Commonwealth of Pennsylvania

**Department of Environmental Protection**

**[FINAL]{.smallcaps}**

**[State Implementation Plan Revision:]{.smallcaps}**

#### Eight-Hour Ozone Maintenance plan and

#### base year 2002 inventory

#### Susquehanna County Attainment Area

######## November 2007

Bureau of Air Quality

Pennsylvania Department of Environmental Protection

P.O. Box 8468

Harrisburg, PA 17105-8468

717-787-9495

**www.depweb.state.pa.us**

Blank page for copying purposes

**Susquehanna County Attainment Area**

### Eight-Hour Ozone Maintenance Plan

###### 

###### 

###### TABLE OF CONTENTS

Section 1 [Introduction and Overview]{.underline} 1

Section 2 [Emission Inventories]{.underline}

A. Base Year Inventory 4

B. Projected Inventories 6

Section 3 [Permanent and Enforceable Control Measures]{.underline} 10

Section 4 [Ambient Air Quality Monitoring Network]{.underline} 15

Section 5 [Verification of Continued Attainment]{.underline} 15

Section 6 [Contingency Measures]{.underline} 15

Acronyms and

Abbreviations 19

Table 2-1 2002 Base Year Emissions 4

Table 2-2 Vehicle Miles Traveled 8

Table 2-3 VOC Emissions Summary: 2002, 2009, 2018 8

Table 2-4 NO~x~ Emissions Summary: 2002, 2009, 2018 9

###### 

Blank for copying purposes

**SECTION 1**

**INTRODUCTION AND OVERVIEW**

**Susquehanna County Attainment Area**

**Eight-Hour Ozone Maintenance Plan**

Maintaining concentrations of ground-level ozone below the health-based
ambient air quality standard is important because ozone is a serious
human health threat, and also can cause damage to important food crops,
forests, and wildlife.

Repeated exposure to ozone pollution may cause a variety of adverse
health effects for both healthy people and those with existing
conditions including difficulty breathing, chest pains, coughing,
nausea, throat irritation, and congestion. It can exacerbate bronchitis,
heart disease, emphysema, and asthma, and reduce lung capacity. Asthma
is a significant and growing threat to children and adults. Ozone can
aggravate asthma, causing more asthma attacks, increased use of
medication, more medical treatment and more frequent visits to hospital
emergency clinics. Because ozone pollution usually forms in hot weather,
anyone who spends time outdoors in the summer may be affected,
particularly children, the elderly, outdoor workers and people
exercising. Children are most at risk from exposure to ozone because
they are active outside, playing and exercising, during the summertime
when ozone levels are highest.

Ozone is one of the most pervasive and detrimental pollutants known to
affect vegetation, causing more injury to trees and crops than any other
air pollutant in the United States. Ozone interferes with
photosynthesis, the process by which plants convert water and sunlight
to food. Ozone makes plants more susceptible to disease, insects, other
pollutants and harsh weather. It damages the foliage of trees and other
plants, ruining the landscapes of cities, parks and forests, and
recreation areas. Research has shown that current ozone concentrations
result in reductions of more than 10 percent in Northeast forest wood
growth. There is strong scientific evidence showing that current levels
of ozone are reducing crop yields, particularly in sensitive species -
soybean, cotton, and peanuts. Annual crop loss from ozone for soybeans
alone in Illinois, Indiana and Ohio has been calculated to fall between
\$199 million and \$346 million. The U.S. Environmental Protection
Agency (EPA) has estimated national crop yield losses due to ozone in
excess of \$1 billion annually. One of the key components of ozone,
oxides of nitrogen, contributes to fish kills and algae blooms in
sensitive waterways, such as the Chesapeake Bay.

Ozone is not emitted directly to the atmosphere, but is formed by
photochemical reactions between volatile organic compounds (VOCs) and
oxides of nitrogen (NO~x~) in the presence of sunlight. The long, hot,
humid days of summer are particularly conducive to ozone formation, so
ozone levels are of concern primarily during the months of May through
September. The primary sources of man-made VOCs and NO~x~, the ozone
precursors, are the evaporation of fuels and solvents (gasoline and
consumer products), combustion of fuels (motor vehicles, power plants
and non-road engines), and industrial processes.

It is the responsibility of EPA to establish the maximum limit for ozone
pollution allowed in the ambient air. In 1979, EPA established the
National Ambient Air Quality Standard (NAAQS) for ozone at 0.12 parts
per million (ppm) averaged over one hour. Susquehanna County was
designated as nonattainment for this standard. The Clean Air Act (CAA)
was amended on Nov. 15, 1990. The amended Section 107(d)(1)(C) provided
that designations occurred by operation of law for areas that had been
designated nonattainment before enactment of the amendments. Susquehanna
County was classified as an incomplete data one-hour ozone nonattainment
area.

In 1997, after extensive review of health and environmental evidence on
adverse effects of ozone, EPA revised the NAAQS and established a new
health-based standard at 0.08 ppm averaged over eight hours. In 2004,
EPA designated 37 counties in Pennsylvania as nonattainment for the
eight-hour standard, which included interstate areas covering certain
areas in the states of Ohio, New Jersey, Delaware and Maryland. In this
Commonwealth, Susquehanna County was designated as an
unclassifiable/attainment area for the eight-hour ozone standard based
on air quality data from 2001-2003. See 40 CFR 81.339.

