HomeMy WebLinkAboutSP 144B; SDG&E Wastewater Facility; Specific Plan (SP) (5)aped
AIR POLLUTION CONTROL DISTRICT
9150 Chesapeake Drive. San Diego, California 92123
(714) 565-5901
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DRAFT
1981 ANNUAL REPORT
REASONABLE FURTHER PROGRESS
VOLUME I
A progress report on the implementation actions
taken to achieve and maintain the National Ambient
• Air Quality Standards in the San Diego Air Basin.
MAY 1981
• Prepared by
San Diego County
Air Pollution Control Disrict
Transportation Element provided by
San Diego Association of Governments
I
This is a draft of the Reasonable Further Progress report for review and
I public comment during the period May 30, 1981 to June 30, 1981. It is
_
available at each City and County main public library in the San Diego region
as well as at the address below. Additional copies of Volume I of the report
can be obtained from the Air Pollution Control District for $2.00.
• The report is an assessment of progress towards achieving clean air in the
San Diego region. It is in two volumes. This one, Volume I, contains a
• general summary and conclusions. It is specifically designed for wide
public review and intended to promote an understanding of the issues. Volume
| II contains detailed supporting data. The draft report will be finalized at
_ the end of the comment period, and will incorporate comments received. The
™ reader is asked to submit comments to:
I
San Diego County Air Pollution Control District
I ATTN: Air Resources/Special Projects
9150 Chesapeake Drive
I San Diego, CA 92123
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TABLE OF CONTENTS
PAGE
INTRODUCTION 1
CONCLUSIONS 5
BACKGROUND - 6
PROGRESS DURING 1980 8
SPECIFIC STRATEGY ANALYSIS 11
Ozone Strategy --------- — ____ n
Figure 1.1 - Reactive Hydrocarbon Emissions
• Carbon Monoxide Strategy ------ — -- 12
Figure 1.2 - Carbon Monoxide Emissions
| Nitrogen Dioxide Strategy 12
_ Particulate Strategy ------------ 13
• Table 1.1 - Progress Toward Implementation
of the R-RAQS/79 SIP
| Table 1.2 - T-Tactic RFP Summary, 1980
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INTRODUCTION
This is the second annual Reasonable Further Progress Report, an assessment
of implementation actions taken in 1980 to attain healthy air quality stan-
dards in the San Diego region.
The first report dealt with 1979. It was carefully reviewed and discussed
by the Community Resource Panel which includes representatives of the
community special interest groups and industry. Based upon the first
report, that Panel enumerated the following concerns and conclusions.
1. Steady progress has been made in controlling stationary sources and
continued progress is anticipated. However, remaining control tactics
are expected to produce only small incremental improvements.
2. Steady progress is expected until growth in the 1986 period outpaces
control efforts.
3. If private development decisions and local government policies continue
to encourage growth, the emission reduction burden caused by growth
will be shifted to less socially and economically acceptable tactics.
4. Adverse air quality impacts of land use decisions are often given a
quick negataive declaration without sufficient review.
5. Some transportation control tactics show little promise providing a
significant impact on air quality.
6. Effective utilization of carpools and vanpools could significantly
reduce automotive emissions.
7. A viable regional transit system could displace automobiles and thus
have a significant air quality impact over the long term.
8. An additional 30 or 40 tons of hydrocarbon emission reductions, assum-
ing implementation of an inspection and maintenance program, will be
needed to attain the ambient standard for ozone.
9. The automobile is the key source of carbon monoxide, hydrocarbon, and
nitrogen oxides emissions. As the San Diego region grows, it will
have to do some or all of the following: (1) modify its land use
patterns to reduce vehicle emissions; (2) improve its transportation
tactics to reduce vehicle utilization and emissions; (3) implement an
effective motor vehicle inspection and maintenance program; (4)
develop even more stringent standards for stationary sources; and, (5)
limit population growth and thus limit all forms of pollution.
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Based upon the previous assessments the Panel then proposed the following
list of recommendations:
1. State Air Resources Board rules, EPA regulations, and the local Dis-
trict rules should impose the most stringent rules technically and eco-
nomically feasible.
2. A regional transit element with a phased integrated route system should
be included as part of the air quality program.
3. Government and private agencies should use their unused vehicles in
carpools or vanpools during off hours. The Panel strongly supports
efforts to solve the problems of insurance, ordinances, and other
restrictions that prevent carpools from using business or government
vehicles.
