San Joaquin Valley Unified Air Pollution Control District December 20, 2012

Appendix C: Mobile Source Control Strategies

2012 PM2.5 Plan 

2012 PM2.5 Plan

SJVUAPCD

Appendix C

Mobile Source 

Control Strategies
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Table of Contents

C.1 PASSENGER CARS, LIGHT-DUTY TRUCKS, MEDIUM-DUTY VEHICLES, 

AND MOTORCYCLES................................................................................ C-3

C.2 HEAVY-DUTY TRUCKS ............................................................................. C-7

C.3 BUSES...................................................................................................... C-10

C.4 AIRCRAFT AND AIRPORT GROUND SUPPORT EQUIPMENT ............. C-13

C.5 LOCOMOTIVES AND OFF-ROAD RAIL OPERATIONS .......................... C-15

C.6 SHIPS, COMMERCIAL BOATS, AND OFF-ROAD PORT OPERATIONS C-17

C.7 RECREATIONAL: BOATS, MOTOR HOMES, AND OFF-HIGHWAY 

VEHICLES ................................................................................................ C-19

C.8 OTHER OFF-ROAD VEHICLES AND EQUIPMENT ................................ C-20

C.9 FARM EQUIPMENT.................................................................................. C-22

C.10 ARB MOBILE-SOURCE RACM ................................................................ C-25

C.11 TRANSPORTATION CONFORMITY........................................................ C-26
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C-1 Appendix C: Mobile Source Control Strategies

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Appendix C: Mobile Source Control Strategies 

Mobile sources—on-road and off-road combined—account for over 80% of the San 

Joaquin Valley’s total NOx emissions in the 2012 to 2019 timeframe (see Appendix B).

Mobile source emissions will decrease about 40% over this time period under alreadyadopted regulations and associated engine, fuel, and fleet improvements. However, the 

Valley’s total vehicle miles traveled (VMT) are predicted to increase about 18% over the 

2012-2019 time period, as the Valley continues to be the fastest growing population in 

the state and continues to serve as one of the state’s major goods movement corridors.1

VMT growth can offset some of regulations’ full emissions reductions potential.

Considering all of this in conjunction with the magnitude of the Valley’s attainment 

challenges, it is clear that mobile source emissions reductions must be a key 

component of the District’s strategies to attain EPA’s health-based air quality standards.

Additionally, mobile sources contribute significant diesel particulate matter and other 

toxic and ultra-fine emissions, particularly in urban and environmental justice 

communities. As such, mobile sources will be important sources to the District’s Riskbased Strategy.

However, the District does not have the authority to directly regulate the engines 

themselves. The state of California and the federal government—but not regional 

agencies like the District—can directly regulate tailpipe emissions from mobile sources. 

Under Clean Air Act (CAA) Section 209, states cannot generally adopt motor vehicle 

engine standards. The State of California is a noted exception, since California starting 

adopting engine standards before the federal government. The state codifies this 

authority in California Health and Safety Code Section 43013, then utilizes this authority 

through several iterations of its mobile source regulations. The California Air Resources 

Board (ARB) has adopted tough regulations for heavy duty trucks, off-road equipment, 

and other mobile sources. This appendix includes a discussion of ARB’s mobile source 

regulations satisfying the Reasonably Available Control Measure (RACM) requirement. 

In addition to ARB regulations, the District has adopted innovative regulations such as 

Indirect Source Review and Employer-based Trip Reduction to reduce emissions from 

mobile sources, within the District’s limited jurisdiction over these sources. 

The District is also prohibited from making land use decisions, although these decisions 

can impact the Valley’s total VMT and, thus, mobile source emissions. Land use 

decisions are the jurisdiction of the Valley’s cities and eight counties.

Though the District cannot directly regulate engines themselves, there are a number of 

approaches the District can use to reduce emissions from mobile sources in the Valley:

 Encourage California and/or federal agencies to adopt stronger regulations for 

the mobile sources under their jurisdictions.

 Adopt regulations related to usage. This can include regulations that indirectly 

reduce on-road mobile emissions by encouraging reductions in VMT, or 

 

1 CEPAM: 2009 Almanac – Population and Vehicle Trends Tool. www.arb.ca.gov/app/emsinv/trends/ems_trends.php
San Joaquin Valley Unified Air Pollution Control District December 20, 2012

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regulations on how certain off-road engines are used in the Valley (“in-use” 

regulations).

 Develop and implement voluntary monetary incentive programs for mobile 

sources. These programs may accelerate fleet turnover to achieve reductions 

beyond or in advance of regulations.

 Support technology advancement. The District can fund projects that 

demonstrate the effectiveness of new engine technologies. The District can also 

help establish infrastructure needed for alternative fuel vehicles, thus making 

these vehicles a more viable option for the Valley.

 Pursue policy initiatives. The District can use its legislative platform to pursue 

additional funding and federal actions related to mobile sources. The District is 

also a partner in the Vision for Clean Air: A Framework for Air Quality and 

Climate Planning, an interagency policy collaboration outlining a common ARB, 

South Coast, and Valley vision for strategies to meet federal air quality standards 

for ozone and PM2.5, the State’s greenhouse gas goals, and reduced public 

exposure to toxics (such as diesel particulates). Meeting these long-term goals 

will depend on introduction and deployment of transformative measures and 

emerging technologies, including zero-emissions goods movement. Thus, the 

Vision document will evaluate potential policies, legislation, infrastructure, and 

efficiencies that might provide the groundwork for ensuring that South Coast, the 

Valley, and California as a whole are prepared to meet the demands of long-term 

goals. This is to be the starting point for identifying actions that need to begin in 

the short-term. These actions can also contribute to the more near-term air 

quality needs – including the 2012 PM2.5 Plan – as well.

 Outreach. The District’s Healthy Air Living outreach program encourages Valley 

residents and businesses to consider air quality as part of daily decision making.

Reducing vehicle trips is a core component of this program. The District also 

addressed mobile sources in its Fast Track initiative.

 Conformity. For “transportation conformity,” the District works with county 

Metropolitan Planning Organizations (MPOs) to establish transportation 

conformity budgets. The District also works with federal agencies under “general 

conformity” as these agencies mitigate certain construction, indirect, and 

operational emissions from their projects.

 Other interagency cooperation. The District’s Guidelines for General Plans, 

Guidelines for Assessing and Mitigating Air Quality Impacts, and related 

guidance are designed to help cities, counties, developers, and others consider 

opportunities to reduce emissions from construction equipment, indirect 

emissions resulting from increased VMT, and more as part of their processes.

Though this landscape can be complex, there are in fact many options at the District’s 

disposal for addressing the Valley’s mobile source emissions, even though many 

options available to the District are not regulatory. In this Mobile Source Control 

Measures appendix, the District summarizes equipment categories, existing emissions 

reductions efforts, and some future opportunities for further emissions reductions. 

These concepts might be pursued through non-regulatory efforts as opportunities 

become available, and are thus incorporated into Chapters 5 through 8 as appropriate. 
San Joaquin Valley Unified Air Pollution Control District December 20, 2012

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C.1 PASSENGER CARS, LIGHT-DUTY TRUCKS, MEDIUM-DUTY VEHICLES, AND 

MOTORCYCLES

Category Overview

This category includes classes of vehicles used primarily for personal transportation. 

When the light-duty truck and medium-duty vehicle categories were first established, the 

majority of vehicles in the medium-duty vehicle category were primarily used for work 

purposes. The popularity and high sales volumes of full size pick-up trucks and SUVs 

have altered the light- and medium-duty truck use patterns. It is now common for trucks 

and SUVs to be used primarily for personal transportation.

2

Passenger cars are vehicles designed primarily for transportation of persons and having 

a capacity of twelve or less. Light-duty trucks are trucks with a gross vehicle weight 

rating (GVWR) less than 5,750 lbs. Medium-duty vehicles have a GVWR between 5,751 

lbs. and 8,500 lbs. 

Existing Efforts

 District Rule 9410: Employer Based Trip Reduction—The goal of the eTRIP

Rule (Rule 9410, Employer Based Trip Reduction) is to reduce single-occupancy 

vehicle work commutes. Under the eTRIP Rule, the Valley’s larger employers, 

representing a wide range of locales and sectors, select and implement 

workplace measures that make it easier for their employees to choose 

ridesharing and alternative transportation. Because of the diversity of employers 

covered by the eTRIP Rule, the rule was built with a flexible, menu-based 

approach. In the eTRIP, or “Employer Trip Reduction Implementation Plan,” 

employers choose from a list of measures, each contributing to a workplace 

where it is easier for employees to reduce their dependence on single-occupancy 

vehicles. Each eTRIP measure has a point value, and employer eTRIPs must 

reach specified point targets for each strategy over a phased-in compliance 

schedule (2010 – 2015). The Valley Air District has continually provided 

employer assistance through training, guidance materials, promotional 

information, and online reporting options. Upon full implementation, the eTRIP 

Rule will reduce NOx and VOC emissions from passenger vehicle commute trips 

by approximately 1.2 ton per day. eTRIP Rule information and registration is 

available at www.valleyair.org/tripreduction.htm.

 District Rule 9510: Indirect Source Review—In adopting Rule 9510 (Indirect 

Source Review, or ISR) in 2005, the District was the first air agency in the nation 

to control emissions from indirect sources. Clean Air Act Section 110(a)(5)(C) 

defines an indirect source as a “facility, building, structure, installation, real 

property, road, or highway which attracts, or may attract, mobile sources of 

pollution.” The District prevailed in all legal challenges to the ISR rule, which 

reduces mobile source emissions from new development projects. ISR’s on-site 

 

2 California Air Resources Board [ARB]. (1999). “Lev II” And “Cap 2000" Amendments To The California Exhaust And 

Evaporative Emission Standards And Test Procedures For Passenger Cars, Light-Duty Trucks And Medium-Duty 

Vehicles, And To The Evaporative Emission Requirements For Heavy-Duty Vehicles: Final Statement Of Reasons.

Retrieved from http://www.arb.ca.gov/msprog/levprog/levii/pstfrpt.pdf
San Joaquin Valley Unified Air Pollution Control District December 20, 2012

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mitigation component encourages beneficial changes in land development 

patterns and practices. The off-site mitigation option applies assessed ISR fees 

to the District’s cost-effective emissions reductions incentive programs. The 

District conducted extensive outreach on ISR and prepares and annual report on 

ISR implementation. The District’s 2010 5-year evaluation of ISR implementation 

noted that in spite of economic downtown in the construction industry, ISR has 

achieved emission reductions and has resulted in positive changes in land 

development practices and processes in the San Joaquin Valley. No other air 

district has a rule quite like the District’s ISR rule. As such, the District’s rule is 

the most stringent and effective ISR rule. 