The ozone monitor sited closest to Susquehanna County is locataed in the
Scranton-Wilkes-Barre area. The area is attaining the ozone standard
based on air quality from 2004-2006 with a 2006 design value of 0.075
ppm.

EPA specified that even though the one-hour ozone standard had been
revoked as of April 30, 2004, (69 *FR* 23951), the one-hour ozone NAAQS
designations and classification statuses were retained as of the
effective date of designation for the eight-hour NAAQS for purposes of
anti-backsliding regulations (40 CFR 51.905). Anti-backsliding
regulations apply even after revocation of the one-hour ozone NAAQS.

EPA's Phase 1 Implementation Rule (69 *FR* 23951, 23998 (April 30, 2004)
for the eight-hour ozone standard requires at 40 CFR 51.905(a)(iii) that
states submit an eight-hour maintenance plan to EPA for those one-hour
nonattainment areas that had not been previously redesignated to
attainment/maintenance for the one-hour standard. The maintenance plan
needs to demonstrate that the area will maintain the standard for 10
years after designation in accordance with Section 110(a)(1) of the CAA.

To demonstrate maintenance of the eight-hour ozone standard for this
area, Pennsylvania must show that the future emissions of a pollutant or
its precursors will not exceed the level of the base year inventory for
at least 10 years, taking economic, population and travel growth into
account. This maintenance plan contains a base year inventory for 2002
and demonstrates that emissions will not be greater than the base year
in 2009 and 2018. The plan describes measures that have been previously
adopted; it neither changes existing measures nor adopts additional
ones. The plan indicates how maintenance plan progress will be tracked
and identifies measures that would be available to promptly correct any
NAAQS violation.

The following permanent and enforceable control measures are included in
the plan:

-   Clean Air Interstate Rule (CAIR)

-   Interstate Pollution Transport Reduction

-   Portable Fuel Containers

-   Consumer Products

-   Architectural and Industrial Maintenance coatings

-   Federal Motor Vehicle Control Programs (light-duty and heavy-duty)

-   Visual inspection of pollution control components in annual vehicle
    safety inspection

-   Cleaner gasoline (federal program)

-   Cleaner highway diesel (federal program)

-   Cleaner nonroad diesel (federal program)

-   Pennsylvania Clean Vehicle Program

##### Pennsylvania Heavy-Duty Diesel Emissions Control Program

-   Federal programs for nonroad engines

The Department has provided assurances that it will continue to operate
the ambient air quality monitoring network in the Commonwealth and to
evaluate emissions inventories periodically compared to the projections
provided in the plan. The Department has also provided a list of
potential contingency measures that it would consider should violations
of the NAAQS occur.

Requirements for a public comment process are set forth in Section
110(a)(2) of the CAA and 40 CFR Section 51.102(d). The Department held a
public hearing to receive comments on the proposals on November 13,
2007. The comment period ended on November 16, 2007 and no comments were
received.

**SECTION 2**

#  BASE YEAR (2002) AND PROJECTED INVENTORIES

Information on the manmade sources of ozone precursors, VOC and NOx, is
compiled for:

-   "Stationary sources" (or "point" sources), which refer to those
    sources for which the Department collects individual
    emissions-related information. Generally they represent major
    stationary sources but may be smaller.

-   "Stationary area sources," which are
    industrial/commercial/residential sources too small or too numerous
    to be handled individually, such as commercial and residential open
    burning, architectural and industrial maintenance coatings
    application and clean-up, consumer product use, and vehicle
    refueling at service stations. Where there is overlap between
    stationary point sources and stationary area sources, the area
    source values are adjusted to remove any double counting.

-   "Highway vehicles," which include passenger cars and light-duty
    trucks, other trucks, buses and motorcycles.

-   "Nonroad sources," which covers a diverse collection of engines
    including outdoor power equipment, recreational vehicles, farm and
    construction machinery, lawn and garden equipment, industrial
    equipment, recreational marine, commercial marine vessels,
    locomotives, ships, aircraft and many other applications.

Note that totals in the tables below may not add exactly because of
rounding. See Appendices for additional information.

##### A. BASE YEAR (2002) EMISSION INVENTORY

An emissions inventory for the base year, 2002, was developed for ozone
precursors in accordance with EPA guidance.

**Table 2-1**

**2002 EMISSIONS**

###### [[Tons Per Summer Day]{.smallcaps}]{.mark} 

  ------------------------------ -------------------- --------------------
  **Major Source Category**      **VOC**              **NO~x~**

  Stationary Point Sources\*     0.00                 0.10

  Stationary Area Sources        6.21                 0.24

  Highway Vehicles               3.17                 8.56

  Nonroad Sources                2.36                 1.37

  **TOTAL**                      11.74                10.27
  ------------------------------ -------------------- --------------------

\*Values are greater than zero. Values appear as zero due to rounding.

