Resolution 07-28 

September 27, 2007 

Attachment B 

Proposed Modifications to the Air Resources Board’s 

Proposed State Strategy for California’s 2007 State Implementation Plan 

that will Achieve 30 Tons Per Day of Additional Emission Reductions in the 

South Coast by 2014 and 88 to 93 Tons Per Day of Emission Reductions in 

the San Joaquin Valley by 2017 
Resolution 07-28 2 

Attachment B 

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Resolution 07-28 3 

Attachment B 

State Implementation Plan Commitments

This section sets forth the State’s SIP commitments for the 2007 State Strategy for two 

of the areas that need the emission benefits from the proposed, new State measures to 

demonstrate attainment – South Coast and San Joaquin Valley. Specific commitments 

for emission reductions as needed for attainment in other nonattainment areas, such as 

the Antelope Valley and Western Mojave Desert, Sacramento, and Ventura County, will 

be developed later and brought for Board consideration with SIPs for these regions.

The State’s SIP commitments consist of three components: 

1. Commitment to achieve emission reductions by specific dates; 

2. Commitment to propose defined new SIP measures; and 

3. A long-term strategy commitment. 

The total emission reductions and the obligation to propose specific measures for Board 

consideration would become federally enforceable upon approval by U.S. EPA of the 

State Strategy and each district’s attainment plan. The commitments for emission 

reductions are calculated using the planning inventory described in Appendix A; 

progress will be tracked in the same inventory currency to assess compliance. 

The total emission reductions from the new measures necessary to attain the federal 

standards are an enforceable State commitment in the SIP. While the proposed State 

Strategy includes estimates of the emission reductions from each of the individual new 

measures, it is important to note that the commitment of the State Strategy is to achieve 

the total emission reductions necessary to attain the federal standards, which would be 

the aggregate of all existing and proposed new measures combined. Therefore, if a 

particular measure does not get its expected emission reductions, the State still 

commits to achieving the total aggregate emission reductions, whether this is realized 

through additional reductions from the new measures or from alternative control 

measures or incentive programs. If actual emission decreases occur in any air basin for 

which emission reduction commitments have been made that are greater than the 

projected emissions reductions from the adopted measures in the State Strategy, the 

actual emission decreases may be counted toward meeting ARB’s total emission 

reduction commitments. 

Commitments to Reduce Emissions

The tables below describe the tons per day emission reduction commitment proposal for 

Board approval. ARB staff proposes to commit to achieve the emission reductions set 

forth in these tables, by the dates indicated in the table on page 5 of this section 
Resolution 07-28 4 

Attachment B 

entitled, “Schedule for Board Consideration of Proposed ARB Rulemaking.” The 

reductions may be achieved through a combination of actions, including regulations, 

incentives, and other enforceable mechanisms. 

Summary of Emission Reduction Commitments – South Coast 

Year NOx ROG Direct 

PM2.5 SOx 

2014 122 46 9 20 

2020 1 144 52 -- -- 

2023 141 54 -- -- 

2023 CAA 182(e)(5) 

measures 

241 2 40 2 -- -- 

1 The 2020 commitment in the South Coast is necessary to provide for attainment in the downwind 

nonattainment areas.

2 The reductions of NOx and ROG from 182(e)(5) measures will be reassessed as new SIPs are 

developed and revised. 

Summary of Emission Reduction Commitments – South Coast 

Additional NOx Reductions to Meet District’s PM2.5 Target 

Year NOx 

2014 30 

Commitments to Secure Additional Emission Reductions to Help Meet the South 

Coast District’s PM2.5 Emission Reduction Target 

ARB commits to secure 30 tons per day (tpd) of NOx emission reductions in the South 

Coast Air Basin by 2014 (in addition to the 122 tpd NOx commitment in the table on 

page 18 of this document). In addition, ARB commits to working with the South Coast 

Air Quality Management District (District) to secure funding for the District to achieve 6 

tpd of NOx emission reductions from port-related and other sources and from Metrolink 

trains (see table on page 2, Section 1), and to backstop the District’s 6 tpd emission 

reduction commitment. “Backstop” means that ARB commits to secure some or all of 

the 6 tpd of the District’s emission reduction commitment if the District fails to achieve 

the emission reductions. 