4. Transportation control tactics need to assume a larger share of the
necessary emission reductions.
5. The State vehicle emission control program should be retained, except
in cases where alternative standards do not potentially interfere with
attainment or maintenance of ambient air quality standards in the San
Diego region.
6. The legislature should pass an enabling legislation to authorize a cen-
tralized or an equivalent motor vehicle inspection and maintenance pro-
gram.
Reasonable Further Progress is defined in the Federal Clean Air Act as:
"annual incremental reductions in emissions of the applicable air pollutant
(including substantial reductions in the early years . . . and regular
reductions thereafter) which are sufficient in the judgement of the Admini-
strator of the Environmental Protection Ageny (EPA) to provide for attain-
ment of the applicable national ambient air quality standard by the date
required". Local air polluton control agencies are required by the Clean
Air Act to annually assess progress being made to reduce pollutant emis-
sions sufficient to meet health standards by the specified date. The
assessment serves to identify existing or potential problems within each
pollutant control strategy in order to develop corrective actions well in
advance of the attainment dates.
This, the first volume of the annual report, provides a summary of the
assessment, general conclusions, and recommendations. The second volume
contains detailed information and documentation required by the Environ-
mental Protection Agency and the California Air Resources Board.
The objectives of this report are to:
o Review the Implementation of Adopted Control Strategies.
Control strategies were adopted to reduce pollutant emissions suffi-
cient to attain the health standards. Under this objective, an assess-
ment is made as to how well those strategies are being implemented.
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o Revise Strategy Assessments to Reflect Refined Data and Assumptions
Demonstration of attainment of health standards is based on certain
data and assumptions. If significant changes occur in the data base or
basis for assumptions, the demonstration of attainment needs to be
reassessed.
There are four pollutants for which the entire San Diego County or a por-
tion thereof is designated nonattainment. Those are ozone, nitrogen
dioxide, carbon monoxide, and particulates. Recently, the EPA has proposed
to redesignate San Diego as attainment for nitrogen dioxide, as the region
no longer violates that standard.
This report focuses on the ozone (so called smog) control strategy since
smog is the major problem in San Diego. Other pollutant strategies are
briefly discussed. A brief description of each pollutant and the required
attainment dates are provided below.
o Ozone - Attainment date: 1987
Ozone is the main constituent of a complex photochemical reaction among
hydrocarbons and oxides of nitrogen in the atmosphere. The results of
those reactions are generally referred to as "smog". In comparison to
other pollutants, ozone is the most damaging to the lung. It may cause
breathing problems to sensitive persons; generally the elderly,
children and people who have respiratory or heart disease. At elevated
levels even healthy persons may experience headaches, chest discomfort,
sinus irritation and become short of breath after exercising outdoors.
Other chemicals formed in the reactions cause the eye irritation/-
typically associated with smog.
o Nitrogen Dioxide - Attained
The health standard was attained in 1979, four years ahead of schedule.
The federal health standards have not been exceeded since then.
Nitrogen dioxide is a pollutant that in high concentrations may cause
sustained pulmonary impairment. Even short term exposure at high
concentrations can cause significant but temporary impairment.
Asthmatics and children are particularly sensitive to this pollutant.
It causes the brownish color often seen in polluted areas and is the
primary source of acidic precipitation and deppsition in California.
Nitrogen dioxide is one of the pollutant which reacts in sunlight to
form photochemical smog.
o Carbon Monoxide - Attainment date: 1987
Carbon Monoxide results from the incomplete burning of fuels - notably
by automobiles in San Diego. It is inhaled, enters the blood stream,
and reduces the amount of oxygen delivered throughout the body. One of
the results is a weakened heart function which further reduces blood
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flow, thus, compounding the effect. In a healthy person the ability to
perform physical exercise is significantly reduced. But a person with
heart disease may face a life threatening situation at elevated pollu-
tion levels. Individuals with anemia, emphysema or other lung disease
are likely to be more sensitive to this pollutant. Even at low concen-
trations, mental functions, visual activity and altertness can be
impaired.
o Particulate Matter - Attainment date: 1982
Particulate matter is a general term for particles found in the atmo-
sphere. Most of the materials is dust, soot, organic matter and
various sulfur, nitrogen and metalic compounds. Some particles are
formed in the smog production process. The present health standard is
currently being reviewed by the EPA. Particulates may effect the lung
function much the same way gaseous pollutants do. Prolonged exposure
to certain components may increase the occurrance and severity of chro-
nic respitory disease.
