average of nitrogen dioxide in downtown San Diego and El Cajon dem- onstrate an increase since 1974. The federal primarys tandard was fimt violated in these areas in 1976. There is insufficient historical data in otherareas of the region to establish a basinwide trend. The limited data avail- able for recent years for other locations does indicate that the annual average standard is not now being violated in these areas and that values decline with increasing distance from the densely urban areasand major traMe corridors, Ozone Ozone is a very unstable molecular fin in of oxygen produced through atmospheric reactions of hydrocarbons, oxides of nitro- gen and oxygen nt Ili• pr•acnt:< of sunlight. Its main effect on health is to interfere with respiration, Ozone is the chiefairpollution problem in urban areas ofSouthcrn Cali- fornia, including San Diego. Sources of its precursor omissions (oxides of nitrogen and hydrocarbons) are both diverse and per- vasive. The precise role that cacti precursor plays in ozone production is still not totally understood. What is clear are the substan- tial effects and costs associate(, vith ozone damage to health, vegetation and property, San Diego's ozone problem is regionwide, but there are distinct patterns of impact. Violations ,'re recorded less frequently along the coast and in the high-dcnsity source area of metropolitan San Diego, As one troves cast and inland, the number of violations incmascs, becoming most numer- ous in file foothills between approximately 1500 and 2500 feet elevation. This results from pollution transport eastward from the coastal source arcas and the persistence of the inversion base at 2000 to 3000 feet dur- ing the summer smog season. Generally, the basinwide trend in viola- tions of the federal primary standard of.08 parts per million (ppm) demonstrates a sig- nificant and steady decline from the peak period of the Inid-19fi0's to the mid-i970',s, This downward trend is primarily the result of California's srrict hydrocarbon emission standards for the automobile. The need for additional control is evident however, when one considers that in 1975, one of every three days had an hour or more which exceeded the federal ozone standard. During the last two years, the downward trend (decline) urfcrred to appears to have reversed, These two years were influenced by extremes in meteorology due to Califor- nia's two-year drought. Future years of monitoring will be necessary to determine if the basinwide trend has indeed reversed, Carbon Monoxide Cartoon monoxide is a product of com- bustion, or more correctly, incomplete com- bustion, When fuels are burned, complete combustion produces carbon dioxide, a harmless gas used in nature by plants to produce oxygen. Incomplete combustion produces carbon monoxide, an odorless, colorless and toxic gas that reduce; the 10 v I 3000 m r' 2000 2 1000 0 Figure 5 P(11 1 I Mr)N TRAPPINth ANr) nISPFRSION Distance Inland (miles) m Figure 6 BASIN OZONE TREND DAYS OF VIOLATION 3 YEAR. AVERAGES +on 1! 72 73 74 75 76 77 Year 11 i Figure 7 GEOGRAPHICAL DISTRIBUTION DAYS OF VIOLATION —FEDERAL PRIMARY CARBON MONOXIDE•STANDARD 1975 Oceanside Escondido 1 Kearny Mesa fgDowntown 2 Al•ne Elin a Vista Imper_ blood's ability to carry oxygen. The effects of carbon monoxide poisoning range from headaches and dizziness to death from pro- longed exposure to high concentrations. Carbon monoxide problems in San Diego are almost exclusively associated with the automobile. As a result, poor air quality exists in areas of high traffic density or dur- ing poor dispersion conditions. Most viol t- tions of the federal primary standard occur at night, when trapping is maximized by a low level inversion and the wind speed is at a minimum, limiting mixing. These viola- tions are localized to the urban areas such as Escondido, El Cajon and downtown San Diego. There are no established regional trends. Particulate Matter Particulates are solids or liquids (aero- sols) present in the atmosphere in such tiny form that they icmain suspended for exten- sive periods of time. They act much like a gas and arc minimally subject to grav- itational settling, unlike larger particles. There are perhaps more sources of particu- ^t Figure 8 GEOGRAPHICAL DISTRIBUTION PARTICULATE MATTER —ANNUAL GEONIIETRIC MEAN (MICROGRAMS PER CUBIC METER 1975 Oceanside \ \condida 80 70 60 Kearny Mesa 080 • 60 • Alpine Ei�Cajon ' • Downtown � Chula a 100 Imperial Beach • Mexico late matter than any other atmospheric pol- lutant, Nature plays an important role in producing particulates through wind ero- sion of soils and sea salts brought ashore by the sea breeze. Nearly every human activity has a particulate -producing potential. The elfccts of some particulates on the environ- ment are noticeable in the reduction of visi- bility (haze) and soiling of surfaces, What is not readily seen, but i5 of primary concern, is the deposition of highly toxic and dan- gerous materials such as lead or asbestos in the smallest passages of the human lung. Ongoing laboratory studies in California and elsewhere arc focusing attention on the urban particulate problem by demonstrat- ing previously suspected characteristics such as toxicity, mutagenicity (cellular changing) and carcinogenicity (cancer. inducing). Extrapolation of these prelimi- nary results to ambient human exposure is not yet possible with any degree of con- fidence. Additional studies are expected to lead toward new, more restrictive, health. related standards in the future. Such stand- ards may be specific to particulate size I s(' 12 and/or composition. Very fine combustion- immediate coast, sea salt may be the single related particles seem to be of most concern most significant particulate source, while at present. However, new standards are not the rural iniand areas are affected by soil expected to be adopted prior to 1982. particles produced by wind erosion, agricul- Suspended'partieulate matter is second tural operations and unpaved roads. Urban only to ozone in importance in San Diego areas demonstrate a significant influence as an atmospheric contaminant. The diver- from automobile -related particulate emis- sity of sources, composition and size distri- sions and the combustion of fossil fuels by bution of particulates make specific source industrial sources. identification relative to a given problem The subregional trends for downtown �yS very" difficult. While violation,o£ the federal San Diego and El Cajon show a reduction annual standard for particulates is evident for a large portion of the San Diego area, since the mid-1950's. Data for other areas in the region is less extensive historically, but special studies have demonstrated the sub- demonstrates no dramatic changes in recent regional nature of the problem. Along the years. 13 CHAPTER III AIR POLLUTANT TRENDS As noted in the previous chapter, the primary way to improve air quality is to reduce emissions. Predicting emission trends thus becomes an important step in the process. In this chapter, the Air Pollu- tion Control District's method of devel- oping emission trends is presented; and results are depicted graphically for each pollutant. Data from both the 1972 and the more refined 1974/75 emissions inventory was used. In the regional trends document, three - scenarios were evaluated: (1) 1977 levels of control, (2) current rules and regulations and (3) the original RAQS estimates. Sce- narios 1 and 3 are not relevant and are not discussed here. An updated scenario 2, adopted current rules and regulations, is presented in Figures 9-12, This projection assumes that presently adopted rules will be implemented according to their stated schedules and will be as effective as pre- dicted. RAQS tactics which have been adopted as legally enforceable rules in the past two years are included in these projec- tions. RAQS tactics which have not been adopted as legally enforceable rules, though they have been adopted as tactics, have not been included, but have been reassessed, maintained as tactics and incorporated into strategies (Chapter V). Emission forecasting requires estimates of the rate at which a pollutant is emitted from a specific unit source and the number of source units. It also requires estimates of the growth of emission sources, either from increases in the number of units or in emis- sions per unit. Growth factors fur this "'Regional Emissions Trends Projections for the San Diego AQMP/Non-Attainment Plan," APCD, April, 1978 evaluation were from the Comprehensive Planning Organization's Series IVb projection. EMISSION TRENDS Figure 9 illustrates the emission trends for reactive hydrocarbons, tL t primary pre- cursor to photochemical smog, from 1975 to 2000. Total emissions decrease to 1985, as a result of technical -controls on emission sources during this period. Most of the reduction comes from motor vehicles. Con- trol is also realized in the Process Losses group from gasoline vapor recovery and organic solvent rules. After 1990 the addi- tional increments of technical control become less effective, population growth becomes the primary factor and emissions begin to increase. Figure 10 depicts emission projections for carbon monoxide. It shows emissions are reduced until 1990, and increase thereafter. Again, the dominant reason is the effective- ness of present motor vehicle controls. Because motor vehicles contribute approx- imately 90% of the carbon monoxide emis- sions, the total emission reduction is substantial. Figure 11 shows emission projections for oxides of nitrogen. As noted previously, they are an indicator of the emissions con- tributing to nitrogen dioxide pollution. These emissions are_projected to increase gradually to the future,ibecause oxides of nitrogen reductions on motor vehicles are not as dramatic as for reactive hydro. carbons and carbon monoxide. The increasing number of sources exerts more influence on the trend line than than the amount of control projected. 15 OR Figure 9 REACTIVE HYDROCARBON EMISSIONS FOR THE SAN DIEGO AIR BASIN (Rules and Regulations Case) 300 ---_ 250 a p 200 N L0 r y 150 c 0 N_ F 100 Lu 50 — motor venicies Miscellaneous 0 1975 1980 1985 1990 1995 2000 Year Figure 10 CARBON MONOXIDE EMISSIONS FOR THE SAN DIEGO AIR BASIN (Rules and Regulations Cass:) 1,250 1,000 CU N C 0 750 C C 0 N w 500 250 0= 1975 Air, Water & Rail Transport Motor Vehicles Miscellaneous 1980 1985 1990 1995 2000 Year 16 t' ra0 250 200 O c 150 t°- 0 100 E w 50 0 19 Figure 11 OXIDES OF NITROGEN EMISSIONS FOR THE SAN DIEGO AIR BASIN (Rules and Regulations Case) Fuel Combustion at-�raoSPo� Watet B&L Ptti Motor Vehicles vr_ 1;J 1980 1985 1990 1995 2060 Year Future particulate emissions are shown in Figure 12. These emissions have less con trot placed on them than the previous three, and thus increase proportionately with growth through time. RELATING EMISSION TRENDS TO AIR QUALITY Since controlling emissions is the pri- mary way to improve air quality, the next major step is to calculate at what level of emissions the air quality standard for each pollutant will be met. Air pollution models are often used to determine these levels. A number of models exist or have been proposed. Some are very simple and require little data; others are complex and require volumes of data. Only a few arc applicable to San Diego. All use various assumptions and contain uncer- tainties. "Rollback" is a very simple pro- portional model which does not require extensive data and is easy to use. The origi- nal Regional Air Quality Strategy was based on it. Rollback provided reasonable first approximations of control levels needed to reach the standard. However, it has several shortcomings: it does not con- sider chemical reactions, or meteorological or topographical influences on air quality; it simply relates emissions to the monitored data to predict proportional reductions. Because of these drawbacks, the APCD is phasing out its use, replacing it with a sophisticated computer model, "Model of Advection, Diffusion and Chemistry of Air Pollution" (MADCAP) for ozone, carbon monoxide and oxides of nitrogen analysis, The APCD, along with the State and pri- vate consultants, has expended a great deal Of effort to make MADCAP operate prop- erl7, Rollback is still being used for particulates (although MADCAP may chapge this). Recommendations on particu- lates in later chapters will include potential modeling efforts to upgrade the use of Rollback. The use of MADCAP for the analysis of future levels of ozone, carbon monoxide and oxides of nitrogen is a very complex process. The model has been successfully applied to the simulation of historical data. 17 2 450 400 350 0 300 t° 250 2a 200 . N E 150 w 100 50 L u 1975 Figure 12 PARTICULATE EMISSIONS FOR THE SAN DIEGO AIR BASIN (Rules and Regulations Case) Trends Process Losses Air, Water & Rail Transport Fuel Combustion Motor Vehicles Miscellaneous 1980 1985 1990 1995 2000 Year Three days have been modeled with very good results. The remaining tasks to be accomplished in the use of MADCAP for tactic and strategy evaluation include assumption and testing of projected bound- ary conditions (the quality of air entering the rcgion.in future years). Full implemcn- tation of MADCAP is expected by January 1, 1979. Figure 13 shows the relationship between predicted reactive hydrocarbon emissions and the level of emissions at which the standard for ozone is expected to be met, The upper line indicates total predicted reactive hydrocarbon emissions and is the same as the "total' line on Figure 9. The next two lines represent the reactive hydro- carbon emission level needed to achieve the ozone standard., the bottom line for the .08 ppm standard, and the line above it for the proposed .10 ppm standard. The difference between the predicted trend line and the appropriate standard line repre- sents the amount of control necessary to achieve that standard. The reduction neces- sary to meet the .08 ppm standard in.1987, the year the standard must be met, is approximately 118 tons per day. It would take 26 tons per day less to meet -tile .10 ppm standard (or 92 tons of control per day). The relationship between the carbon monoxide emission trends and the carbon monoxide 8-hour standard of 9 ppm is illustrated in Figure 14. The upper curved line represents total carbon monoxideemis• sions and is the same as the total emissions from Figure 10. The straight fiat line shows the level of emissions at which the air basin should meet the standard, Approximately in 1984 the, carbon monoxide emission trends line crosses the carbon monoxide "standard" line, indicating that the stand- ard should be met then, Figure 15 shows the same type of data for nitrogen oxides. Again, the difference between the trends line and the "standard" line represents the emission control neces- sary to meet the standard. In 1982 this is 44 tons per day of nitrogen oxides control (to reach the nitrogen dioxide annual std.) The same type of information for par- 18 IJ 300 250 p 200 N C (�0 y 150 E 100 50 0 a Figure 13 REACTIVE HYDROCARBON EMISSIONS COMPARED TO STANDARD (Rules and Regulations Case) to moet Proposed Federal Ozone Standard 00pPm) to moot Existing Federal Ozone Standard (.08ppm) 127 Tons/Day 101 Tons/El- 1975 1980 1985 1990 1995 2000 Year Figure 14 CARBON MONOXIDE EMISSIONS COMPARED TO STANDARD (Rules and Regulations Case) 1,250 1,000 •....................... .... ............................. Maximum Allowable Emissions to Meet Federal CO Standard --889 tons N C 0 500 E w 250 0 L- 197 1980 1985 1990 1995 Year 2000 M i J 19 250 a 200 50 0 1975 450 400 350 T 0300 N c 0 250 N `0 200 .2 N E 150 w 100 50 0 ("N' Figure 15 OXIDES OF NITROGEN EMISSIONS COMPARED TO STANDARD (Rules and Regulations Case) "Trends "............n........................... Maximum Allowable Emissions to Meet Federal NO2 Standard-150 tons 1980 1985 1990 1995 2000 Year Figure 16 PARTICULATE EMISSIONS COMPARED TO STANDARD (Rules and Regulations Case) Trends wwwwwwwom Range of MaXimum Allowablo Ernisslons to Meet Federal Primary ParticUlate Standard —291-315 tons J 1975 1080 1985 1990 Year 1995 2000 20 NO L. ticulates is shown in Figure 16. As before, there is a difference between the trend line and the allowable emission range to meet the standards. The emission control neces- sary to meet the standard (arin. geo: inian) is between 69 and 93 tons per day. The "standard" line for particulates is a range of values between 291 and 315 tons per day. The difference of 24 tons per day is an estimate of the background particulate emissions frcm natural (therefore uncon- trollable) sources. These