ARB’s emission reduction commitments may be achieved through a combination of 

actions including but not limited to the implementation of control measures; the 
Resolution 07-28 5 

Attachment B 

expenditure of local, State or federal incentive funds; or through other enforceable 

measures. In addition, ARB may meet its emission reduction commitments by securing 

ROG, SOx, or direct PM2.5 emission reductions instead of NOx reductions, if these 

reductions achieve the equivalent air quality benefit of reducing NOx as specified in 

Table V-2-14 of the District’s Air Quality Management Plan (AQMP) as replicated below. 

Finally, if actual emission decreases occur in the South Coast Air Basin that are greater 

than the projected emissions reductions from the adopted measures in the State 

Strategy, the actual emission decreases may be counted toward meeting ARB’s total 

emission reduction commitments. 

If U.S. EPA makes a finding under section 179(c)(1) of the Clean Air Act that the South 

Coast Air Basin has attained the Annual Average PM2.5 National Ambient Air Quality 

Standard before the entire commitment has been achieved, ARB commits to achieving 

the remaining emission reductions, but they may be achieved after 2014 but no later 

than 2017. 

Table V-2-14 of the South Coast AQMP 

Relative Contributions of Precursor Emissions Reductions to Simulated 

Controlled Future-Year PM2.5 Concentrations 

Precursor (TPD) PM2.5 Component Standardized 

Contribution to Mass 

VOC Organic Carbon Factor of 1 

NOx Nitrate Factor of 3 

PM2.5 Elemental Carbon & Others Factor of 5 

SOx Sulfate Factor of 10 
Resolution 07-28 6 

Attachment B 

Summary of Emission Reduction Commitments – San Joaquin Valley 

Year NOx ROG Direct 

PM2.5 SOx 

2014 76 23 5 0 

2020 56 24 -- -- 

2023 46 25 -- -- 

2023 CAA 182(e)(5) 

measures 

81 1 --

 1

 -- -- 

1 The reductions of NOx and ROG from 182(e)(5) measures will be reassessed as new SIPs are developed 

and revised. 

Summary of Emission Reduction Commitments – San Joaquin Valley 

NOx Reductions to Accelerate Ozone Standard Attainment 

Year NOx 

2017 88-93

Summary of Emission Reduction Commitments – Coachella Valley 

Year NOx ROG 

2018 7 2 
Resolution 07-28 7 

Attachment B 

Commitment to Propose Defined New SIP Measures

In addition to the commitment to reduce emissions by 2014, 2020 and 2023, ARB staff 

also proposes to commit to submit to the Board and propose for adoption the list of 

proposed new ARB control measures shown in the table below. The Board shall take 

action on or before the dates set forth in the following table. Such action by the Board 

may include any action within its discretion. 

Schedule for Board Consideration of Proposed ARB Rulemaking 

Proposed New SIP Measures Year 

Cleaner In-Use Off-Road Equipment 

Modifications to Reformulated Gasoline Program 

Cleaner Main Ship Fuel 

Clean Up Existing Harbor Craft 

Enhanced Vapor Recovery for Above Ground Storage Tanks 

2007 

Cleaner In-Use Heavy-Duty Trucks 

Port Truck Modernization 

Ship Auxiliary Engines 

Cleaner Line-Haul Locomotives (Enforceable Agreement) 