o Sulfur Dioxide - Attained
Sulfur Dioxide is one of a number of sulfur compounds found in the
atmosphere. It enters the air from burning fuels and various in-
dustrial processes. In San Diego the air has always been healthy in
regard to this pollutant. In areas experiencing serious air pollution
episodes, studies indicate an increase in death rates among people with
existing heart and lung disease when high concentrations of this pollu-
tant occur in combination with high concentrations of particulate
matter. In more recent studies it was found that the effects of ozone
(smog) were increased in combination with this pollutant. At lower
concentrations chronic respiratory problems increase and are aggra-
vated. In San Diego where smog and particulates frequently exceed the
health standards, it is important that this pollutant remain under
control.
There are two regulatory agencies directly involved in air quality
control. The San Diego County Air Pollution Control District and the State
Air Resources Board. The District is responsible for control of pollution
from stationary sources, and from large business establishments through
implementation of traffic abatement plans. The purpose of the abatement
plans is not to attain the health standards, but to prevent air pollution
concentrations from reaching specified levels which could endanger or cause
significant harm to the public health. The Air Resources Board is prima-
rily responsible of control for motor vehicle pollution. The San Diego
Association of Governments is responsible for planning transportation con-
trol measures which will provide less than 1% of the total emission reduc-
tions needed to attain the health standards. As a result, demonstrating
progress toward attaining and maintaining the health standards is the
responsibility of the Air Pollution Control District and the State Air
Resources Board.
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CONCLUSIONS
Based upon the 1980 program evaluation the following conclusions are
apparent.
1. The San Diego region has attained the health standard for nitrogen
dioxide.
2. The region is expected to attain the health standard for carbon mon-
oxide by 1982.
3. Additional emission controls will be required if the region is
to attain the health standard for ozone (smog) by 1987.
4. The region has not attained the health standard for particulates. The
State Air Resourcs Board has not carried out its committment to develop
control measures necessary to attain the standard by December, 1982.
The Environmental Protection Agency has not revised the standard in a
timely manner.
5. Substantial progress is being made to reduce hydrocarbon emission from
stationary sources.
6. California emission standards for motor vehicles continue to provide
emission reductions. Vehicle emission control is important in San
Diego. Every effort must be made to maintain and improve the current
State program.
7. A motor vehicle inspection and maintenance program is needed to fight
smog.
8. The State Air Resources Board has been slow in developing emission
standards for off-road motor vehicles. To a certain extent, the
legislature is responsible.
9. The statewide regulatory process for development of stationary source
control measures is not benefiting San Diego to a great extent.
10. Expanded transit, one of the transportation control measures, is
falling short of expectations.
11. Ridesharing is progressing when compared to the modest target esta-
blished.
12. Currently, transportation control measures do not provide any measur-
able contribution to air quality improvement.
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BACKGROUND
In 1977 Congress significantly amended the Clean Air Act. Deadlines for
achieving federal clean air standards were extended to 1982 for five major
pollutants (ozone, carbon monoxide, particulate matter, nitrogen dioxide
and sulfur dioxide). An extension to 1987 was permitted to attain the
ozone and carbon monoxide standards in regions that could not show attain-
ment by December, 1982, even if all reasonably available control measures
were implemented.
Where standards were not being met — in San Diego this was the case for
all the above pollutants except sulfur dioxide — a Regional Air Quality
Strategy showing how they would be attained and maintained was required by
July, 1979.
The Strategy had to meet the following requirements.
o Implementation of all reasonably available control technology.
o Emission reductions cannot be defferred. Instead, annual
incremental reduction are required in order to assure reasonable
progress in maintained.
o Major new sources must obtain the lowest achievable emissions rate
and offsetting emission reductions are required.
o Motor vehicle inspection and maintenance must be implemented on a
specified schedule if an extension to 1987 for ozone and carbon
monoxide was requested.
There are potentially serious consequences for not preparing and imple-
menting an adequate strategy. Specifically, if it is inadequate, the
region will not receive federal highway funds, except for mass transit,
safety improvements and transportation projects designed to improve air
quality. No new major industrial sources can be constructed. Air quality
planning funds for the region could be withheld, and the Environmental
Protection Agency may curtail funding of sewage treatment plants.