sources include salt mists from the ocean, pollens, dusts, etc. The Environmental Protection Agency and the Air Resources Board have indicated they will conduct further studies of back- ground emissions to assist local agencies in better defining this level, GROw'TH AS A FACTOR IN TRENDS ANALYSIS The above analysis indicates how far the region is from acceptable levels of air pollu- tion. Three of the four pollutants (reactive hydrocarbons, oxides of nitrogen and par- ticulates) would never decrease enough to reach the standard if only current rules and regulations were in force, The other pol- lutant, carbon monoxide, would meet the standard, but could not maintain it. More- over, all four of these pollutants show steady increases after 1985, In general, this increase is due to population growth, Li Chapter IV, additional rules and controls are presented to compensate for these pope. lation-related increases. Two aspects of population growth which affect air quality are the amount of new population and its geographical distribu- tion, if the distribution of new population growth is directed toward filling in existing urbanized areas rather than sprawling out into new suburbs, approximately 0.65 ton per day of reactive hydrocarbon reduction could be achieved by 1995. The San Mcgo region is one of the fastest growing urban areas in the country. The CPU and Califor. nia Department of Finance project a com- pound growth rate of 2.3% annually, for the next 25 years, compared with a California compound growth rate of 1.3%anal n national rate of 0.8%. Our region is pro- jected to accommodate 40,000 new resi- dents, the equivalent of a city the present size of National City, each year, If the pro- jected growth for this region were slowed to an annual compound growth rate of 1.3%, the reduction in reactive hydro- carbons by 1987 would be 27 tons/day. Fig - we 17 shows the emission trends for Series 1V b population growth (same as before), fora growth rate of 1.3% (CPO's "slow growth" case), and for a "zero net migra- tion" case, Any emission reductions gained ttrough population growth management will ben- efit the air quality of the entire region. In addition, such reductions may be "traded off" with control tactics, thus foregoing some associated costs. Each existing and new industrial source can only be controlled to the level of the best available control technology. There• fore, as the air basin's maximum allowance emissions capacity is allocated, trade-offs between economic growth and population growth become predictably more critical. The APCD, through its inventory and fore- casting analysis, is attempting to provide the data to make thes tradeoffs more equi- table and systematic. ENERGY AS A FACTOR IN TRENDS ANALYSIS In analyzing energy and emissions, the impact of alternative energy sources and energy conservation was examined. The most likely i'ur air quality ,were determined to be geothermal and solar energy. Geothermal has not been demonstrated to be cost- effective on a large scale as yet. Solar energy is anticipated to be cost-effective fo- small commercial/industrial and larger residen- tial or multi -family applications. Relying on alternative sources or even importing energy is only one aspect of the problem. Per capita increases in demand for electricity are projected. The forecasted growth rate in energy demand in this regiou exceeds the population growth rate. The population is projected to increagc by a factor of 1.58 (one -and -a -half times) whiie the electrical energy demand triples and thv peaking power demand quadruples by the year 2000. The energy demand forecasts adopted by the California Energ, Commission (OSI, March, 1977 and March, 1978) already 21 (04', 300 p 200 y c Frc— C 0 �N E 100 tj Figure 17 IMPACT OF POPULATION GROWTH ON REACTIVE HYDROCARBON EMISSION TRENDS a+o lSerios lv � 2.3°k��rowth it 1.3%Annual Growth Rate (Same as Califc 0.7%An-:aal Growth Rate (Same as U.S.) .............••..............r........••..w•...w..............•................ .......i.. 0.08 porn Ozone Standard 1975 1980 1985 1990 1995 2000 Year Figure 18 GRAPHICAL REPRESENTATION OF SDG&E's RESOURCE PLAN (OS1-77) 400,000 300,000 0 x 200,000 F- w 100,000 0 Data: Form 2C, SDG&E Energy And Fuel Requirements (Aver. Hydro.) Fossil Geothermal Nuclear 1975 1980 1985 1990 Year 22 1995 2000 :assume specified amounts of energy con- effectiveness. SDG&E and the California servation as a result of local implementa- Energy Commission have developed a new Lion. Full reliance on these levels of micro -econometric model to assess these conservation providing commensurate air factors more precisely. With cooperative quality benefits may not be warranted efforts berween local and stateagencies, without specific implementation require- more energy conservation than presently ntents. Both the California Public Utilities projected may be possible. However, the Commission and the California Energy San Diego region still faces very significant Commission are reviewing the energy con- energy issues which will have long-lasting scrvation programs of SDG&E for cost Ind consequences for our air quality. Table 3 EMISSION REDUCTION GOALS FOR REACTIVE HYDROCARBONS (RHC) (tons/day) 1975 1980 1985 1987* 1990 1995 2000 Standard 178 150 115 118 125 145 169 08 ppm Standard 152 12? 88 92 98 118 142 10 ppm. Table 4 EMISSION REDUCTION GOALS FOR CARBON MONOXIDE (CO) (tons/day) Standard 1975 1980 1985 1987' 1980 1995 2000 10 mg/rill (9 ppm) 334 145 Meets Meets Meets 60 143 Std Std Std Table 5 EMISSION REDUCTION GOALS ' FOR NITROGEN OXIDES (NOx) u (tons/day) Standard 1975 1980 1982' 1985 1990 1995 2000 100 5 o/m3 37 49 44 37 42 64 100 (0.0 PPm) Table 6 EMISSION REDUCTION GOALS FOR PARTICULATES i (tonsiday) 1975 1980 1982- 1985 1990 1995 2000 Standard 46-70 65-79 69-93 76.100 87-111 101.125 116-140 i 75 µg/m•' 'Year the standard must be met by Federal Requirements 23 c�°p! _1\ CHAPTER IV "TACTICS TO CONTROL AIR DEVELOPING A'1'ACI'IC LIST POLLUTANTS A "lactic" is a single action to control emissions from a source or source category. 'to identify and evaluate tactics for San Diego's program, a large list of possibilities was suggested by staff and Community Resources Panel members. The Air Pollu- tion Control District, as the lead agency for stationary and vehicular source analysis, researched additional potential tactics from numerous sources. Among these v^re the original Regional Air Quality Strategy report of April 1976, and studies by the Environmental Protection Agency, the Air Resources Board, and other air pollution control districts, The Comprehensive Plan- ning Organization, as the lead agency for land use and transportation tactic eval- uation, conducted a similar search. Using tite most current information available for San Diego emission sources, a more refined list of tactics was then devel- op%d to fit our specific air quality problems. Basically, any tactic which had any merit whatsoever was included, feasibility was not a prime criterion. With the assistance of the Community Resources Panel, staff reduced the list to a group called "Candidate Thoics." These tactics were those which showed a realistic potential deserving further research. Each candidate tactic was then evaluated using a standard set of criteria. 11ONY TACTICS WERE EVALUATED Major factors used to evaluate cacti tac- tic ate summarized in the table following this chapter. For cacti tactic, the emissions reduced, the annualized cost, the cost- etTectiveness and resources consumed or conserved wore calculated. In addition, a numerical rating of + 3 to -3 was given to the social and governmental factors affected 25 by these tactics. A + 2 or 3-indicates a posi- tive or beneficial impact: a -2 or -3 rcpre- sents least enforceable, most adverse public and social impacts. These ratings are neecs- sarily subjective, as they apply to existing governmental, economic, and social practices. Factors were assessed in the following manner for each tactic; Emissions Reductions --Emissions reduced for each tactic per pollutant type were calculated in tons per day for the base year (1975) to the year 2000. The overall reduction in emissions was derived by multiplying source emissions controlled by a tactic, by that tactic's effectiveness. For example, 3 tons per day from dry cleaning operations controlled by a 66% reduction would result in an emissions reduction of 2 tons per day. Overall eMetiveness percentages are given in the tactic description in Appendix A. Annualized Cost The annualized cost was calculated from cost estimates for control equipment which included installation and design eras, the average lifetime of control equipment, an annual capital recovery factor at 10% interest, the cost of maintenance, governmental cost to mon- itor and enforce, and any benefits (including saving or recovery of products, time, insurance, ctc.). Capital costs were amortized over the life expectancy of the equipment and maintenance costs were added in, resulting in an equal expendi- ture for cacti year the tactic is in effect. Cost-k%%ctiveness—To determine the cost- effectiveness to remove one ton of a spe- cific pollutant from the air, the annual- ized cost was divided by the total number of tons reduced by a tactic. If a single tac- tic reduces several pollutants the full cost was ascribed to each pollutant. Where a tango ofcosts was possible, the lowest fig- ure•s welt• used on tltc• .t.suntptiort that the least expenNive uu•thodol'c•tuyingout a tactic would prob.tbly be implemented. The lower the cost-effectiveness ratio, the lower the cost to remove,a ton of pollu- tant. A few tactics save money directly. Resource Conservation —Each tactic's impact on resources (for example, additional ammonia consumption in a nitrogen oxides suppression tactic) was calculated. In some cases resources were conserved; in others they were consumed. Most resource impacts covered energy gener- ation or the use of gasoline. Operational and Enforcement Success This criterion measures the likelihood of actually implementing a tactic, Factors included were rules and regulations development, enlorceability, mainte. nance, availability of technology, and safety hazard potential. • Public Impact This factor describes the overall degree to which the tactic will affect the public at large. Factors consid- ered here were economics, convenience, life style change, governmental control, public acceptability. • Social Impact This measures the potential of impact (or disproportional impacts) on certain segments of our society. Segments included were elderly; young; minorities; high, middle and low economic levels. RESULTS The tactics providing the greatest amount of hydrocarbon control emissions are the P tactics (Process Losses) and M tactics (Vehicles). The most cost•effecuveof these are 1`£3a (Improvements in Storage of Hydrocarbons), P21 (Dry Cleaners). P9 (Lower Volatility of Gasoline), P8b (Vapor 26 Recovery at 9.51I ), M H (Off (toad Exhaust Standards), and M23 (Annual Inspection and M.untcnanc c). "1'hesc utctics, cxc•ept for Inspection and M.untc•na m c, tend to allevi it relamch small pc•tcc•ntag(t of tht• pop;t- lation and thus have little u>crtl and envi- ronmental impacts without the life style changes required by some tactics, The easiest hydrocarbon control tactics to implement tend to be controls on large stationary sources, e.g., process losses. These have the lowest social impact and relatively high cost-effectiveness ratings. Further down the scale are the M tactics which seek to control very large numbers of individ- ually small but collectively large emission sources. These tactics as well as the T (Transportation) tactics affect large num- bers of people and generally have much greater social impact. For carbon monoxide the ambient stand- ard will be most cost-effectively achieved by regulating pre%iouslyuncontrolled vehicu- Jarsources, e.g., through off -road "exhaust standards (M 14). Whether the carbon mon- oxide standard is met will also depend in large part on whether new vehicular stand- ards already on the books actually materialize. The most cost-effective of -nitrogen oxides controls arc the combustion tactics. Also_ effective are motor vehicle tactics, espo. cially off -road heavy duty controls and inspection and maintenance. The whole issue of particulates is under= going additional EPA and ARB guideline clarification. Our region has developed strengthened fugitive dust control tactics (F tactics) which have attractive cost- effectiveness ratios. 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N C o N C .i m F O (y O cc Z Cc,O a M R N 'C ••ul 1GG0 r.� W 10 I�UVy W Uy C N O M a .My pNp 41 C ((yy •.1 >..0 nl O T M U (p M O 4 �•�i �0 IL WU Q N- O C > U 3J fJ U L ..1 q a� w d Q � WT �,} 114CCU W M We R'0 &LAuw �LNA6V to q •.t q y N L 5� (I� N O I.i M V `` t/l C /agwnN ouaal N Cast W 4) O pNo iA�l C AN V V IG W i,l 4 1 S q Q R1 y m ._^ V O .a N 32 rA rj a W CHAPTER V REGIONAL AIR QUALITY STRATEGIES INTRODUCTION This ,,hapter presents strategies for the foisc pollutants for which the San Diego Air Basin exceeds the National Ambient Air Quality Standards (NAAQS): ozone, car- bon monoxide, nitrogen dioxide and par- ticulates, These strategies are composed of sets of tactics which when carried out together will achieve sufficient control to meet the standards. Thcy_are designed to conform to the requirements for a State Implementation Plan (SIP) submittal. Here is how the process works. upon adop- tion of these strategies by the Compre- hensive Planning Organization and Air Pollution Control Board and adoption of the required elements b) appropriate local governments, >taffwill integrate them into a detailed SIP submittal for transmittal to the California Air Resources hoard. "rhis is scheduled to occur by October 31, 1978. (This SIP submittal must also contain other material discussed in the next chapter.)'I'Irc Air Resources Board will then submit all regional plans to EPA by January 1, 1979, to meet the Clean Air Act deadline. The four pollutants discussed below are the only ones for which the San Di, go region must presently prepare a SIP attainment plan. Each pollutant in the current plan is dis- cussed separately below. The SIP require- ments are given for each, followed by the strategy(i") which nncet those require- ments. In some cases, more than one strategy will meet the standards, Where this is possible, alternatives are presented to give decision -makers sonic flexibility. The section on ozone contains only one strateg). Since the adopted RAQS was prepared tot ozone, this strategy used the RAQS as it base. It then adds the additional tactics necessary to meet current requirements. Only one strategy is provided because of III(: seventy of our orotte problem and the lack of alternatives. The section on carbon monoxide con- tains one strategy based on the necessary aaions to satisfy .I request for extension of the attainment date from 1982 to 1987. Two alternatives are presented for nitrogen dioxide. One strategy is presented for attainment of the particulate standard. The strategies forcarbon monoxide, nitrogen dioxide, and particulates are completely new and have no relationship to the origi- nal RAQS. Alternatives are presen,r.: wnere possible bccausc aftcr meeting tl,e air quality stand - art ds, strategies may Seel. to maximize other goals (such as safety, enc yv conservation, ctc.), of to minimize negat;va attributes (such as cost). Generally, in we San Diego Ait Basin, strategies based on a single cen- tral theme ,uc nut pussible due to the short- agc of ,ntplentcntable tactics compared w th the amount of reduction needed. This limitation is especially true for ozone. Thus, tlrc strategies presented here represent a tux of goals. The pteviously adopted goals (RAQS) were considered throughout the individual tactic development. Nonetheless, cost Icdntwa was a prime concern in all strategy development. When cunnburing tactics into strategies, a arc W(b t(Jen h, tYond double -counting and to note mutual reduction (antagonism) or s) nergism arnung tactics. Antagonism ucutrs wlien the combined ef;ect of two tac- tics i� less than rue sum of the individual wuutt,utwus. Au example of this would be it carpooling tactic and a bus tactic. Because then two measures compete for the same audience, if implemented together, their wtmbu,c_I effectiveness would prob- ably be tcduccd, ivlany tactics have at Icasc 33 abi a $mall degree of antagonism toward some Other tactics. Synergism describes cases whcte ti(• combined 01eCtiveness is greater, although desirable, this rarely occurs. GENERAL SIP REQUIREMENTS FOR STRA ITG I ES The overall requirement is to produce an implementation plan which demonstrates attainment of the standards by a given year and then maintains them. All of the sec- tions, guidelines and details of the SIP sub- mittal must further that primary objective. The basic attainment date for all primary clean air standards is December 31, 1982. For ozone and carbon monoxide, an exten- sion of five years for attainrue.