Consumer Products Program I 

2008 

Cleaner In-Use Agricultural Equipment 

New Emission Standards for Recreational Boats 

Expanded Off-Road Recreational Vehicle Emission Standards 

Additional Evaporative Emission Standards 

2009-2010 

Consumer Products Program II 2010-2012 
Resolution 07-28 8 

Attachment B 

State Strategy 

Proposed New SIP Measures 

Implementing Agency – Expected Action – Expected Implementation 

Proposed New SIP Measures Implementing

Agency 

Expected 

Action 

Expected 

Implementation 

Passenger Vehicles 

 Smog Check Improvements BAR 2007-2008 By 2010 

 Expanded Vehicle Retirement ARB/BAR 2008-2014 2008-2014 

 Modifications to Reformulated Gasoline 

Program ARB 2007 Phase-in 

starting 2010 

Trucks 

 Cleaner In-Use Heavy-Duty Trucks ARB 2008 2010-2015 

Goods Movement Sources 

 Auxiliary Ship Engine Cold Ironing and 

Other Clean Technology 

EPA/ARB/ 

Local 2007-2008 Phase-in starting 2010 

Fuel: 2007 2007-2010 

 Cleaner Main Ship Engines and Fuel EPA/ARB 

Local Engines: 

2009 

Phase-in 

starting 2010 

 Port Truck Modernization ARB/Local 2007-2008 2008-2020 

 Accelerated Introduction of Cleaner 

Line-Haul Locomotives EPA/ARB 2007-2008 Starting in 2012 

 Clean Up Existing Harbor Craft ARB 2007 2009-2018 

Off-Road Equipment 

 Cleaner In-Use Off-Road Equipment ARB 2007 Phase-in 

starting 2008 

 Cleaner In-Use Agricultural Equipment ARB 2009 Phase-in 

starting 2014 

Other Off-Road Sources 

 New Emission Standards for 

Recreational Boats ARB 2009-2010 2012-2013 

 Expanded Off-Road Recreational 

Vehicle Emission Standards ARB By 2010 2012-2015 

 Enhanced Vapor Recovery for Above 

Ground Storage Tanks ARB 2007 Phase-in 

starting 2008 

 Additional Evaporative Emission 

Standards ARB By 2010 2010-2012 

AREAWIDE SOURCES 

2007-2008 By 2010 Consumer Products Program ARB 2010-2012 By 2012-2014 

 DPR Pesticide Regulation DPR 2008 2008 

DPR = Department of Pesticide Regulation. BAR = Bureau of Automotive Repair 
Resolution 07-28 9 

Attachment B 

Cleaner In-Use Heavy-Duty Trucks 

(replaces 4/26/07 version) 

Federal and State engine standards will ensure that by 2010 all new diesel heavy-duty 

trucks are 90 percent cleaner than new 2006 trucks. This tremendous progress is on 

top of a 65 percent reduction in NOx and an 85 percent reduction in particulate matter 

since 1990. Since trucks last a long time, we must bring newer trucks into the fleet at a 

faster pace, clean up older, dirtier trucks, and keep the clean trucks clean longer to help 

meet air quality goals. 

Between now and 2014 existing programs reduce heavy-duty truck emissions by 50 

percent. This proposed measure would reduce 2014 emissions another 60 percent. 

The measure would accomplish these new reductions through a program to reduce 

emissions from the legacy fleet involving accelerating the turnover to new truck engines 

and retrofitting the remaining trucks with emission reduction devices, and through an 

excess emissions program. 

Legacy Fleet Emission Reduction Program

Newer heavy-duty trucks are typically used in long-haul service. After seven or eight 

years, they are often sold and their service is typically shifted to shorter-haul work. 

These trucks may remain in service within a given region for another 20 years or more. 

An in-use truck program would focus on overcoming the slower rate of heavy-duty truck 

turnover to cleaner engines and retrofitting the remaining trucks with emission control 

devices such as particulate matter filters. The most comprehensive way to accomplish 

this would be through an “in-use” fleet rule that would require truck owners to meet 

specified emission levels. The proposed measure would address fleets operating in 

California regardless of whether they are registered out of state and would also address 

trucks serving California ports. 