**Stationary Point Sources.** The Department requires owners and
operators of larger facilities to submit production figures and emission
calculations annually. Throughput data are multiplied by emission
factors from the Factor Information Retrieval (FIRE) Data System and
EPA's publication series AP-42 and are based on Source Classification
Codes (SCC). Each process has at least one assigned SCC code. If the
owners and operators of facilities provide more accurate emission data
based upon other factors, these emission estimates supersede those
calculated using SCC codes.

**Stationary Area Sources.** Area source emissions are generally
estimated by multiplying an emission factor by some known indicator or
collective activity for each area source category at the county level.
The Department estimates emissions from area sources using emission
factors and SCC codes in a method similar to that used for Stationary
Point Sources. Emission factors may also be derived from research and
guidance documents if those documents are more accurate than FIRE and
AP-42 factors. Throughput estimates are derived from county-level
activity data, by apportioning national or statewide activity data to
counties, from census numbers, and from county employee numbers. County
employee numbers are based upon North American Industry Classification
System (NAICS) codes to establish that those numbers are specific to the
industry covered. More specific information on the procedure used for
each industry type is contained in *Pennsylvania 2002 Area Source
Criteria Air Pollutant Emission Estimation Methods*, (E.H. Pechan &
Associates, Inc., February 2004) which is contained in the Technical
Appendix.

**Highway Vehicle Sources.** The Department employs an emissions
estimation methodology that uses the current EPA-approved highway
vehicle emission model, MOBILE6.2, to estimate highway vehicle
emissions. Highway vehicle emissions were estimated using MOBILE6.2 and
PENNDOT estimates of vehicle miles traveled (VMT) by vehicle type and
roadway type. More information on highway methods is available in the
Technical Appendices (Appendix C). The estimate used information
specific to Susquehanna County where appropriate.

**Nonroad Sources.** The 2002 emissions for the majority of nonroad
emission source categories were estimated using the EPA NONROAD2005
model. The NONROAD model estimates emissions for diesel, gasoline,
liquefied petroleum gasoline, and compressed natural gas-fueled nonroad
equipment types and includes growth factors. NONROAD does not estimate
emissions from aircraft or locomotives. For 2002 locomotive emissions,
the Department projected emissions from a 1999 survey using national
fuel consumption information and EPA emission and conversion factors.
There are no commercial aircraft operations in Susquehanna County.

Annual emissions information and information for carbon monoxide for the
2002 base year are included in the appendices for each sector.

##### 

##### 

##### B. PROJECTED INVENTORIES

EPA guidance indicates that a state can demonstrate that future
emissions over the 10-year period of analysis will not lead to any
exceedances of the standard by showing that projected emissions during
the 10-year maintenance period are no more than those for the base year.

Emission estimates for 2009 and 2018 have been developed for this
purpose. Because the maintenance year for the nonattainment areas in
Pennsylvania is 2018, that year is included in the maintenance plan for
Susquehanna County. The year 2009 is an intermediate year that is being
used for regional ozone modeling studies, and serves as a checkpoint for
maintenance plan evaluation.

NO~x~ and VOC emission levels are expected to continue to decline
despite growth in population, economic output, and VMT. The maintenance
plan end year and the interim year were selected in consultation with
EPA Region 3 staff. The Technical Appendices contain more detailed
information for each sector. The following provides an overview of the
emission estimation techniques for stationary, area, highway vehicle and
nonroad emission sources.

**1. Growth Methodology**

**Stationary Point Sources.** The methodology for projecting stationary
point sources is the same as the methodology described below for
stationary area sources. Additional information about these projected
methodologies can also be found in the Technical Appendices. Projections
were made from 2002 emissions.

**Stationary Area Sources.** Area sources were projected from the 2002
inventory. The factors used for the temporal allocation of projections
from the 2002 baseline inventory were provided by the Mid-Atlantic
Regional Air Management Association (MARAMA), which is performing air
quality modeling for the Northeast and Mid-Atlantic states. The factors
were in the form of Sparse Matrix Operator Kernel Emissions (SMOKE) v2.2
input files[^1]. A temporal allocation was then performed to generate
tons per summer day[^2]. Area source temporal cross-reference codes were
selected, based on Source Category Codes (SCC), from files named ATREF
(Area Temporal Reference) and PTREF (Point Temporal Reference),
respectively. Once a cross-reference code was obtained, the actual
temporal profile weights were obtained from files named ATPRO (Area
Temporal Profile) and PTPRO (Point Temporal Profile).

Once the necessary weighting factors were obtained, the following
formula was used to convert annual emissions to daily emissions:

$$\text{Emissions}_{\text{Daily}} = \frac{\left( \frac{\text{TW}_{\text{July}}}{\text{TW}_{\text{Total}}} \right) \times \text{Emissions}_{\text{Annual}}}{\text{31}}$$

Where:

> TW~­July~ is the Temporal weight for July from the appropriate file
> named TPRO
>
> TW~Total~ is the total of temporal weights for the entire year.