 Plug-In Electric Vehicle Readiness Plans—The District received state and 

federal grants to prepare the Valley for the mass adoption of plug-in electric 

vehicles (PEV) by developing plans for PEV infrastructure deployment, as well as 

using related incentive programs to leverage funding. PEV Readiness Plans 

represent unprecedented collaborations involving other California air districts, 

Clean Cities Coalitions, COGs, transportation agencies, city agencies, county 

agencies, public and private utility companies, universities, manufacturers, 

developers, investors, the California Energy Commission, the Department of 

Energy, the California Air Resources Board, and the Environmental Protection

Agency. The District will continue to actively seek funding to expand existing 

PEV-related incentive programs and develop additional incentive programs.

 Drive Clean! Rebate Program—This District program provides rebates for the 

purchase of eligible new, clean-air vehicles for residents and businesses of the 

San Joaquin Valley.

 REMOVE II Program—A suite of incentive programs administered by the District 

to encourage vanpooling, telecommuting, bicycle commuting, and alternative fuel 

adoption.

 Polluting Automobile Scrap and Salvage Program—Incentives targeted for 

the reduction of emissions from older high polluting vehicles through 

identification, repair, and replacement.

 Smoking Vehicle Complaint Program—This program was established to 

reduce visible exhaust from vehicles traveling in the valley, residents can call the 

District's toll-free number with a complaint about a smoking vehicle they have 

seen traveling the valley’s roads and freeways. 

 Healthy Air LivingTM—A comprehensive outreach initiative that aims to improve 

the health and quality of life of all Valley residents by encouraging people and 

businesses to make lasting changes in the way we live our lives, so that our air 

quality is positively affected.

 Advanced Clean Cars Program—A single package of standards adopted by Air 

Resources Board combining the control of smog, soot, global warming gases, 

and requirements for greater numbers of zero-emission vehicles.

 Low Emission Vehicle II (LEV II) Standards—Emission standards phased in 

through 2010 for all new vehicles sold in California, setting the base from which 

the Advanced Clean Cars Program will phase in newer standards.

 Vision for Clean Air: A Framework for Air Quality and Climate Planning—

The Air Resources Board, in collaboration with the Valley Air District and the 
San Joaquin Valley Unified Air Pollution Control District December 20, 2012

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South Coast Air District, is developing the Vision for Clean Air document to frame 

the long-term goals for 2050 (greenhouse gasses) and 2035 (75 ppb ozone), with 

the needs for mid-term 2023 (85 ppb ozone) and 2019 (PM2.5) emission 

reductions in both the trucking as well as the transportation sectors.

 Smog Check Program—Smog Check inspections are designed to identify and 

either repair or retire high polluting vehicles. The program is administered by the 

California Department of Consumer Affairs, Bureau of Automotive Repair.

 California Reformulated Gasoline—Regulations adopted by Air Resources 

Board established a comprehensive set of specifications to provide reductions of 

ozone and particulate matter precursor emissions and toxic air pollutants.

 Clean Vehicle Rebate Program—A statewide program funded by the Air 

Resources Board to promote the production and use of zero-emission vehicles, 

including electric, plug-in electric, and fuel cell vehicles.

 Clean Air Vehicle Decals (HOV Stickers)—Clean Air Vehicle (CAV) Decals 

allows vehicles to use High Occupancy Vehicle Lanes regardless of vehicle 

occupancy until January 1, 2015. White CAV decals are available to an unlimited 

number of qualifying vehicles meeting the federal inherently low–emission 

vehicle (ILEV) and California super ultra-low emission vehicle standard 

requirements and certain Advanced Technology Partial Zero-Emission Vehicles, 

such as certified zero emission vehicles. Green CAV decals are available to a 

limited number of qualifying vehicles meeting California’s Enhanced Advanced 

Technology Partial Zero Emission Vehicle requirements.

 Federal Vehicle Tax Credits—Tax credits available for the purchase or lease of 

a qualified new plug-in electric drive motor vehicle range between $2,500 and

$7,500 with factors such as battery capacity determining how much owners are 

eligible to receive and with credits phasing out for a manufacture’s vehicles 

based on cumulative sales.

New Opportunities

As described above, numerous efforts exist at the state and local level to reduce 

emissions from this category. New opportunities to reduce emissions from passenger 

vehicles can be grouped into three categories: cleaner driving, reduction in vehicle miles 

traveled, and new technology development and adoption. In the category of cleaner 

driving, new opportunities include programs for congestion mitigation, such as traffic 

signal coordination, and public education about cleaner driving habits, also called ecodriving. The reduction-of-vehicle-miles-traveled category includes increases in 

alternative commuting, additional transit-oriented planning, and enhanced commuter 

rail. Potential opportunities for new technology development and adoption include clean 

alternative fuels and improved accessibility to electrical infrastructure. The District has 

added Eco-driving as a potential non-regulatory strategy in Chapter 5 of this plan. 

While the District is not recommending any other specific program changes targeting 

passenger vehicles as part of this plan, the District will continue to consider these and 

similar measures for reducing passenger vehicle emissions whenever opportunities 

arise.
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Emission Inventory

Pollutant 2007 2012 2014 2015 2016 2017 2018 2019

Annual Average - Tons per day

PM2.5 1.94 1.88 1.90 1.93 1.97 2.00 2.04 2.08

NOx 51.15 34.51 27.85 25.44 23.31 21.30 19.68 18.29

SOx 0.38 0.41 0.43 0.44 0.44 0.44 0.45 0.45

Winter Average - Tons per day

PM2.5 1.94 1.88 1.90 1.93 1.97 2.00 2.05 2.09

NOx 56.06 37.85 30.55 27.91 25.56 23.37 21.64 20.17

SOx 0.37 0.40 0.41 0.42 0.43 0.43 0.43 0.43
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C.2 HEAVY-DUTY TRUCKS

Category Overview

This source category includes on-road, diesel-fueled trucks with a gross vehicle weight 

rating (GVWR) over 14,000 pounds. Trucks in this category are primarily used for goods 

movement throughout the state, between ports and rail yards (drayage trucks), as well 

as for interstate transport. Industries using heavy-duty trucks include for-hire 

transportation, construction, manufacturing, retail and wholesale trade, and vehicle 

leasing and rental. Buses, including school buses that meet the GVWR limit, also fall 

under the state’s Truck and Bus Regulation; however, they are not included here for 

purposes of programs and inventories. 

Existing Efforts

 CARB Truck and Bus Regulation—Regulation to significantly reduce PM and 

NOx emissions from existing diesel vehicles operating in California. The 

regulation applies to privately or federally owned, diesel-fueled trucks and buses 

with a gross vehicle weight rating (GVWR) greater than 14,000 pounds. 

Reductions are implemented through a compliance schedule based on the 

engine model year. By 2023, all trucks and buses must have engines certified to 

EPA’s 2010 emission limits.

 CARB Drayage Truck Regulation—Regulation to significantly reduce PM and 

NOx emissions from existing diesel vehicles that transport cargo to and from 

California’s ports and intermodal rail yards. 

 CARB Fleet Rule for Public Agencies and Utilities—Regulation to reduce 

diesel PM from vehicle fleets operated by public agencies and utilities.

 CARB Solid Waste Collection Vehicle Rule—This 2003 regulation applies to 

model year 1960 to 2006 waste-collection vehicles weighing more than 14,000 

pounds that collect waste for a fee. Such vehicles are required to install ARBverified BACT devices to reduce diesel smoke emissions.

 CARB Heavy-Duty Diesel Engine Software Upgrade Regulation (Chip 

Reflash)— Low NOx software upgrade is computer programming which reduces 

excess emissions of oxides of nitrogen (NOx) in 1993-1998 model year heavyduty trucks, school buses, and motor homes with engines manufactured by 

Caterpillar, Cummins, Detroit Diesel Corporation, Mack/Renault, Volvo and 

International. The software is required to be installed during rebuilds of the 

engines listed above; however, ARB encourages voluntary efforts to have the 

software installed prior to engine rebuild.

 CARB Diesel-Fueled Commercial Motor Vehicle Idling Regulation—

Regulation to limit the time and location of diesel engine idling.

 CARB Transport Refrigeration Unit (Reefer) Airborne Toxic Control 

Measure (ATCM)—ARB requires all transport refrigeration units (TRU) and TRU 

gensets that operate in California, regardless of where they are based, to meet 

in-use performance standards for particulate matter for model year 2001 and 

older units, beginning December 31, 2009.

 CARB Heavy-Duty Diesel Emission Control Labeling Program—Requires 

that all diesel engines have legible emission control labels.
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 CARB Heavy-Duty Greenhouse Gas Regulation—Adopted in 2008, this 

regulation requires heavy-duty trucks to improve fuel efficiency through 

improvements in tractor and trailer aerodynamics and the use of low-rolling 

resistance tires. 

 Vision for Clean Air: A Framework for Air Quality and Climate Planning—

The Air Resources Board, in collaboration with the Valley Air District and the 

South Coast Air District, is developing the Vision for Clean Air document to frame 

the long-term goals for 2050 (greenhouse gasses) and 2035 (75 ppb ozone), with 

the needs for mid-term 2023 (85 ppb ozone) and 2019 (PM2.5) emission 

reductions in both the trucking as well as the transportation sectors.

 District’s Proposition 1B Goods Movement Emission Reduction Program—

Grant program to replace, retrofit, or repower on-road heavy-duty trucks.

 District’s On-Road Voucher Incentive Program—Voucher program to replace 

or retrofit on-road medium-duty and heavy-duty trucks.

 District’s Heavy-Duty Truck Voucher Program—Voucher program to replace 

or retrofit on-road heavy-duty trucks.

 District’s Short-Sea Shipping—Incentives for moving shipping containers by 

barge, thus eliminating the need for heavy-duty trucks transporting containers 

from ports and intermodal rail yards.

New Opportunities

As described above, numerous efforts exist at the state and local level to reduce 

emissions from this category. The District’s review of opportunities for this source 

category includes continuation of the Proposition 1B Goods Movement Emission 

Reduction Program, the District’s Truck Replacement Program, and the Heavy-Duty 

Truck Voucher Program.