The required air quality strategy, called the Revised Regional Air Quality
Strategy (Revised RAQS or Strategy) to distinguish it from the earlier
strategy, was adopted by the region in October, 1978. The strategy did not
show attainment for ozone and carbon monoxide by December, 1982. Accord-
ingly, an extension to 1987 was requested. The State Air Resources Board
reviewed the strategy and adopted it in February, 1979, subject to condi-
tions. The resolution containing the conditions is included in the Appen-
dices to Volume II of this report.
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Finally the Environmental Protection Agency reviewed the strategy and
determined it lacked legal authority to implement a motor vehicle inspec-
tion and maintenance program. The sanctions previously mentioned were
brought against California. Air Quality planning funds were not withheld.
To date, no significant impact has been realized in the San Diego region.
No final action was taken until April 14, 1981, when the Environmental Pro-
tection Agency published its final rulemaking.
The strategy relating to nitrogen dioxide and total suspended particulates
has been conditionally approved. The District has already met most of the
conditions. Portions of the ozone and carbon monoxide strategy have been
approved, except no action was taken with respect to motor vehicle inspec-
tion and maintenance. The State legislature has failed to pass enabling
legislation to authorize the program. That means major sources of hydro-
carbon emissions - the precursor for ozone, and carbon monoxide continue to
be subject to the construction ban. No major sources of that kind are
expected in the near future.
The Clean Air Act also requires areas requesting an extension to 1987 to
prepare and submit a revision to the strategy by July 1982. That revision
is currently being prepared.
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PROGRESS DURING 1980
This section addresses the progress made in 1980, the year for the purposes
of reporting reasonable further progress. Progress is addressed by func-
tional responsibilities of the Air Pollution Control District, State Air
Resources Board, and San Diego Association of Governments.
As mentioned in the introduction section, the San Diego Air Pollution
Control District is responsible for control of emissions from stationary
sources. Five major District rules were implemented in 1980.
Rule 61.1: this rule requires 95 percent control of volatile organic com-
pound emissions, a precursor for ozone, from storage of gasoline at bulk
terminals. The previous requirement was 90 percent. Potentially, six
facilities are affected. About 0.5 tons per day was expected as a result
of strengthening the requirement. Test data from two facilities indicates
a reduction of 0.1 ton per day. Data on the other four facilities has not
been completed.
Rule 61.4: This rule regulates emissions of volatile organic compounds
during vehicle fueling. Out of 1400 facilities subject to this rule, by
the end of 1980, 765 facilities were equipped with vapor recovery systems.
The result was 6.8 tons per day of emissions controlled. The remaining
facilities will be equipped with vapor recovery systems between now and the
end of 1982. Currently implementation is ahead of schedule. When fully
implemented, about 9 tons a day of pollution will be removed from the atmo-
sphere. Recently, legislation has been introduced to do away with vapor
recovery at service stations. If passed, it would have a major adverse
impact on ozone control strategy.
Rule 67.0: This rule regulates the use of architectural coatings by
limiting the volatile organic compounds in such coatings. Most are in com-
pliance. Estimated emission reductions in 1980 are 12.7 tons per day which
exceeds the anticipated effectiveness by 5 tons.
Rule 67.2: This rule prohibits the operation of dry cleaning facilities
using petroleum solvents, unless volatile organic emissions from the dryers
are reduced by 90 percent. The rule specifies a compliance schedule depen-
ding on the size of the facility. Four facilities were required to comply
in 1980. Two have installed the necessary equipment, one has stopped using
petroleum solvent. The fourth is expected to be in compliance sometime in
1981. Emission reductions of 0.5 tons per day have been realized.
Rule 67.7: Prohibits the use of rapid cure and medium cure cutback
asphalt. The local manufacturers have reported that they are not making
any more rapid or medium cure materials. Implementation of this rule has
resulted in approximately 1.0 ton per day reduction of volatile organic
compounds emissions.
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The 1979 strategy included commitments from the District to adopt rules in
1980 to control emissions from certain operations; specifically, Auto
Refinishing, Wood Furniture, Graphic Printing, Dry Cleaning (using haloge-
nated solvents), Marine Coatings and Pharmaceutical Manufacturing. The
schedule has since been revised to coincide with a statewide regulatory
development schedule. That process was initiated in Jaunary, 1980, and is
a cooperative effort between the State Air Resources Board and Air Pollu-
tion Control Agencies. Under the revised schedule, two rules affecting
San Diego were scheduled for adoption in 1980, one for Dry Cleaning, and
the other for Aerospace Coatings. The Dry Cleaning rule was completed late
last year, and is expected to be adopted in San Diego by mid 1981. A rule
for Aerospace Coatings has not been completed.