A table of growth factors for 2009 and 2018 was provided by MARAMA. For
each state, county and SCC, this table includes state growth factors
derived from the Energy Information Administration (EIA) Annual Energy
Outlook, 2005; and/or factors extracted from the Economic Growth
Analysis System (EGAS). Where more than one factor was available, the
first choice was the EIA factor followed by the EGAS factor.

$$\text{Emissions}_{\text{Pr}\text{ojected}} = \text{Emissions}_{\text{Baseline}} \times \text{Growth}\ \text{Factor}_{\text{year}}$$

MARAMA also supplied tables of control factors, rule effectiveness
factors, and rule penetration factors for any control measures
applicable to these sources.

For the area sources, these factors were available by SCC and pollutant.
There may be more than one generic control factor that applies to a
given SCC and pollutant. In cases where there was more than one
applicable factor, the following formula may have been applied
recursively to generate reductions that are a composite of those
factors.

$$\text{Emissions}_{\text{Controlled}} = \text{Emissions} - \left( \left( \text{CF} \times \text{RE} \times \text{RP} \right) \times \text{Emissions} \right)$$

Where

CF is the control factor

RE is the rule effectiveness factor

RP is the rule penetration factor

**Highway Vehicle Sources.** The Department employs an emissions
estimation methodology that uses the current EPA-approved highway
vehicle emission model, MOBILE6.2, to estimate highway vehicle
emissions. In addition, the Department uses a MOBILE pre- and
post-processing software package called PPSUITE to process and compile
Pennsylvania's robust highway network and detailed highway vehicle data.
The Department's methodology is consistent with the January 2002
guidance published by EPA's Office of Transportation and Air Quality
(OTAQ) entitled "Technical Guidance on the Use of MOBILE6 for Emissions
Inventory Preparation." Pennsylvania Department of Transportation
(PENNDOT) supplied estimates of vehicle miles traveled (VMT) by vehicle
type and roadway type. Susquehanna County projected highway vehicle
emissions were estimated using MOBILE6.2 and PENNDOT estimates of
vehicle miles traveled (VMT) by vehicle type and roadway type. More
information on highway methods is available in the Technical Appendices
(Appendix C). The estimate used information specific to Susquehanna
County where appropriate.

###### Table 2-2

**VMT Growth**

  ------------------------------------------ ----------------------------
  **YEAR**                                   **VMT**

  2002                                       1,807,634

  2009                                       1,973,758

  2018                                       2,178,257
  ------------------------------------------ ----------------------------

**Nonroad Sources**. The projected emissions for the majority of nonroad
emission source categories were estimated using the EPA NONROAD2005
model. The NONROAD model estimates emissions for diesel, gasoline,
liquefied petroleum gasoline, and compressed natural gas-fueled nonroad
equipment types and includes growth factors. The NONROAD model does not
estimate emissions from aircraft or locomotives.

For locomotive emissions, the Department projected emissions from a 1999
survey using national fuel consumption information and EPA emission and
conversion factors.

There are no commercial aircraft operations in Susquehanna County.

**2. Projected Emissions**

Detailed information on emissions in each source category is contained
in the Technical Appendices to the plan.

> **Table 2-3**
>
> **VOC Emissions Summary: 2002, 2009 and 2018**
>
> **(tons per summer day)**

  ----------------------- --------------- --------------- ---------------
  **Major Source          **2002**        **2009**        **2018**
  Category**                                              

  Stationary Point        0.00            0.00            0.00
  Sources\*                                               

  Stationary Area Sources 6.21            6.15            6.92

  Highway Vehicles        3.17            1.71            1.00

  Nonroad Sources         2.36            2.14            1.63

  **TOTAL**               11.74           10.00           9.55
  ----------------------- --------------- --------------- ---------------

> **\*** Values are greater than zero. Values appear as zero due to
> rounding.
>
> **Table 2-4**
>
> **NO~x~ Emissions Summary: 2002, 2009 and 2018**
>
> **(tons per summer day)**

  ----------------------- --------------- --------------- ---------------
  **Major Source          **2002**        **2009**        **2018**
  Category**                                              

  Stationary Point        0.10            0.10            0.11
  Sources                                                 

  Stationary Area Sources 0.24            0.26            0.28

  Highway Vehicles        8.56            4.87            1.90

  Nonroad Sources         1.37            1.16            0.85

  **TOTAL**               10.27           6.39            3.14
  ----------------------- --------------- --------------- ---------------

#  

#  

# SECTION 3

#  PERMANENT AND ENFORCEABLE CONTROL MEASURES FOR MAINTENANCE

This section describes the federal and state measures that will be in
place to ensure emissions during the maintenance period are equal to or
less than the emissions in the attainment year.

**A. Stationary Point Sources**

**Clean Air Interstate Rule (CAIR) \--** The federal CAIR regulations
(70 FR 25162, May 12, 2005) will transition from the NOx SIP Call
electric generating unit regulations in 2009 and continue to ensure that
large electric generation facilities upwind of the area will maintain
background emissions at or below 2002 levels while any new facilities
locating within the area will be required to obtain both offsets and
allowances that will ensure ambient equivalence with regard to ozone
production potential. Pennsylvania and other nearby states are required
to adopt a regulation implementing the requirements of the CAIR or an
equivalent program. On April 28, 2006, EPA promulgated Federal
Implementation Plans (FIPs) to reduce the interstate transport of NOx
and sulfur dioxides that contribute significantly to nonattainment and
interferes with maintenance of the eight-hour ozone and PM~2.5~ NAAQS.
The EGUs in the CAIR-covered states will be regulated under the FIPs
until EPA approves revisions to SIPs for the implementation of the CAIR
requirements. See 71 *FR* 25328 (April, 28, 2006). Susquehanna County
does not have any sources that are directly regulated by CAIR, and
therefore is not showing an emissions reduction from this regulation.
However, the quality of air transported from upwind sources into the
county would be improved.