Advancing the turnover of heavy duty trucks to cleaner vehicles that operate on 

alternative fuels (CNG, LNG, electricity, etc.) is a critical component of reducing

emissions. ARB’s adopted fleet rules, together with ARB’s and the District’s incentive 

programs have greatly reduced emissions from public fleet vehicles. South Coast Air 

Quality Management District currently has a fleet rule that requires that solid waste 

collection vehicle fleets transition to operating entirely on alternative fuel beginning in 

2011. This is different than ARB’s Solid Waste Collection Vehicles Rule, which gives 

fleet operators several options to meet Best Available Control Technology requirements

for fine particulate matter by the end of 2010. One of those options is the use of 

alternative fuel. Given the stringent particulate matter requirements under ARB’s rule, 

there is little potential emissions benefit available from requiring a transition to 

alternative fuels. 

Many of the District’s SWCV fleets have already converted to alternative fuels. For 

example, the city of Fresno’s fleet is nearly 100% CNG. However, currently there is not 

an established database of alternative fuel solid waste collection vehicles in the District. 

ARB staff indicated that they are working to compile data received from fleet managers 

and this information will be available in 2013. 
San Joaquin Valley Unified Air Pollution Control District December 20, 2012

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Transitioning a fleet from diesel to alternative fuel can be costly and may not be 

economically feasible. Additionally, the emissions benefit associated with such a 

transition is minimal given the stringent particulate matter requirements under ARB’s 

rule, and the relatively small difference in NOx emissions, if any, between diesel and 

alternative fuel vehicles. Establishing new alternative fuel infrastructure can cost 

millions of dollars and alternative fuel SWCVs generally cost $25,000 more than diesel. 

Therefore, more information is needed about the District-wide SWCV fleet to 

understand how adopting a more stringent fleet rule would impact the Valley’s 

municipalities. 

For these reasons, the District will continue to advance the turnover of SWCVs through 

the use of incentive funds rather than adopting a fleet rule. The District’s Heavy-Duty 

Engine Program has already funded 115 natural gas fired refuse trucks, and the Public 

Benefits Grant Program will soon provide funds for alternative fuel infrastructure. ARB 

can also aid municipalities through their Hybrid and Zero-Emission Truck and Bus 

Voucher Incentive Project. 

While the District is not recommending any specific program changes targeting heavyduty trucks as part of this plan, the District will continue to consider these and similar 

measures for reducing emissions whenever opportunities arise.

Emission Inventory

Pollutant 2007 2012 2014 2015 2016 2017 2018 2019

Annual Average - Tons per day

PM2.5 6.91 4.65 2.73 2.33 2.15 2.04 2.04 2.04

NOx 229.67 137.71 119.66 107.44 97.23 89.80 83.47 78.48

SOx 0.26 0.25 0.27 0.28 0.30 0.31 0.31 0.32

Winter Average - Tons per day

PM2.5 6.95 4.66 2.74 2.33 2.16 2.05 2.05 2.05

NOx 233.38 140.43 121.97 109.47 99.02 91.41 85.18 80.29

SOx 0.26 0.25 0.27 0.28 0.29 0.31 0.31 0.32
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C.3 BUSES

Category Overview

This source category includes diesel-fueled buses, including public or privately owned 

school buses, with a gross vehicle weight rating (GVWR) over 14,000 pounds. The 

number of buses that are in this source category is relatively small (less than 4,000 in 

2011, EMFAC2011) compared to the number of heavy-duty trucks also meeting the 

14,000 GVWR limit and covered by the State Truck and Bus Regulation. However, as 

the primary means of public transportation, including transportation of the Valley’s 

children, minimizing emissions from this category is of high importance. 

Existing Efforts

 Small School District and County Office of Education Bus Replacement 

Program—The California Department of Education administers this grant 

program, in which small school districts and county offices of education with an 

average daily attendance of fewer than 2,501 students may apply for funding to 

purchase new school buses to replace pre-1992 school buses.

 Lower-Emission School Bus Program—Local air districts administered the 

state-funded Lower-Emission School Bus grant program. This program provided 

funding to public school districts and joint powers authorities (JPAs) to replace 

model-year 1986, and older, school buses, or to retrofit school buses with a 1987 

or newer model-year engine. While the state funding for this program has been 

expended, the District continues to secure additional funding to support the goals 

of this program and needs of Valley school districts.

 Statewide School Bus Retrofit Program—The District administers the 

Statewide School Bus Retrofit program to provide funding to public school 

districts, joint powers authorities, and private transportation providers, which 

contract with public school districts, to retrofit 1987-model year and newer school 

buses with an ARB-verified level-3 diesel retrofit. 

 Hybrid Truck and Bus Voucher Incentive Program (HVIP)—The ARB 

provides vouchers to California fleets for the purchase of hybrid and zeroemission trucks and buses. The vouchers range from $10,000 to $30,000 and 

are awarded on a first-come-first-served basis.

 Measure C School Bus Replacement Program—Fresno County administers 

the Measure C School Bus Replacement program, which uses a local retailtransaction-and-use tax to fund school bus replacements for Fresno County 

school districts. 

 Vision for Clean Air: A Framework for Air Quality and Climate Planning—

The Air Resources Board, in collaboration with the Valley Air District and the 

South Coast Air District, is developing the Vision for Clean Air document to frame 

the long-term goals for 2050 (greenhouse gasses) and 2035 (75 ppb ozone), with 

the needs for mid-term 2023 (85 ppb ozone) and 2019 (PM2.5) emission 

reductions in both the trucking as well as the transportation sectors.

 District Rule 9310 (School Bus Fleets)—The District approved Rule 9310 

(School Bus Fleets) on September 21, 2006. The rule applies to diesel-fueled 

school buses with a gross vehicle weight rating of greater than 8,500 pounds.
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Per the rule, all school buses manufactured prior to January 1, 1978, shall be 

replaced by January 1, 2016. School buses manufactured after January 1, 1978, 

shall either be replaced with a bus meeting emissions current emissions 

standards, or retrofitted or repowered with an engine manufactured on or after 

October 1, 2002. 

 State Truck and Bus Regulation—The ARB approved the California Truck and 

Bus Regulation on December 12, 2008. This rule requires diesel-fueled school 

buses with a gross vehicle weight rating of greater than 14,000 pounds to meet 

specific particulate matter reductions. School buses manufactured prior to April 1, 

1977, are to be taken out of service by January 1, 2012 and all other school 

buses are to have a retrofit device installed by specific compliance deadlines, 

with a final compliance deadline of January 1, 2014. 

 Airborne Toxic Control Measure—The ARB approved the Airborne Toxic 

Control Measure to limit school bus idling and idling of all buses at or near 

schools. Idling is restricted within 100 feet of a school and operators are to turn 

off engines upon arrival and start the engine within 30 seconds of leaving.

Operators are to limit idling to 5 minutes at all other locations. Exemptions apply 

for specific circumstances.

 Fleet Rule for Transit Agencies—The ARB adopted the Fleet Rule for Transit 

Agencies in 2000 in an effort to reduce both criteria pollutant emissions and 

exposure to toxic air contaminants from urban buses and transit fleet vehicles.

The rule requires more stringent exhaust emission standards for new urban bus 

engines and transit fleet vehicles. The rule also encourages the operation and 

use of zero-emission buses (ZEB) in California urban bus fleets, with the goal of 

gradually developing a California transit fleet composed of 15% zero-emission 

buses.

New Opportunities

As described above, numerous efforts exist at the state and local level to reduce 

emissions from this category. Opportunities to reduce emissions from buses include 

continued funding for the replacement and retrofit of older school buses through local 

funding sources, additional voucher funding for hybrid and zero-emission buses that will 

be combined with the Hybrid Truck and Bus Voucher Incentive program, and funding for 

the replacement of expiring compressed natural gas (CNG) tanks in school buses.

While the District is not recommending any specific program changes targeting buses 

as part of this plan, the District will continue to consider these and similar measures for 

reducing emissions whenever opportunities arise.
San Joaquin Valley Unified Air Pollution Control District December 20, 2012

C-12 Appendix C: Mobile Source Control Strategies

2012 PM2.5 Plan 

Emission Inventory

Pollutant 2007 2012 2014 2015 2016 2017 2018 2019

Annual Average - Tons per day

PM2.5 0.23 0.18 0.15 0.14 0.14 0.14 0.14 0.14

NOx 6.06 5.13 4.83 4.63 4.49 4.37 4.13 3.98

SOx 0.01 0.01 0.01 0.01 0.01 0.01 0.01 0.01

Winter Average - Tons per day

PM2.5 0.23 0.18 0.15 0.14 0.14 0.14 0.14 0.14

NOx 6.20 5.25 4.95 4.74 4.59 4.48 4.23 4.08

SOx 0.01 0.01 0.01 0.01 0.01 0.01 0.01 0.01
San Joaquin Valley Unified Air Pollution Control District December 20, 2012

C-13 Appendix C: Mobile Source Control Strategies

2012 PM2.5 Plan 

C.4 AIRCRAFT AND AIRPORT GROUND SUPPORT EQUIPMENT

Category Overview

This category consists of the variety of aircraft and airport ground support equipment 

(GSE) utilized in their service. Aircraft can be powered by jet turbines or piston engines, 

and are categorized as commercial, civil, agricultural, or military. Emissions from GSE 

primarily come from baggage tugs, cargo tractors, or systems that provide power or airconditioning to aircraft while on the ground.

Existing Efforts

 Proposed Emissions standards by EPA for Aircraft Engines—New emission 

standards and other regulatory requirements for aircraft turbofan and turbojet 

engines with rated thrusts greater than 26.7 kilonewtons.3These proposed 

emission standards will replace existing emission standards adopted in 2005.

 CARB Off-Road Diesel Vehicle Regulation—This regulation, as it applies to 

airport ground support equipment, imposes limits on idling, buying older off-road 

diesel vehicles, and the sale of off-road diesel vehicles. The regulation also 

stipulates the gradual requirement for fleet operators to progressively clean up 

their fleets by replacing older engines with newer engines and installing exhaust 

retrofits. 

 Federal Emission Standards for Nonroad Engines—In response to 

environmental and public health concerns, the U.S. Environmental Protection 

Agency (EPA) has established emission standards for most categories of 

nonroad engines. These engines operate in a wide variety of applications, 

including airport ground support equipment.

New Opportunities

Potential emissions reduction opportunities identified thus far include electrification of 

ground support equipment. While the District is not recommending any specific program 

changes targeting aircraft and airport ground support equipment as part of this plan, the 

District will continue to consider this and similar measures for reducing emissions 

whenever opportunities arise.