The emission reduction impact of the proposed measure would be equivalent to having 

the entire model year 2006 and older heavy-duty truck fleet meet model year 2007 

emission levels by 2014. While separate rulemaking efforts, along with other actions, 

will be used to address private truck fleets and port trucks, the relative emission 

reduction goals for both efforts are the same. The proposed measure would generate 

additional emission reductions beyond 2014, achieving reductions needed to meet the 

ozone air quality standard. 

The proposed measure would provide an additional 27 tons per day of NOx reductions 

in the South Coast in 2014 over what was proposed in the April 2007 proposed State 

Strategy in order to help meet the South Coast District’s PM2.5 target. The proposed 

measure would also provide an additional 17 tons per day of NOx reductions in the San 
Resolution 07-28 10 

Attachment B 

Joaquin Valley in 2017 over the impact (45 tons per day) of what was proposed in the 

April 2007 proposed State Strategy in order to help accelerate ozone air quality 

progress. 

Rulemaking is currently in progress for a port truck modernization rule. ARB staff has 

also recently begun informational workshops on a heavy-duty truck in-use fleet rule, and 

has started to identify and explore the many emissions inventory, technology, financial, 

and logistical issues involved in crafting the most effective rule possible. ARB staff will 

be studying and requesting feedback from stakeholders on many issues, including: the 

characteristics of trucks registered outside of California; cost implications, especially to 

truck owner-operators, and ways to avoid any competitive disadvantage for various 

categories of truck owners; and the most efficient use of limited public incentive funds to 

achieve maximum emission benefits and lessen financial burden on truck owners. 

Excess Emissions Program

An estimate of deterioration of emission controls has historically been built into ARB’s 

projections of future emissions. As new engine technologies are introduced over the 

next few years, we need to ensure that the complex engine electronics and control 

devices used to make trucks so much cleaner are not more prone to failure, tampering 

or malmaintenance, and that deterioration does not reduce the benefits of the new 

standards. As the 2010 new engine standards are implemented, we will evaluate the inuse emissions and develop approaches to reduce excess emissions from trucks. 

Under an existing program, heavy-duty trucks are inspected at random roadside 

locations for excessive smoke, and are inspected for tampered emission control 

systems. Owners of vehicles that do not pass these inspections are issued citations 

that require prompt repairs and carry civil penalties. This measure could include an 

expansion of this program. 

While the design and evaluation of the specific program features has yet to be 

determined, ARB staff estimates that this concept has the potential to reduce NOx 

deterioration emissions by approximately 50 percent. 
Resolution 07-28 11 

Attachment B 

Estimated Emission Reductions 

South Coast 

(tons per day) 2006 2014 2020 2023 

Baseline emissions 16 10 7 6 ROG 

Potential reductions -- 7.5 2.6 1.7 

Baseline emissions 238 131 79 65 NOx 

Potential reductions -- 76.0 34.9 25.3 

Baseline emissions 10.2 5.3 3.3 2.8 PM2.5

Potential reductions -- 4.3 1.8 1.3 

San Joaquin Valley 

(tons per day) 2006 2014 2020 2023 

Baseline emissions 20 13 9 8 ROG 

Potential reductions 6.4 3.3 2.3 

Baseline emissions 277 150 88 72 NOx 

Potential reductions 61.4 30.2 21.2 

Baseline emissions 11.4 5.5 3.2 2.6 PM2.5

Potential reductions 3.6 1.6 1.2 

Baseline emissions represent emissions from diesel-fueled medium- and heavy heavyduty trucks. (Note: Baseline emissions reflect adjustments not included in the SIP 

Emission Inventory Projections on ARB’s website. The adjustments include sleeper 

truck idling restrictions, diesel engine software upgrade, and emission reductions from 

the Carl Moyer Program.) 