The statewide process does not seem to benefit San Diego region to a great
extent. The process is primarily directed at South Coast Air Basin and
San Francisco Bay Area. Table 1.1 at the end of this report provides a
complete summary of stationary source control measures along with a
schedule for adopting rules.
The State Air Resources Board is responsible for controlling pollution from
motor vehicles. Standards for motor vehicles continue to provide emission
reductions, as new less polluting motor vehicles replace old ones. In 1979
the Air Resources Board also made a commitment to investigate the feasi-
bility of establishing standards for off-road vehicles. That work is pre-
sently being pursued, but progress is slow. To a certain extent, the
legislature is responsible for slowing things down. Special interest
legislation is being introduced to stop development and promulgation of
standards which could provide about three tons a day reduction in hydro-
carbon emissions in 1987.
The Air Resources Board is also to develop particulate control measures;
however, absolutely no progress has been made. This issue is addressed in
the discussion of the particulate control strategy.
The San Diego Association of Governments is reponsible for planning and
monitoring the implementation of transportation tactics. Implementation is
the responsibility of various jurisdictions including the Metropolitan
Transit Development Board, Transit Districts, cities, County and CALTRANS.
Transportation tactics included various transportation system management
and facility improvement measures to increase ridesharing, transit use and
bicycle travel, as well as traffic flow improvements and freeway ramp
metering. In the Air Quality Strategy, the emission reduction role
expected of transportation control measures is quite small. For example,
the adopted transportation measures are expected to reduce reactive hydro-
carbon emissions by 0.7 tons per day in 1987, less than one percent of
total reduction needed to meet the ambient ozone standard by that year.
Carbon monoxide emission reductions attributable to transportation mea-
sures in 1987 are 6.53 tons per day; this is less than four percent of the
total reductions needed to meet the carbon monoxide standard.
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In general, emission reductions from ridesharing, freeway ramp metering,
and inter-urban rail service exceeded expectations during the year. Tran-
sit ridership has declined rather than increased as originally projected.
The reduced emission reduction from transit was offset by gains in other
tactics. A detailed assessment of the transportation control measures is
included in Volume II of this report. Following is a brief assessment, and
a summary is provided in Table 1.2 at the end of this report.
T-l: This tactic is an air quality maintenance measure intended to
achieve long-term air quality benefits through coordinated land
use and transportation actions by local general-purpose govern-
ments, SANDAG, transit districts and other special-purpose dis-
tricts. No emission reduction targets were established for this
tactic. Less progress was made in 1980 in implementing specific
project-level measures to facilitate other transportation
tactics.
T-2: The purpose of this tactic is to shift travel from single- occu-
pant vehicles to those carrying two or more persons, thereby
reducing total travel. Ridesharing entails prearranged shared
rides by people traveling at similar times from approximately the
same origin to approximately the same destination. The primary
ridesharing arrangements for work trips are carpools, vanpools and
buspools. The target for 1980 was a modest 10,000 ridesharers,
and that was exceeded by about 50%. Estimated hydrocarbon emis-
sions reductions from ridesharing by the end of 1980 are 0.33 tons
a day.
T-5: This tactic is aimed at diverting automobile users to fixed-route
public transit, primarily by increasing the level of transit
service. In 1980, as in 1979, the region fell short of meeting
transit targets. While transit service and ridership increased
from '79 to '80, the targets also increased and the gap between
targeted and actual performance did not decrease appreciably. In
1980, 7.5 percent fewer passengers were carried than were tar-
geted. Thus, no reduction in emissions were achieved.
T-7: Bicycle travel includes short trips to shopping, schools, work,
and recreational facilities. With proper facility design and edu-
cational programs, it is hoped that increasing numbers of people
will use bicycles instead of automobiles, the result being less
roadway congestion, improved air quality, and increased energy
savings. About 25 miles of bicycle projects were completed in
1980.
Demonstration Projects: In 1980, three demonstration projects were initi-
ated to directly implement transportation tactics or to test the effective-
ness of certain implementation techniques. One project is being carried
out by the County of San Diego; the goal is to expand the County's existing
employee vanpool program. The other two projects are being carried out by
the City of San Diego. Those are aimed at maximizing the use of bicycles
in a beach community, and testing the effectiveness of various rideshare
marketing techniques.