 

3 Control of Air Pollution From Aircraft and Aircraft Engines; Proposed Emission Standards and Test Procedures, 76 

Fed. Reg. 144, pp. 45012–45052. (2011, July 27). (to be codified at 40 CFR Parts 87 and 1068)
San Joaquin Valley Unified Air Pollution Control District December 20, 2012

C-14 Appendix C: Mobile Source Control Strategies

2012 PM2.5 Plan 

Emission Inventory

Pollutant 2007 2012 2014 2015 2016 2017 2018 2019

Annual Average - Tons per day

PM2.5 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.58

NOx 2.64 2.71 2.73 2.74 2.75 2.76 2.76 5.06

SOx 0.36 0.39 0.40 0.41 0.41 0.41 0.42 0.47

Winter Average - Tons per day

PM2.5 1.00 0.99 0.99 1.00 1.00 1.00 1.00 1.58

NOx 2.65 2.71 2.73 2.74 2.75 2.76 2.76 5.06

SOx 0.36 0.39 0.40 0.40 0.41 0.41 0.42 0.47
San Joaquin Valley Unified Air Pollution Control District December 20, 2012

C-15 Appendix C: Mobile Source Control Strategies

2012 PM2.5 Plan 

C.5 LOCOMOTIVES AND OFF-ROAD RAIL OPERATIONS

Category Overview

Locomotives can be divided into three groups: interstate line haul locomotives; medium 

horsepower locomotives that are mostly in California or regional service; and switch 

locomotives. This category also includes emissions from off-road equipment operated at 

rail yards. This type of equipment includes cranes, yard tractors, and material handling 

equipment such as forklifts.

Interstate Line Haul Locomotive are generally newer (built 1995 and later) and high 

horsepower (greater than 4,000 hp) locomotives that typically operate over long 

distances and many states. Medium Horsepower (MHP) Locomotives are typically, 

older locomotives that may have once served in interstate line haul service, but are now 

used in regional service. Switch (Yard) Locomotives are typically used to push railcars 

together to form trains within rail yards, but can also be used to power local and regional 

service trains.4

Existing Efforts

 District Incentive Programs—To date, the District has provided over $21.5 

million in grant incentives to install idle limiting devices (ILD) on 16 locomotives 

and for the purchase of 17 clean technology switch locomotives. A new program 

with $2 million in funding to repower line-haul, medium horsepower or switch 

locomotives was opened April 2012.

 2005 ARB statewide pollution reduction agreement with BNSF and UP—the 

railroads have agreed to reduce locomotive idling time, install idle-limiting 

technology, repair excessively smoking locomotives, maximize use of ultra-low 

sulfur (15ppm) diesel fuel, conduct health risk assessments at major railyards 

and prepare a report on feasible mitigation plans.

 2004 ARB Diesel Fuel Standards pertaining to intrastate locomotives—

adoption of new standards regulating the quality of diesel fuel used in intrastate 

locomotives, beginning 1/1/2007.

 Measuring locomotive emissions using remote sensing—AB 1222

implemented a pilot program to use remote sensing devices (RSD) to measure 

diesel emissions from in-use locomotives, in order to compare the results to 

applicable federal certification standards.

 2008 U.S.EPA Locomotive Regulation—outlined new emission standards 

pertaining to line haul, passenger and switch locomotives resulting in Tier 4 

emission levels by 2015.

 2009 ARB locomotive and railyard emission reduction recommendation 

plan—ideas to further implement emission reductions by repowering older switch 

and medium horsepower (MHP) locomotives, retrofiting older switch and medium 

horsepower (MHP) locomotives with diesel particulate filters and selective 

catalytic reduction technology, and accelerating the introduction of Tier 4 line 

haul and switch locomotives.

 

4 California Air Resources Board [ARB]. (2009). Recommendations to Implement Further Locomotive and Railyard 

Emission Reductions. Retrieved from http://www.arb.ca.gov/railyard/ted/drftrec090909.pdf
San Joaquin Valley Unified Air Pollution Control District December 20, 2012

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2012 PM2.5 Plan 

 2005 ARB Mobile Cargo Handling Equipment regulation—requires emission 

reductions from diesel powered mobile equipment operating in ports and 

intermodal railyards. Pertains to intermodal container handling equipment, yard 

trucks and forklifts.

 Vision for Clean Air: A Framework for Air Quality and Climate Planning—

The Air Resources Board, in collaboration with the Valley Air District and the 

South Coast Air District, is developing the Vision for Clean Air document to frame 

the long-term goals for 2050 (greenhouse gasses) and 2035 (75 ppb ozone), with 

the needs for mid-term 2023 (85 ppb ozone) and 2019 (PM2.5) emission 

reductions in both the trucking as well as the transportation sectors.

 Federal Emission Standards for Nonroad Engines—In response to 

environmental and public health concerns, the U.S. Environmental Protection 

Agency (EPA) has established emission standards for most categories of 

nonroad engines. These engines operate in a wide variety of applications, 

including locomotives and cargo handling equipment.

New Opportunities

As described above, numerous efforts exist at the state and local level to reduce 

emissions from this category. Potential emissions reduction opportunities identified 

include providing grant funding toward the purchase of idle-limiting devices, diesel 

particulate filters (DPF) and selective catalytic reduction (SCR) technology (retrofit 

technology), and certified engine remanufacture or repower for both locomotives and 

head end power (HEP) units, as well as the purchase of new alternative technology 

locomotives. There are also opportunities to replace, repower, retrofit, and electrify 

cargo handling equipment such as cranes, yard trucks and forklifts operating in rail 

switch yards and intermodal facilities. These potential incentive-based opportunities are 

currently eligible under existing District incentive programs. While the District is not 

recommending any specific program changes targeting locomotives as part of this plan, 

the District will continue to consider these and similar measures for reducing emissions 

whenever opportunities arise.

Emission Inventory

Pollutant 2007 2012 2014 2015 2016 2017 2018 2019

Annual Average - Tons per day

PM2.5 0.57 0.40 0.40 0.40 0.39 0.38 0.37 0.36

NOx 21.68 16.41 16.97 17.10 17.04 16.93 16.69 16.48

SOx 0.06 0.01 0.01 0.01 0.01 0.01 0.02 0.02

Winter Average - Tons per day

PM2.5 0.57 0.40 0.40 0.40 0.39 0.38 0.37 0.36

NOx 21.68 16.41 16.97 17.10 17.04 16.93 16.69 16.48

SOx 0.06 0.01 0.01 0.01 0.01 0.01 0.02 0.02
San Joaquin Valley Unified Air Pollution Control District December 20, 2012

C-17 Appendix C: Mobile Source Control Strategies

2012 PM2.5 Plan 

C.6 SHIPS, COMMERCIAL BOATS, AND OFF-ROAD PORT OPERATIONS

Category Overview

This category includes oceangoing chips, harbor craft such as tugboats, and the offroad equipment associated with port operations. The primary source of these emissions 

in the San Joaquin Valley is at the Port of Stockton, a bulk and break bulk cargo port 

with berthing space for 17 vessels, 1.1 million square feet of dockside transit sheds and 

shipside rail trackage, 7.7 million square feet of warehousing for both dry bulk and 

general cargoes, including steel. Each warehouse is also served by rail. The port 

operates three traveling, multi-purpose, 30-ton Bridge Cranes; a fleet of 30,000 to 

60,000 lb. fork lift trucks; slings; spreader bars; coil rams; front-end loaders; hoppers 

and conveyor belts and other equipment are maintained for handling and storing steel 

products, other general cargoes and bulk materials.5

Existing Efforts

 District Incentive Programs—The District is currently working with the Port of 

Stockton to provide grant funding to repower and retrofit six diesel powered 

forklifts and retrofit one diesel powered wheel loader.

 Commercial Harbor Craft Regulation—Adopted by the California air 

Resources Board (ARB) in 2007 the regulation establishes in-use emission limits 

for both auxiliary and propulsion diesel engines on ferries, excursion vessels, 

tugboats, and towboats consistent with the United States Environmental 

Protection Agency (U.S. EPA) marine engine emission standards.

 Ocean-Going Vessels Fuel Rule—Adopted by ARB in 2008 this regulation is 

designed reduce particulate matter, oxides of nitrogen, and sulfur oxide 

emissions from ocean-going vessels by requiring the use of cleaner marine 

distillate fuels in any of the regulated California waters. 

 Equipment Electrification—The Port of Stockton replaced four older gasoline 

powered trucks with electric vehicles, and utilizes an electric rather than dieselpowered dredge.

 Federal Emission Standards for Nonroad Engines—In response to 

environmental and public health concerns, the U.S. Environmental Protection 

Agency (EPA) has established emission standards for most categories of 

nonroad engines. These engines operate in a wide variety of applications, 

including marine and cargo handling equipment.

New Opportunities

Potential emissions reduction opportunities identified thus far include further 

electrification and additional grants funding for port related off-road equipment. While 

the District is not recommending any specific program changes targeting ships, 

commercial boats, and off-road port operations as part of this plan, the District will 

continue to consider these and similar measures for reducing emissions whenever 

opportunities arise.

 

5

Port of Stockton. (2012) Retrieved April 11, 2012, http://www.portofstockton.com/
San Joaquin Valley Unified Air Pollution Control District December 20, 2012

C-18 Appendix C: Mobile Source Control Strategies

2012 PM2.5 Plan 

Emission Inventory

Pollutant 2007 2012 2014 2015 2016 2017 2018 2019

Annual Average - Tons per day

PM2.5 0.06 0.03 0.03 0.02 0.02 0.02 0.02 0.02

NOx 1.02 0.84 0.83 0.76 0.78 0.74 0.72 0.71

SOx 0.47 0.06 0.05 0.05 0.06 0.06 0.06 0.07

Winter Average - Tons per day

PM2.5 0.06 0.03 0.03 0.02 0.02 0.02 0.02 0.02

NOx 1.02 0.84 0.83 0.76 0.78 0.74 0.72 0.71

SOx 0.47 0.06 0.05 0.05 0.06 0.06 0.06 0.07
San Joaquin Valley Unified Air Pollution Control District December 20, 2012

C-19 Appendix C: Mobile Source Control Strategies

2012 PM2.5 Plan 

C.7 RECREATIONAL: BOATS, MOTOR HOMES, AND OFF-HIGHWAY VEHICLES

Category Overview

This category includes vehicles intended for consumer recreational activities. Major 

subcategories include boats and spark-ignition auxiliary marine engines (power 

generators, winches, or auxiliary propulsion engines for sail boats); Motor homes and 

associated auxiliary engines; and off-road motorcycles (dirt bikes) and all-terrain 

vehicles (ATVs); engines used in specialty vehicles and go-karts; Sand Cars (i.e., dune 

buggies, sand rails, etc.); and golf carts.