-nt is possible, if it can be demonstrated tnat a region can- not meet the 1982 deadline. In these casts the region must show how it will meet the standards as expeditiously as possible, but in any case no later than December 31, 1987. To qualify for this extension, a region must also meet several other requirements. It must: - Adopt a schedule for implementation of a motor veh;-Ic inspection and mainte. nance program by 1981 or 1982, depend- ing on the type of program. (Legislation has been introduced, SB 1856, al provi,',t local agencies in California with «le authority to make this commitment.) Include a program to conduct a pro. permit review of innior new emitting facilities. 'I'hc APCD currently performs such a review; however, the APCD's rule does not coverall of the specific requirements. Make a commitment (by the respon- sible government official or official,) to establish, expand, or improve public transportation measures to meet basic transportation needs as expeditiously as practicable, and to implement the trans- portation measures necessary to attain and maintain federal clean air standards. Implementation of these measures will have to begin by December 31, 1982. Make a commitment to the use, when necessary, of federal grants, state or local finds, or any combination of such grants and funds consistent with terms of the legislation providing them, to establish, etoand of improve public transportation mewsures to meet basic transportation needs, I"or nitrogen di,rxide and particuiates no extension is mailable —the federal clean air standards must be nut in 1982. For all pol- lutants the plait must demonstrate "maintenance" (that standards will be met continuously) to the year 2WO. The Clean Air Act requires tactics in SIP submittals to have legally enforceable com- mitments. The level of commitment may vary depending on the tactic and the pol- lutant in question. The Environmental Pro- tection Agency indicates each tactic must contain commitments at one of two levels: I) a formally adopted rule, regulation, or ordinance !or similar commitment); or 2) an adopted schedule to develop, adopt, and implement the tactic. The first level of commitment ("rule") generally applies to specific tactics which the Environmental Protection Agency calls "reasonably avail- able control measures." (An example of "reasonably available control measures" is the regulation oforganic solvent emissions (ORGSOLJ which the Air Pollution Con- trol Board has been considering recently.) The second level of commitment ("imple- mentation schedule") appiics to all other tactics which might be included in a stray. tgy. The Air Resources Board supports a third ie ve) of commitment: a com- mitment to tu,dertake specific additional studies. These "study schedules" must focus oil the research neces,aury for attainment of the federal clean airstandards in cases nviletc a specific implementation schedule is mnappropriate. The appropriate level of commitment for each tactic in a strategy is given in the indi- vidual strategy discussions. The Air Resources Board system for determining commitment is utilized as the most workable for San Diego's problems. SIP requirements include a description of how the plan accommodates the growth of enu,sions from major new stationary sour_es over time. The Air Resources Board promises to assist local agencies in meeting this requirement by developing a statewide approach. They anticipate their method- ology will involve use of the California 34 Environmental Quality Act (CKQA) proc ass liar assessing environmental, social and economic impacts. A detailed description of this methodology or its results t annot be made now, pending Air Resources floard guidance. Whatever the Air Resources Roared proc- ess ultimately includes, the general issue will revolve around evaluating emission growth potential by major category for each strategy it, five-year increments. No matter how the Air Resources Hoard decides to account for industrial growth potential, the San Diego plan has already accommodated it by including growth f ac- tors in its projections. Our region's strategics are based on pro- jected emission trends which, in turn, are partially based on the Comprehensive Plan- ning Organisation's Scrics IVb population projections. (The Series IVb projections include industrial growth as well as popu- lation.) Since the plan controls from the "baseline trends" (refer to Chapter III) it thus "accommodates" the Series IVb pro- jected growth. ']'his is an area where dccision•makcrs have some flexibility. The region could, if it %visited, reduce the cost and amount of tcch- nical controls necessary to reach the stand• ands by limiting industrial growth, or even population. Or extra increments of popu- lation growth could be allowed, with strict transportation controls imposed to account for the increased pollution potential. Thus, industrial growth, population growth and technical emission controls can each be traded off against the others as the region chooses, as 1 mg as the necessary overall pol- Natant reductinns are achieved. Lo-n as this report is beintc propared, a Series V projection is under way. Other regional gro-*: th.projcctions will surely fol- low, Because of she trade-offs which exist, any such projections should be accom- panied by an analysis of the air quality imp!ications. S t.,% Diego' -Ti quality plan must also demonstrate isonab!c further progress" towards the fcdehai c, -nt air standards by the appropriate date. 11mically this means pollutant emissions nwst ,)e reduced annually by a specific,, �, tint, from 1979 to 1982 or 1987 as apnr, Again, this is detailed in c,alh strategy discussion. In Gh,aptc t IV am overall analysis wac ptcscutaai fiat a ate h tat tie, Including the %ariou, t th% it -mitt oil and social efli-cts of caach. to tic alhsc ch.swn below, each strategy has a series of effects which is the sum total of the effects of all tactics in that strategy. Informatit n on the effects of each strategy is outlined both to satisfy SIP requirements and to aid in tiec.isron-making. Factors con- sidered in assessing effects were, • Air qutlitN--progress toward meeting the standards as a result of implementing a Strategy • i:cononuc unphcations--the cost and cost benefits uf.astrategy, expressed in ennualized dollars • Resource consumption —the consumption (or savin'-siof various natural resources involved (tnost of which relate to energy production) Social eirerts the impact ofa stratc6q on lifestyle and behavioral patterns SIP requittmcntsalso include various other cominitirients which are more general in nature or relate to the overall program and are not specific to a given strategy. These arc diNcusscd in the next chapter and pertain to all suatef"ties. OZONE STRATEGY In this section the SIP requirements per- taining to an vionr strategy and the pro- posed strategy it wif arc outlined, As noted earlier, the present federal clean air stand- aryl for ozone is 03 ppm over a one -hour average. 'I lias value may be exceeded only once a year. however, the Environmental Protection A ency has recently proposed relaxing the standard to .10 pprn, (Under this proposal the secondary standard would remain at .Stu ppro and the region is still expected to meet it "as expeditiously as practicable.") %.'though the Environmental Protection agency claims it intends to finalize this standard as soon as p^ssible (September 1978), it could still be subject to legal challet,4es which might cloud its certainty. San Die g t1% omaar ,trategy is designed to meet the 08 ppm standard. if the proposed , IH ppm'aand,ard is implemented a munher of tutu, could he eleferretl. Ilowever, 35 these tacti--s maybe necessary to meet the secondary standard. The atlainnlent elate till• onmc is 19£12, with a poo ible extension to 1987, a,; dis- cussed carlicr,'I'he San Diego Air 1lasin will not be able to meet the standard in 1982 with Reasonably Available Control Measures and thus will need the extension. Requirements for this extension arc the inclusion of "Vehicle Inspection and Maintenarce" and "1\''ew Source Review" provisions in the plan. ('The current Air Pollution Control District's "New Source Review" rule: will need to be expanded to meet these requirements,) Asa result the ozone strategy includes both these tactics, as well as the additional requirement of maintaining the standard to the year 2000. Discussion earlier described "reasonably available control measures" which must be in rule form in the strategies. These meas- ures for ozone in San Diego include controls on: Gasoline bulk plants • Service stations • Petroleum liquid storage • Bulk gasoline terminals • Surface coatings of cans, coils, paper, and fabrics • Degreasing • Coatings associated with large appliance manufacture, magnetic wire insulation, and metal furniture manufacture • Major new sources (including "New Source Review," tm extensive pre permit evaluation of potential air quality impacts), All of these measures have been included in the strategies, In some instances, llo:v ever, the name of the tactic(s) including them may be difleret., from the above measures; the tactic may be constructed more broadly, with the above included as comr)onenls, •I l!c ozone strategy is based on limiting a prime ingredient ir, the fo►mation of ozone: reactive hydrocarbons (RHC). Reactive hydrocarbons are not the only ingredient in the photochemical process; oxides of nitrogen also participate in the chemical reactions producing ozone (see discussion in Chapter I1). Current informa- tion indicates, however, that the San Diego Air Basin will have the• most succccs towards reaching the onnu sl;u►dard by primarily'"1116ng u•active hydrocarbon vlllissiolls, Before discussing the ozone strategy itself it is appropriate to mention those adopted RAQS tactics which will not appear in the strategy because they have already been adopted as rules, (Being adopted, they were included in the trends analysis discussed in Chapter Ill. Including these tactics in the alternative strategies would, therefore, be double -counting.) Those RAIDS tactics :•hich have been adopted as rules are: • Adopted by San Diego Air Pollution Control Board —ft Drycleaners —P3: Architectural Surface Coatings Adopted by California Air Resources Board —N43: Exhaust Emission Standard for Light -Duty Vehicles —M4: Exhaust Emission Standard for HcavyDuty Vehicles --M5: Exhaust Emission Standard for Street Motorcycles —M7: 1'vaporative Emission Standard of 2 grams per SHED Test for Light - Duty Vehicles As in the current strategy, the original adopted RAQS was also designed to meet the .08 standard, except that the target year was 1985. New data and calculations are store pessimistic; the adopted RAQS is no longersufTicient to meet the goal. In addi- tion, new information is available which changes emission reduction values For the adopted RAQS tactics —sonic increase the emissions and others decrease them. The intent of the current strategy is to use the new data for the adopted RAQS tactics and add additional tactics until the 1987 goal is met, The ozone strategy is made up of three basic divisions. The first includes those tac- tics which were adopted as a pat of the RAQS and which were subject to minor revisions, (Although their numbers nav be changed somewhat, their basic impacts are the same.) The next is made t;p of those adopted RAQS tactics which required major revisions. The last comprises those 36 r- �r L A new tactics necessary to complete the strateggy. (Sec Figure 19 below., Each divi Sion ol'tactics making up the ozone strategy is discu%scd in turn. Most adopted RAQS tactics which have not yet been passed as rules have not changed significantly. As should be expected with the passage of time, new data is available for most of these tactics which changes their effectiveness slightly. In addi- tion, with the changes in the projected emission trends (Chapter III) from the RAQS, tonnage reductions per tactic are changed. Nevertheless the basic results are the same and these tactics remain appropu l- ate for inclusion in the strategy. They are: P2 Surface Cleaners • P4a/P4b Industrial Surface Coatings Control/Reformation of Industrial Sur- facc Coatings P8a Fixed and Floating Roof Storage • P8b Marketing/Transfer of Gasoline • P9 Volatility of Gasoline P23 Marine Coatings M9 Evaporative Controls on New Light Duty Vehicles of I grain Hydrocarbons ui 19132 M 14 Off -Road Heavy Duty Vehicles, Exhaust Emissions Standards A2 Aircraft l;vaporatve Losses MS2 I lone• Utility The resultant reactive hydrocarbon cmis• sion reduction from implementing these tactics would be a/iprommately 76 ton-, per day by 1987. The next division contains those RAQS tactics which have changed significantly. In the first case (inspection and maintenance pro;ratns), changes represent an expanding of available options. In the second case (transportation tactics), changes result from much mo►c detailed analysis and diffi- culties encountered in implementing the original tactics. These require close consideration. The tactics are: Inspection and Maintenance The origi- nal tactic Ml was adopted and has not been implemented.' Tactics N121 thru N125 serve as alternative Inspection and Maintenance tactics. Tactic M23 "State Inspection and Iviaintcnance Annual Pro- gram" is included here as the tactic which most closely duplicates the original tactic. (Note that this tactic may have to Figure 19 OZONE STRATEGY COMPONENTS 125 — --- ... OS ppm Ozone t n a Standard .// ;t.;,.,,;,s;. ,`r`^','%•'1',ie;-?;.„,, 100 New Tactics ...... .10 ppm Ozone Standard :, ,; ,�;i.rr°: ;% ;����'r'':;.,:• `r i• c e. 0 ., .:,+"a' • ::ir•:':. dam.%+'->:t� Major U 75 Revisions o �- a a� aw Z `m > F" c 50 Adopted RAOS Tactics Minor Revisions ur oo cc 25 r 37 be superseded by a more stringent Inspection and Maintenance Program in the final list of "new" tactics.) Transportation'Tactics—Efrortsat implc- menting the four originally adopted transportation tactics have shown major problems in achieving the emission reduction targets. A combined package of transportation tactics replaces them. This includes reduced expectations for the bicycle and carpool tactics and elimi- nation of the communications substitute tactic. Other transportation actions and support tactics have been added. The major tactics are: —T2 Expanded Ridesharing —T5 Expanded Transit —T7 Encourage Bicycle Travel —T14 Traffic Flow Improvement —T27 Encourage Pedestrian Mode —T28 Expanded Interurban Bus and .Rail —T29 Freev ,y Ramp Metering This group of tactics achieves a reduction of 8 tons per day in 1987. The combined effects of the first two groups achieve a reduc- lion of 84 lonr per day of reactive hydro- carbons in 1987. As Chapter ill indicates, if some 219 tons per day of reactive hydrocarbons would be emitted without these controh, and these controls give us 84 tons of reduction, an estimated 1.15 tons per day will still be emitted into our air in 1987. This is 8 torts per day more than the allowable 127 tons to achieve The p.oposed .10 ppm ozone standard, and it is 34 torts per day more than the 101 tons allowable to achieve .08. Thus, in order to meet the .08 ppnr standard, nearly all of the remaining tactics that achieve t/2,ton per day or more reactive hydrocarbon emission reduction will be necessary. (Tactics producing less than %2 ton per day and relatively less cost effective were not recommended.) The only tactics achieving at least.'h ton per day which are not used are the two population growth control tactics (MS21 an(I'MS22). Although controlled growth would produce the necessary reduction, it was not recom- mended here. The tactics which are prime candidates are: • New Source Review (Required for 1987 extension; however, no overall emission' reduction is claimed due to the nonspecific nature of the reductions) P24 Cutback Asphalt (This tactic is required by ARB despite the fact it pro. duces Ims than "� ton per day reduction) • P25 Organic Solvent Manufacturing and Miscellaneous Operations • P26 Additional surface cleaning M6 100,000 mile Emissions Warranty M24 Maximum Effort Inspection -and Maintenance f This tactic provides for a more stringent program than M23 listed before. It would therefore supersede M23, since the additional control is necessary.) M25 Inspection and Maintenance on all non -Light -Duty Licensed Vehicles M26, iv127 Retrofit Oxidation Catalysts on 1966-1974 Light -Duty Vehicles and 1970-1977 Heavy -Duty Vehicles M28 Light -Duty New Vehicle Exhaust Emission Standards (Beyond 1982) M30 Heavy Duty Truck HC Exhaust Standard • M32 Motorcycle Exhaust Standard (HC) M37 Battery -Powered Cars M38 Methanol/Gasoline Blend (Light - Duty Vehicles) More stringent implementation of the transportation control measures included in the strategy, plus study, demonstration and: or feasibility analysis of the follow- ing tactics: T-1 Candidate Land Use Tactic T-4 Gasoline Rationing T-11 Tax on 2nd/3rd Auto Ownership T-30 Increase 'Tolls on. Coronado Bridge T-31 Parking_Surcbarge on Offstreet Facilities T-32 Smog Charges T-33 Congested Area License Fee T-3.1 Reduce On -Street Parking for Commuters T-35 High Occupancy Vehicle Lanes T-36 Centre City Transit Mall •T-37 Pedestrian Malls T-38 Impact of New Freeways T-39 "loll on Selected Freeways These tactics combine to provide the additional 34 tons per day reduction neces- sary to meet tite .08 ppm standard. Thus 38 Figure 20 REACTIVE HYDROCARBON EMISSION TRENDS AND .08ppm OZONE STRATEGY 300 250 a ro c 200 t- 100 50 � Trends d r� Maximum Allowable Emissionsto,LMeet Proposed Federal Ozon'eStaridard (.1uppm) - 127 tons •Maximum Allowable Emissions to Me,w� tifnG7i���� ,-m pr r ti Existing Federal Ozone Standard (.08) 101 tons 0- t_ 1975 1980 1985 tits reactive hydrocarbon strategy is composed of the tactics in the three listed divisions above. Figure 20 shows their effectiveness through done. This strategy includes sufficient reduction in the early years to meet the "reasonable further progress" requirement. however, this strategy does not maintain the standard to the year 2000. Using all availabl^ candidate tactics does not provide sufficient reductions to do so. If the proposed .10 ppm standard is adopted, the corresponding allowable emissions would be 127 tons per day of reactive hydrocarbons. 