##### Interstate Pollution Transport Reduction \-- In response to the federal NOx SIP call rule, Pennsylvania and other covered states adopted NOx control regulations for large industrial boilers and internal combustion engines, electric generating units, and cement plants. The regulation covering industrial boilers and electric generators required emission reductions to commence May 1, 2003, while the regulation covering large internal combustion engines and cement plants required emission reductions to commence May 1, 2005. While there are no affected units located in Susquehanna County, upwind NOx reductions from affected sources in Pennsylvania and other states will assist in keeping the area in attainment. 

**B. Stationary Area Sources**

**Portable Fuel Containers.** The Department adopted a portable fuel
container regulation, 25 *Pa. Code* Chapter 130, Subchapter A, to
address VOC loss resulting from permeation through portable gasoline
containers, evaporative loss through container openings, and from
spillage during the filling of small tanks on machines such as lawn
mowers, chain saws, jet skis and the like. This regulation requires that
portable fuel containers manufactured after January 1, 2003 for sale in
Pennsylvania meet certain requirements. (A "sell-through" provision
allowed the sale during 2003 of containers manufactured before January
1, 2003.) The Department predicted, as part of ozone SIP determinations
for the Southeast Pennsylvania area, that the portable fuel container
regulation would be fully phased in over a 10-year period, i.e.
approximately 10 percent of the existing containers would be replaced
each year. Emission reduction estimates for the program reflect this
phased-in replacement of the containers. The regulation was submitted to
EPA as a SIP revision on March 26, 2003 and approved on December 8, 2004
(69 *FR* 70893).

**Consumer Products.** This regulation applies statewide to any person
who sells, supplies, offers for sale, or manufactures certain consumer
products on or after January 1, 2005, for use in the Commonwealth. The
Consumer Products rule includes general provisions, VOC standards,
provisions for exemptions, provisions for innovative products,
administrative requirements, reporting requirements, provisions for
variances, test methods, and provisions for alternative control plans
for consumer products. The program is contained in 25 *Pa. Code* Chapter
130, Subchapter B. It was submitted to EPA as a SIP revision on March
26, 2003 and approved on December 8, 2004 (69 *FR* 70895).

**Architectural and Industrial Maintenance (AIM) Coatings**. The
Pennsylvania AIM Coatings regulation applies statewide to any person who
supplies, sells, offers for sale, or manufactures, blends or repackages
an AIM coating for use within the Commonwealth, as well as a person who
applies or solicits the application of an AIM coating within the
Commonwealth. The regulation does not apply to the following: (1) Any
AIM coating that is sold or manufactured for use outside the
Commonwealth or for shipment to other manufacturers for reformulation or
repackaging; (2) any aerosol coating product; or (3) any AIM coating
that is sold in a container with a volume of one liter (1.057 quarts) or
less. The AIM Coatings regulation sets specific VOC content limits, in
grams per liter, for AIM coatings categories with a compliance date of
January 1, 2005. Manufacturers ensure compliance with the limits by
reformulating coatings and substituting coatings with compliant coatings
that are already in the market. The regulation contains VOC content
requirements for a wide variety of field-applied coatings, including
graphic arts coatings, lacquers, primers and stains. The regulation also
contains provisions for a variance from the VOC content limits, which
can be issued only after public hearing and with conditions for
achieving timely compliance. In addition, the regulation contains
administrative requirements for labeling and reporting. There are a
number of test methods that would be used to demonstrate compliance with
the AIM Coatings regulation. Some of these test methods include those
promulgated by EPA and South Coast Air Quality Management District of
California. The methods used to test coatings must be the most current
approved method at the time testing is performed.

The AIM coating program requirements are specified in 25 *Pa. Code*
Chapter 130, Subpart C. The final-form regulation was submitted to EPA
as a SIP revision on December 3, 2003, with a supplement submitted on
October 19, 2004. EPA approved the provisions as an element of the SIP
on November 23, 2004 (69 *FR* 69080).

**C. Highway Vehicle Sources**

Even with increases in VMT that occur from 2002 through 2018, highway
vehicle emissions of both VOC and NOx will continue to decrease. As more
vehicles subject to cleaner new car standards replace older vehicles
subject to less stringent new vehicle standards, the fleet as a whole
emits fewer emissions, compensating for the increase in vehicle miles
traveled. These decreases can be attributed to the programs described
below.

**Federal Motor Vehicle Control Programs (FMVCP) and Pennsylvania Clean
Vehicle Program for passenger vehicles and light-duty trucks and cleaner
gasoline.** Tier 1 tailpipe standards established by the CAA Amendments
of 1990 include NOx and VOC limits for light-duty gasoline vehicles
(LDGVs) and light-duty gasoline trucks (LDGTs). These standards began to
be phased in starting with model year 1994. Evaporative VOC emissions
were also reduced in gasoline-powered cars starting with model year
1998.