Existing Efforts

 California Air Resources Board (ARB) Engine Regulations—Engines for this 

category are regulated by ARB’s Small Off Road Engine, Tier 4 Off-Road 

Compression Engine, Off-Road Spark-Ignition Engines, Equipment, and Vehicles 

regulations.

 “Red Sticker” Registration—2003 and newer off-highway vehicles with 

Engines that do not meet California engine standards may be registered as a 

special class with limits placed on their use during the summer months.

 On-road Engine Regulations—Motor homes must meet ARB on-road engine 

standards for their size class as medium- or heavy-duty vehicles.

 Golf Cart Zero Emission Requirement—Since January 1, 1997, new golf carts 

purchased for operation within federal ozone non-attainment areas must be zeroemission golf carts (e.g., electric).

New Opportunities

While the District is not recommending any specific program changes targeting 

recreational vehicles as part of this plan, the District will continue to consider measures 

for reducing emissions whenever opportunities arise.

Emission Inventory

Pollutant 2007 2012 2014 2015 2016 2017 2018 2019

Annual Average - Tons per day

PM2.5 0.55 0.45 0.41 0.40 0.39 0.37 0.36 0.35

NOx 2.88 2.51 2.43 2.40 2.37 2.35 2.33 2.31

SOx 0.01 0.00 0.00 0.00 0.00 0.00 0.00 0.00

Winter Average - Tons per day

PM2.5 0.24 0.20 0.18 0.18 0.17 0.17 0.16 0.16

NOx 1.66 1.44 1.35 1.33 1.30 1.28 1.26 1.24

SOx 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
San Joaquin Valley Unified Air Pollution Control District December 20, 2012

C-20 Appendix C: Mobile Source Control Strategies

2012 PM2.5 Plan 

C.8 OTHER OFF-ROAD VEHICLES AND EQUIPMENT

Category Overview

This category includes all self-propelled off-road diesel vehicles over 25 horsepower 

and all two-engine vehicles, except two-engine sweepers. Examples of such vehicles 

are single-engine oil drilling and workover rigs; backhoes, excavators, loaders, forklifts, 

and other construction and mining equipment; and two-engine cranes or water-well 

drilling rigs. Diesel agricultural vehicles, locomotives, marine vehicles, and recreational 

vehicles are not included in this category.

Existing Efforts

 In-Use Off-Road Diesel Vehicle Regulation—CARB adopted the In-Use OffRoad Diesel Vehicle Regulation on July 26, 2007 to reduce diesel PM and NOx 

emissions from existing off-road heavy-duty diesel vehicles. This regulation 

imposes limits on idling, the buying of older off-road diesel vehicles, and the sale 

of off-road diesel vehicles. The regulation also stipulates the gradual requirement 

for fleet operators to progressively clean up their fleets by replacing older 

engines with newer engines and installing exhaust retrofits. 

 Heavy-Duty Engine Program—The District’s Heavy-Duty Engine program 

provides incentive funds for new reduced-emission technology for nonagricultural forklifts and other off-road vehicles such as non-agricultural tractors, 

backhoes, and excavators.

 Federal Emission Standards for Nonroad Engines—In response to 

environmental and public health concerns, the U.S. Environmental Protection 

Agency (EPA) has established emission standards for most categories of 

nonroad engines. These engines operate in a wide variety of applications, 

including construction and mining equipment.

New Opportunities

As described above, numerous efforts exist at the state and local level to reduce 

emissions from this category. Opportunities to reduce emissions from off-road vehicles 

and off-road equipment include incentives for zero-emission forklifts; incentives electrichybrid construction equipment, such as loaders; and incentives for re-powering 

specialized equipment, such as road-paving equipment. These potential incentivebased opportunities are currently eligible under existing District incentive programs. 

While the District is not recommending any specific program changes targeting off-road 

vehicles and off-road equipment as part of this plan, the District will continue to consider 

these and similar measures for reducing emissions whenever opportunities arise.
San Joaquin Valley Unified Air Pollution Control District December 20, 2012

C-21 Appendix C: Mobile Source Control Strategies

2012 PM2.5 Plan 

Emission Inventory

Pollutant 2007 2012 2014 2015 2016 2017 2018 2019

Annual Average - Tons per day

PM2.5 2.18 1.49 1.31 1.25 1.18 1.13 1.03 0.96

NOx 44.14 31.63 30.07 29.57 28.58 27.80 26.13 25.09

SOx 0.03 0.02 0.02 0.02 0.03 0.03 0.03 0.03

Winter Average - Tons per day

PM2.5 2.17 1.47 1.29 1.23 1.17 1.12 1.02 0.95

NOx 44.17 31.62 30.06 29.57 28.58 27.80 26.14 25.10

SOx 0.03 0.02 0.02 0.02 0.03 0.03 0.03 0.03
San Joaquin Valley Unified Air Pollution Control District December 20, 2012

C-22 Appendix C: Mobile Source Control Strategies

2012 PM2.5 Plan 

C.9 FARM EQUIPMENT

Category Overview

The Farm Equipment category includes wheel tractors, agricultural mowers, agricultural 

tractors, balers, combines, hydro-power units, sprayers, swathers, tillers, and other 

agricultural equipment. It includes equipment fueled by gas and diesel. It is also 

bifurcated by exhaust and evaporative emissions for each applicable piece of 

equipment.

There is some overlap of farm equipment with equipment used for construction. The 

California Air Resources Board (ARB) allows farm equipment to be used for 

construction up to 50% of its usage; if used for 51% or more then it must be registered 

with ARB’s Diesel Off-Road On-Line Reporting System (DOORS). Farm equipment can 

be used for crop demolition; therefore as long as the equipment is considered to be 

used in an agricultural setting it is considered Farm Equipment. Many farmers use their 

equipment for more than one specific type of crop or service in their business; the 

NRCS does not assist custom farmers within their program because they require the 

replaced vehicle to be tied to a piece of property.

The largest contributor to the farm equipment category is tractors. The District’s current 

tractor program focuses on diesel tractors and does not include gasoline equipment.

The new tractor equipment can be up to 125% of the existing tractor’s horsepower to be 

considered for funding in our program. The District also currently accepting diesel ag 

forklifts in the tractor program to be replaced. While tractors may be the largest 

contributor from this category, every option needs to be evaluated for additional 

potential opportunities.

Existing Efforts

 District Tractor Replacement Program—Provides incentive funds for 

replacement of older, high-emitting tractors with newer, cleaner tractors.

 Environmental Quality Incentives Program (EQIP)—administered by the 

USDA Natural Resources Conservation Service, EQIP is a voluntary program 

authorized through the Farm Bill that offers technical and financial assistance to 

agricultural producers. Contracts with eligible farmers and ranchers provide 

incentive payments to implement conservation practices that address natural 

resource concerns with improving soil, water, air, plant, animal, and energy 

resources. Under the Air Quality Initiative, EQIP payments have improved air 

quality resources within the Valley by repowering and replacing old, higherpolluting stationary irrigation pump engines and mobile off-road agricultural 

engines with newer, cleaner engines or electric technology; chipping agricultural 

orchard debris instead of open burning; promoting Conservation Tillage by 

reducing tillage and vehicle passes to limit PM emissions and fuel consumption; 

treating unpaved agricultural road surfaces to limit fugitive dust emissions; 

promoting Integrated Pest Management practices and precision spray application 

to limit VOC emissions and pesticide usage; installing windbreaks and shelter 

breaks around Confined Animal Facility Headquarters to help capture fugitive 
San Joaquin Valley Unified Air Pollution Control District December 20, 2012

C-23 Appendix C: Mobile Source Control Strategies

2012 PM2.5 Plan 

dust; injecting manure into the soil to help control dairy odors and limit VOC 

emissions; and properly disposing chemically-treated wooden grape stakes to 

prevent accidental burning or leaching of toxic substances.

 Heavy Duty Engine Program—Off-Road Vehicle Repower and Ag Pump 

Repower

o Off-Road Vehicle Repower—This component provides incentives for 

engine replacement (repower) or retrofit of off-road self-propelled vehicles 

such as tractors, backhoes, and excavators.

o Ag Pump Repower—This component provides incentives for engine 

replacement (repower) or new electric motor purchase of engines and/or 

electric motors used to power agricultural irrigation pumps.

 Agricultural Electric Utility Terrain Vehicle (UTV) —Provided rebate for 

electric UTVs used for farming purposes.

 SJVAPCD Rule 4702 (Internal Combustion Engines) —Limits the emissions of 

nitrogen oxides (NOX), carbon monoxide (CO), volatile organic compounds 

(VOC), and sulfur oxides (SOX) from internal combustion engines.

 SJVAPCD Rule 4550 (Conservation Management Practices) —Limits 

particulate emissions from agricultural operation sites using work practices.

 Federal Emission Standards for Nonroad Engines—In response to 

environmental and public health concerns, the U.S. Environmental Protection 

Agency (EPA) has established emission standards for most categories of 

nonroad engines. These engines operate in a wide variety of applications, 

including ag pumps and tractors.

 In-Use Off-Road Mobile Agricultural Equipment Regulation – ARB is 

currently in the process of developing and ultimately adopting a regulation to 

reduce emissions from in-use agricultural off-road equipment. While the 

emission reductions that will be achieved from this new regulation have not been 

quantified or accounted for in this plan, any reductions achieved through this rule 

will further contribute to attainment of the standard.

New Opportunities

As described above, numerous efforts exist at the state, federal, and local level to 

reduce emissions from this category. The District’s analysis of additional potential 

opportunities to reduce emissions from this category has yielded the following 

recommendations:

 Ag Electric UTV—Reinstate with a greater amount of funding for replacements.

 Ag pump electric motors—Fund utility company line extensions for farmers who 

otherwise would not switch from diesel to electric due to high electrification costs.