111is would mean that many of the tactics in the third list, "new tactics," could be deferred. Only the first three tactics on that list would be necessary to meet the .10 ppm standard. 'I'has the strategy to nicet the .10 ppm stiaulard would be the previously adopted tactics (first two lists) plus: New Source Review 1124 Cutback Asphalt P25 Organic Solvent Manufacturing and Miscellaneous 1990 1995 2000 Year P26 Additional Surface Gleaning iblG 100,000 Mile hmissivn Wananty M24 Maximum Effort Inspection and :Maintenance In otLer words, tactics M25, A426, M27, M28, M37 and M38 would not have to be implemented. Figure 21 illustrates the effectiveness of this strategy. Again, it noels the "rcasnn- able further progress" requirements. Note also that this strategy maintains the standard to the year 2000. If ma;ntenance were not a problem, the tact;cs P26, M6 and IN124 could be deferred and this; strategy would attain the standard in 1987 but not maintain it to 2000. Table 8 lists the emission reductions of the two reactive hydrocarbon strategies. Figure 22 illustrates the functional responsibilities for these tactics along with the degree of reduction expected. As indicated earlier, each of these tactics requires a specific level of commit- ment. 'I`he required co--itments from cacti agent.} arc very important. Without them I� Table 8 P26 Addttr naa( tint fact Clc:uiin; -Cum- mit to study schedule (shared rmponsi- I REACTIVE HYDROCARBON EMISSION btlity with the APCB) resulting in a rule REDUCTIONS ACHIEVED BY fully effective by 1985. {1 OZONE STRATEGIES (Tons (Tons per Day) M6 I00,000 Mile Emissions Warranty — to a study schedule resulting in a Strategy { to meet... 19801985 1987199019952000 yule effective in 1982. — 08 ppm 29 113 118 127 142 156 M9 Evaporative Controls on New Light 10 ppm 18 10) 106 113 128 141 Duty Vehicles —Commit to a study sched- ule resulting in a rule effective in 1982. '— M14 Off -Road Heavy Duty Vehicle _ the strategy will not meet the requirements Exhaust Emissions Standards —Commit to a study schedule resulting in a rule M ! for an approvable State Implementation beginning in 1980. Plan. The Environmental Protection ! Agency must take the following action to M2°x/M24 Inspection and Mainte- help imp;ement this strategy: nance—Commit to an implementation A2 Aircraft Evaporative Lasses—Com- schedule (Legislation has been introduced, SB 1856, to provide the local " { mit to a study schedule resulting in an agencies in Calill6nia-with the authority effective rule by 1980. to male this commitment and thus this — In addition the Environmental Protec- responsibility is shared) resulting in a pro- _ I tion Agency may assist, co-author or spot.- ` ;or gram by 1982. commitments for the motor vehicle t tactics. The Air Resources Board must • M:� a Inspection and Maintenance on — (with the possible assistance of the Environ- all ion -Light Duty Licensed Vehicles — mental Protection Agency); Commit to study schedule resulting in a program by 1982. r t • P2 Surface Cleaners —Commit to imple- M26, M27 Retrofit Oxidation Catalysts mentation schedule (shared responsibility on 1966-1974 Light Duty Vehicles and " with APCB) resulting in a rule fully effec- 1970-1977 Heavy Duty Vehicles—Com- tive by 1985. mit to study schedule resulting in a rule • P4a/P4b Industrial Surface Coating by 1980, `— Control/Refe mulation of industrial Sur- M28 Light Duty New Vehicle Exhaust face Coatings —Commit to Implementa- Emissions Standards (Beyond 1982)-- tion Scheaule (shared responsibility with Commit to study schedule resulting APCB) resulting in a full, effective rule in a rule effective in 1982. by 1985. • M30 Hcavy duty Truck HC Exhaust • .P9 Volatility of Gasoline —Commit toa. Standard —Commit to study schedule study schedule resulting in a fully effec- resulting in a rule effective in 1982. ' tive rule by 1985. M32 Motorcycle Exhaust Standard • P23 Marine Coatings —Commit to rule (HC)—Commit to study schedule result- ) ` effective by 1985 (shared responsibility ing in a rule effective in 1982. 6 with APCB). Iv137 Battery Powered Cars —Commit to., • P24 Cutback Asphalt —Commit to study schedule resulting in a program j implementation schedule (shared respon- cdective beginning 1985. 4" sibility with the APCB) resulting in a rule M38 Methanol/Gasoline Blend (Light Y • n f a F25 J Organic Solvent Manufacturing Duty Vehicles) —Commit to study sched- � and Miscellaneous Commit study tile resulting in a rule effective in 1985. schedule (shared responsibility with the MS2 Home Utility —Commit to stud-, _ APCB) resulting in a rule fully effective schedule (shared responsibility with 1985. byning APCB) resulting in a nde effective begin- in 1980, A ` 40 _E e , iLJ In Figure 21 REACTIVE HYDROCARBON EMISSIONS TRENDS AND .10ppm OZONE STRATEGY 300 r------- — — — ---- - - ------ _�__ --_➢ 250 Trends 0 200 c ^O e o ` 9y 150 1► `^ Maximum Allowable Emission to `meet Proposed Federal Ozo•te Standard (.I0ppm)-127 tong O...,...•.n.............u... ..�rti la wn cm Uri iPi`l� ile �w;W� tii 11 W 100...................................................................................... Maximum Allowable Emissions to Meet uj ExistingFederal Ozone Standard (.O8ppm) -101 tons 50 1 1987 01.. 1975 1980 1985 1990- 1995 2000 75 a C'- -50 c 0 H I 25 w Year Figure 22 1985 REACTIVE HYDROCARBON EMISSIONS REDUCED BY IMPLEMENTING AGENCY EPA ARB ARB/ APCB 41 Local Land Use/ APCB Trans Agencies W 59 The Air Pollution Control Board must commit to the following (some are slia.ed with the Air Resources Board): P2 Surface Cleaners —Commit to an implementation schedule (shared respon- sibility with the Air Resources Board) resulting in a rule fully effective by 1985. P4a/P4b Industrial Surface Coating Control/Reformulation of Industrial Sur- face Coatings —Commit to implementa- tion schedule (shared responsibility with the Air Resources Board) resulting in a rule fully effective by 1985. • P8a Fixed and Floating Roof Storage — Commit to a rule effective starting by 196o. P8b Marketing/Transfer of Gasoline — Commit to rule effective starting by 1980. • P23 Marine Coating —Commit to rule effective by 1985 (shared responsibility with ARB). • P24 Cutback Asphalt —Commit to implementation schedule (shared respon- sibility with the Air Resources Board) resulting in a rule by 1982. • P23 Organic Solvent Manufacturing and Miscellaneous —Commit to study schedule (shared responsibility with the Air Resources Board) resulting in a rule fully effective by 1985. • P26 Additional Surface Cleaning —Com- mit to study schedule (shared responsi- bility with the, Air Resources Board) resulting in a rule effective in 1982. • M23/M24 Inspection and Mainte- nance —Commit to an implementation schedule (shared responsibility with the Air Resources Board) resulting in a pro- gram by 1982. • New Source Review —Commit to rule, • MS2 home Utility —Commit to study schedule (shared responsibility with the Air Resources Board) resulting in a rule effective beginning in 1980. The local land use and transportation agencies have requirements also. These agencies would be the Comprehensive Planning Organization, the cities of the region, t1tc,Board of Supervisors (for the unincorporab:d area), and the San Diego Port District, CALTRANS and the Transit Operators and the Metropolitan Transit Development Board. "Their a omntitments are as follows: T2 Expanded Ridesharing—Commit to implementation schedule resulting in a program beginning in 1978. T5 Expanded Transit —Commit to implementation schedule resulting in a program beginning in 1978. T7 Encourage Bicycle Travel —Commit to implementation schedule resulting in a program beginning in 1978. T14 Traffic Flow Improvement —Com- mit to implementation schedule resulting in a program beginning in I978. • T27 Encourage Pedestrian Mode — Commit to implementation schedule resulting in a program beginning in 1980. T28 Expand Interurban Bus and Rail — Commit to implementation schedule resulting in a program beginning by 1980. T29 Freeway Ramp ANActering—Commit to implementation schedule resulting in a program beginning in 1978. The net annualized cost to society, fig- uring the costs minus the benefits, is approximately 132 million dollars annually. This does not account lbr five tac- tics which have incomplete data. In addi- tion, where tactics are also used later in strategies for other pollutants, the cost of such tactics is divided butween the strate- gies, Thus the costs of the strategies are additive. The total equivalent of the energy resources saved is approximately 9 trillion BTU's annually (this remains a very tenta- tive calculation), This does not account for ten tactics which have incomplete data. The social implications are relatively clear cut: achieving the .08 ppm standard is very costly and requires fife -style changes; achieving the. 10 ppin standard is less costly (but not cheap) and requires little if any life-style change for the average San Diegan. CARBON MONOXIDE STRATEGY As discussed in the ozone strategy, a number of SIP requirements will also be specific to the carbon monoxide strategy. Carbon monoxide has the same attainment dates as ozone (1982, with a possible exten- sion to 1987), The San Diego Air Basin will 42 W not be able to meet thisstandard in 1982 under the existing trends. Again the i equirenients for an extension are the inclusion of "Vehicle Inspection and Maintenance" and "New Source Review" provisions in the plan. (These tactics are already included in the ozone strategy.) For carbon monoxide all stationary source tac- tics must be committed to in rule form. Inspection and Maintenance, transport i- tion controls, and other controls may Lt, committed to in implementation schedule format. In Chapter III it wardemonstrated that carbon monoxide trends would meet the standard in approximately 1984. The Inspection and Maintenance tactic and New Source Review tactic which arc neces- sary.arc already in the ozone strategry. In addition, the.transportation tactics, as well as the home utility and off -road heavy duty tactics, which are in tite ozone strategy will help to reduce the carbon monoxide emis- sions as well. Thus, the carbon monoxide strategy contains only tactics already in the ozone strategy. The strategy for carbon 1,251 1,000 U 750 0 t— •M 500 E w 250 0 iuouoxrde tilt ludes tilt, foiltm ing taeties. New Source Review M 14 Off -Road Heavy -Duty Vehicles, Exhaust Ernizsion Standards M23 Inspection and Maintenance MS2 Home Utility T2 Expanded Ridesharing T5 Expanded Transit T7 Encourage Bicycle Travel T 14 Traffic Flow Improvement T27 Encourage Pedestrian Mode T28 Expand Interurban Bus and Rail T29 Freeway Ramp Metering The strategy will produce a carbon mon- oxide emission reduction in 1985 of approx- imately 110 tons per (lay. This will fall slightly short of meeting the standard in 1982; however, it should be met in 1983. The major factor will be the allowance of sufficient time for the Inspection and Maintenance program to reach full effec- tiveness. niis is illustrated in Figure 24. Fable n repoits the same data in tabular form. Figure 23 CARBON MONOXIDE EMISSIONS TRENDS AND STRATEGY �.\IIVYVI MIIVW.IV IC - nis>lons to Meet Fedora! Carbon Monoxide Standard �� Strategy am no On an so on to 1975 1980 1985 1990 1995 2000 Year 43 W Figure 24 1985 CARBON MONOXIDE EMISSIONS REDUCED BY IMPLEMENTING AGENCY Table 9 CARBON MONOXIDE EMISSION REDUCTIONS (Tons per Day) 1980 1982,1985 19901995 2000 Reduction 180 170 156 191 222 246 The Inspection and Maintenance pro. gram should be implemented in 1981 to meet the requirement for "reasonable further progress." Again, the necessary commitments are very important, since without them the strategy will not meet the requirements for an approvable SIP. The require(] com. mitments of the Air Resources Board and the Air Pollution Control Board are. • M 14 Off -Road Heavy -Duty Vehicle, Exhaust Emission Standard —Commit to study schedule (Air Resources Board only) resuking.in a rule beginning in 1980. • M23 State Inspection and Maintenance Annual Program —Commit to an itnple- mentation schedule resulting in a pro. urslm hu font n._ _I_.• Local Land Use/ Trans Agencies introduced, SB 1856, to provide local agencies in California with the authority to snake this commitment and thus this responsibility is shared) resulting in a pro- gram by 1982. • MS2 Home Utility—Cominit.to an1Av schedule resulting in a rule effective beginning in 1980, In addition, the Air Pollution Control Board also has another required commitment: New Source Review —Commit to a rule Local land use and transportation agencies have the following required commitments: T2 Expanded Ridesharing—Commit to implementation schedule resulting in a program beginning in 1978. T5 Expanded Transit —Commit to implementation schedule resulting in a program beginning in 1978. T7 Encourage Bicycle Travel—Cominit to implementation schedule resulting in a program beginning in 1978. T14 , mit to impleremation schedule resulting in a program beginning in 1978. n- •1.27 Encomage Pedestrian Mode — Commit to implementation schedule resulting in a program beginning in 1980, •1'28 lixpand Interurban Busand Rail - Commit to implementation schedule resulting in a program beginning by 1980. • T29 Freeway Ramp Metering —Commit to implementation schedule resulting in a program beginning in 1978. The cost of implementing this strategy is approximately 2 million dollars annually. This does not include two tactics which have incomplete data. While energy resources will be saved (because of the Inspection and Maintenance and transpor- tation tactics) this amount has already been credited in the ozone strategy. Social impli- cations are likewise accounted for in the ozone strategy. NITROGEN DIOXIDI: STRATEGY The required attainment date for nitro- gen dioxide is 1982 with no provision for extension. There are no -'reasonably avail- able control measures" for nitrogen dioxide which require rules and are applicable to San Diego. There is, however, one "reason- ably available control measure" which is applicable to San Diego and which requires a schedule to implement. It is: • Power Plant Controls. The amount of reduction rceded to meet the nitrogen dioxide standard is 44 tons per day in 1982 (Chapter III). Alternative strategies developed to meet this target have two divisions: the first contains those tactics which are already included in the previous two strategics (ozone and carbon monoxide); the second contains those addi- tional tactics needed to achieve the target reduction. The following tactics are those already in other strategies which also achieve nitrogen oxides emissions reductions: • New Source Review • M23 Inspection and Maintenance • MS2 Home Utility • 'I.2 Expanded Ridesharing • T5 Expanded'Fransit • T7 Encourage Bicycle Travel • TH Traffic Flow Improvement 45 T27 Encourage Pedestrian Mode T28 Expand Interurban Bus and Rail r29 Freeway Ramp Metering These tactics account for an emission reduction of approximately 10 tons per day. This leaves a 32 cons per day reduction nec- ersary to achieve the standard. 