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SPECIFIC STRATEGY ANALYSIS
The entire San Diego County is nonattainment for ozone, whereas the western
two-thirds of the county is nonattainment for carbon monoxide and particu-
lates. Since the strategy was prepared certain significant changes have
occurred. For example, emission factors for in-use vehicles have substan-
tially changed; also, evaporative emissions from general aviation were
overestimated. The following evaluation of each strategy reflects current
information
Ozone Strategy
The ozone strategy was based on a high ozone concentration of 0.22 ppm in
Alpine in 1976, and reactive hydrocarbon emissions of 283 tons per day for
that year. The high concentration was assumed to contain 0.04 ppm attri-
butable to natural sources. The health standard for ozone is 0.12 ppm and
attainment is required by December, 1987. In order to attain the standard,
reactive hydrocarbon emissions had to be reduced to 126 tons per day in
1987. That limit was arrived at by using a methodology that reduced emis-
sions in the same proportion required to reduce the high ozone concentra-
tion to the health standard.
For the purposes of this report, the same evaluation methodology will be
used. However, the basis for the evaluation will be a new data base.
Reactive hydrocarbon emisssions in 1978 were 307 tons per day; substan-
tially more than the previously projected 269 tons per day. The increase
is primarily due to changes in emission factors for in use motor vehicles.
Based on a statistical analysis of the air quality monitoring data for
Alpine, the appropriate 1978 high ozone concentration for Alpine in 1978 is
0.20 ppm. Using the 1978 data, reactive hydrocarbon emissions in the
region must be limited to 153 tons per day by 1987 in order to attain
the health standard.
Figure 1.1 provides emission projections for reactive hydrocarbons through
1990. Emissions in 1987 are projected to be 186 tons per day; 33 tons a
day in excess of that required to attain the standard. If the State Air
Resources Board develops emission standards for off-road vehicles, as dis-
cussed previously, the emissions in 1987 would be reduced by a maximum of
three tons a day. That would still leave a 30 tons a day shortfall.
Further, the benefit of motor vehicle inspection and maintenance (I/M) pro-
gram as shown in the figure can only be realized if the legislature autho-
rizes the program. In the absence of that authorization, further control
measures will be required to offset an additional five tons a day.
In summary, smog forming hydorcarbon emissions will continue to be reduced
through 1985. The health standards will not be attained in 1987 unless
additional measures sufficient to reduce an additional 30 to 38 tons per
day are implemented by that time. Given the existing extensive stationary
source controls, attainment of the smog standards will depend upon effec-
tively reducing the use of automobiles.
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FIGURE 1.1
REACTIVE HYDROCARBONS EMISSIONS TONS/DAY
STATIONARY/MOBILE SOURCES
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307
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153 Allowable
- emissions to attain
the ozone standard
1978 1980 1982 1985 1987 1990
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It should be noted that this assessment is based on the old (Series IVb)
growth projections used in the 1979 strategy. The new projections, (Series
V), will be used for the preparation of the required 1982 strategy
revision. Also, a sophisticated air quality model will be used. With the
application of the model and new growth projections the picture may look
different than that presented in Figure 1.1.
Carbon Monoxide Strategy
Approximately 94 percent of all carbon monoxide pollution is from vehicular
sources. Pollution from motor vehicles is regulated by the Environmental
Protection Agency and the California Air Resources Board. Based on
California standards, previous projections indicated the carbon monoxide
standard would be attained around 1984 but only until 1992 when the stan-
dard would again be exceeded, primarily because of growth.
The current projections have been revised to reflect new vehicular emission
factors and are shown in Figure 1.2. Based on old growth projections
(Series IVb) the San Diego region is expected to attain the standard by as
early as 1982 and maintain the standard now beyond 1990. This will occur
even if there is no vehicle inspection program; however vehicle inspection
would substantially improve the probability for early attainment and
extend the maintenance of the standard.
Nitrogen Dioxide Strategy
The Clean Air Act requires that the national ambient air quality standard
for nitrogen dioxide be attained by December 1982. In 1979 the San Diego
region was designated nonattainment for this pollutant. In the last Rea-
sonable Further Progress report the District indicated that the San
Diego region may be in attainment. Since then the District has analyzed
the data which confirms that is the case.