 Replacement of gasoline fueled tractors

While the District is not recommending any specific program changes targeting farm 

equipment as part of this plan, the District will continue to consider these and similar 

measures for reducing emissions whenever opportunities arise.
San Joaquin Valley Unified Air Pollution Control District December 20, 2012

C-24 Appendix C: Mobile Source Control Strategies

2012 PM2.5 Plan 

Emission Inventory

Pollutant 2007 2012 2014 2015 2016 2017 2018 2019

Annual Average - Tons per day

PM2.5 2.65 2.00 1.65 1.51 1.37 1.25 1.12 0.99

NOx 48.13 36.63 31.52 29.16 26.89 24.92 22.89 20.95

SOx 0.04 0.04 0.04 0.04 0.04 0.04 0.04 0.04

Winter Average - Tons per day

PM2.5 2.07 1.56 1.29 1.18 1.07 0.97 0.87 0.77

NOx 37.66 28.66 24.67 22.82 21.04 19.50 17.91 16.40

SOx 0.03 0.03 0.03 0.03 0.03 0.03 0.03 0.03
San Joaquin Valley Unified Air Pollution Control District December 20, 2012

C-25 Appendix C: Mobile Source Control Strategies

2012 PM2.5 Plan 

C.10 ARB MOBILE-SOURCE RACM

Given the significant emission reductions needed for attainment in California, ARB has 

adopted some of the most stringent control measures nationwide for on-road and 

off-road mobile sources and the fuels that power them. These measures target both 

new and in-use equipment. And while California first focused on cleaning up cars – new 

car emissions have been reduced by 99 percent – the scope of California’s program is 

vast. The State has implemented regulations and programs to reduce emissions from 

freight transport equipment, including heavy-duty trucks, ocean going vessels, 

locomotives, harbor craft, and cargo handling equipment. In addition, the State has 

standards for lawn and garden equipment, recreational vehicles and boats, and other 

newly manufactured off-road equipment. California has also adopted many measures 

that focus on achieving reductions from in-use mobile sources that include accelerated 

replacement of older equipment with newer, less polluting equipment; more stringent 

inspection and maintenance requirements; and operational requirements such as truck 

and bus idling restrictions and speed reduction requirements for ocean going vessels.

California has unique authority under Clean Air Act section 209 to adopt and implement 

new emission standards for many categories of on-road vehicles and engines, and new 

and in-use off-road vehicles and engines. Use of this authority is subject to U.S. EPA 

waiving the applicable federal standard upon their finding that the standards adopted by 

California are, in the aggregate, at least as stringent as the comparable federal 

standard.

To support the attainment plans submitted to U.S. EPA in 2007 for 8-hour ozone and 

PM2.5, ARB undertook an extensive public consultation process to identify potential 

State Implementation Plan (SIP) measures. New measures developed by ARB as part 

of this 2007 State Strategy focused on cleaning up the in-use fleet, and increasing the 

stringency of emissions standards for a number of engine categories, fuels, and 

consumer products. These measures build on ARB’s already comprehensive program 

that addresses emissions from all types of mobile sources.

In 2011, U.S. EPA approved the State mobile source control program as being RACM in 

the context of the 2007 and 2008 South Coast and San Joaquin Valley PM2.5 plans 

(76 FR 69896 at 69906). In its proposed approval of the 2008 San Joaquin Valley 

PM2.5 Plan, U.S. EPA recognized that the “State of California has been a leader in the 

development of some of the most stringent control measures nationwide for on-road 

and off-road mobile sources and the fuels that power them” (76 FR 41338 at 41345). In 

the 2007 State Strategy, ARB identified and committed to propose new defined 

measures for the sources under its jurisdiction. Of these new measures, U.S. EPA 

noted that “many, if not most, of these measures are being proposed for adoption for 

the first time anywhere in the nation” (76 FR 41562 at 41570).

California’s comprehensive mobile source program continues to be RACM as it expands 

and further reduces emissions. The 2012 PM2.5 SIPs rely on additional regulations 

adopted since the State’s last major SIP revision in 2007. In January 2012, ARB 

adopted the Advanced Clean Cars program, which combines the control of 
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C-26 Appendix C: Mobile Source Control Strategies

2012 PM2.5 Plan 

smog-causing pollutants and greenhouse gas emissions into a single coordinated 

package of requirements for model years 2017 through 2025. The program was 

developed in tandem with the federal government over several years, including a joint 

fact-finding process with shared engineering and technical studies. Benefits from this 

new program are reflected in emission inventories used in the 2012 PM2.5 attainment 

plans. 

C.11 TRANSPORTATION CONFORMITY

Transportation conformity requirements are intended to ensure that transportation 

activities do not interfere with air quality progress. CAA Section 176 requires that 

transportation plans, programs, and projects conform to applicable air quality plans 

before being approved by a MPO. Conformity to an implementation plan means that 

proposed activities must not: 

(1) Cause or contribute to any new violation of any standard, 

(2) Increase the frequency or severity of any existing violation of any standard in any 

area, or 

(3) Delay timely attainment of any standard or any required interim emission reductions 

or other milestones in any area. 

Motor vehicle emissions budgets are the mechanism for assuring that transportation 

planning activities conform with the SIP. A SIP analyzes the region’s total emissions 

inventory from all sources for purposes of demonstrating Reasonable Further Progress 

(RFP) milestones, attainment, and/or maintenance. The portion of the total emissions 

inventory allocated to highway and transit vehicles in these analyses becomes the 

“motor vehicle emissions budget.” 6 Budgets are set for each criteria pollutant or its 

precursors, and it is set for each RFP milestone or attainment year. Subsequent 

transportation plans and programs produced by local transportation planning processes 

are required to conform to the budget levels in the respective SIP.

C.11.1 PM2.5 Requirements 

EPA issued a memorandum on March 2, 2012 regarding the “Implementation Guidance 

for the 2006 24-Hour Fine Particle (PM2.5) National Ambient Air Quality Standards 

(NAAQS). The memo indicates that transportation conformity is not discussed in detail 

and refers to previous regulations and guidance documents. In addition, the memo 

indicates that the “2007 PM2.5 Implementation rule continues to provide appropriate 

guidance for SIP development. The Final Rule implementing the 1997 PM2.5 NAAQS 

(72 FR 20586) addresses the types of motor vehicle emissions that must be addressed 

when setting transportation conformity budgets. In the Final Rule, EPA notes that “RFP 

 

6

Federal transportation conformity regulations are found in 40 CFR Part 51, subpart T – Conformity to State or Federal 

Implementation Plans of Transportation Plans, Programs, and Projects Developed, Funded or Approved Under Title 23 U.S.C. of 

the Federal Transit Laws. Part 93, subpart A of this chapter was revised by the EPA in the August 15, 1997 Federal Register.
San Joaquin Valley Unified Air Pollution Control District December 20, 2012

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2012 PM2.5 Plan 

plans, attainment demonstrations, and maintenance plans must include a budget for 

direct PM2.5 emissions, except for certain cases as described below. All PM2.5 SIP 

budgets would include directly emitted PM2.5 motor vehicle emissions from tailpipe, 

brake wear, and tire wear. States should also consider whether re-entrained road dust 

or highway and transit construction dust are significant contributors and should be 

included in the PM2.5 budget.” (72 FR 20645). The rule goes on to state that ‘Under 

certain circumstances, directly emitted PM2.5 from on-road mobile sources may be 

found an insignificant contributor to the air quality problem and NAAQS.’ 

The conformity rule applies for particles with aerodynamic diameter less than or equal to 

a nominal 2.5 micrometers (PM2.5). The precursor NOx must also be addressed 

unless there is a finding of insignificance. 

Section 93.102(b)(2)(iv and v) of 40 CFR Part 51, subpart T identifies Volatile Organic 

Compounds (VOC), sulfur oxides (SOx) and/or ammonia as PM2.5 precursor pollutants 

that must also have a motor vehicle emissions budget if deemed significant. In addition, 

Section 93.102(b)(3) identifies reentrained road dust from paved and unpaved roads as 

PM2.5 emissions that must also have a motor vehicle emissions budget if deemed 

significant. While the applicability section of the rule does not address fugitive dust from 

road construction specifically, the rule does indicate that the consultation process 

should be used during the development of PM2.5 SIPs when construction emissions are 

a significant contributor, so that these emissions are included in the SIP’s motor vehicle 

emissions budget for conformity purposes. 

The rule also indicates that, as a practical matter, conformity for ammonia would not be 

required in California until there is an acceptable method for estimating such emissions, 

because a method would be needed to estimate current or future ammonia emissions 

for either a significance finding or SIP motor vehicle emissions budget. It is important to 

note that EMFAC 2011 does not estimate on-road mobile ammonia emissions. In 

addition, this plan indicates ammonia is abundant throughout the Valley and does not 

act as a limiting precursor, which means reducing ammonia is ineffective in reducing 

PM2.5 in the Valley. Consequently, ammonia emissions are NOT included in the motor 

vehicle emissions budgets for conformity purposes.

The conformity rule indicates that the following criteria will be considered in making 

significance or insignificance findings for PM2.5 precursors: the contribution of on-road 

emissions of the precursor to the total 2007 baseline SIP inventory; the current state of 

air quality for the area; the results of speciation monitoring for the area; the likelihood 

that future motor vehicle control measures will be implemented for a given precursor; 

and projections of future on-road emissions of the precursor. 

In addition, significance findings for re-entrained road dust emissions will be based on a 

review of the following factors: the contribution of road dust to current and future PM2.5

nonattainment; an area’s current design value for the PM2.5 standard; whether control 

of road dust appears necessary to reach attainment; and whether increases in re-
San Joaquin Valley Unified Air Pollution Control District December 20, 2012

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entrained dust emissions may interfere with attainment. Such a review would include 

consideration of local air quality data and/or air quality or emissions modeling results. 

C.11.2 Assessment of Significance 

Six out of eight Valley counties are projected to attain the 24-hr PM2.5 standard by 

2019 with adopted controls. The other two counties make significant progress towards 

attainment with these adopted, largely-NOx-focused controls, and additional reductions 

in directly emitted PM2.5 results in attainment of the 24-hour standard no later than 

2019 in the other counties. Motor vehicle emissions budgets for NOx and directlyemitted PM2.5 emissions associated with on-road motor vehicle exhaust ARE being 

established. 

VOC: On-road mobile emissions account for approximately 10% of the Valley’s total 

VOC emissions in the budget years. The air quality modeling for this plan indicates that 

VOC is not a significant precursor to secondary PM2.5 formation in the Valley. 

Accordingly, motor vehicle emissions budgets for VOC are NOT being established. 

SOx: Onroad mobile exhaust estimates are less than 1 ton per day Valley-wide in the 

budget years which equates to less than 10 percent of the total SOx emissions 

inventory. SOx controls are focused on industrial sources, which contribute almost 80 

percent of the total inventory. As a result, onroad SOx emissions are NOT included in 

the motor vehicle emissions budgets for conformity purposes.