'rite first strategy (1) for nitrogen dioxide is com- posed of the previous list of common tactics plus the following tactics: 021 Elecuic Generation 025a Electrical Energy Conservation M14 Off Road Heavy -Duty Vehicles, E.{naust Emission Standard MG 100,000 Mile Emission Warranty The second strategy (2) for nitrogen diox- ide replaces the previous four tactics as follows: C21 Elcctnic Generation 025a Electrical Energy Conservation M 14 Oft' -Road Heavy -Duty Vehicles, Exhaust Emission Standard • M2.1 Maximum Effort Inspection and Maintenance Both strategies nearly achieve the total target of 44 tons per day in 1982 and main- tain the standard to the year 2000, as shown in Figure 25 Strategy I, which is slightly slower in emission reduction, was judged to be quite close to tine target based on accu- racy of the data, Table 10 gives the strategy reductions. In addition the requirement for "reasonable further progress" is met. Table 10 NITROGEN OXIDE EMISSION REDUCTIONS (Tons per Day) Strategy 1980 1982 1985 1990 1995 2000 $tratugy 1 26 35 47 92 111 120 5uategy 2 3? 42 49 89 103 109 'rite necessary commitments are the same as they are for the carbon monoxide phut, plus • C21 Electric Generation —Commitment by the Air Pollution Control Board to an implementation schedule resulting in a rule effective in 1985. • C25a Electrical Energy Conservation — Commitment by the California Energy Conunission to a study schedule resulting in a program effective by 1985. 250 200 �o 0 150 1r0 ° 100 �N N E w 50 0 Figure 25 OXIDES OF NITROGEN EMISSION TRENDS NITROGEN DIOXIDE STRATEGY ...............N♦............................................................ rMaximumAllowable�f' Emissions to Meet • Federal NO2 Standard 4 , 0� .� Strategy to `�tas�taw 1975 1980 1985 1990 1995 2000 Year Figure 26 1985 OXIDES OF NITROGEN EMISSIONS REDUCED BY IMPLEMENTING AGENCY Jv Q N C F N G 0 N 25 E w ARB/APCB ARB APCB Local Land Use/ EPA Trans Agencies all f^4 M6 100.000 Mile Emission Warranty - Commitment by the Air Resources Board to a study schedule (Strategy 1) resulting in a rule effective by 1982. • M24 Maximum Effort Inspection and Maintenance—Committnent by the Air Pollution Control Board and the Air Resources Board to an implementation schedule (Strategy 2) resulting in a program effective in 1982. Tile cost of implementing Strategy I is approximately 18 million collars annually. The cost of implementing Strategy 2 is approximately 12 million dollars annually. This does not include two tactics for which the data is incomplete. The energy resources have already been credited in the ozone section except for potential use of ammonia for Electric Generation control (if the tactic is met with ammonia injection). Social implications likewise arc already accounted for in the ozone strategy, PARTICULATE STRATEGY The SIP requires an attainment date of 1982 for particulates with no provision for an extension. Proposed controls on tradi. tional sources (e.g., rock plants, auto exhaust, electric power plants) must be committed to by rule. "Nan -traditional" sources (e.g., unpaved roads, windblown dust) may be committed to by study schcdulc. The Particulate emission target reduction to mcet the standards is between 69 and 93 tons per day, due to uncertainty of data. The strategy to meet this targe. is com- prised of two tactics and a research pro- gram. The tactics arc: • F2 Fugitive Duct, VehicnlarTraffic, non -Traditional Sources (Op tinnun) I • F4 Fugitive Dust, Unpaved Roads (Optimum) These two tactics taken together provide approximately 50 tons per day control, thus slightly missing the target. However, there are various uncerminties concerning the data for particulates. This is not a new i un- cern, the Air Pollution Control District ha, been asking for several years that the appro• priate research be tmdertakc n.'1'hc original Regional Air Quality Strategy report also stressed the need for this research, How - ewer, it remains undone. Thus, it is appro. priate that the Air Resources Board, as part of the strategy, commit to performing and/or financing the necessary research to no -solve the major data questions about San Diego particulate problems. The result of this strategy is depicted in Figure 27 and tabulated in Table 11. To maintain the "rea- sonable further progry " F2 (Fugitive IT,st, Vehicle Traffic. non -Traditional Sources, Optimum) will need to be started in 1979. Table 11 PARTICULATE EMISSION REDUCTIONS (Tons per Day) 1980 1982 1985 1990 1995 2000 Rmuctions 46 50 67 60 64 68 The necessary commitment for the Air Resources Board is: • Commit to a study program (particulate characterization, etc.) as necessary, to be determined in cooperation with Air Pol. lution Control District, to resolve the major particulate data uncertainties, and resulting in an eft'active particulate con- trol program by 1982, The Air Pollution Control Board's neces- sary commitment is: • F2 Fugitive Du.t, Vehicular'[caffic, non•Traditional Sources (Optimum) — Commit to a rule (See Chapter VI). The cities and the County Board of Supervisors (for the unincorporated area) also have a necessary commitment: • F4 Fugitive Dust, Unpaved Roads (Optimum) --Commit to an implemcnta- tion schedule resulting in a rule begin- ning in 1980 and fully effective by 1983. The cost of implementing this strategy is approximately one quarter million dollars annually. This does t,ot account for the %turfy program. Rusoarce consumption is not yet known. Sori,tl impatas an intiis!nifa;uN 47 500 400 �a 0 300 O 0" 1975 Figure 21 PARTICULATE EMISSION TRENDS AND STRATEGY — Strategy +rtrwpe�raru�rwrwwa�owaw�w� .............................. aximum Allowable Emissions to Meet feifnmiwi„ nw Pn�;tM.i :e c �a'a " 1980 1985 1990 1995 2000 Year Figure 28 1985 PARTICULATE EMISSIONS IEDUCED BY IMPLEMENTING AGCNbY a 50 N w 25 48 id CHAPTER VI IMPLEMENTATION OF STRATEGIES As noted previously, implementation of the strategies is of utmost importance. Even the best "on paper" strategy, if never imple- mented, cannot improve our air quality. With this in mind the 1977 Clean Air Act Amendments contained very strong lan- guage dealing with strategy implementa- tion. In addition, the Environmental Protection Agency has issued specific -guid- ance on the matter. Most of these require- ments have been covered in the previous chapter with respect to specific strategies. There remain several issues which apply to the whole plan and include all strategies. RULE MAKING The date when rules must be committed to is important. The SIP submittal date from the San Diego Region to the Air Resources Board is October 31, 1978. Any rules adopted by that date can be incluJcd. Next the Air Resources Board must submit the SIP revision to the Environmental Pro- tection Agency on January 1, 1979. Required rules should accompany the sub- mittal so the Environmental Protection Agency may fairly review the SIP revision, However, the Environmental Protection Agency may take until June 30, 1979, to approve or disapprove a SIP revision. If the Environmental Protection Agency feels that the SIP revision is otherwise adequate, it might be persuaded to wait until this date for final rule making. There has been no official guidance from the Environmen- tal Protection Agency on this issue. If true, the "last -chance" date to adopt a rule might bc,junc 30, 1979. fit addition to the rules commitments are the implementation and study schedule commitments. These commitments should accompany the SIP submittal to the Air Resources Board by October 31, 1978. However, commitments to these schedules that are tirade by January 1, 1975, can most likely be integrated into the state's submit- tal .o the Environmental Protection Agency. RESOURCE COMMITMENT Por an approva ble Man, the agencies involved in implementing it must identify the resources necessary and commit to a -budget which provides such resources, Essentially, this means local agencies must commit the resources necessary to imple- ment those tactics which are their responsi- bility. In addition, it means that the Air Pollution Control Board and the Compre- hensive Planning Organization must pro- vide staff necessary to carry out the continuing efforts required. A system for tracking and demonstrating "reasonable further progress" must also be implemented. As part of this system the Air Pollution Control District would be respon- sible for a detailed inventorying of emis- sions. Similarly, the Air Pollution Control District must describe and track how the plan accommodates the growth of emissions from major new stationary sources. In addition to those commitments spe- cific to cacti strategy (Chapter V), the fol- lowing are necessary for an approvable Sill revision, The Comprehensive Planning; Ort;anir.ation, the Cities of the region, and the Air Pollution Control Board must. - Commit to providing the staff necessary to perform all continuous functions con- cerned with implementation and plan updating Commit to the use, where necessary, of federal grants, state or local funds, or any combination of such grants and funds consistent with the terms of the legisla- tion providing them, to establish, expand, or improve public transportation meas- ures to meet basic transportation needs. 49 ld TAR APPENDIX A TACTICS DESCRIPTION SUMMARY Throughout the following Tactic Description Summary the percentage effectiveness ratings refer only to emissions from the specific source controlled by each tactic. "A" (AIRCRAFT) TACTICS TITLE: (A2) AIRCRAFT EVAPORATIVE HYDROCARBON LOSSES DESCRIPTION: Expansion losses: Recommends use of a bladder type fuel tank to control evaporative hydrocarbon emissions due to fuel expansion. Leakage: Recommends further study to develop procedures to control leakage. Survey of District registered air- craft revealed leakage emissions of 1.28 tons of hydro- carbons per day. Dumping: Recommends further study to develop controls for aircraft fuel dumping to reduce hydrocarbon emissions. Comment: Recommend separation into three (3) tactics. EFFECTIVENESS: Assumes a 95% reduction in hydrocarbon evaporative emissions from all aircraft built after 1980 or 28% by 1985 to 70% by 2000. A net 263 gallons/day in 1980 to 5,482 gallons/day in the year 2000 are saved. 51 l i 11—Nl ; i "C" (COMBUSTION OF FUEL) TACTICS TITLE: (C21) ELECTRIC GENERATORS AND OTHER BOILERS (PARTI- CULATES AND NOx) " DESCRIPTION: Modify District's Rule 53(b) by reducing the allowable r, boiler particulate emissions from 0.1 grains/cu.ft. to 0.025 grains/cu.ft. ,. Simultaneously modify District's Rule 68 by reducing the allowable boiler NOx emissions from 125 parts per million (ppm) (gas) and 225 ppm (liquid) to 40 ppm and 80 ppm respectively. To meet these requirements, an ammonia injection catalytic reaction control system ! may have to be used. EFFECTIVENESS: Anticipates a 40% reduction in particulates and NOx ` emissions by 1985 and an 80% reduction in 1990 from electrical power generation and boilers. ;z . Assumes that 5U% of the large boilers will be controlled by 1985 and the remainder will be controlled by 1990.,; Consumes an additional 2,025 tons/year of ammonia. t r TITLE: (C23) SPACE HEATERS DESCRIPTION: Improve burners on space heaters to reduce NOx and parti- culate emissions from the present estimated NOx emissions of 100 pounds per billion cubic feet of natural gas to 20 pounds per billion cubic feet. i.! EFFECTIVENESS: Assumes a replacement of new efficient type heater for ?"1 older style heater at the rate of 5% per year beginning in 1984. This would result in the following percent reduc- tion of NOx and particulate emissions from heaters: 1985 1990 1995 2000 4% 29% 59% 68% ; t� 52 TITLE: (C24) SOLAR ENERGY DESCRIPTION: Require retrofit of 50% of the electric water heaters by 1985 with auxiliary solar water heaters. EFFECTIVENESS: Assumes a reduction of HC, RHC, NO and CO of 0.92% in 1985 by the replacement of electrical water heaters with the retrofit of solar heaters. TITLE: (C25a) ELECTRICAL ENERGY CONSERVATION (OPTIMISTIC) DESCRIPTION: Reduce electrical energy generation in the San Diego Air Basin by cost-effective energy conservation pro- gram. EFFECTIVENESS: Anticipates a reduction in HC, RHC, NOx, CO and particu- lates of 18% by 1985 from the reduced generation of electrical power. As demand of electrical power is reduced, the most inefficient generating units - which tend to be the most polluting - would not be operated. This tactic assumes California Energy Commission ,(CEC) endorsed energy conservation projections ure implemented. TITLE: (C25b) RESIDENTIAL INSULATION DESCRIPTION: Retrofit 50% of 1985 residential dwelling units with "Operation Insulation" (primarily ceiling, specifics in CEC report). EFFECTIVENESS: Anticipates a reduction of HC, NOx, CO and particulate emissions of 6.5% in 1985 to 6.4% in 2000 from reduced natural gas usage for space heating. In addition, smaller reductions (less than .5 T/day) of above pollutants would result from reduced e'actricity used for space heating also. I 53 f '4'a I "F" (FUGITIVE DUST) TACTICS TITLE: (F1) FUGITIVE DUST, VEHICULAR TRAFFIC, NON-TRADITIONAL SOURCES DESCRIPTION: Spray dust control oil or more effective chemical(s) on industrial unpaved roads and parking lots at least once,a year. EFFECTIVENESS: Anticipates a reduction of particulates of 20% from 1980 to the year 2000 from vehicle traffic. TITLE: (F2) FU ITIVEUN)ST, VEHICULAR TRAFFIC, NON-TRADITIONAL SOURCESDESCRIPTION: Require the construction of chip -seal road surfaces at industrial sites, e.g., sand and soil plants, stone quarries, etc. EFFECTIVENESS: Anticipates a reduction of particulates of 33% from 1980 to the year,2000 from vehicle traffic. TITLE: (F3) FUGITIVE DUST, UNPAVED ROADS DESCRIPTION: Require the spraying of dust control oil, or equally effective chemical on all designated roads that are unpaved. An unpaved road is one that lacks a surface material that prevents dust such as concrete, oil, etc. EFFECTIVENESS: Anticipates a reduction of particulates of 80% from 1980 to the year 2000 from vehicle traffic. 54 TITLE: (F4) FUGITIVE DUST, UNPAVED ROADS (OPTIMUM) DESCRIPTION: Require the construction of chip -seal road surface q p e on all designated roads that are unpaved. EFFECTIVENESS: Anticipates a reduction of particulates of 50% in 1980 to 100% by the year 1983 from vehicle traffic. r TITLE: (F5) FUGITIVE DUST, VACANT LOTS DESCRIPTION: Use vegetative cover on vacant lots adjacent to paved streets. EFFECTIVENESS: Anticipates a reduction of particulates. The percent of reduction is unknown at this time. TITLE: (H) FUGITIVE DUST FROM PAVED ROADS = CONTROL BY STREET FLUSHING DESCRIPTION: Flush streets to reduce particulate emission from vehicular traffic Streets would be flushed 3 times a week except during the rainy season. 7' EFFECTIVENESS: Further study and investigation is recommended. EPA �j estimates a 5% reduction in ambient concentration (annual geometric mean) of TSP locally. f 'Y .r� 55 rN "M" (VEHICLE) TACTICS TITLE: (M6) 100,000 MILE WARRANTY LIGHT -DUTY AUTOS (LDA) DESCRIPTION: Beginning in 1982, require light -duty autos to comply with California minimum exhaust emission standards for 100,000 miles of usage. Essentially, this means meet- ing the minimum exhaust emission standards for the full lifetime of most vehicles. EFFECTIVENESS: The percent reduction of vehicle exhaust emissions expected with the implementation of the 100,000 mile emission warranty is as follows: 1985 2000 HC 12.3% 44.1% RHC 10.1% 43.7% CO 10.0% 38.0% NOx 14.6% 42.3% TITLE: (M8) RETROFIT EVAPORATIVE CONTROLS ON 1970-77 LIGHT - DUTY AUTOS DESCRIPTION: Require 1970-77 light -duty autos (LDA) to meet the following performance standard: 12 gm HC per total combined "hot soak" and "diurnal" test phase for 1970-77 model passenger cars. In order to meet the above standard some LDA's may have to be retrofitted with 'mproved evaporative control hardware. EFFECTIVENESS: By requiring 1970-77 it-dut, autos to meet the above evaporative emissiot, - iday.,, a 5% reduction of hydro- carbons is expected 980. The percent reduction in hydrocarbon emissioi, om LDA's will decline as these vehicles are replacF A 0.5% reduction of HC is expected in the year 2000. 