Timing 

Action: 2008 

Expected Implementation: 2010-2015 

Staff Proposed SIP Commitment 

ARB staff proposes to commit to bring this measure to the Board by 2008. ARB staff 

will initiate a rule development process designed to achieve the reductions shown for 

the South Coast and San Joaquin Valley in 2014, 2020, and 2023, plus the benefits 

referenced in the text for 2017 in the San Joaquin Valley. The measure as proposed by 

staff to the Board or adopted by the Board may provide more or less emission 

reductions than the amount shown. 
Resolution 07-28 12 

Attachment B 

Cleaner In-Use Off-Road Equipment 

(replaces 4/26/07 version) 

Adopted emission standards for new off-road diesel engines are becoming increasingly 

more stringent, ensuring that new construction, mining, industrial, oil drilling and airport 

ground support equipment become progressively cleaner. The cleanest standards for 

NOx emissions in these categories will phase in from 2013-2015. However, large diesel 

off-road equipment with more than 25 horsepower remain in use for long periods of 

time, often 25 years or more. This long life means that new, lower emitting engines are 

introduced into fleets relatively slowly with the result that the emission reductions and 

associated health benefits from these cleaner engines will also be slow to materialize. 

Accelerating the introduction of cleaner engines and emissions control technologies into 

the statewide fleet is necessary to meet air quality standards. 

This proposed measure is based on the regulation adopted by the Air Resources Board 

in July 2007. The adopted regulation requires owners of equipment larger than 25 

horsepower to meet a stringent average emissions level across all of their equipment. 

The fleet average approach provides equipment owners flexibility in how they will 

comply, including: swapping older, dirtier engines with newer, cleaner engines; 

purchasing newer equipment (with cleaner engines); and, adding emission control 

devices to older engines. It also allows fleet owners to maintain a fleet with some 

engines which are cleaner than the fleet average and others which are dirtier, so that, 

on average, the fleet meets the target. The regulation also includes idling limits similar 

to those the Board has adopted for heavy duty trucks. 

Staff began work on the rule in 2004 as part of the Diesel Risk Reduction Program. 

During early SIP development work in 2006, staff identified the necessity for large NOx 

emission reductions from off-road equipment and other diesel sources to meet the 

health-based federal air quality standards. Consequently, staff revised the control 

concept extensively to meet California’s clean air needs relative to diesel particulates, 

ozone, and PM2.5. 

This measure would reduce NOx emissions from large diesel off-road equipment in the 

South Coast Air Basin by approximately 10 percent in 2014 and by about 30 percent in 

2023. 

In addition to the statewide provisions of the new off-road diesel vehicle rule, the Board 

also approved an opt-in provision for a regional incentive program to achieve additional 

NOx reductions. The Surplus Off-road Opt-in for NOx (SOON) program gives air 

districts the option of requiring older, larger fleets to meet a higher level of control when 

incentive funds are available to help offset the cost of control. A SOON program 

funding commitment from the South Coast air district is estimated to achieve additional 

NOx emission reductions of 12 tons per day in the South Coast in 2014. If the San 

Joaquin Valley air district opts in to the SOON program it is estimated that 
Resolution 07-28 13 

Attachment B 

approximately 4 tons per day of additional NOx reductions could be realized in the San 

Joaquin Valley in 2014. Since the SOON program reflects a local air district 

commitment that would enhance what the regulation would achieve, estimated SOON 

program emission reductions are not reflected in the tables below. 