Paved Road Dust: For this 2012 PM2.5 Plan, the paved road dust direct PM2.5 

emission inventory is less than 10% of the Valley’s total direct PM2.5 emissions in the 

budget years. As noted in Chapter 4 and Appendix A, all geologic and construction 

source categories combined represent no more than 6% of the peak PM2.5 

concentrations measured in the Valley. While there are no “additional” fugitive dust 

controls included in the attainment demonstration for this plan, it is important to note 

that paved road dust is controlled via the PM10 Plan and is evaluated as continually as 

part of the PM10 conformity determinations. As a result, paved road dust emissions are 

NOT included in the motor vehicle emissions budgets for conformity purposes.

Unpaved Road Dust: Total unpaved road dust is less than 10% of the Valley’s total 

direct PM2.5 emissions inventory in the budget years. Local roads are a sub-part (1 of 

7) of this category and are therefore considered insignificant. While there are no 

“additional” fugitive dust controls included in the plan, it is important to note that 

unpaved road dust is controlled via the PM10 Plan, including the prohibition of any new 

local unpaved roads, and is evaluated as continually as part of the PM10 conformity 

determinations. As a result, unpaved road dust emissions are NOT included in the 

motor vehicle emissions budgets for conformity purposes.

Construction Dust: Total construction and demolition dust is less than 5% of the 

Valley’s total direct PM2.5 emissions inventory in the budget years. Road construction 
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2012 PM2.5 Plan 

is a sub-part (1 of 5) is therefore considered insignificant. While there are no 

“additional” fugitive dust controls included in the plan, it is important to note that road 

construction dust is controlled extensively via the PM10 Plan and is evaluated as 

continually as part of the PM10 conformity determinations. As a result, road 

construction emissions are NOT included in the motor vehicle emissions budgets for 

conformity purposes.

C.11.3 Conformity Budgets

This plan includes reasonable further progress demonstrations for 2014 and 2017, and 

attainment of the PM2.5 standard is projected by 2019. Winter annual day emissions 

are used in the plan, since the Valley’s exceedance days relative to the 24-hour 

standard occur in the winter months. Consequently, conformity budgets have been set 

with EMFAC 2011 for winter averages in the analysis years 2014, 2017, and 2019. 

Section 93.124(e) of the federal conformity rule indicates that nonattainment areas with 

more than one MPO may establish motor vehicle emission budgets for each MPO in the 

implementation plan. As a result, County-level emission budgets are provided in this 

plan. 

In developing the attainment demonstration for the San Joaquin Valley 24-hour PM2.5 

State Implementation Plan, it was critical to reflect the impacts of the economic 

recession on emissions. The air quality modeling for the attainment demonstration used 

motor vehicle emissions generated from ARB’s emission factor model, EMFAC2011. 

An updated analysis of the rate of recovery from the economic recession was also 

incorporated for the trucking sector. The transportation conformity budgets being 

developed for this plan include more recent travel activity projections provided by the 

San Joaquin Valley MPOs for their 2013 Federal Transportation Improvement Plans 

(FTIPs). The emissions impact of this more recent activity data is reflected in the 

attainment demonstration. 

Diesel Truck Activity: Truck activity estimates in EMFAC2011 reflect the emissions 

inventory presented to the ARB Board in December 2010. Since that time new 

information has become available on statewide diesel fuel usage as well as updated 

economic forecasts. The SJV truck activity estimates were updated using the same 

methods and data sources as in the December 2010 inventory. For example, data 

suggest that truck emissions will be roughly 6% lower in 2019 in the San Joaquin Valley 

than previously estimated in EMFAC2011. For this assessment, EMFAC2011 

emissions estimates for heavy-duty trucks were adjusted to reflect this new information. 

This adjustment also resulted in a redistribution of VMT between heavy duty and light 

duty vehicle classes, to maintain the total county VMT in EMFAC2011. 

In addition to changes to truck activity, staff also adjusted for decreased vehicle sales 

rates that are anticipated to occur given a slower truck VMT forecast. This adjustment 

is necessary because truck owners tend to hold on to their trucks longer during 

recessions and this will increase the fleet average emission rates even though total 
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2012 PM2.5 Plan 

activity is decreasing. This affect is strongest in the trough of the recession and 

diminishes quickly as the economic recovery takes hold. The combined impact of 

reductions in activity and increases in emission rates are shown in Table C-1 below.

Table C-1 Proposed Adjustment Factors for Annual Emissions

Year Adjustment 

Factor

2009 1.000

2010 1.000

2011 0.980

2012 0.940

2013 0.939

2014 0.926

2015 0.920

2016 0.912

2017 0.921

2018 0.922

2019 0.940

2020 0.952

2021 0.953

2022 0.954

2023 0.955

2024 -2035 0.956

For all portions of the eight San Joaquin Valley counties that fall within the San Joaquin 

Valley Air Basin, heavy duty VMT (which includes the medium heavy duty diesel, heavy 

heavy duty diesel, school bus, and other bus vehicle classes) was reduced by using the 

factors from Table C-1 above. To maintain the same total VMT, the reduction in VMT 

from the heavy duty vehicle classes was distributed proportionately among the 

remaining vehicle classes. EMFAC2011 was re-run using the revised VMT by vehicle 

class distribution to produce the recession-adjusted emissions.

Line Item Adjustments: District and ARB control measures which reduce on-road 

mobile source emissions but are not included in EMFAC 2011 are included in the Plan 

and have been included in the conformity emission budgets. The committed control 

measures are consistent with the 2008 PM2.5 Plan (as revised in 2011) as approved by 

EPA on November 9, 2011 (effective January 9, 2012). However, the emission 

reductions have been modified by ARB staff to be consistent with the use of EMFAC 

2011. Two additional measures have been included: 1) Prop 1B Goods Movement 

Emission Reduction Program (GMRP) and 2) Advanced Clean Cars (ACC). 
San Joaquin Valley Unified Air Pollution Control District December 20, 2012

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2012 PM2.5 Plan 

Table C-2 District and ARB Control Measures Reducing On-road 

Mobile Source Emissions

Measure Description Pollutants

Rule 9410(ETR) Winter PM2.5

Winter NOx

Carl Moyer Program Winter PM2.5

Winter NOx

AB 1493 GHG Standards Winter PM2.5

Smog Check Winter NOx

Prop 1B (GMRP) Winter PM2.5

Winter NOx

Advanced Clean Cars (ACC) Winter PM2.5

Winter NOx

While Valley-wide emission reductions are presented throughout the Plan, by-County 

emission reduction estimates have been estimated for inclusion in the conformity 

emission budgets. In general, by-County emission estimates were calculated by 

combining the emission reduction factors with the EMFAC 2011 on-road motor vehicle 

emissions estimate by-County. Table C-3 and C-4 illustrate these emission reductions. 

Detailed documentation supporting the conformity emission budget development is 

contained as an attachment to this appendix. The following provides a sample budget 

calculation. 

Table C-3 Example County Emission Budget Calculation

(tons per winter season day)

PM2.5 NOx

Emissions Baseline

Baseline EMFAC 2011 1.03 31.74

Rule 9410 (ETR) 0.01 0.11

Carl Moyer Program 0.01 0.03

AB 1493 GHG Standards 0.00 0.00

Smog Check 0.00 0.16

Prop 1B (GMRP) 0.03 0.84

Advanced Clean Cars (ACC) 0.00 0.00

Conformity Emissions Budgets* 1.0 30.7

* Rounded up to the nearest tenth. 

The budgets have been constructed to more closely align with the emissions identified 

in the on-road inventory, as follows:

1) Sum the county-by-county emissions results to get a Valleywide total

2) Round the Valleywide totals up to:

a. NOx- the nearest whole ton

b. PM2.5 – the nearest tenth of a ton

3) Disaggregate the rounded values proportional to each county’s emissions
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2012 PM2.5 Plan 

4) Calculate the budget by rounding each county’s values to the nearest tenth ton 

(for both NOx and PM2.5). (i.e. use conventional rounding)

This plan update establishes subarea county emission budgets for PM2.5 and NOx for 

the horizon years 2014, 2017, and 2019. The conformity attachment to this appendix 

provides more detailed calculations.

Table C-4 Transportation Conformity Budgets

(tons per average annual day)

County 2014 2017 2019

PM2.5 NOx PM2.5 NOx PM2.5 NOx

Fresno 1.0 30.7 0.9 24.9 0.9 21.3

Kern (SJV) 1.1 41.5 1.0 34.1 1.0 29.0

Kings 0.2 8.5 0.2 7.1 0.2 5.9

Madera 0.2 8.5 0.2 6.9 0.2 6.1

Merced 0.5 16.7 0.4 13.6 0.4 11.7

San Joaquin 0.6 19.4 0.6 15.7 0.6 13.5

Stanislaus 0.5 14.7 0.4 11.9 0.4 10.2

Tulare 0.4 13.9 0.4 10.6 0.4 9.3

Section 93.124 of the federal conformity rule, in particular 93.124(b), allows for the SIP 

to establish trading mechanisms between budgets for pollutants or precursors, or 

among budgets allocated to mobile and other sources. The 2008 PM2.5 Plan (as 

revised in 2011) included a trading mechanism, which was approved by EPA effective 

January 9, 2012, to be used for analysis years after 2014. This SIP allows trading from 

the motor vehicle emissions budget for the PM2.5 precursor NOx to the motor vehicle 

emissions budget for primary PM2.5 using a 8 to 1 ratio (see Chapter 9, Section 9.4).

To ensure that the trading mechanism does not impact the ability to meet the NOx 

budget, the NOx emission reductions available to supplement the PM2.5 budget shall 

only be those remaining after the NOx budget has been met. Each agency responsible 

for demonstrating transportation conformity shall clearly document the calculations used 

in the trading, along with any additional reductions of NOx or PM2.5 emissions in the 

conformity analysis. 

Demonstrating Transportation Conformity: The SJV MPOs should apply the 

updated diesel truck activity and the appropriate line item adjustments in future 

conformity demonstrations. For project level conformity, unless specific vehicle fleet 

mix or VMT data from observed traffic counts are used, then the default fleet VMT 

distribution should be adjusted in the same fashion as noted above. For conformity 

determinations, the MPOs would still use conventional rounding on a county-by-county 

basis for the conformity test.
San Joaquin Valley Unified Air Pollution Control District December 20, 2012

C-33 Appendix C: Mobile Source Control Strategies

2012 PM2.5 Plan 

C.11.4 Local Reasonably Available Control Measures (RACM)

Clean Air Act Section 108(f) Transportation Control Measures are currently being 

implemented by the San Joaquin Valley MPOs as part of the adopted CMAQ cost 

effectiveness policy and the development of each Regional Transportation Plan (RTP). 