66 TITLE: (M9) EVAPORATIVE CONTROLS ON LIGHT -DUTY AUTO, 4; LIGHT -DUTY TRUCK AND MEDIUM -DUTY TRUCK OF 1 gm/ SHED TEST FOR HYDROCARBON EMISSIONS IN 1982. DESCRIPTION: Require more stringent evaporative emission standards for light -duty autos, light -duty trucks and medium -duty trucks than those pre- sently adopted by the Air Resources Board. EFFECTIVENESS: The implementation of the evaporative emission standard of 1 gm/SHED test should reduce LOA, LOT and MDT hydrocarbon emissions by 6.6% in 1985 to 45.2% in the year 2000. M TITLE: (M12) RETROFIT EVAPORATIVE CONTROLS ON 1970-77 GASOLINE HEAVY-DUTY VEHICLES (H^V) DESCRIPTION: Requires 1970-77 heavy-duty gasoline powered vehicles to reduce evaporative hydrocarbon emissions (hot soak emissions) by approximately 50%. This may require retrofitting existing Q evaporative control system with improved evapo- rative hardware. It would also require the installation of evaporative control systems on those heavy-duty vehicles without any evapo- rative controls. EFFECTIVENESS: If implemented in 1980, a 14.4% reduction of hydrocarbon emissions from HDV is expected in M? 1980. The percent reduction in hydrocarbon �) emissions from HDV will decline as these vehicles are replaced. A 1.2% reduction of HC is expected in the year 2000. r¢+ TITLE: (M14) OFF -ROAD HEAVY-DUTY VEHICLES; EXHAUST EMISSION STANDARDS DESCRIPTION: Require emission standards for off -road heavy-duty vehicles be the same as the 5/25 emission standard for on -road heavy-duty vehicles. i EFFECTIVENESS: If implemented in 1980, the percent reduction of heavy- duty vehicular exhaust emissions would be 63% for HC, 57% for CO and 31% for NOx from 1980 to the year 2000. 57 TITLE: (M21) STATE INSPECTION/MAINTENANCE PROGRAM; CHANGE .� OF OWNERSHIP, NO RANDOM CHP INSPECTION DESCRIPTION: Require light -duty autos, light -duty trucks and medium - duty trucks be inspected for compliance with inspection standards upon change of ownership. EFFECTIVENESS: The percent reduction of exhaust emissions is as follows: 1980 2000 HC/RHC 3.7% 2.9% CO 4.0% 4.8% NOx 1.8% 5.3% TITLE: (M22) STATE INSPECTION/MAINTENANCE PROGRAM; CHANGE µ OF OWNERSHIP, WITH RANDOM CHP INSPECTION DESCRIPTION: Require all light -duty autos, light -duty trucks and medium -duty trucks be inspected for compliance with inspection standards upon change of ownership. Additionally, random CHP inspections would be con- ducted to assist with enforcement. EFFECTIVENESS: The percent reduction of exhaust emissions is as L follows: 1980 2000 HC 7.4% 5.8% CO 8.0% 9.7% NOx 3.5% 10.6% t' •a 58 TITLE: STATE' INSPECTION/MAINTENANCE ANNUAL PROGRAM FOR LIGHT -DUTY I HT- DUTY AUTO, LIGHT DUTY TRUCKS AND MEDIUM -DUTY TRUCKS DESCRIPTION: Require light -duty autos, light -duty trucks and medium - duty duty trucks be checked annually for compliance with inspection standards. EFFECTIVENESS: The percent reduction of LOA, LOT and MDT vehicular exhaust emission (HC, CO, NO x) expected is as follows: 1980 2000 HC 19.0% 15.0% ^,E CO 21.1% 25.5% NOx 9.2% 2.8% ,. TITLE: (M24) MAXIMUM EFFORT INSPECTION/MAINTENANCE DESCRIPTION: Require light -duty autos, light -duty trucks and medium- duty - trucks be checked annually for compliance with more stringent exhaust emission standards. By having more stringent inspection, a greater percent of vehicles will > fail the inspection test. Therefore, more vehicles would be required to reduce exhaust emissions. EFFECTIVENESS: The expected percent reduction of LDA, LOT and MDT y~ vehicular exhaust emissions (HC, CO, NOx) is as follows: .980 2000 HC/RHC 25% 25% CO 25% 25% .� NOx 25% 25% L.� 0 59 ti TITLE: (M25) INSPECTION/MAINTENANCE, ALL VEHICLES OTHER THAN LIGHT -DUTY AUTOS, LIGHT -DUTY TRUCKS AND MEDIUM -DUTY TRUCKS DESCRIPTION: Require all heavy-duty trucks (gas and diesel), off -road vehicles, recreational vehicles and motor cycles be checked upon change -of -ownership for compliance with exhaust emis- sion standards. N91 EFFECTIVENESS: The expected reduction of exhaust emission from all vehicles other than LDA, LDT and MDT is as follows: t 1980 2000 NC/RHC 3.7% 2.9% CO 4.0% 4.8% NOx 1.8% 5.3% ,. r'^ TITLE: (M26) RETROFIT 1966-1974 ALL MEDIUM AND LIGHT -DUTY VEHICLES WITH OXIDATION CATALYSTS ... DESCRIPTION: Require the retrofit of all 1966-1974 light and medium - duty vehicles with oxidation catalysts on their exhaust systems. Some vehicles may also require a reduction of their compression ratio. EFFECTIVENESS: This tactic assumes a 60% reduction of HC exhaust emissions from 1966-1974 autos. TITLE: (M27) RETROFIT OXIDATION CATALYSTS ON 1970-1977 HEAVY- DUTY GASOLINE VEHICLES DESCRIPTION: Require the retrofit of all 1970-1977 heavy-duty solin Powered vehicles with oxidation catalysts on theiraexhaust system. Some vehicles may require a reduction of their compression ratio. EFFECTIVENESS: A 60% reduction of HC from heavy-duty vehicle exhaust emission: is expected withlthe impleine - mentation of the retrofit, program. y 60 TITLE: (M28) LIGHT -DUTY AUTO (LDA), LIGHT -DUTY TRUCK (LDT) AND MEDIUM -DUTY TRUCK (MDT) HYDROCARBON EXHAUST EMISSION STANDARDS (OPTIMUM) t; DESCRIPTION: Require more stringent LDA, LDT and MDT hydrocarbon exhaust emission standards in 1982 than already in existence. The more stringent standards would be 0.2 gm/mile for LDA and LDT, and 0.41 gm/mile for MDT. Additionally, require all LDA, LDT and MDT have a 50,000 mile exhaust emission com- pliance warranty. Li EFFECTIVENESS: A reduction of hydrocarbon exhaust emissions from LDA, LDT and MDT is expected with the more stringent exhaust standards. The percent HC reduction anticipated is 12% in 1985 to 44% in the year 2000. rl TITLE: (M29) LIGHT -DUTY AUTO, LIGHT-DUlY TRUCK AND MEDIUM -DUTY t.,i TRUCK CO EXHAUST EMISSION STANDARDS Lj DESCRIPTION: Require more stringent LDA, LDT and MDT carbon monoxide !` exhaust emission standards in 1982 than already in existence. Ll The more stringent standards would be 3.4 gm./mile for LDA and LDT, and 7.0 gm/mile for MDT. Additionally, require all 41 LDA, LDT and MDT have a 50,000 mile exhaust emission com- +j pliance warranty. EFFECTIVENESS: A reduction of carbon monoxide exhaust emissions from LDA, -- LDT and MDT is expected with the more stringent exhaust standards. The percent HC reduction anticipated is 15% in r 1980 to 52% in the year 2000. TITLE: (M30) HEAVY-DUTY TRUCK HYDROCARBON EXHAUST EMISSION STANDARDS DESCRIPTION: Requires a more stringent heavy-duty truck hydrocarbon exhaust emission standard in 1980 than already in existence or pro- posed. The more stringent standard would be 0.25 gm/bhp/hr. Additionally, require an 80,000 mile exhaust emission compliance warranty. EFFECTIVENESS: A reduction of hydrocarbon exhaust emissions from HOG is expected with the more stringent exhaust standard. The per- cent HC reduction anticipated is 1% in 1980 to 48% in the year 2000. U 61 TITLE: (M31) HEAVY-DUTY TRUCK CO EXHAUST EMISSION STANDARDS DESCRIPTION: Require a more stringent heavy-duty truck CO exhaust emission standard in 1985 than already in existenc6 or proposed. The more stringent standard would be 15 gm/ bhp/hr. Additionally, require an 80,000 mile exhaust emission compliance warranty. EEFFECTIVENESS: A reduction of CO exhaust emissions from HDT is expected with the more stringent exhaust standards. The percent reduction anticipated is 2.4% in 1985 to 38.4% in the year 2000. TITLE: (M32) MOTORCYCLE HYDROCARBON EXHAUST EMISSION STANDARDS DESCRIPTION: Requires a more stringent motorcycle hydrocarbon exhaust emission standard in 1985 thap already in existence or pro- posed for motorcycles with an engine displacement over 50 cc. The more stringent standard would be 1 gm/mile. EFFECTIVENESS: A reduction of hydrocarbon exhaust emissions from motor- cycles is expected with the more stringent standards. The percent HC reduction anticipated is 5.5% in 1985 to 7.1% in the year 2000. TITLE: (M33) MOTORCYCLE CARBON MONOXIDE EXHAUST EMISSION STANDARDS DESCRIPTION: Requires a more stringent motorcycle carbon monoxide exhaust emission standard in 1985 than already is in existence or proposed for motorcycles with an engine displacement over 50 cc. The more stringent standard Mould be 15.0% gm/mile. EFFECTIVENESS: A reduction of carbon monoxide exhaust emissions from motor- cycles is expected with the more stringent standards. The percent CO reduction expected is 4% in 1985 to 25% in the year 2000. 62 t r- TITLE: (M34) RETROFIT EVAPORATIVE CONTROLS ON 1970-1977 LIGHT - AND MEDIUM -DUTY TRUCKS DESCRIPTION: Require 1970-1977 light and medium -duty trucks (LOT and MDT) meet the following standard: 6 gm HC per total combined "Hot Soak" and "diurnal," test phase for 1970-1977 model LOT and iiDT. In order to meet the above standard, some LDT's and/or MDT s may have to be retrofit.�ed with improved evapo- rative control hardware. f� EFFECTIVENESS: By requiring 1970-1977 -fight and medium -duty trucks to meet the abov-_ evar,eative emissions standard a 4% reduction of hr" ocarbons is expected in 1980. The per- cent rfductir.i in hydrocarbon emissions from LDT and MDT will decl-ne as these vehicles are replaced. A 1% reduc- tion P, HC is expected in the year 2000. f� TITLE: (M36) NON -HIGHWAY & CONSTRUCTION EQUIPMENT NOx CONTROL DESCRIPTION: Implement NOx emission standards for off -road vehicles and construction equipment. The emission standard would be the same as the 5/25 emission standard for on -road heavy-duty vehicles. EFFECTIVENESS: A reduction of 1.6% in 1980 to 2.9% in the year 2000 is expected with the implementation of the NOx emission standards for off -road vehicles and emission standards. e TITLE: (M37) BATTERY POWERED CARS -� DESCRIPTION: Replace 5% of the vehicle population with electric vehicles (battery powered) the ror central city and urban areas. A reduction of vehicle related emissions (NOx, CO and HC) be expected. would a —f EFFECTIVENESS: The emissions which would have resulted from within the 5% of the ...+ vehicle population would be reduced by 99% from 1985 to the year 2000. A 63 I ;E at TITLE: (N38) METHANOL/GASOLINE BLEND DESCRIPTION: Similar to the implementation of the unleaded fuel program, M ` a blend of 20% methanol and 80% gasoline would 5e introduced to the gasoline buying market in 1985. This fuel would be used in light -duty autos, light -duty trucks and medium -duty trucks. EFFECTIVENESS: Anticipates a reduction of HC, lox, CO and RHC of 3.4% for HC and RHC, 11.1% for NOx and 56.3% for CO in 1985. sue• , i r•. 4 r— ?wa i f � r,! i 64 '� "MS" (MISCELLANEOUS SOURCES) TACTICS TITLE: (MS2) HOME UTILITY DESCRIPTION: Install exhaust emission controls on all new small combustion engines used in lawnmowers, chainsaws, rototillers, shredders, etc. The use of A small catalytic converter seems to be the best means of control. EFFECTIVENESS: MS2 is anticipated to reduce HC, RHC, CO and NOx emis- A sions 15% by 1980, 35% by 1985 and 50% by the year 2000. II ILL. tali_14�I; vrr Y+er>•:.0—, .. DESCRIPTION: "fhe "Sllar.v growth" 5 tnz iid'r: lapJY the AiC QUaa?ity plannAg Tea" )0 the ae eloseAt Of the original iKIS. It Was based or, a CcO S:.ud}« case A Bch .aSsamid a set of policies designed to reduce the growth rate. TA slow growth projectiogs ware a,r3ayrd compared to CFO's Series 1V population« forec.sts and tie new TRENDS analysis, The growth rate ,;r.alY-Ld a�� s1c;3 9-Owth it 1.3`; antlt.ji crmpound growth rats, o n is the yme as the statewide, California rat;., EFFECTIVENESS: MSZ1 is anticipates to C014ce "C' i„ t' and �-+ parti- culate _miss .,�r:. by i 47 0 .0 0 iJ �year 2 :3 t�, � l.�t:, ,n the �°ear 200D. .1 ` ` itTt r• (:�«S22) {'tJPi1��.v:�,;' � r; ;r; ; I +r « ' OESCWTION: "Zero migration" ;s a cage , a na~•y 7tiaratian r<3+.r. ,��; xrrn;�'i3. dame by C(s3 t�Ifli1„h assualec (:.;: in-aryrat:ion I duals Toil-mioration"T. " vi"tt� rt11 ri' 1.'jWa7 done for R/1Q :.as Ia;. ic2" u i+ Sat lea " A $ i and trends proje 3ions, Zero -pet migrati)n is 07% annual o,««:juund grovt;n rate, 'AlCh is nearly the same as the nationwide growth rate, EFFECTIVENESS: MS22 «nticipaten a reduction of HC, RHC, Pox, CO nd particulate emissions of 9.5r in 1980 to 133.31 intheyear 2000. -t ,r r� "P" (PROCESS LOSSES) TACTICS r, TITLE: (P2) ORGANIC COMPOUND SURFACE CLEANERS rW DESCRIPTION: Modify the District's Rule 66 to require more stringent control of hydrocarbon emissions from surface cleaners larger than one square meter of open area by one of the following methods: carbon adsorption, refrigerated chilling, or a method demonstrating equivalent or better .., control efficiencies than the above. The HC reduction would require Rule 66 to have more stringent emission standards than currently exist. r- EFFECTIVENESS: The expected percent reduction of HC emissions is 90% from 1985 to the year 2000. .- - TITLE: (P4a) INDUSTRIAL SURFACE COATINGS AND MANUFACTURING Y DESCRIPTION: Modify the District's Rule 66 to require more stringent control of HC emissions from industrial surface coating and manufacturing operations. The emissions should be controlled by one of the following operational methods: direct flame incineration at 1300OF for 3 seconds, catalytic oxidation at 7000-9000F, carbon adsorption, or a method that has demonstrated equivalent or better control efficiencies than stated above. EFFECTIVENESS. The expected percent reduction of HC emissions is 90% from 1985 to the year 2000. TITLE: (P4b) REFORMULATION OF INDUSTRIAL SURFACE COATINGS DESCRIPTION: Require reformulation of industrial surface coatings +Y.w (paint) to reduce HC emissions. The reduction of HC emissions can be accomplished by using waterborne or high solid materials and/or powders or powdered coatings. EFFECTIVENESS: The expected percent reduction of HC emissions is 15% in 1980 to 90% in the year 2000. 66 { f� TITLE: (P8a) FIXED AND FLOATING ROOF GASOLINE STORAGE DESCRIPTION: Modify the District's Rule 61.1 to require more stringent control of HC emissions from fixed and floating roof gasoline storage tanks. The use of best available control * technology would be employed. EFFECTIVENESS: The expected percent reduction of HC emissions from fixed and floating roof gasoline storage tanks is 50% from 1980 I. to the year 2000. TITLE. (P8b) MARKETING/TRANSFER OF GASOLINE/DIESEL DESCRIPTION: Modify the District's Rule 61.2, 61.3 and 61.4 to require more stringent hydrocarbon control during bulk loading/ delivery and during transfer of gasoline to vehicles (dispensing). EFFECTIVENESS: P8b assumes control efficiency of 95% at both service stations and bulk plants or terminals for HC emissions. This results In a total effectiveness of 32% in 1980 to 50% in the year 2000. TITLE: (P9) VOLATILIT`.' OF GASOLINE DESCRIPTION: Requires the volatility of gasoline be reduced from 9 to 6 RVP in the summer and from 12 to 9 RVP in the winter. The HC emissions due to evaporation would be reduced by the implementation of this tactic. The ARB would be responsible for implementation. EFFECTIVENESS: The expected percent reduction of HC emissions is 38% from 1985 to the year 2000. 67 t TITLE: (P21) DRY CLEANERS DESCRIPTION: Control volatile halogenated organic compound emissions from dry cleaners by one of the following operational methods; carbon adsorption, a method demonstrating equi- valent or better control efficiency than carbon adsorption. EFFECTIVENESS: The expected percent reduction of HC emissions is 90% from 1985 to the year 2000. TITLE: (P22) CHEMICAL WETTING AND FOAMIONG SUPPRESSANTS DESCRIPTION: Require all rock plants emitting 10 tons or more of parti- culates to install a chemical wetting or foaming suppressant system. Spray heads would be located at all major dust generating points (crushers, screens, transfer points) by 1980. EFFECTIVENESS: Effectiveness cf this tactic is assumed to be 3.8% from 1980 through the year 2000. TITLE: (P23) MARINE COATINGS DESCRIPTION: Require use of marine coatings with low solvent content or use of high performance coatings in place of high solvent coatings. A reduction of HC emissions from marine coatings would be realized. EFFECTIVENESS: The expected percent reduction of HC emissions is 35% from 1985 to the year 2000. 