Estimated Emission Reductions

South Coast 

(tons per day) 2006 2014 2020 2023 

Baseline Emissions 20.2 13.3 9.3 8.1 ROG 

Potential Reductions 2.7 2.9 1.9 

Baseline Emissions 143.2 96.1 59.0 46.5 NOx 

Potential Reductions 10.5 18.7 13.9 

Baseline Emissions 8.1 4.9 2.6 1.8 PM2.5

Potential Reductions 2.6 1.8 1.3 

San Joaquin Valley 

(tons per day) 2006 2014 2020 2023 

Baseline Emissions 6.1 4.2 3.1 2.7 ROG 

Potential Reductions 0.9 1.0 0.6 

Baseline Emissions 47.6 32.8 21.6 17.7 NOx 

Potential Reductions 3.7 7.0 5.4 

Baseline Emissions 2.3 1.5 0.8 0.6 PM2.5

Potential Reductions 0.8 0.6 0.4 

Baseline emissions are from the OffRoad2007 model. 

Emission reduction estimates are based on expected emission reductions from ARB’s 

adopted In-Use Off-Road Diesel Vehicle rule. 

The rule applies declining fleet averages for large fleets beginning in 2010. For NOx, 

the fleet averages for 2014 for most engine sizes are more stringent than Tier 1 

emission levels. The corresponding PM fleet averages for 2014 are cleaner than Tier 2 

emission levels. In 2020, fleet averages for NOx and PM are more stringent than Tier 3 

emission levels. The means to reach these fleet averages are left to the equipment 

owners to decide. However, if a fleet cannot meet the NOx averages, it must turn over 

8 percent of its total horsepower per year to cleaner engines (minimum Tier 2 engine) in 

the initial years and 10 percent per year in years after 2015. A fleet must retrofit 20 

percent of its total horsepower with diesel particulate filters if it cannot meet the PM 

average. The rule would also restrict unnecessary idling. If an air district opts in to the 

SOON program, then fleets with more than 40 percent Tier 0 and Tier 1 vehicles and 

maximum power greater than 20,000 horsepower must apply for incentive funding if 
Resolution 07-28 14 

Attachment B 

their fleet operating in the air district exceeds NOx targets, and must use the incentive 

funding for retrofits, repowers, or replacements to meet the NOx targets. Fleets with 

maximum power less than or equal to 20,000 horsepower are not required to apply for 

funding, but may choose to do so on a voluntary basis if they exceed NOx targets. 

Timing 

Action: 2007 

Expected Implementation: Phase-in starting 2008 

Staff Proposed SIP Commitment 

The Air Resources Board adopted the In-Use Off-Road Diesel Vehicle rule at its July 

2007 meeting. 
Resolution 07-28 15 

Attachment B 

Co-Benefits from Greenhouse Gas Reduction Measures 

(new measure) 

The California Global Warming Solutions Act of 2006 (AB 32) establishes a 

comprehensive program to curb greenhouse gases. The law requires ARB to 

implement a statewide strategy to reduce greenhouse gas emissions by roughly 25 

percent by 2020. As engines, equipment and manufacturing processes are made more 

efficient to reduce greenhouse gases, some criteria pollutant emissions are reduced as 

well. This measure would include the criteria pollutant emission reduction co-benefits of 

ARB’s actions and other actions within the State to mitigate climate change as 

mandated by AB 32. 

Early action measures to help meet AB 32’s goal have already been adopted by ARB 

and more have been proposed. Governor Schwarzenegger has initiated programs 

(such as the Green Buildings Initiative and California Solar Initiative) to reduce energy 

use and greenhouse gases. AB 32 includes an aggressive timeline for ARB action that 

includes adopting regulations by January 2011 to achieve the maximum technologically 

feasible and cost-effective reductions in greenhouse gases. 

ARB staff estimates that greenhouse gas reduction measures would reduce roughly 

3 tons per day of NOx in the South Coast by 2014. 
Resolution 07-28 16 

Attachment B 

Cleaner In-Use Agricultural Equipment 

(replaces 4/26/07 version) 

New engines used in agricultural equipment, primarily tractors, must meet the same 

standards as other off-road engines, ensuring that new equipment becomes 

progressively cleaner. Just as in other off-road applications, diesel agricultural 

equipment can remain in use for long periods of time. This long life means that 

equipment with new, lower emitting engines are introduced into fleets relatively slowly 

with a direct impact on the pace that emission reductions materialize. 