In addition, new transportation legislation (MAP-21) includes enhanced emphasis on 

funding PM2.5 projects. 

The San Joaquin Valley MPOs continue to implement the adopted San Joaquin Valley 

CMAQ Policy which was included in the San Joaquin Valley 2007 8-Hour Ozone Plan

and 2008 PM2.5 Plan. The CMAQ policy includes a standardized process for 

distributing 20 percent of the CMAQ funds to projects that meet a minimum costeffectiveness beginning in FY2011. This policy focuses on achieving the most costeffective emission reductions, while maintaining flexibility to meet local needs. The 

policy feasibility and minimum cost-effectiveness standard was revisited in 2009 as part 

of the 2011 FTIP development; the minimum cost-effectiveness standard was also 

revisited in 2012 as part of the 2013 FTIP development. 

Figure C-1 provides an illustration of funding allocated valley-wide in the 2013 FTIPs for 

a sample of TCM categories: improved transit; high occupancy vehicle lanes; traffic flow 

improvements; park and ride lots; ridesharing/trip reduction programs; 

bicycle/pedestrian facilities. Please note these tables are not included as RACM, but 

are provided to demonstrate the eight SJV MPOs commitment to the implementation of 

TCMs throughout the Valley. As the San Joaquin Valley MPOs are implementing TCMs 

through the current policies, all reasonable transportation control measures are being 

implemented. 
San Joaquin Valley Unified Air Pollution Control District December 20, 2012

C-34 Appendix C: Mobile Source Control Strategies

2012 PM2.5 Plan 

Figure C-1 Illustration of San Joaquin Valley MPO Funding for 

Sample TCM Categories

Each San Joaquin Valley MPO is required to update its RTP every four years. The RTP 

is a long range regional transportation plan that provides a vision for transportation 

investments throughout the San Joaquin Valley. The next RTP will also integrate land 

use and transportation planning to achieve regional greenhouse gas (GHG) targets set 

by ARB pursuant to SB 375.

The RTP contains a host of improvements to every component of the regional 

multimodal transportation system including: 

 Active transportation (non-motorized transportation, such as biking and walking) 

 Transportation demand management (TDM) 

 Transportation system management (TSM) 

 Transit 

 Passenger rail 

 Goods movement 

 Aviation and airport ground access 

 Highways 

 Arterials 

 Operations and maintenance 
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2012 PM2.5 Plan 

Included within these transportation system improvements are TCM projects that reduce 

vehicle use or change traffic flow or congestion conditions. TCMs include the following 

categories of transportation improvement projects and programs: 

 Improved Transit

 High Occupancy Vehicle Lanes

 Traffic Flow Improvements

 Park and Ride Lots

 Ridesharing/Trip Reduction Programs

 Bicycle/Pedestrian Facilities

C.11.5 SB 375

The Sustainable Communities and Climate Protection Act of 2008 (Sustainable 

Communities, SB 375) enhances California’s strategy to reduce California’s 

Greenhouse gas emissions through the coordination of transportation and land-use to 

reduce vehicle miles traveled per person through the development of a Sustainable 

Community Strategy. SB-375 identifies specific reduction goals for each of California’s 

Metropolitan Planning Organizations in 2020 and 2035 which the Sustainable 

Community Strategy must meet, if feasible. For the San Joaquin Valley the SB-375 

target reductions are a 5% per capita greenhouse gas emission reduction from 2005 by 

2020 and a 10% per capita greenhouse gas emission reduction from 2005 by 2035. 

The strategies contained in the next RTP/SCS will produce benefits for the region far 

beyond simply reducing GHG emissions. The SCS integrates the transportation network 

and related strategies with an overall land use pattern that responds to projected 

growth, housing needs, changing demographics, and transportation demands. As a 

result, Sustainable Community Strategy development is anticipated to complement the 

reduction strategies outlined in the 2012 PM2.5 Plan. 
San Joaquin Valley Unified Air Pollution Control District December 20, 2012

C-36 Appendix C: Mobile Source Control Strategies

2012 PM2.5 Plan 

Attachment: San Joaquin Valley Draft 24-hour PM2.5 Motor Vehicle Emissions Budgets 

(tons per winter season day, *established by conventional rounding)

2014 Motor Vehicle Emissions Budgets

2013 FTIP MPO new activity data adjusted for recession

County Fresno Kern Kings Madera Merced San Joaquin Stanislaus Tulare SJV Air Basin

PM2.5 NOx PM2.5 NOx PM2.5 NOx PM2.5 NOx PM2.5 NOx PM2.5 NOx PM2.5 NOx PM2.5 NOx PM2.5 NOx

Baseline 

EMFAC2011 1.03 31.74 1.19 43.28 0.23 8.86 0.25 8.79 0.48 17.28 0.68 20.12 0.49 15.21 0.45 14.37

Rule 9410 -0.01 -0.11 -0.01 -0.08 0.00 -0.02 0.00 -0.03 0.00 -0.04 -0.01 -0.08 0.00 -0.06 0.00 -0.06

Prop 1B -0.03 -0.84 -0.06 -1.65 -0.01 -0.31 -0.01 -0.22 -0.02 -0.56 -0.03 -0.60 -0.01 -0.37 -0.01 -0.34

Moyer -0.01 -0.03 -0.02 -0.05 0.00 -0.01 0.00 -0.01 -0.01 -0.02 -0.01 -0.02 0.00 -0.01 0.00 -0.01

AB 1493 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00

Smog Check 0.00 -0.16 0.00 -0.14 0.00 -0.03 0.00 -0.05 0.00 -0.07 0.00 -0.12 0.00 -0.10 0.00 -0.09

ACC 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00

Total 0.97 30.59 1.11 41.35 0.21 8.49 0.24 8.48 0.44 16.59 0.64 19.30 0.47 14.67 0.43 13.87 4.51 153.35

Air Basin Total 4.6 154

Disaggregated 

County Totals 0.992 30.724 1.127 41.520 0.217 8.523 0.245 8.519 0.453 16.663 0.650 19.387 0.475 14.737 0.441 13.927

Budget* 1.0 30.7 1.1 41.5 0.2 8.5 0.2 8.5 0.5 16.7 0.6 19.4 0.5 14.7 0.4 13.9 4.5 153.9
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C-37 Appendix C: Mobile Source Control Strategies

2012 PM2.5 Plan 

2017 Motor Vehicle Emissions Budgets

2013 FTIP MPO new activity data adjusted for recession

County Fresno Kern Kings Madera Merced San Joaquin Stanislaus Tulare SJV Air Basin

PM2.5 NOx PM2.5 NOx PM2.5 NOx PM2.5 NOx PM2.5 NOx PM2.5 NOx PM2.5 NOx PM2.5 NOx PM2.5 NOx

Baseline 

EMFAC2011 0.94 25.30 1.04 34.44 0.20 7.17 0.23 7.03 0.42 13.78 0.63 16.00 0.46 12.14 0.40 10.80

Rule 9410 -0.01 -0.08 -0.01 -0.06 0.00 -0.02 0.00 -0.02 0.00 -0.03 -0.01 -0.06 0.00 -0.04 0.00 -0.04

Prop 1B 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00

Moyer -0.02 -0.09 -0.04 -0.11 -0.01 -0.02 -0.01 -0.02 -0.02 -0.04 -0.02 -0.07 -0.01 -0.04 -0.01 -0.04

AB 1493 -0.01 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00

Smog Check 0.00 -0.15 0.00 -0.14 0.00 -0.03 0.00 -0.05 0.00 -0.06 0.00 -0.11 0.00 -0.09 0.00 -0.08

ACC -0.01 -0.07 -0.01 -0.06 0.00 -0.01 0.00 -0.02 0.00 -0.03 -0.01 -0.05 -0.01 -0.05 -0.01 -0.04

Total 0.89 24.91 0.98 34.07 0.19 7.09 0.22 6.91 0.40 13.60 0.60 15.71 0.44 11.92 0.38 10.60 4.09 124.82

Air Basin Total 4.1 125

Disaggregated 

County Totals 0.895 24.944 0.980 34.124 0.190 7.099 0.218 6.925 0.400 13.624 0.598 15.732 0.437 11.934 0.382 10.619

Budget* 0.9 24.9 1.0 34.1 0.2 7.1 0.2 6.9 0.4 13.6 0.6 15.7 0.4 11.9 0.4 10.6 4.1 124.8
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C-38 Appendix C: Mobile Source Control Strategies

2012 PM2.5 Plan 

2019 Motor Vehicle Emissions Budgets

2013 FTIP MPO new activity data adjusted for recession

County Fresno Kern Kings Madera Merced San Joaquin Stanislaus Tulare SJV Air Basin

PM2.5 NOx PM2.5 NOx PM2.5 NOx PM2.5 NOx PM2.5 NOx PM2.5 NOx PM2.5 NOx PM2.5 NOx PM2.5 NOx

Baseline 

EMFAC2011 0.95 21.65 1.05 29.34 0.20 5.99 0.25 6.24 0.43 11.80 0.64 13.71 0.47 10.45 0.42 9.47

Rule 9410 -0.01 -0.07 -0.01 -0.06 0.00 -0.01 0.00 -0.02 0.00 -0.03 -0.01 -0.05 0.00 -0.04 0.00 -0.04

Prop 1B 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00

Moyer 0.00 -0.02 0.00 -0.03 0.00 -0.01 0.00 -0.01 0.00 -0.01 0.00 -0.02 0.00 -0.01 0.00 -0.01

AB 1493 -0.01 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 -0.01 0.00 0.00 0.00 0.00 0.00

Smog Check 0.00 -0.13 0.00 -0.11 0.00 -0.02 0.00 -0.04 0.00 -0.05 0.00 -0.09 0.00 -0.07 0.00 -0.07

ACC -0.04 -0.16 -0.03 -0.14 -0.01 -0.03 -0.01 -0.06 -0.01 -0.07 -0.03 -0.12 -0.02 -0.10 -0.02 -0.09

Total 0.90 21.27 1.01 29.00 0.19 5.91 0.23 6.11 0.41 11.63 0.60 13.43 0.44 10.22 0.40 9.26 4.18 106.83

Air Basin Total 4.2 107

Disaggregated 

County Totals 0.903 21.302 1.014 29.046 0.191 5.919 0.236 6.118 0.413 11.650 0.604 13.453 0.439 10.234 0.399 9.277

Budget* 0.9 21.3 1.0 29.0 0.2 5.9 0.2 6.1 0.4 11.7 0.6 13.5 0.4 10.2 0.4 9.3 4.1 107.0