In March, 1981, an application was submitted to the State Air Resources
Board to designate San Diego in attainment for nitrogen dioxide. The State
accepted the application, and submitted it to the Environmental Protection
Agency for approval. In May, 1981, the Environmental Protection Agency
proposed to accept the application. Final action will be taken at the end
of a 30 day public comment period.
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FIGURE 1.2
CARBON MONOXIDE EMISSIONS TONS/DAY
STATIONARY/MOBILE SOURCES
! I Motor-Vehicle Inspection
!—! and Maintenance
1300T
900-•
500-•
100--
1289
73
i?i I-
1032
60
993
61
:$::•::
939
845
64
$•:•:•:•||
Mobile Source Emi
Stationary Source
r
.
901
r
811
65
'•!•:•;•:•:•:•:•:§
885i 1ii
800
67
Hltl
1978 980 1982 1985 1987
1030 - Allowable
emissions to
the
1990
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Nitrogen dioxide values at each monitoring site in the county are tabulated
below.
NITROGEN DIOXIDE
ANNUAL AVERAGE - PARTS PER HUNDRED MILLION
STANDARD VIOLATION >5 PARTS PER HUNDRED MILLION
1979 1980
El Cajon
Chula Vista
Escondido
San Diego Island Avenue
Oceanside
San Diego Overland
92
36
55
65
64
61
48
91
20
95
3.41 2.77
All stations in the basin met the annual Federal Nitrogen Dioxide standard
in both years.
Particulate Strategy
The total suspended particulate standard must be attained by December,
1982. Most particulate emissons are attributable to mineral product
plants and vehicular travel on unpaved roads. The revised Regional Air
Quality Strategy included two tactics to reduce fugitive emissions from
vehicular travel at mineral product plants and unpaved roads. These two
tactics taken together were expected to reduce particulate emissions by 50
tons a day in 1982.
The State Air Resources Board, in its adoption of the Strategy, did not
adopt these tactics but instead required additional refinements of the ana-
lysis and control strategy. The District submitted a workplan, but has had
no specific response from the State Air Resources Board. Although the Air
Resources Board has established a statewide policy and a committment to
adopt necessary controls to attain the standard, there has been no progress
to that end. The Air Resources Board's efforts are primarily directed to-
ward dealing with smog and carbon monoxide.
The Environmental Protection Agency's notice of rulemaking concerning the
San Diego Strategy (April 14, 1981) requires committments to study and con-
trol fugitive emissions. The District will provide such committments in
coordination with the State Air Resources Board. The state should move
expeditiously to develop control measures necessary to attain the standard.
Without the Air Resources Board's assistance, the health standard may not
be attained by 1982.
TABLE 1.1
SUMMARY
PROGRESS TOWARD IMPLEMENTATION OF THE R-RAQS/79 SIP
Ozone Strategy
Page 1
1981 Reasonable Further Proaress Reoort
TACTIC CONTROL MEASURES
NO.
PI* Dry Cleaners (Non-halogenated)
P2 Organic Compound Surface
Cleaners
P3* Architectural Surface Coatings
P4.01 General Metal Parts and Products
P4.02 Can and Coil Coatings
P4.03 Paper and Fabric Coatings
P4.04 Auto Refinishing
P4.05 Wood Furniture
P4.06 Aerospace
P4.07 Graphic Printing
SAN DIFGO AIR POI 1 IIT10N COMTROI DISTRICT
Rule
No.
67.2
67.6
67.0 &
67.1
67.3
67.4
67.5
NA
NA
NA
NA
Rule Adoption
Scheduled
1/78
6/79
11/77
4/79
4/79
5/79
12/80
9/80
not
specified
1/80
Actual orAnticipated
1/78
7/79
11/77
. 5/79
5/79
5/79
1982
1981
1981
Undetermined
Year Effective
Scheduled
(R-RAQS)
1980 & 1984
1980 & 1984
1979 3 1980
1982
1982
1982
1983
1984
1984
1983
Scheduled (Rule)
or Anticipated
1978, 1980,
1982 & 1984
1980 & 1982
1979 & 1980
1982
1982
1982
1984 or 1985
1984
1986
Undetermined
1987 RHC Emissions (tons/day)
R-RAQS/SIP
Trends
0.5
21.8
8.4
21.1
0.5
0.2
6.2
6.2
11.3
1.9
Reduction
0
10.9
0
18.0
0.5
=0.2
5.3
'5.3
9.0
1.3
RFP Evaluation
Trends
0.6
17.7
8.7
5.8
0.3
0.2
6.0
5.6
7.9
0.2
Reduction
0
5.3
0
3.0
0.3
*0.2
2.0
2.2
4.7
Undeterminec
*P1 Dry Cleaners and P3 Architectural Surface Coatings were assumed in the baseline emissions case for future year implementation, and no additional
control was credited for R-RAQS implementation.