The cleanup of agricultural in-use equipment is primarily an issue in the San Joaquin 

Valley with its large agricultural economy. Natural turnover of the agricultural fleet will 

reduce emissions significantly, but not sufficiently to meet the region’s clean air needs. 

Therefore, the goal of this measure is to accelerate fleet turnover to equipment with 

engines meeting cleaner new engine NOx standards as quickly as possible. 

Conversion to the cleanest Tier 4 engines is linked to timing of U.S. EPA’s standards for 

off-road diesel engines. The cleanest standards for small engines, 25 hp and below, 

already apply. Unfortunately, the cleanest standards for larger engines do not come on 

line until 2013, 2014, or 2015 depending on the engine size. ARB estimates that about 

three-quarters of all NOx emission from agricultural equipment come from equipment 

with diesel engines in the midsize range, 50 to 175 hp. 

The advantage of setting a goal of full conversion to Tier 4 equipment is that it ultimately 

results in the cleanest fleet. While this is the starting point for staff’s proposal we 

recognize that significant reductions can be achieved sooner by upgrading the dirtiest, 

old equipment to Tier 3. To that end we are supporting efforts to secure federal funds 

and other mechanisms to achieve near-term reductions that can be credited to the SIP.

Given the timing of the federal NOx standards and importance of the clean-up of 

equipment in the midsize ranges, ARB staff proposes to begin full implementation of the 

fleet clean-up measure in 2014 taking into account early upgrades to Tier 3 equipment. 

During detailed rulemaking, ARB staff will also evaluate the opportunity and benefit of 

beginning earlier for equipment in the narrow size ranges where clean equipment are 

available before 2014. The availability of incentives will be the critical factor along with 

equipment availability governing how fast the equipment can be done. 

Emission reduction estimates are based on ARB’s OFFROAD2007 emissions model. 

That model is based on equipment population data from the U.S. Department of 

Agriculture’s Census of Agriculture (1992) and general assumptions about the useful life 

of the equipment and their operating hours. During rule development for ARB’s recently 

adopted construction equipment rule, ARB staff collected detailed population, use, and 

age data from the construction industry that was used to refine emission estimates. The 

same effort must be done for farm equipment. Staff expects that it will result in 
Resolution 07-28 17 

Attachment B 

substantially different estimates from the emissions and the measure benefits presented 

below. 

While staff expects to start rule development beginning with a fleet average approach 

like that used in the construction equipment clean-up rule, the economics of the 

agricultural industry will factor heavily into the design of the final rule. Farmers face a 

unique market structure that affects their ability to pass costs on to their buyers. For 

some operations, especially the largest with the advantage of economic scale, an 

equipment replacement schedule will already be part of their business plan. But for 

smaller operations with just one or two pieces of equipment, the current business plan 

may be to retain existing equipment for as long as possible. Maximizing reductions in 

light of factors such as these will require careful rule design and the optimum use of 

incentives. 

 San Joaquin Valley 

(tons per day) 2006 2017* 

Baseline Emissions 13 4 ROG 

Potential Reductions -- 0.6-1.3 

Baseline Emissions 62 25 NOx 

Potential Reductions -- 5-10 

Baseline Emissions 3.5 1.3 PM2.5

Potential Reductions -- TBD 

 * Does not represent final implementation date 

Timing 

Action: 2009 

Expected Implementation: Beginning in 2014 

Staff Proposed SIP Commitment 

ARB staff proposes to commit to bring this measure to the Board by 2009. ARB staff 

will initiate a rule development process designed to achieve the reductions shown for 

the San Joaquin Valley nonattainment areas. The rule will be phased in beginning in 

2014. The final implementation date will be determined in the rulemaking process. The 

measure as proposed by staff to the Board or adopted by the Board may provide more 

or less than the amount shown based additional information including but not limited to 

emission inventory updates.