In 1998, under the authority of section 177 of the CAA, the Department
adopted the Pennsylvania Clean Vehicles Program. (28 *Pa. B*. 5873, Dec.
5, 1998.) The Pennsylvania Clean Vehicles Program incorporates certain
California Low Emission Vehicle emission standards for passenger cars
and light-duty trucks by reference. As required under Section 177 of the
CAA, these provisions are identical to the low emission standards
adopted by California, except that the regulation does not incorporate
by reference the California zero emissions vehicle (ZEV) or emissions
control warranty systems statement provisions.

In the same rulemaking, the Department adopted the National Low Emission
Vehicle (NLEV) program as a compliance alternative to the Pennsylvania
Clean Vehicles Program. The NLEV program became effective in the Ozone
Transport Region in 1999. Pennsylvania's New Motor Vehicle Emissions
Control Program regulations (25 *Pa. Code* Subchapter 126.401-126.441)
allowed automobile manufacturers to comply with NLEV instead of the
California Low Emission Vehicle (CA LEV) program through MY 2005. These
regulations affected vehicles 6,000 pounds and less and were the
regulations in effect for new motor vehicles in the baseline year, 2002.

In 1999, EPA promulgated regulations more stringent than NLEV (Tier 2),
starting with MY 2004. In order to participate in NLEV, Pennsylvania had
been required to adopt language that extended its "commitment" to NLEV
until MY 2006. In practical terms, the NLEV program was replaced for MY
2004 and later by the more stringent Federal "Tier 2" vehicle emissions
regulations, 65 F.R. 6698 (Feb. 10, 2000), and vehicle manufacturers
operating under the NLEV program became subject to the Tier 2
requirements.

Pennsylvania amended the former New Motor Vehicle Control Program (which
included the Pennsylvania Clean Vehicles Program) in 2006. The Clean
Vehicles Program continues to incorporate the California Low Emission
Vehicle Program (CA LEV II) by reference. As amended, the program
affects MY 2008 and newer passenger cars and light-duty trucks vehicles
less than 8,500 lbs gross vehicle weight rating. 36 *Pa B*. 7424
(December 9, 2006).

Emissions for milestone years were estimated based on compliance with
the Pennsylvania Clean Vehicles Program according to the methodology
described in section 7.4.1 of the *Technical Guidance on the Use of
MOBILE6.2 for Emissions Inventory Preparation* published by EPA's Office
of Transportation and Air Quality (OTAQ) in January 2002. This
methodology is further explained in Appendix E. The Department is
assuming in its MOBILE modeling that the federal Tier 2 program applies
to subject vehicles sold in Pennsylvania from MY 2004 through MY 2007
and the Pennsylvania Clean Vehicles Program applies to subject vehicles
sold in model year 2008 and beyond.

**Heavy-Duty Diesel Control Programs.** EPA promulgated more stringent
national regulations for heavy-duty engines and vehicles (over 14,000
pounds) starting with MY 2004. In addition, consent decrees with seven
of the largest heavy-duty engine manufacturers required, among other
terms, that diesel engines made by these companies comply with these
2004 standards two model years early, in MY 2002. The Department
includes these programs as provided in the MOBILE model.

In 2002, the Department adopted the Heavy-Duty Diesel Emissions Control
Program for model years starting after May 2004. The program
incorporates California standards by reference and requires MY 2005 and
subsequent new heavy-duty diesel highway engines to be those certified
by California. California standards are more stringent than federal
standards for the two model years between expiration of the consent
decrees discussed above and the implementation of more stringent federal
standards affecting MY 2007 and beyond. However, EPA's MOBILE model
already assumes that the engines would comply with consent decree
standards, even without an enforcement mechanism. The Department has
used MOBILE defaults to calculate emissions from MY 2005 and 2006
highway engines.

EPA adopted new emission standards for heavy-duty engines and vehicles
for MY 2007 and subsequent. For diesel engines, the standards will be
phased in from 2007 to 2010 for NOx and VOCs. For gasoline engines, the
standards will be phased in during MYs 2008 and 2009. Federal and
California standards are virtually identical for MY 2007. For MY 2008,
California adopted requirements for anti-idling engine programming which
will be required in Pennsylvania by virtue of Pennsylvania's
incorporation by reference. However, there is no EPA-approved
methodology to estimate emission reductions from this requirement.
Therefore, the emission estimates use assumptions from the federal rule
for these years.

Because the new engine standards are adversely affected by sulfur in
fuel, EPA also required most highway diesel fuel to contain no more than
15 parts per million (ppm) of sulfur, as of the fall of 2006. There is a
temporary compliance option allowing refiners to continue to produce up
to 20 percent of their highway diesel fuel at 500-ppm fuel. The
Department uses MOBILE defaults to estimate the effects of the phase-in
provision.