1981 Reasonable Further Prepress Report
TABLE 1.1 - continued
SUMMARY
PROGRESS TOWARD IMPLEMENTATION OF THE R-RAQS/79 SIPiOzone Strategy
Page 2
SAN DIEGO AIR POLLUTION CONTROL DISTRICT
TACTIC CONTROL MEASURES
NO.
P4.08 Other Special Coatings
P8a Fixed & Floating Roof Storage
P8b Marketing & Transfer
P21** Dry Cleaning (Perchloroethylene)
P23 Marine Coatings
P24*** Cutback Asphalt
P25 Chemical .Products Manufacturing
P30 Marine Lightering
M24 Maximum Inspection and Maintenance
Rule
No.
NA
61.1
61.2,
61.3 &
61.4
NA
NA
67.7
NA
NA
NA
Rule Adoption
Scheduled
7/79
3/79
3/79
3/80
6/80
6/79
3/80
U n d e t
7/79
Actual or
Anticipated
Undetermined
10/78
10/78
8/81
1982
8/79
1901
e r m 1 n e d
Not on Schedult
Year Effective
Scheduled
(R-RAQS)
1984
1980
1980-1985
1984
1981
1982
1982
U n d e t
1982
Scheduled (Rule)
or Anticipated
Undetermined
1980
1978-1982
1983
1985 or 1986
1980 & 1982
1983 or 1984
e r m 1 n e d
1982
1987 RHC Emissions (tons/day)
R-RAQS/SIP
Trends
1.7
1.0
3.9
4.6
3.2
5.4
24,4
Not Incl
so no cr
42.6
Reduction
1.2
0.5
1.9
2.7
1.1
4.9
11,0
ided in the
:dit for re(
16.2
RFP Evaluation
Trends
2.8
1.6
2.2
4.2
4.3
5.2
12.5
emissions
uctions Is
71.4
Reduction
Undetermined
0.8
0".6
2.1
1.7
1.1
9.2
Inventory
assessed.
.5.2
** Dry Cleaning (Perchloroethylene): In the original R-RAQS analysis, dry cleaning halogenated solvents were not considered reactive. However, under the
EPA reactivity classification scheme, these emissions are considered reactive and so will be included now and in the future. n
*** P24 Cutback Asphalt: Cutback asphalt emissions were not included in the 75' Emissions Inventory or credited against total emissions for the R-K
TABLE 1.2
T-TACTIC RFP SUMMARY. 1980
T-l Modified Land Use Tactic
T-2 Expanded Rldesharlng
T-5 Expanded Transit
T-7 Encourage Bike Travel
T-14 Traffic Flow Improvements
T-21 Flex-Time and Staggered
Work Hours
T-22 Preferential Parking for
Rldesharers
T-23 Carpool Toll Reduction on
Coronado Bridge
T-24 Park-and-Rlde Facilities
T-25 Traffic Engineering forTransit
T-26 Reduced On-Street Parking
T-27 Encourage Pedestrian Mode
T-28 Expanded Inter-Urban Busand Rail
T-29 Freeway Ramp Metering
1980 Emission
Reduction Targets
(Tons/Day)
RHC CO
0.22
0.07
0.05
0.28
0
0.003
0.03
N/A
2.23
0.68
0.30
3.02
N/A
N/A
N/A
N/A
N/A
N/A
0
0.035
0.26
1980 Emission
Reduction Targets
(Tons/Day)
RHC CO
N/A
0.33 3.31
?? ??
?? ??
??
N/A
N/A
N/A
N/A
N/A
N/A
??
0.009 0.114
0.14 1.02
Milestones
Achieved? ' Comments
Partially N/A - Any Emission reductions from
support tactics are Included In targets
of principal tactics.
Yes
No
Yes
Partially
Partially
No
Partially
Yes
No
No
Yes
Yes
Yes