68 TITLE: DESCRIPTION: (P24) CUTBACK ASPHALT Request replacement of hydrocarbon solvents with emulsifiers in asphalt formulations or use of solvent - less asphalts, EFFECTIVENESS: Tactic currently under reevaluation. Preliminary data shows a potential minimum 10 tons/day of hydrocarbon emissions. Acceptance of asphalt reformulations is due to increasing solvent costs. This tactic proposes a 100% reduction in emissions from this source. Note: Since the amount of emissions and control is still under study, no credit is given for this emission source in the trends or strategies as of this writing (8/78). TITLE: (P25) ORGANIC SOLVENT MANUFACTURING AND MISCELLANEOUS OPERATIONS DESCRIPTION: Modify the District's Rule 66 to require more stringent emission standards for manufacturing and miscellaneous operations to reduce HC emissions. To achieve the revised emission standards, add -on controls will be required (e.g., direct flame incineration at 1300OF for 0.3 seconds; catalytic oxidation at 700°-900°F; carbon adsorption; a method with demonstrated equi,vaient of better control efficiencies than the above), EFFECTIVENESS: The expected percent reduction of HC emissions is 45% from 1985 to the year 2000. TITLE: (P26) ADDITIONAL CONTROL ORGANIC COMPOUND SURFACE CLEANERS DESCRIPTION: This tactic is similar to P2 in the types of controls used, cost and social impacts. The difference is that P26 assumes that 100% of the emissions will be affected instead of the 53% in P2. EFFECTIVENESS: P26 adds an additional 23% control to the overall effect- iveness of P2 bringing the Coal effectiveness to 50% for P2 and P26 combined. 69 f10-t) I" "T° (TRANSPORTATION AND LAND USE) TACTICS E (T-1) REGIONAL LAND USE PATTERN The objective of this tactic is a regional land use pattern that would reduce VMT and vehicle trips below the level of the Series IV Regional Growth Fore- casts. The Series IIA forecasts associated with the Regional Comprehensive Plan and analyzed as Tactic Ti in the Regional Air Quality Strategy would have reduce hydrocarbon emissions generated from motor vehicles by about 3 tons per day in 1985 compared to the "existing trends" forecasts. However, this development pattern assumed a 60-mile fixed guideway and express bus transit system which now has little chance of being implemented.' To illustrate the effect of land use and population distribution patterns on vehicle travel and pollutant emissions, the staff has compared the Series UA and Series IV development patterns assuming the same transit system for both -- the low level bus system growing with time and demand to maintain today's existing level of service. Comment and Imalementation: With the transit system held constant, there is very little difference in emissions between the Series IIA and IV development patterns. This very small reduction results primarily from the shorter vehicle trips that would be made under a more compact regional development pattern. The analysis shows that the emission reduction estimated for Tactic Tl would have resulted - almost entirely from the transit system, ircluding the 60-mile fixed guideway. If a land use tactic is selected for the AQMP, CPO staff will work to incor- porate *t into the next round of regional growth forecasts (Series V) scheduled for January 1979. r (T-2) EXPANDED RIDESHARING (See T21. T22, T23) Ridesharing entails prearranged shared rides for people traveling at similar t:xe from approximately the same origin to the same destination. The primary modes for work trips are carpools, vanpuuls and buspools. Major emphasis is placed on the role of employers, who collect and distribute materials and promote the ridesharing concept with their employees. Assistance is also available to individuals through dial -in-service. Supporting tactics include flex -time, preferential parking for ridesharers, carpool toll reduction on Coronado Bridge and freeway ramp metering by-pass lanes for high occupancy vehicles and buses. The following figures show the effect of this tactic on travel:,, 1980 1985 1990 1995 2000 Light -Duty Vehicle VMT-% p;T p,6 _T -T 2 78 , Light -Duty Vehicle Trips-% 0.1 0.2 0.5 1.0 1.4 Ridesharers 10,000 19,000 40,000 98,000 154,000 Work Trip: Vehicle Occupancy 0.01 0.03 0.05 Increase* 0.10 0.15 *Current work trip vehicle occupancy is 1.14. 70 r Comment: Ridesharing primarily provides a reduction in VMT with a minimal reduction in tips. Consequently, ridesharing is an excellent money -saving energy conservation and congestion relief tactic. Ridesharing provides positive air quality benefits, but its impact is diminished because it does not reduce trips significantly. The factors causing this are a large amount of park -and - ride access and vehicles left at home used for some short trips. Implementation: Implementation is through Commuter Computer, San Diego's areawide rides wring service, which is currently in its third year of operation. Funding is included in the Regional Transporation Improvement Program. i (T4) GASOLINE RATIONING (150) Artificially limiting the supply of gasoline is generally considered the "ultimate" air quality tactic to cut travel and thus pollutant emissions. "Gasoline rationing" would limit the supply of gasoline to consumers through a rationing program. "Fuel rationing" is an alternat^ve with similar effects! which would limit the gasoline delivered to retail outlets in the region. The following figures show the eftect of this tactic on light -duty vehicle travel: 1980 1985 1990 1995 2000 Trip Reduction 5% 4% 2y, 0 0 VMT Reduction 10% 8% 4Y, 0 0 i� Comment: In the near term, this tactic would have the greatest potential of all transportation controls to achieve target reductions in travel. However, the impact on emissions diminishes significantly over time and effectiveness of implementing this tactic at the local level is questionable. Implementation in the San 9iego region would likely place the region at an economic disadvantage compare to other parts of the state and nation. Rationing would be difficult if not impossible to enforce at the regional level. Enforcement ' problems would be heightened in the San Diego region because of the proximity of Mexico. The severity of the social and economic disruption was evidenced in the 1973 fuel embargo. People were willing to wait long periods of time to s refuel and traveled to gasoline station at inconvenient hours to obtain fuel. Implementation: Gasoline rationing is not recommended as a transporation control strategy at this time. Further study is required to determine economic and social impacts. Should it be considered in the future, it should be administered .i as part of a state or federal program. J (T-5) EXPANDED TRANSIT (See T24, T25, T26) Expanded transit is recommended for the AQMP/Nan-attainment plan. Additional funding will be required. The recommended short range program is the current E`t Transporation Improvement Program to 1983, which is a modest expansion. In the long range, transit system improvements to 1995 as proposed by the MTDB and a comparable level of service for the remainder of the region is recom- mended for air quality purposes. It is recommended that transit be expanded as follows: 71 Daily Revenue Additional Annual Year Ridership Subsidy R-,r.uired 1978 120,000 --- 1985 170,000 $10,000,000 1995 285,000 $34,000,000 �- Supporting tactics include: Park -and -ride, Traffic Engineering Improvements for Transit, Eliminate On -Street Parking Where Warranted for Transit, Freeway Ramp Metering Bypass Lanes, Flex -Time and Staggered Work Hours. Comment: Expanded transit does not provide a large air quality benefit and is a costly tactic. Nevertheless, improved transit provides better accessibility, helps shape land development and conserves energy. When considered in a total context, improved transit is warranted and it provides a small but significant air quality benefit. �- (T-7) ENCOURAGE BICYCLE TRAVEL This tactic proposes a much more extensive bicycle system than currently exists by developing a regional bicycle route system, community oriented routes, bicycle feeder systems to public transit, possible employer incentives and facilities. Such facilities include secure bicycle parking, connections with express bus service, showers and locker rooms. Aiso, extensive educational and promotional programs will be emphasized. The following figures show the effect of this tactic on light -duty vehicle travel: 1980 1985 1990 1995 2000 Light -Duty VMl'-% 0.02% 0.10h 0.2% 0.2% 0.3% j - Light -Duty Passenger Trips-% 0.1% 0.4% 0.8% 0.8% 0.8% Comment: This tactic was adopted as part of the RAQS in 1976. The emission targets have been revised downward utilizing the 1977 major employer bicycle survey and 1977 Original and Destination Survey to establish a base and reasonable targets. The 1990 target is a 50% increase in the bicycle portion of travel. Implementation: Facilities are being implemented through the bicycle `fransporation Improvement Program (TIP). Educational and promotional programs need to be developed. CPO has published 30,000 copies of a brochureto encourage commuting by bicycle. (T-14) TRAFFIC FLOW IMPROVEMENTS (Including Extended Idle) This general class of coptrols is designed to improve air quality by smoothing �- the flow of traffic since certain emission increase due to "stop and go" traffic conditions. Smoothing traffic, reducing vehicle idling, and increasing speed would help reduce overall emissions. Improvements include 1) traffic signal improvements, including computerized traffic control; and 2) traffic engineering improvements, including channelization, one-way streets, turn pockets, parking restrictions on arterials and off-street loading. This tactic is 72 lia intended to maintain current speeds so that air quality does not deteriorate. Without this "mainterince" tactic, average speed will decrease by about 1 mile per hour in 1985 and 2 miles per hour in 1995. Comment: Traffic flow improvement projects within the growing San Diego region, in most cases, have maintained a relatively high speed on arterial streets. Over the next 20 ,years, populatic is forecasted to increase abn-it one million while street additionsand expansions will be limited. Consequen,ly, traffic signal and engineering improvements will likely at best maintain the relatively high all day average arterial speeds of about 25 to 30 miles per hour that the San Diego region currently experiences. Without improvements, speeds will decrease. Also, traffic flow improvements can improve localized CO problems. Implementation: Implementation will be through the regional and local trans- .poi,tation improvement programs. (T-71) FLEX -TIME AND STAGGERED WORK HOURS This program would shift the daily work schedule so that all employees would not arrive and leave at the same time. This could take the form of "staggered hours" where subgroups of a .otal work force operate on a fixed schedule, or "flex -time", where employees are given the option of determining their own work hours within certain limits. This measure could reduce or improve air quality by: (a) reducing congestion, (b) spreading early morning emissions, and (c) providing employees with an opportunity to adjust their schedules to accom- modate other modes of travel such as transit or ridesharing with persons at different work places. This tactic supports ridesharing and transit and also has the benefit of reducing congestion and localized emissions. Comment: San Diego _arrently has some staggered and flexible work hour programs in existence as evidenced by the long peaking period on the roadway network. Studies in other areas indicate that this tactic reduces emissions through increased speeds. There is strong evidence that thin tactic assists in encour- aging transit and ridesharing. Implementation: Implementation will be carried out in two ways: 1. Commuter Computer would encourage major employers to allow flex -time for carpoolers and transit users. 2. As part of the continuing AQMP planning process, develop a model traffic mitigation flex -time and staggered work hour ordinance to be applied at the zoning and permit process. The ordinance is to be adopted and implemented by the region's cities and the County. (T-22) PREFERENTIAL PARKING FOR RIDESNARERS Preferential ridesharing parking locations and parking rates are encouraged at all feasible major employment locations. This tactic supports ridesharing. Comment: This tactic's primary purpose is to discourage single occupant auto - commute trips. Free or reduced -rate parking for carpools and vanpools provides an additional incentive to support the ridesharing tactic. Reduced rates would impact relatively few trips. Providing parking spaces in preferrred locations in free lots would provide an 'incentive for a far larger segment of auto -drivers. dowever, this is a fairly minor incentive. Both should be helpful in encouraging ridesharing. 73 Implementation: Implement as part of the Commuter Computer ridesharing program for major employers and CPO member agencies. (T-23) CARPOOL TOLL REDUCTION - CORONADJ BRIDGE The San Diego-Coronad Bay Bridge (SR-75) is a 2.1 mile toll bridge connecting the Cities of San Diego and Coronado. The bridge was constructed as a five -lane facility and opened to traffic on August 28, 1969. The present auto toll is 60t cash for one-way trip across the bridge. A 40-ticket commute book valid for two months is available for $14 (35�./trip). A special 40-ticket book for carpools with three or more ridesharers is available for $4 Oft/trip). The reduced toll for carpools was begun as a demonstration project by CALTRANS in 1977. Originally the carpool tickets were valid only during weekday peak traffic periods. On January 15, 1978, the demonstration project was rxtended indefinitely and use of the carpool tickets was authorized 24 hours daily, all week long. This tactic supports ridesharing. Comment: Early results of the demonstration project's limited toll reduction were disappointing. However, subsequent vehicle occupancy counts and a steady increase in carpool ticket collections, particularly since the hours for carpool ticket use were expanded to 24 hours seven days per week, indicate a steady growth in the number of high occupancy vehicles crossing the bridge since that time. Average - vehicle occupancy (exclusive of buses) increased from 1.24 to 1.45 between May 26, 1977 and March 28-29, 1978. Implementation: Use of this tactic has been extended indefinitely by CALTRANS and is included in the 1978 Transportation Systems Management Element. CALTRANS also is investigating increased incentives for use of high occupancy vehicles for possible future implementation, including increased tolls for single occupant vehicles and wave through (toll free) carpool lanes at the toll plaza. r (T-24) DEVELOP PARK -AND -RIDE FACILITIES r' Park -and -ride facilities coupled with express transit service can contribute significantly to reducing the number of automobiles on freeways and major arterials and reduces the need for parking spaces at major activity centers. However, park -and -ride facilities provide air quality benefits only for lcng trips. This tactic supports transit. - Comment: Park -and -ride (including kiss -and -ride) significantly reduces the air quality benefits of a transit trip, therefore, the analysis of transit improve- +»+ ments should consider locations and routings which minimize park -and -ride. Implementation: Park -and -Ride facilities should be implemented on a case -by -case feasibility analysis. Implementation would be through the Regional Transportation Improvement Program. i 74 (T-25) TRAFFIC ENGINEERING FOR TRANSIT The provision of traffic engineering improvements on major arterials offers an opportunity to make modest improvements to transit travel times at a relatively low cost. This is a transit support tactic. Comment: Few arterial streets in this region carry a sufficient number of buses to warrant the implementation of an exclusive lane for their use. A minimin" of 20 vehicles per hour in the peak period is usually required to reserve an exclusive lane. In other congested areas, traffic engineering measures can be taken to relieve points of congestion for all vehicles or give priority to buses. An'intensive program of this type of improvement could conceivably result in the saving of one to three minutes in the average (systemwide) transit trip length. Implementation: A program to identify and relieve areas of congestion which slow transit oepratiohs should be implemented immediately. Transit operators should consolidate information indentifying areas of traffic congestion which j� affect transit operations. These areas should be prioritized for corrective action through the regional (CPO) transportation committee structure with improvement projects funded through existing state and federal funding programs. In most cases, projects would be implemented by the local jurisdictions. (T-26) REDUCED ON -STREET PARKING IN COMMERCIAL AND SERVICE DISTRICTS Existing parking spaces in congested business districts would be selectively eliminated to provide bicycle lanes and improved transit access. Comment: The reduction of on -street parking in business areas is often viewed as a means of reducing auto trips. Unless alternative means of access can be provided, reduced parking could also have a severe impact on the economy ofian area, and has the potential of diverting trips to more distant (suburban) centers. It is, however, important to improve both bicycle and transit access to these congested centers for both air quality and economic reasons. .a Implementation: The implementation of this tactic would occur as a part of the transit and bicycle tactics. In planning community -scale bicycle systems, local agencies should provide access to commercial district (and other high activity generators such as schools). Transit operators should identify areas of conges- tion which slow transit travel time. Where beneficial, parking lanes should be converted for exclusive use by transit vehicles or bicycles. (T-27) ENCOURAGE PEDESTRIAN MODE A large percentage of the trips in the region are relatively short and could potentially be made by walking. Government programs to encourage the pedestrian �.