**Changes to Vehicle Safety Inspection Program.** In November 2003,
PennDOT amended its vehicle safety inspection program to include a
visual inspection of certain pollution control components in the 42
counties for which a separate vehicle emissions inspection program is
not required. These regulations can be found in 67 *Pa. Code* Chapter
175. Pennsylvania submitted that portion of the amended safety
inspection program as a revision to its State Implementation Plan on
December 1, 2003. EPA approved the SIP revision on October 6, 2005 (70
FR 58313).

**D. Nonroad Sources**

EPA has adopted a series of regulations affecting new diesel-powered
("compression ignition") and gasoline-powered ("spark ignition") nonroad
engines of various sizes (horsepower) and applications. Information on
these federal rules, including their implementation dates, can be found
at www.epa.gov/nonroad. The Department used the assumptions built into
the nonroad model (NONROAD2005) to estimate emissions for all milestone
years.

No new national or international regulations are expected to be
applicable to aircraft during the maintenance period. While EPA has
published an advance notice of proposed rulemaking indicating their
consideration of more stringent standards for locomotives and large
commercial marine diesel engines, the agency has not finalized any new
standards.

EPA will also require diesel fuel used in most nonroad applications to
contain less sulfur. The sulfur will prevent damage to the more advanced
emission control systems needed to meet the engine standards; it will
also reduce fine particulate emissions from diesel engines. In 2007,
fuel sulfur levels will be limited to 500 parts per million (ppm) for
nonroad applications other than ocean-going marine vessels. In 2010,
fuel sulfur levels will be reduced to the same sulfur concentration as
in highway fuel, 15 ppm; this requirement applies in 2012 to locomotive
and marine diesel fuel.

# SECTION 4

# AMBIENT AIR QUALITY MONITORING NETWORK

The Department will continue to operate the air monitoring network in
the Commonwealth in accordance with 40 CFR Part 58 to verify the
attainment status of the area, with no reductions in the number of sites
from those in the existing network unless pre-approved by EPA.

# 

# SECTION 5

# VERIFICATION OF CONTINUED ATTAINMENT

The Department will track the attainment status of the eight-hour ozone
NAAQS in the area by reviewing air quality at the design monitor for the
Scranton-Wilkes-Barre Area and emissions data during the maintenance
period. The Department will perform an annual evaluation of two key
factors, VMT data and emissions reported from stationary sources, and
compare them to the assumptions about these factors used in this plan.
The Department will also evaluate the periodic (every three years)
emission inventories prepared under EPA's Consolidated Emission
Reporting Regulation (40 CRF 51 Subpart A) for any unanticipated
increases. Based on these evaluations, the Department will consider
whether any further emission control measures should be implemented.

# SECTION 6

**CONTINGENCY MEASURES**

Contingency measures would be considered if for two consecutive years
the fourth highest eight-hour ozone concentrations at the design monitor
for the Scranton-Wilkes-Barre Area are above 84 ppb*.* If this trigger
point occurs, the Department will evaluate whether additional local
emission control measures should be implemented in Susquehanna County in
order to prevent a violation of the air quality standard. The Department
will analyze the conditions leading to the excessive ozone levels and
evaluate what measures might be most effective in correcting the
excessive ozone levels. The Department will also analyze the potential
emissions effect of federal, state and local measures that have been
adopted but not yet implemented at the time the excessive ozone levels
occurred. The Department will then begin the process of implementing any
selected measures so that in the event of a violation, the measures can
be implemented as expeditiously as practicable after the violation.

If a violation at the design monitor for the Scranton-Wilkes-Barre Area
occurs, the Department will adopt additional necessary emission
reduction measures as expeditiously as practicable in accordance with
the implementation schedule in this section and the Pennsylvania Air
Pollution Control Act in order to return the area to attainment with the
standard.

Additional emission reduction measures to be considered for adoption
would be based on criteria including:

-   air quality analysis indicating nature of violation (cause,
    location, source);

-   emission reduction potential, including extent to which emission
    generating sources occur in the nonattainment area;

-   timeliness of implementation in terms of the potential to return the
    area to attainment as expeditiously as practicable; and

-   costs, equity and cost-effectiveness.

Additional measures to be considered for adoption will include, but not
be limited to:

**Non-regulatory measures:**

-   Diesel retrofit (including replacement, repowering or alternative
    fuel use) for public or private local onroad or offroad fleets.

-   Idling reduction technology for Class 2 yard locomotives.

-   Accelerated turnover of lawn and garden equipment, especially
    commercial equipment, including promotion of electric equipment.

-   Additional promotion of alternative fuel (e.g. biodiesel) for home
    heating and agricultural use.

**The regulatory measures** below were considered potential
cost-effective and timely control strategies by the regional planning
organizations (Ozone Transport Commission, Mid-Atlantic Regional Air
Management Association and Mid-Atlantic/Northeast Visibility Union)
during their 2005-2006 ozone attainment deliberations.

-   Additional controls on consumer products

-   Additional controls on portable fuel containers

[]{.mark}

In the event that additional emission reductions are necessary, the
Department will propose and adopt additional emission reduction measures
to attain and maintain the ozone NAAQS in accordance with the
requirements of the Clean Air Act, the Air Pollution Control Act, other
Pennsylvania statutory requirements, and the Department's Policy for
Approval and Distribution of Regulations.