� mode would include educational programs and the provision of better facilities. The impact of this tactic on light -duty vehicle travel is shown below: M� ! yJ 75 1980 1985 1990 1995 2000 Light -Duty VMT-% - - 0.01 0.02 0.02 0.03 Light -Duty Trips-% - - 0.1 0.2 0.2 0.3 Comment: A change of public attitude is needed if walking is to provide a significant decrease -in auto emissions. Walking current accounts for 15% of "purpose' trips in the region. The provision of amenities to encourage ",.al',:;ng, combined with an aggressive education and marketing campaign and a growth management plan, over a long period of time could substitute some walking for auto travel. Implementation: Amend local zoning ordinances to provide a density bonus for the provision of pedestrian facilities. Develop an edu(.etione'i program to encourage walking as a substitute for short automobile tripz'. Incorporate pedestrian system improvements in all feasible public works projects. As part } of the local planning effort, identify areas of auto -pedestrian conflict, and " institute programs to eliminate conflicts. (T=28) EXPANDED INTER -URBAN BUS AND RAIL The bulk of travel diversion in the Los Angeles -San Diego corridor is forecasted for air transportation, which could increase air pollution impact. Bus travel in the corridor has been declining because of bus economic problems. !; Rail transit ridership in the corridor has doubled in the last four years because of government subsidy. Rail travel is projected to continue to increase. Comment: Inter -urban rail is an excellent energy conservation tactic with a ! significant amount of VMT being reduced. Minimal air qulaity RHC benefit is L derived since about 70% of the riders arrive by auto access. Rail diesel engines cause an increase in NOx emissions. Implementation: Implementation is through the State Transportation Improvement Program. Additional trains will require additional state subsidy. - E (T-29) FREEWAY RAMP METERING Ramp metering is an effective operational tool which car, under appropriate con- ditions, promote optimum use of a transportation corridor. Its use also improves air quality in two ways: (1) by improving the flow of traffic on freeways, and (2) by encouraging transit ridership and ridesharing by providing bypass lanes at ramps. Bypass ramps permit a time saving for buses and carpools, encouraging a modal shift. However, if congestion on a freeway is eliminated, there is the possibility that, in the absence of any other land use or transporation actions, additional long distance trips could be generated. �^ i t 76 ri Comment: Ramp metering will reduce emissions on currently congested Routes 8 and 94. Beyond 1980, ramp metering will maintain speeds on the current free flow freeways and should be implemented as conditions warrant. Ramp metering bypass lanes are a support �zctic for both transit and ridesharing. Implementation: CALTRANS should incrementally implement ramp metering on the 7 region's freeway system as a part of the Transportation Improvement Program (TIP). Metering on Route 94 is being implemented and the Route 8 metering project is in the TIP. Monitoring of the program and data collection should occur before and during implementation and analysis should include air quality impacts. (T-15) LARGE GAS TAX INCREASE The gasoline tax would be raised to reduce the demand for vehicular travel. The extra revenue could be used to finance transit improvements or ridesharing activities and other governmental services. The following figures show the impact of this tactic on light duty vehicle travel: 1980 1985 1990 1995 2000 Trip Reduction 5% 4% 2% 0 0 VMT Reduction 10% 8% 4% 0 0 To continue the emission effectiveness of this tactic, prices would have to be increased periodically to account for people shifting to smaller, more fuel efficient cars. Comment and Implementation: Various sources show that the elasticity of gasoline Price increases is about -0.15 in the short term. Therefore, doubling the price of gasoline would decrease gasoline consumption about 15%. Travel adjust- ments by people would probably reduce the trip and VMT reduction to less than 15% (possibly 5% to 10%). In the long run, the application of this measure would likely produce a shift toward smaller, more fuel -efficient cars. The imposition of this measure raises questions of equity, since the poor and those not having access to transit would be penalized most severely. Large gasoline taxes should be considered at the state and federal level, as i part of a unified energy policy. If implemented locally, the San Diego region would likely be placed at an economic disadvantage compared to other parts of the state and nation. Further study is required to determine economic feasibility and an equitable manner to redistribute funds. tJ f'I kJ j,, 77 4 6 t LIST OF TACTICS CONSIDERED %1 Aircraft —Tow Commercial Jets instead of taxiing �~ A2 Aircraft Evaporative —Hydrocarbon Losses 'C1 Combustion —Energy Conservation Measures C2-1 Electric Generators & Boilers C23 Space Heaters C24 Solar Energy ` C25a Electrical Energy Conservation (Optimistic) C25b Residential insulation F1 Fugitive .Dust —Vehicle Traf. Non-traditional Sources F2 Fugitive Dust —Vehicle Traf Non-traditional Sources (OPT) F3 Fugitive Dust —Unpaved Roads F4 Fugitive Dust —Unpaved Roads (OPTIMUM)_ F5 Fugitive Dust —Vacant Lots F6 Fugitive Dust —Street Flushing r-- 'M1 Inspection and Maintenance (Ref M-21,22.23,24) 'M2 Inspection and Maintenance of Off -road Vehicles (Ref M-25) 'M3 LDV Emission Stds. (6 gm evaporative) for 1977 model 'M4 5/25 Exhaust Emission Stds & Evaporative Standard for HDV for Post 1977 models 'M5 Motorcycle Em:ssion Stds three phase reduction (Ref, M-32,33) M6 100,000 Mile Emission Warranty (LDA) 'M7 Evaporative Controls on LDV (2 gm HQ 1980 models M8 Retrofit Evaporative Controls on 1970-1977 LDV M9 Evaporative Control on LOT, MDT,LDA 'M 10 100,000 Mile Emission Warranty LOT 1980 (Ref. M-6) 'M 11 Retrofit Exhaust Oxidation Catalysts on 1970-1977 HDV M12 Retrofit Evaporative Controls on 1970-1977 Gasoline Heavy -Duty Vehicles, HDV r 'M 13 Emission'Standards for Off -road Recreation Vehicles 1978 -_ M14 Off -road HDV, Exhaust Emission Standard 'M15 Emission Standards for Farm Equipment meet 5 / 25 certification 1980 M21 State Inspection/ Maintenance Piogram, Change of Ownership With Random CHP Inspection M22 State inspection/Maintenance Program. Change of Ownership Without Random CHP Inspection M23 State Inspection/Maintenance Annual Program M24 Maximum Effort Inspection/Maintenance, LDA, LDT & MDT {" M25 Inspection/Maintenance, All Vehicles Other Than LDV, LDT, MDT M26 Retrofit 1966-1974 MDVand LDVwith Oxidation Catalysts M27 Retrofit Oxidation Catalysts on 1970-77 Heavy -Duty Gasoline Vehicles M28 LDA, LDT & MDT Exhaust Emission Standards (Optimum) r 1 M29 LDA, LDT & MDT Exhaust Emission Standards "t M30 Heavy -Duty Truck HC Exhaust Standard M 31 Heavy -Duty Truck CO Exhaust Standard' ; M32 Motorcycle Exhaust Standard (HC) ;. M33 Motorcycle Exhaust Standard (CO) M34 Retrofit Evaporative Controls on '70.77-LDT & MDT 'Tactic not evaluated in this report. 78 LIST OF TACTICS CONSIDERED M36 Non -Highway & Construction Equipment NOx Control M37 Battery -Powered Cars M38 Methanol/Gasoline Blend LDA, LDT & MDT MS2 Home Utility MS21 Population Limit, Slow Growth MS22 Population Limit Zero -net Migration 'P1 DryCleaners (Ref P21) P2 Organic Compound Surface Cleaners 'P3 Architectural Surface Coatings (paints) shift to non -reactive bases (Ref P4a, b, 5) P4a Industrial Surface Coatings and Manufacturing P4b Reformulation of Industrial Surface Coatings 'P5 Architectural Surface Coatings 'P6 Industrial Surface Coatings (paints) P4 except 90% reduction target advanced to 1985 'P7 Vapor Recovery Equipment effectiveness improved to 95% by 1985 (Ref. P8a) P8a Fixed and Floating Roof Gasoline Storage P8b Marketing/Transfer P9 Volatility of Gasoline P21 Dry Cleaners P22 Chemical Wetting & Foaming Suppressants P23 Marine Coating P24 Cut -Back Asphalt P25 Organic Solvents used in Manutacturing and Miscellaneous Operations P26 Additional Control —Organic Compound Surface Cleaners T1 Regional Land Use Pattern T2 Expanded Ridesharing (See T 21,22,23) %,,ilnUnunication"SUDStitutrs and Home Goods Delivery T4 Gasoline Rationing (15%) T5 Expanded Transit (see T 29,T 25,T-26 ' T 6 Demand Response Transit T7 Encourage Bicycle Travel 18 Encourage Interregional Air Travel 'T9 Balanced Communities —Land Use Transportation Patterns 'T10 Maximum Urban Transit with Concentrated Development Oriented According to Transit Availability 'T1 1 Tax on 2nd/3rd Auto Ownership 'T12 Reduced Fare Transit 'T13 Commercial Goods Transported Via Less Polluting Vehicles T14 Traffic Flow Improvements (Including Extended Idle) T 15 Large Gas Tax Increase (Doub!e Price) T21 Flex4ime and Staggered Work Hours T22 Preferential Parking for Ridesharers T23 Carpool Toll Reduction —Coronado Bridge T24 Develop Park -and -Ride Facilities T25 Traffic Engineering for Transit 'Tactic not evaluated in this report 79 t r s LIST OF TACTICS CONSIDERED ` T26 Reduced On -Street Parking in Seance and Commercial Districts ^ T27 Encourage Pedestrian Mode T28 Expai'tded Inter -Urban Bus and Rail ' T29 Freeway Ramp Metering 'T30 Increase Tolls on Coronado Bridge 'T31 Parking Surcharge on Off -Street Facilities 'T32 Smog Charges 'T33 Congested Area License Fee 'T34 Reduce On -Street Parking for Commuters 'T35 High Occupancy Vehicle Lanes 'T36 Centre City Transit Mail 'T37 Pedestrian Malls 'T38 Impact of New Freeways 'T39 Toll on Selected Freeways 140 Price —In Car Meters r I 'T41 Congestion Pricing 742 Special Toll -Lane —Coronado Bridge 'T43 Maximum Transit to Choice Riders 'T44 Increase Parking Meter Rates 'T45 Reduce On -Street Parking in All Areas 'T46 Reduce Parking Time Limits 'T47 Reduce Off -Street Parking Requirement 'T48 Reduce Size•of Parking Stalls �- 'T49 Four Day Work Week i 'T50 Eliminate Through Traffic in Congested Areas 'T51 More Flexible Funding 'T52 Small Gas Tax lncrease 'T53 Employer Transit Tax 'T54 Hotel / Motel Tax Increase 'T55 Sales Tax Increase 'T56 Property Tax Increase r 'Tactic not evaluated in this report. OTHER TACTICS CONSIDERED BUT NOT EVALUATED IN THIS REPORT 1 Modify Rule 66 for Industrial/Architectural Coatings. 2, Central Reactivation Site for Activated Carbon Systems. g^; 3 Permanent Surfaces in Place of Surface Coatings. 4 Water Wash Control or, Paint Spray Booths. 5 Higher Efficiency Dry Filter Control on Paint Spray Booths. i 6. Closed Chambers Surface Cleaning for Small Parts, 7 Require Vapor Recovery on Small Solvent Users. 8. Pesticides —Encourage Organic Farming. ' 9 Plant Operation Scheduling 10 High Efficiency Scrubbers on All Milling Operations 11 Mist Suppressant on All Chemical Milling Operations. 12 Electrostatic Precipitators. t 13, Filter Collectors �-- I 14, NOx Controls (Modify Rule 68) 80 L 1 15 Flue Gas Desulfurization 16 Use Baghouse and Closed Budding on All Food and Agricultural Product Plants 17 Require High Efficiency Scrubbers. Baghouse. Scrubbers, and Electrostatic Precipitators on All Metallurgical and Mineral Process and Products Production Plants 18 Require Geodesic Domes on All Rock and Gravel Crushing plants Emitting 50 Tons a Year. 19 Adopt Closed System Organic Liquid Storage with Vapor Recovery Leakage Limit on All x Fittings for Fuel Transfer from Tank Truck to an Underground Tank 20. Retrofit Older Electric Plants, 21 Limit Sulfur Oxides Emissions from New Sulfur Recovery and Sulfuric Ards. a 22 Wind Power x1 23 Geothermal Power 24 Agriculture Debris Controlled by Burning. Composting, Shredding and Compaction Of 25, Aircraft Engine Modification. 26. Electric Power for New Home Utility Products 27 Encourage Low Maintenance Yards/or Grounds 28 Ships and Boats Require Vapor Recovery and Engine Emission Standards, 29 Require Vapor System on Marine Gas Terminals, 30 Ban the Use of Motorcycles or Limit Their Activity 31 Require an Emission Standard on Mexican Vehicles Crossing the Border 32 Adopt a Modern Process Technology Rule Aimed at Promoting Modernization of An Areawide Plant, 33 Modify Aircraft Ground Operations (Refer to A 1) 34 Penalty Charge or Tax based on Amount of Emission to Encourage Reduction tstfi TACTICS THAT HAVE BEEN INCORPORATED INTO OTHER TACTICS ADOPT BACT RACTAND LAER REGULATION for Existing Sources with Time Scale for Compliance ADOPT BACT. RACTAND LAER FOR ALL SOURCES in Lieu of Emission Concentration Limits. ADOPT BACT, RACTAND LAER FOR ALL SOURCES in Addition to Emission Concentration Limits, EXTENSION OF REQUIREMENTS TO SMALLER OPERATIONS, i e . Fewer Exemptions Minor Results with Maximum Disruption FEDERAL INSTALLATIONS TO CONFORM WITH APCD REGULATIONS Federal Regulations Require U S Government Installation to Meet APCD Emission Standards and Procedures till " BACT =Best Available Control Technology RACT = Reasonably Available Control Technology LAER -- Lowest Achievable Emission Rate 81 r, i APPENDIX 8 ADD1110\Al. REPORTS !. The following Cocuments were p -partd in connection with the San Diego Air Management Process, primarily by the San Diego Air Pollution Control District. Support Reports for the Revised Regional Air Quality Strategies August, 1978 ' *Air Quality Maintenance Plan Workplan, Fall, 1977 Application of Three Oxidant Control Strategy Evaluation Methodologies ( to the San Diego Air Basin, Fall, 1977 (� Emissions Simulator Update: Prepared for San Diego Air Pollution Control District, April, 1977 List of Potential Tactics for the San Diego Air Basin, Draft, April 18, 1978 MADCAP,: Meteorological Scenarios for AQMP Analysis, MADCAP (Model of Advection. Diffusion and Chemistry of Air Pollution) Computer Model, May 15, 1978 U *1974-75 Regional Emissions Inventory San Diego Air Basin, June, 1977 r9 *Regional Emission Trends Projections for the San Diego AQMP/Non-Attain- ment Plan, April 14, 1978 Draft. Final estimated August, 1978 San Diego Air Pollution Control District Interbasin Transport Conference, May 12, 1918 San Diego Air Pollution Control District Methodologies for Evaluation of ! Tactics, Draft, April 18, 1978 San Diego County Air Pollution Control District Rules and Regulations, July, 1978 Study of General Aviation Aircraft Evaporative Emissions, May, 1978 *Tactic Evaluation for the Revised Regional Air Quality Strategies, August, 1978, Draft Workplan for Evaluating the Air Quality Impact of OCS Development of San Diego County, July, 1977 } *Key Documents 83 The following documents were prepared as part of the Air Management Process primarily by the Air Quality Planning Team. 1. Air Pollution Trends in the San Diego Air Basin, October 1975 2. Price of Pollution, April 1976 3. Regional Air Quality Strategies: Technical Documentation, April 197.6 4. Revised 1972 Emissions Inventory, August 1975 S. Study of San Diego County Ozone Transport, June 1975 ,6. Tactics and Strategies Interim Report, January 22, 1976 7. Three Reactiv,ty Classification Schemes: And their Effect on Control Tactic Evaluation, January 1976 y0 B. Transportation Management Tactics for Air Quality Improvements, April 1976 fq 9. What Did He Say? November 1975" 10. Regional Air Quality Strategies for the San Diego Air Basin, April 1976 aq Lo s, 8�; s