If the measure is non-regulatory, implementation would take place as
expeditiously as practicable with the following milestones:

> *Within 2 months:* Identify stakeholders for potential non-regulatory
> measures for further development.
>
> *Within 3 months:* If funding is necessary, identify potential sources
> of funding and the timeframe under which funds would be available. In
> addition to non-Title V Clean Air funds, the following programs may be
> able to provide a funding stream:

-   transportation projects, federal Congestion Mitigation and Air
    Quality funds from the Federal Highway Administration, as allocated
    to the Northern Tier RPO. Discussions will be held with PENNDOT and
    the Northern Tier RPO to ensure that emission credits could be
    allocated for attainment purposes, rather than for transportation
    conformity.

-   for projects which also have an energy efficiency co-benefit, the
    Pennsylvania Energy Harvest program.

-   for projects which would be undertaken by small business and are
    pollution prevention projects, the Small Business Advantage Grant
    and Small Business Pollution Prevention Loan programs;

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-   for projects which involve alternative fuels for vehicles/refueling
    operations, the Alternative Fuel Incentive Grant program.

-   for projects involving diesel emissions, federal Energy Policy Act
    diesel reduction funds allocated to Pennsylvania or for which
    Pennsylvania or project sponsors may apply under a competitive
    process.

> *Within 9 months:* If state loans or grants are involved, enter into
> agreements with implementing organization (business, local government,
> transit companies, non-profit entities, etc.). Quantify projected
> emission benefits.
>
> *Within 12 months:* Submit revised SIP to EPA.
>
> *Within 12-24 months:* Implement strategies and projects.

If the measure is regulatory, the rulemaking process will proceed
according to the following anticipated timetable. Timeframes are
measured from the event triggering the need for additional control
measures.

> *Within 1 month of triggering event:* Submit request to begin
> regulatory development process.
>
> *Within 3 months of triggering event:* Review by Air Quality Technical
> Advisory Committee (AQTAC), Citizens Advisory Council and other
> advisory committees[^3] as appropriate.
>
> *Within 6 months of triggering event:* Environmental Quality Board
> (EQB) meeting/action.
>
> *Within 8 months of triggering event:* Publish in the *Pennsylvania
> Bulletin* for comment as proposed rulemaking.
>
> *Within 10 months of triggering event:* Public hearing takes place and
> comment period on proposed rule closes.
>
> *Within 11 months of triggering event*: House and Senate Standing
> Committees and Independent Regulatory Review Commission (IRRC) comment
> on proposed rule.
>
> *Within 13 months of triggering event:* AQTAC, Citizens Advisory
> Council and other committee review responses to comments and draft
> final rulemaking.
>
> *Within 16 months of triggering event:* EQB meeting/action.
>
> *Within 17 months of triggering event*: Independent Regulatory Review
> Commission action on final rulemaking.
>
> *Within 18 months of triggering event:* Attorney General's
> review/action.
>
> *Within 19 months of triggering event:* Publish in the *Pennsylvania
> Bulletin* as final rulemaking and submit to EPA as a SIP revision. The
> regulation would become effective upon publication in the Pennsylvania
> Bulletin.

**Susquehanna County Attainment Area**

## **Eight-Hour Ozone Maintenance Plan**

## 

## **ACRONYMS AND ABBREVIATIONS**

AIM Architectural and Industrial Maintenance

AQTAC Air Quality Technical Advisory Committee

CAA Clean Air Act

CAIR Clean Air Interstate Rule

CA LEV California Low Emission Vehicle (program)

EDMS Emissions and Dispersion Modeling System

EGAS Economic Growth Analysis System

EPA U.S. Environmental Protection Agency

FAA Federal Aviation Administration

FIRE Factor Information Retrieval

FMVCP Federal Motor Vehicle Control Program

ICI Industrial, Commercial and Institutional

IC Internal Combustion

I/M Inspection and Maintenance

MPO Metropolitan Planning Organization

NAAQS National Ambient Air Quality Standard

NLEV National Low Emission Vehicle (program)

NO~x~ Oxides of Nitrogen

NSR New Source Review

PENNDOT Pennsylvania Department of Transportation

ppb parts per billion

ppm parts per million

RACT Reasonably Available Control Technology

SCC Source Classification Code

SIP State Implementation Plan

SMOKE Sparse Matrix Operator Kernel Emissions

TSD Technical Support Document

tpsd tons per summer day

VMT Vehicle Miles Traveled

VOC Volatile Organic Compound

[^1]: For additional information on the SMOKE file formats, please refer
    to the SMOKE v2.2 Users Manual, available from the Center for
    Environmental Modeling for Policy Development (CEMPD) at
    http://cf.unc.edu/cep/empd/products/smoke/index.cfm#Documentation.

[^2]: Consistent with its prior SIP submissions, the PADEP did not
    attempt to calculate weekday vs. weekend emissions for area sources.
    Reliable allocation factors for such a calculation were not readily
    available, and it would be unlikely to result in significant
    differences for SIP purposes.

[^3]: Other committees could include the Small Business Compliance
    Advisory Committee and Agriculture Advisory Committee.